Virginia Transit Association

Transit and Land Use

TOD Literature Resources

Bus TOD
TOD Case Studies
TOD Guides and Procedures

Bus TOD

Currie, G. 2006. Bus Transit Oriented Development Strengths and Challenges Relative to Rail. Journal of Public Transportation, 9 (4).

While rail has been the focus of most planning for Transit Oriented Development (TOD), there has been recent interest in bus-related TOD with an emphasis on new bus rapid transit (BRT) systems in North and South America and Australia. This article takes a critical look at the strengths and challenges of bus-based transit systems compared to rail in relation to TOD. It includes a review of the literature and an assessment of TOD-related developments. The performance of BRT systems in relation to TOD is considered with specific reference to BRT systems in Australia. In addition, TOD related to local suburban bus service is examined. The article describes the general concept of TOD and how this relates to features of transit modes, outlines the literature relevant to bus-based TOD, and identifies the strengths and challenges of bus-based transit systems in relation to TOD. It concludes by summarizing the relative strengths and challenges of BRT and local bus services compared to rail. The findings of the review are used to identify ways in which bus-based TOD might be better planned and implemented.

(Source: the papers abstract)

TOD Case Studies

Boarnet, M. 1999. Transit Oriented Development in San Diego County: The Incremental Implementation of a Planning Idea. Journal of the American Planning Association , 65 (1), 80-95.

Although transit-oriented development (TOD) has become an increasingly popular planning idea, very few studies have examined how localities plan for and implement transit-oriented projects. This article helps fill that gap by studying the TOD implementation process near stations on the oldest of the current generation of light rail lines in the United Statesthe San Diego Trolley. Some parts of the San Diego Trolley have been in operation since 1981, but there are still only a few projects that both incorporate TOD concepts and were built after planning for the nearby rail line began. TOD projects were pursued most aggressively in the City of La Mesa, largely because TOD was consistent with local goals that went beyond transportation. Elsewhere in the San Diego region, several barriers have limited TOD implementation. Overall, the cities along trolley routes, though sympathetic to regional rail objectives, have approached TOD from a perspective of local goals, opportunities, and constraints. The result is that regional TOD implementation resembles the incremental model of policy-making. One implication of the San Diego experience is that incorporating TOD concepts into station-area developments is likely to be a slow process. Abstract by the author.

(Source: Florida Planning and Development Lab, Department of Urban and Regional Planning Florida State University. (2004). From Bus Shelters to Transit-Oriented Development: A Literature Review of Bus Passenger Facility Planning, Siting, and Design. Report Prepared for Florida Department of Transportation Public Transit Office.)

Calthorpe, P. 1993. The Next American Metropolis: Ecology, Community, and the American Dream. New York: Princeton Architectural Press.

One of the foremost practitioners of New Urbanism, Peter Calthorpe, an urban designer and architect based in Berkeley, California, offers one of the most coherent and persuasive arguments for moving the United States away from sprawl and toward more compact, mixed-use, economically diverse, and ecologically sound communities. This book presents 24 of Calthorpe's regional urban plans, in which towns are organized so that residents can be less dependent upon their cars and can walk, bike, or take public transportation between work, school, home, and shopping. This book is not just for architects and urban planners, but for all concerned citizens interested in developing a cohesive, feasible vision of the sustainable city of the future.

(Source: http://www.amazon.com/Next-American-Metropolis-Ecology-Community/dp/1878271687.)

California Department of Transportation. 2002. Statewide Transit-Oriented Development Study Factors for Success in California. Final Report. Business, Transportation and Housing Agency.

This study has taken a comprehensive look at the state of the art practice of transit oriented development in California and the United States. This 14-month study began in September 2000 and was completed by early 2002. The major objectives of this study were to: Define transit-oriented development and its successful components; describe the potential benefits of TOD; examine the status of implementation of TOD in the U.S. and California; identify the major barriers and impediments to the wider implementation of TOD; identify what is working well, as well as the need fro additional resources to overcome barriers; and finally, develop a set of potential strategies and activities that the state of California may implement to facilitate the broader implementation of TOD in this state. Abstract by the author.

Carter & Burgess. 2001. Fort Worth Transit Alternatives Analysis: Transit Supportive Land Use Policies. Fort Worth, TX: The City of Fort Worth and The Fort Worth Transportation Authority.

As the ability to try to address congestion through continued expansion of roadways has become constrained by funding limitations, lack of right-of-way, federal mandates and growing opposition from citizens groups, new policy approaches have been considered, and in some case actually implemented. These policy approaches include:

Improving the quantity of and quality of infrastructure that serves pedestrians, bicyclists and high occupancy vehicles
Increasing the price of auto travel relative to other modes of travel
Regulating more directly the design of new development
Restricting the spread of urban expansion
Encouraging or requiring suburban development at higher densities
Creating nodes of new high intensity development

The City of Fort Worths 2000 Comprehensive Plan and recently adopted Mixed Use zoning address, to some degree, five of the six policy types listed above. The purpose of this report is to present an overview of land use and transportation policies, present examples where such policies have been implemented and identify additional policies that could be implemented by the City of Fort Worth to meet goals and objectives presented in the 2000 Comprehensive Plan.

Center for Transit-Oriented Development. Hidden in Plain Sight: Capturing the Demand for Housing Near Transit. September, 2004.

This market assessment study finds there is likely to be significant demand for housing within a half-mile radius of fixed guideway transit stations over the next twenty five years. At least a quarter of all new households - 14.6 million households - could be looking for housing in these "transit zones"

Center for Urban Transportation Research. 1994. Model Land Development & Subdivision Regulations that Support Access Management for Florida Cities and Counties.

This report presents strategies for local access management programs framed under local comprehensive and subarea plans. It discusses access management approaches that address issues related to the division and subdivision of land associated with commercial development along etc. It presents model land development and subdivision regulations that cities and counties can use with transportation departments to: foster well designed circulation systems that improve the safety and character of commercial corridors; discourage subdivision practices that destroy the rural character of the landscape or essential natural resources; advance economic development goals by promoting more efficient use of land and transportation systems; and help control public service costs and the substantial public investment in infrastructure and services. Abstract taken from authors introduction (p. 1-10). It presents model land development and subdivision regulations that cities and counties can use with transportation departments to: foster well designed circulation systems that improve the safety and character of commercial corridors; discourage subdivision practices that destroy the rural character of the landscape or essential natural resources; advance economic development goals by promoting more efficient use of land and transportation systems; and help control public service costs and the substantial public investment in infrastructure and services. Abstract taken from authors introduction.

Cervero, R. 1996. Traditional Neighborhoods and Commuting in the San Francisco Bay Area. Transportation , 23 (4), 373-394.

Neo-traditional designs, proponents argue, reduce dependency on the automobile and provide attractive environments for walking, bicycling, and transit riding. This paper explores the extent to which this proposition holds for seven traditional neighborhoods in the San Francisco Bay Area that evolved around early streetcar services. Matched-pair comparisons of modal shares and trip generation rates for work trips are made between these neighborhoods and newer auto-oriented suburbs, controlling for the effects of income and, to a lesser extent, existing bus service levels. Pedestrian/bicycle modal shares and trip rates tended to be considerably higher in transit-oriented than in the paired autooriented neighborhood. Higher residential densities were also found to have a proportionately greater impact on transit commuting in transit-oriented than in auto-oriented neighborhoods. The paper concludes that neo-traditional development must be coordinated with larger regional planning efforts and public policy initiatives to reduce automobile dependency. Abstract by the author.

Cervero, R. 1998. The Transit Metropolis: A Global Inquiry. Washington, D.C.: Island Press.

The Transit Metropolis: A Global Inquiry by Professor Robert Cervero of the University of California at Berkeley is must reading for public transportation practitioners who believe they can glean useful experience from colleagues around the world.

The ability to gain lessons from abroad in operating and improving transit systems is precisely the operating philosophy of the federally supported International Mass Transit Study Program. Over the past five years, this program has given more than a hundred managers a close look at many of the cities selected by Cervero for his masterful analysis. He homes in on what it takes to provide world-class urban transit that is cost-effective, conserves resources, and provides a reasonable alternative to the personal mobility of the private car.

Based on three years of research, the book explores the successful innovations of 12 metropolitan areas he calls the "transit metropolis": in effect, an urbanized region where a hand-to-glove fit exists between transit services and settlement patterns. These cities are set apart by their commitment to bucking the trend toward auto dependency and restructuring themselves to design and provide sustainable transit services.

Against the background of insights and policy lessons drawn from such profiled cities as Stockholm, Sweden; Singapore; Zurich, Switzerland; Adelaide and Melbourne, Australia; Curitiba, Brazil; Karlsruhe, Germany; and Vancouver, B.C., Cervero reviews the efforts and challenges facing North American cities such as Houston, San Diego, and St. Louis in mounting effective and responsive public transit programs.

(Source: http://www.apta.com/services/intnatl/intfocus/cervero.cfm.)

Cervero, R. 2003. Green Connectors: Off-Shore Examples. Planning , 69 (5), 25-29.

Cervero gives examples from Europe and Bogota, Colombia of ways that America can change from being park-and-ride centered to providing more car free transit access.

Cervero, R. and J. Landis. 1997. Twenty Years of the Bay Area Rapid Transit System: Land Use and Development Impacts. Transportation Research A: Policy and Practice, 31 (4), 309-333.

Planners of the Bay Area Rapid Transit (BART) system, the first large-scale urban rail project built in the U.S. since the early part of this century, hoped BART would encourage compact and orderly growth, and spawn a multi-centered settlement pattern. The initial BART impact study, conducted a few years following the systems 1973 opening, concluded that BART played a fairly modest, though not inconsequential, role in shaping metropolitan growth and land-use patterns. This paper summarizes findings from an update of the original BART impact study, examining BARTs influences on urban development patterns 20 years after services started. In general, the research findings are similar to those of the original impact study. Over the past 20years, land-use changes associated with BART have been largely localized, limited to downtown San Francisco and Oakland and a handful of suburban stations. Elsewhere, few land-use changes have occurred, either because of neighborhood opposition or a lackluster local real estate market. While BART appears to have helped bring about a more multi-centered regional settlement pattern, such as inducing midrise office development near the Walnut Creek and Concord stations, it has done little to stem the tide of freeway-oriented suburban employment growth over the past two decades. Indeed, recent office additions near East Bay stations pale in comparison to the amount of floor space built in non-BART freeway corridors. Near several suburban stations, the most notable change has been the addition of multi-family housing. In most instances, local redevelopment authorities helped leverage these projects by providing various financial incentives and assistance with land assemblage. Statistical analyses reveal that the availability of vacant and developable land is an important predictor of whether land-use changes occurred near stations. BART, in and of itself, has clearly not been able to induce large-scale land-use changes, though under the right circumstances, it appears to have been an important contributor. If the Bay Area is to achieve the compact, multi-centered built form that was originally envisaged, stronger public policy initiatives will be needed to channel future regional growth to BART corridors.

(Source: adapted from the papers abstract)

Charles, J.A. and M. Barton. 2003. The Mythical World of Transit-Oriented Development Light Rail and the Orenco Neighborhood, Hillsboro, Oregon. Cascade Policy Institute, Portland, OR.

Portland , Oregon has encouraged the creation of a number of transit oriented developments (TODs) in the past several years. These land use/transportation solutions - especially when based on light rail - are supposed to help decrease traffic congestion, improve air quality, and increase use of public transit. This paper analyzes a case study of Orenco station, which is one of the nation's TOD's. The paper tries to answer the following questions: 1. Does the pattern of development near the station indicate that is an attraction? 2. How much public subsidy was involved in the development and what was the role of the government? 3. In terms of actual transit use, how do the projects looked at perform as TODs? 4. Does the population living near the TODs feel that their quality of life was improved by transit-oriented planning?

(Source: adapted from the reports Executive Summary.)

Denver Regional Transportation District. 1996. Creating Livable Communities: A Transit Friendly Approach. Denver, CO: Regional Transportation District.

The purpose of this document is to provide a process with guidelines, standards and criteria, for communities who wish to encourage transit-oriented development in their jurisdiction. The manual consists of five chapters. Chapter 1 provides background on transit-oriented development, discusses the benefits of TOD and explains role of government in achieving TOD. Chapter 2 addresses provision of transit in the Denver region and the types of transit planning areas in the region. Chapter 3 describes a process and identifies policies, strategies and regulatory tools that can be utilized to accomplish TOD. Chapter 4 provides guidelines for transit-oriented development. Chapter 5 discusses ways in which each local community, working with RTD and the development industry, can begin implementing these strategies and techniques.

Diaz, Roderick & Christopher Porter. 1999. Transit Agency Partnering in Supporting Development Around Rail Transit Stations., 1999. Source: APTA 1999 Commuter Rail/Rapid Transit Conference Proceedings Paper.

Presents seven case studies along with lessons learned that highlight transit agency partnering to promote TOD. Findings reveal that transit agencies support TODs through two primary activities - development implementation and station area planning.

Dill, J. 2006. Travel and Transit Use at Portland Area Transit-Oriented Developments (TODs). Prepared for Transportation Northwest (TransNow), Seattle, WA.

In recent years there has been a growing interest in using land use planning to reduce reliance on the automobile long-term, through ideas such as smart growth, New Urbanism, pedestrian pockets, and transit-oriented development (TODs). Portlands planning agencies, including the regional government (Metro), were early adopters of TOD concepts. This research surveyed residents of TODs in the Portland area about their travel behavior, housing choices, and mobility preferences. The survey collected data from over 300 residents near four different light rail stations in the Portland region. The neighborhoods were selected to represent a range of types of TODs, while controlling somewhat for income (through housing styles and prices) and regional and transit accessibility. None of the neighborhoods completely satisfies generally agreed upon standards for good TODs: higher density, good land use mix, pedestrian friendly, and close to transit. The research found that households in the neighborhoods tend to be smaller than the surrounding cities, often without children. The residents of the surveyed TODs are not transit dependent, though they did take transit to work or school at a significantly higher rate than residents citywide. The varying physical features of the TODs did not appear to affect transit commuting, but did influence non-commute travel mode choices. Parking pricing at work or school was an important factor in commute mode choice. A significant share of respondents now commute by transit who did not before.

(Source: the reports abstract, http://pubsindex.trb.org/document/view/default.asp?lbid=848349)

Dittmar, H. and G. Ohland (eds.). 2004. The New Transit Town: Best Practices in Transit-Oriented Development. Washington, D.C.: Island Press.

The New Transit Town brings together experts in planning, transportation, and sustainable design to examine the first generation of TOD projects and derive lessons for the next generation. Topics include a typology of projects appropriate for different contexts and scales; the planning, policy and regulatory framework of "successful" projects; obstacles to financing and strategies for overcoming those obstacles; issues surrounding traffic and parking; the roles of all the actors involved and the resources available to them; and performance measures that can be used to evaluate outcomes. There are case studies of Arlington, Virginia (the Rosslyn-Ballston Corridor); Dallas (Mockingbird Station and Addison Circle); Atlanta ( Lindbergh Center); San Jose (Ohlone-Chynoweth); and San Diego (Barrio Logan).

(Source: http://www.amazon.com/gp/reader/1559631171/ref=sib_dp_pt/104-4773876-9909500#reader-link)

Ewing , R. et al. (1996). Best Development Practices: Doing the Right Thing and Making Money at the Same Time. Planners Press.

Florida is expected to grow by five million people over the next 20 years. Without changes in development policy and practice, this growth will take the form of urban sprawl, sprawl being Floridas now-dominant development pattern. The economic and social costs will be enormous. In Best Development Practices, we define good community development, as distinct from sprawl, in operational terms. Our recommendations cover four aspects of developmentland use, transportation, environment, and housing. The emphasis is on the physical environment. Abstract by the author.

Filion, P. 2001. Suburban Mixed-Use Centers and Urban Dispersion: What Difference Do They Make? Environment and Planning A , 33 (1), 141-160 .

In a context of growing car dependency and suburban sprawl, planners search for ways of intensifying urban development and reducing reliance on the automobile. The creation of planned mixed-use centers intended to become hubs of transit and pedestrian movement within the dispersed suburban environment represents one such intensification strategy. This paper investigates three suburban mixed-use centers in the Greater Toronto Area, selected for their advanced level of development, and identify the planning rationales and objectives that have led to their creation. To verify the extent to which they meet their intensification goal, the paper monitors the three selected centers level of development, modal split, land-use pattern, inner synergy, and inner movements. Findings are mixed. If the suburban centers have been successful in attracting development and attaining levels of transit use, pedestrian movement and inner synergy exceeding those of the typical suburban area, they are not as distinct from the remainder of the suburb as intended and thus fall short from their planning objectives. It concludes that a strategy combining the creation of nodes (such as suburban mixed-use centers) with high-density, transit-oriented corridors within the suburban environment would be more effective in bringing intensification to this portion of the metropolitan region. Abstract by the author.

Frank, L. D. et al. 1999. Assessing Transit Station Area Redevelopment: A Case Study of the Lindbergh Station in Atlanta. Journal of Public Transportation , 2 (3), 21-51.
Available at http://www.nctr.usf.edu/jpt/jptv2n3.htm (abstract only), then find Frank on this page.

This article assesses the land-use, demographic, circulation, and economic development attributes of transit station area development. Findings from this assessment are applied to the Lindbergh Metropolitan Atlanta Rapid Transit Authority (MARTA) Station area in Atlanta, Georgia, for which a private-public partnership is currently being negotiated. Recommendations for the redevelopment of the Lindbergh Station area are provided, including a schematic design that integrates those recommendations. The resulting recommendations are intended to maximize the likelihood for transit ridership and economic benefit while offsetting traffic congestion and vehicle emissionsin keeping with the objectives of the Federal Transit Administrations Livable Communities Initiative. A safe and inviting walking environment throughout a station areaextending well beyond the area of physical redevelopment itselfis fundamental to achieving these objectives. Existing barrier effects and lack of pedestrian connectivity associated with major transportation corridors within the Lindbergh Station area will significantly offset transportation and environmental benefits on which public investment in the redevelopment is predicated. Solutions are required that provide not only safer street crossings, but a larger proportion of rights-of-way devoted to pedestrian movement and the development of a street life. Priority should be given to pedestrian improvements that increase access to transit for traditionally undeserved populations. Finally, open space is required to effectively compete with other more auto-dependent areas and to draw higher income populations to transit station areas. Abstract by the author.

Goodwin, R. E. 1997. Land Value Assessment Near Bus Transit Facilities: A Case Study of Selected Transit Centers in Houston, Texas (SWUTC/98/721924-1). Houston, TX: Texas Southern University.
Available at http://ntlsearch.bts.gov/tris/record/tris/00743907.html

This is a study designed to measure the potential impacts of transportation facilities upon land values of contiguous properties compared to non-contiguous properties, within a quarter-mile zone of influence. A survey was designed and randomly administered to residents within each stated zone of influence, and provided information about the neighborhood and land values. The results of the survey were compared to data from the Harris County appraisal District. Census data were obtained to measure demographic changes from 1980 to 1990 and determine the relationship between socioeconomic variables and the transit facility. The existence of the transit facility was welcomed by a majority of the residents, although adjacent land values did decrease near three of the four facilities. The areas where the transit sites are located experienced decreases in population over the period 1980 to 1990, and coincide with the general population decline that occurred within Houstons inner freeway loop. Overall the findings indicate that the transit facility was not the overriding variable causing changes in land values. Abstract by author.

Lund , Hollie, Robert Cervero & Richard Willson T5. Travel Characteristics of Transit-Oriented Development in California., January 2004.
Available at http://www.csupomona.edu/~rwwillson/tod/Pictures/TOD2.pdf
http://www.csupomona.edu/~rwwillson/tod/APApres_files/frame.htm (APA Presentation April 26, 2004)

Data were collected from sites along light, heavy, and commuter rail lines in California's four major regions. Findings demonstrated that TOD residents, TOD office workers, and hotel patrons in TODs all use rail transit more frequently than the average for the same cities. The report provides information on station characteristics, demographics, employment characteristics, residential location, commuting cost and transportation incentives for TOD sites.

Luscher, D.R. 1995. The Odds on TODs Transit Oriented Development as a Congestion Reduction Strategy in the San Francisco Bay Area. Berkeley Planning Journal 10: 55-74.

Transit-oriented development, which clusters high density, mixed-use development around transit stations, has been proposed as a way to reduce automobile travel in the San Francisco Bay Area and elsewhere. This paper relates research on neighborhood characteristics and vehicle travel to specific Bay Area characteristics. The analysis shows that, even using optimistic assumptions about travel behavior, redeveloping the area around most of the existing rail transit stations, coordinating similar development around feeder bus routes, and clustering close to one-fifth of the regions population in these areas would reduce vehicle miles traveled in the Bay Area by just 5%. If current trends continue, this would offset only three years of growth in vehicle miles traveled. Thus, transit-oriented development is unlikely to have a significant impact on regional vehicle miles traveled and traffic congestion. Although transit-oriented development may have other worthwhile benefits, it is inappropriate as the cornerstone of the Bay Areas congestion management strategy.

(Source: the papers abstract)

Nelson, A. C. 1999. Transit Stations and Commercial Property Values: A Case Study with Policy and Land-Use Implications. Journal of Public Transportation , 2 (3), 77-93.
Available at http://www.nctr.usf.edu/jpt/jptv2n3.htm (abstract only), then find Nelson on this page.

There is little research about the association between rail transit station proximity and commercial property values. There is even less research on the role of public policy in influencing commercial property markets near transit stations without resorting to supply-side constraints. The research reported in this article helps close these gaps in research. This article develops a theory on commercial property value with respect to both transit station proximity and the role of policies that encourage commercial development around transit stations without discouraging commercial development elsewhere. The theory is applied to the universe of commercial property sales in the area of Atlanta known as Midtown, which is located about 1 kilometer north of the downtown edge. Midtown is served by three heavy rail transit stations operated by the Metropolitan Atlanta Rapid Transit Authority (MARTA). To encourage development around MARTA stations, Atlanta waives parking and floor area ratio requirements in Special Public Interest Districts (SPIDs) located around rail stations. Research shows that commercial property values are influenced positively by both access to rail stations and policies that encourage more intensive development around those stations. This article explores both theoretical and policy implications. Abstract by the author.

Puget Sound Regional Council. 1999. Creating Transit Station Communities in the Central Puget Sound Region. Seattle, WA: Puget Sound Regional Council.
Available at http://www.psrc.org/projects/tod/workbook.htm

At its core, a transit station community is a compact, mixed use activity area centered around a transit station that by design encourages residents, workers, and shoppers to drive their cars less and ride mass transit more. The centerpiece of a transit community is the transit stationconnecting the residents and workers to the rest of the regionand the civic and public spaces that surround it. The design, configuration, and mix of buildings and activities emphasize pedestrian-oriented environments and encourage the use of public transportation. The land uses within a transit station community are linked with convenient pedestrian walkways, and parking is managed to discourage dependence on the automobile. Creating Transit Station Communities can help transit agencies achieve transit-oriented land use development. The workbook focuses on the role that high capacity transit stations can play in stimulating and supporting local land use changes. The overall purpose for promoting transit-oriented land use development at transit stations is to increase region wide transit use and support local growth management objectives. Abstract by the author.

Shelton , D. and A. Lo. 2003. Transit-Oriented Development in the Seattle, WA, USA, Area. ITE Journal, Vol. 73, No. 8.

While existing transit-oriented development (TOD) varies in land-use mix, project density and transit accessibility, most transportation planning professionals agree that TOD provides an opportunity to locate compact, high-density land uses within walking distance of existing future transit services. TOD attempt to reduce the use of single-occupant vehicles and enhance transit investments by bringing potential riders closer to transit facilities. TOD also can help reduce personal transportation costs, air pollution and dependency on fossil fuels while fostering efficient non-motorist access to local services and amenities.

(Source: the papers abstract)

Smith, H. and J. Raemaekers. 1998. Land Use Pattern and Transport in Curitiba. Land Use Policy 15 (3): 233-251.

This paper examines the degree of success of the city of Curitiba, Brazil, in controlling the energy expended in transport through integrated land use and transport planning. Three key variables--settlement shape, density and location of activities--are applied to the investigation of this rare built example of a linear city. Conclusions are drawn which enable us to compare this city's experience favorably with Western cities, in terms of fuel burn, whilst also raising doubts about the validity of this experience as a benchmark in the context of developing countries.

(Source: The papers abstract, http://www.ingentaconnect.com/content/els/02648377/1998/00000015/00000003/art00016.)

TOD Guides and Procedures

Akron Metropolitan Area Transportation Study. 2001. Transportation Access to Development: A Guide for Local Officials and Developers. Akron, OH: Akron Metropolitan Area Transportation Study.

The purpose of this Guide is to address transportation problems by reporting on strategies that encourage development patterns that are more pedestrian, bicycle, and transit-friendly, and that maintain traffic flow on adjoining roadways through access management techniques. Abstract by the author.

Banai, R. 1998. Transit-Oriented Development Suitability Analysis by the Analytic Hierarchy Process and a Geographic Information System: A Prototype Procedure. Journal of Public Transportation , 2 (1), 43-64.
Available at http://www.nctr.usf.edu/jpt/jptv2n1.htm (abstract only), and then scroll down to find Banai on that page.

A prototype procedure is illustrated to assess the suitability of land use around proposed light rail transit stations of a metropolitan area, with an example of a focus on one station area land use pattern. Transit oriented development (TOD) guidelines provide the criteria for an assessment. The procedure for assessment is facilitated by a geographic information systems (GIS), and the Analytic Hierarchy Process (AHP), a multicriteria methodology that is increasingly employed in conjunction with geographic information systems. The weights of the criteria are determined through paired comparisons (relative measurement), and a ratings intensity scale is used to determine the scores of land units (absolute measurement). This flexibility in measurement is helpful in situations where land use criteria, such as TOD guidelines, as suitability factors and with certain desirable thresholds of intensity are known, but must be considered strategically and adaptively, responsive to local priorities and site-specific conditions. The scores of land uses on a scale of zero to 100 percent are determined, which indicate the degrees of the suitability of a transit station area as a potential TOD. As well, the proportions suggest changes that target particular parcelsindividually and as a groupso as to bring about a desirable mix of the public, core/employment, and housing uses for an urban TOD. This prototype application highlights the versatile properties of the AHP, particularly when used in the specific context of a development paradigm (TOD) in conjunction with a geographic information system that has not been previously addressed in the literature on applications. Abstract by the author.

Beimborn, E., & Rabinowitz, H. (1991). Guidelines for Transit Sensitive Suburban Land Use Design. Center for Urban Transportation Studies and the School of Architecture and Urban Planning, the University of Wisconsin-Milwaukee.

This report provides guidelines for the planning and design of land use patterns that are sensitive to the needs of public transit. These guidelines are meant to create an efficient environment for future growth in suburban areas, and were prepared from a market based point of view. Design elements are proposed that directly address the success of development activities and transit services. The report discusses requirements for successful transit and provides design guidelines for land use, access systems and transit service types through a range of scales.

Transit-sensitive land use design can be developed through the designation of Transit Corridor Districts (TCDS) which would separate transit- and auto-oriented land uses. Such areas would have a mix of land uses with higher densities located near a transit route. A high quality access system for pedestrians and bicyclists would be provided to permit easy connections between buildings and transit vehicles. Guidelines are offered for the overall administrative and policy issues, systems planning considerations and specific designs of individual districts where transit service is provided. Steps to implement the guidelines are also included. Abstract by the authors.

Calthorpe Associates. 1992. Transit-Oriented Development Design Guidelines. San Diego: City of San Diego.

The aim of the Land Guidance Section of City of San Diegos Mobility Program is to reduce transportation demand through new and revised land development policies. This report intends to create an awareness of transit-oriented land development practices. It explains the applicability of transit-oriented development on re-developable and urbanizing sites, new growth areas, core commercial areas, residential areas, secondary areas and open spaces. It offers design solutions that support transit by way of street design and circulation, transit stops and parking requirements.

Cervero, R. 2002. Built Environments and Mode Choice: Toward a Normative Framework. Transportation Research Part D: Transport and Environment , 7 (4), 245-284.

It is believed that compact, mixed-use, and walk-friendly urban development can significantly influence the modes people choose to travel. Despite a voluminous empirical literature, most past studies have failed to adequately specify relationships for purposes of drawing inferences about the importance of built-environment factors in shaping mode choice. This paper frames the study of mode choice in Montgomery County, Maryland around a normative model that weighs the influences of not only three core dimensions of built environmentsdensity, diversity, and designbut factors related to generalized cost and socioeconomic attributes of travelers as well. The marginal contributions of built environment factors to a traditionally specified utility based model of mode choice are measured. The analysis reveals intensities and mixtures of land use significantly influence decisions to drive-alone, share a ride, or patronize transit, while the influences of urban design tend to be more modest. Elasticities that summarize relationships are also presented, and recommendations are offered on how outputs from conventional mode-choice models might be postprocess; to better account for the impacts of built environments when testing land-use scenarios. Abstract by the author.

Cervero, R., & Bosselmann, P. 1998. Transit Villages: Assessing the Market Potential through Visual Stimulation. Journal of Architecture and Planning and Research , 15 (3), 181-196.

Transit villages could reduce automobile dependency and improve urban environments; however, there are few contemporary examples of such development, in part because of uncertainty about the market demand for transit-oriented living. This article assesses the market potential of transit villages using visual simulation techniques. Photoslide images were created to simulate a walk through four neighborhoods with different density and amenity mixes. Based on the survey responses of over 170 Bay Area residents, the lowest density neighbourhood was the most preferred. However, far more respondents liked the simulated transit village designed at 36 dwellings per acre with nicer amenities than liked the village designed at 24 dwellings per acre but with fewer community services. The research suggests Americans will trade-off higher residential densities for more amenities in transit village settings. Visual simulations, we believe, provide a richer context for probing the market potential for transit-oriented development than do traditional market research approaches because visual simulations convey a wider array of environmental choices. Abstract by the authors.

Hendricks, S.J. 2005. Impacts of Transit Oriented Development on Public Transportation Ridership . Prepared for the U.S. Department of Transportation and the Florida Department of Transportation by the National Center for Transit Research, University of South Florida, Tampa, Florida.
Available at http://www.nctr.usf.edu/pdf/576-10.pdf

The purpose of Phase I of this study was to develop a research design to better establish the relationship between transit oriented development (TOD) and travel mode share. The initial hypothesis that good quality transit combined with good quality TOD would succeed in shifting travelers from single-occupant vehicle travel to transit was found to be an oversimplification. Good quality transit service is necessary and good quality TOD is likely helpful and important to shifting mode share but not sufficient. Other necessary factors include supporting elements of the larger urban spatial structure, disincentives to driving alone, favorable marketability of TOD for non-transportation reasons, and incentives to use transit. Research literature suggests that elements of urban form are perhaps not the most important determinants of travel behavior, specifically mode choice, number of trips taken and length of trips. However, urban form does appear to exert some kind of influence, and for that reason, it is worthwhile to further specify the relationship to ascertain how policy initiatives relating to TOD can support the goal to balance mode share in the direction of greater transit use. To better define the elements of TOD that shape travel behavior, this study describes a research design for the development of a panel survey, using recently developed cell phone technology, to track the same individuals and households over time. Using a pre-test post-test design, the survey data collected for a region in Florida would be a sound investment for improved travel forecasting, modeling and other uses.

(Source: The reports abstract.)

Lefaver, S. 2001. Construction of Transit-Based Development (FHWA/CA/OR-2001/2002). San Jose, CA: Mineta Transportation Institute, San Jose State University.
Available at http://transweb.sjsu.edu/mtiportal/research/publications/documents/ConstructionTBD.htm

From this study, new policy initiatives for local, state, and national governments are recommended in order to encourage transit-based development. The recommendations include potential actions in land use, legislation, and fiscal powers. Six cities (five in California and one in Oregon) are examined as case studies. Each city has taken a different approach to transit-based development. Existing incentives for transit-based development, their success, and possible improvements were reviewed. The results to further encourage transit-based development included such recommendations as: adopting local land use policies and implementing them; using tax credit and tax-exempt private development to encourage affordable housing within transit-based development; and expanding legislation, such as the Transportation Enhancement Fund to encourage transit-based development.

Lincks & Associates Inc. 1994. Transit-Friendly Development. Tampa, FL: Hillsborough Area Regional Transit (HARTline) .

There is an emerging trend of basing development and land use performance standards on the specific characteristics and needs of a community. Therefore this study includes a major research effort that provided a factual foundation upon which to build the recommended local program. The purpose of the report is to establish workable transit-friendly development principles that could be implemented by the different governmental units in Hillsborough County. The process followed in this report begins with the consideration of general principles and progresses towards specific solutions of commonplace development problems. The report presents conclusions and recommendations of the research process after the introduction of what is known as a transit-friendly development. This section of the report describes the principles of transit-friendly design and also presents issues that need to be overcome in achieving it. The final section presents case studies of transit-friendly designs and provides implementation procedures.

Lincks & Associates Inc. 1993. Transit-Friendly Development: Task 2 Principles. Tampa, FL: Hillsborough Area Regional Transit (HARTline).

This working paper is an overview of land use planning, traffic engineering and urban design principles that can be utilized to encourage transit usage. Based on findings from previous literature and telephone interviews with transit agencies, the paper presents discussion on land use planning principles, operational criteria, building and urban design standards, and integration of transit into the community. The paper concludes with recommendations of preferred development incentives that would support increased transit usage.

Loukaitou-Sideris, A. 2000. Transit-Oriented Development in the Inner City: A Delphi Survey. Journal of Public Transportation , 3 (2), 75-97.
Available at http://www.nctr.usf.edu/jpt/jptv3n2.htm (abstract only), then find Loukaitou on that page.

This study presents the results of a three-round Delphi survey that focused on issues and opportunities related to transit-oriented development (TOD) in U.S. inner cities. The survey queried a panel of 25 experts about the various goals and objectives of the practice of TOD, as well as the preconditions and constraints surrounding such development in economically disadvantaged areas of the inner city. Starting from a wide range of responses, the panel was eventually able, through the Delphi process, to focus on specific issues and propose a concrete set of strategies for the implementation of TODs. Abstract by the author.

Meck, S. 2002. Growing Smart Legislative Guidebook: Model Statutes for Planning and the Management of Change. American Planning Association.
Available by clicking this link.

The Growing Smart Legislative Guidebook: Model Statutes for Planning and the Management of Change, 2002 edition, was published by the American Planning Association in January 2002, and is available for purchase from APA's Planners Book Service and for downloading from APA's website.

Morris, M. 1996. Creating Transit-Supportive Land-Use Regulations (PAS 468). Chicago: American Planning Association. (Need to purchase from APA)

This guidebook illustrates how transit supportive policies and land use regulations can bring about a compact, pedestrian friendly community that offers a wide choice of transportation for its residents and reduces the negative externalities associated with the use of the automobile. It offers guidelines and advantages for transit and pedestrian friendly site design like providing continuous, direct and convenient linkages, improving the pedestrian environment, and providing public spaces. It illustrates the effect of reduction of parking spaces or of limiting parking according to transit patronage volumes. It also presents the effect of mixed-use development on the promotion of public transportation in cities and suburban communities. It encourages planners and local government to adopt policies that increase urban densities that support transit. It concludes that if transit supportive policies and regulations are included in the local government planning process then it can greatly benefit transit agencies and also encourage people to use transit as an alternative to the automobile.

Nelson, D. et al. (2000) . A New Planning Template for Transit-Oriented Development . San Jos, CA: Mineta Transportation Institute, San Jos State University.

The Mineta Transportation Institute (MTI) at San Jos State University assigned a project team to design a planning template for transit-oriented development (TOD) that incorporates an understanding of nonwork travel, that is, trips for shopping, eating out, and engaging in recreational and cultural activities. Nonwork trips are growing in significance and now account for four of every five trips. At the same time, TOD has become a popular planning response to the impacts of metropolitan growth. Some planners believe that TOD will induce more pedestrian and transit trips and will reduce the average length and frequency of household auto travel. This effect is assumed to result from improved accessibility to employment and nonwork venues located in compact, mixed-use centers. Planning professionals in many MPOs also suggest that if multiple centers are linked by high quality transit, such as light or heavy rail, access is enabled to the broad range of nonwork activities.

The project arrived at these essential findings: (1) Venues for nonwork activities are very numerous and geographically dispersed. (2) The spatial environment for nonwork activities is the result of growing prosperity, technical innovation, and a dynamic, competitive marketplace. (3) The consumer marketplace will provide many more places to go than mass transit can cost-effectively serve. (4) Current metropolitan planning methods and modeling tools focus on the work trip and do not adequately account for the complexity of nonwork trips and their linkage to work trips.

These findings support the need for a new regional planning process to complement current methods. One recommended approach is that metropolitan communities establish a Nonwork Travel Improvement Planning Process using a multidisciplinary expert advisory group interacting with a core, Internet-enabled, professional transportation planning staff. An iterative interaction across varied but relevant skill sets could be achieved through a Backcasting Delphi process. The focus of the interaction would be on understanding the ramifications of consumer and retail industry behavior for TOD and other new transportation strategies, and then assessing the available strategies for cost effectiveness in reducing the impacts of growth and automobility in a complex and uncertain metropolitan market. Abstract by the author.

Niles , John & Dick Nelson. 1999 . Measuring the Success for Transit-Oriented Development: Retail Market Dynamics and Other Key Determinants.
Available at http://www.globaltelematics.com/apa99.htm

Outlines 16 key factors that need to be understood and weighed before significant new transit investments are made. Among them are transit quality and technology, employment and housing density, retail siting criteria, regional market structure, consumer activity patterns, travel behaviour/trip chaining, zoning flexibility, resident reactions, housing type preference/life style & life stage, self-selection in residential choice, and government policies.

Pulugurtha, S. S., & Nambisan, S. S. 1999. Evaluating Transit Market Potential and Selecting Locations of Transit Service Facilities Using GIS. Journal of Public Transportation , 2 (4), 76-92.
Available at http://www.nctr.usf.edu/jpt/jptv2n4.htm (abstract only), then find Pulugurtha on that page.

Accessibility to transit service facility (TSF) locations plays a significant role in the success of public transportation systems. The ease with which the enduser can reach a TSF (e.g., bus stops, rail stations, or multimodal centers) plays prominently in the decision-making process of the individual. This article presents a working definition for transit market potential based on accessibility in terms of walking distance and walking time. Further, a measure is constructed to evaluate transit market potential for TSF locations for a transit system. The measure of transit potential is represented by an index value based on demographic criteria such as employment, household size, vehicle ownership, etc. This index can be used to identify locations of TSFs that increase a routes potential for ridership. A methodology is proposed to estimate the Index of Transit Potential for TSFs. This methodology involves (1) identifying the accessible network of streets around each TSF that is within an acceptable access threshold for a transit rider and (2) estimating the transit market potential based on key demographic characteristics. The analytical and visualization capabilities of a Geographic Information Systems (GIS) program are utilized to help at in the objective. A case study is used to demonstrate the application of the methodology. In the case study, a portion of a route of the Las Vegas Citizens Area Transit (CAT) system is analyzed and the Index of Transit Potential is estimated. The index values are then used to locate TSFs along the route. This is compared with the existing stop locations for the route. Abstract by the authors.

Snohomish County Transportation Authority. (1993). A Guide to Land Use and Public Transportation Volume II: Applying the Concepts. Lynnwood, WA: United States Department of Transportation.
Available at http://ntl.bts.gov/DOCS/GL.html

The report points out the differences between suburban sprawl development and planned development in terms of design, compatibility of land uses and support for public transit. It presents the characteristics and advantages of transit-compatible site plans over typical site plans and presents guidelines on how to plan sites that are transit compatible.

Tumlin, J., & Millard-Ball, A. 2003. How to Make Transit-Oriented Development Work. Planning, 69 (5), 14-19.

The authors discuss how to achieve true transit-oriented development as opposed to transit-adjacent development. They incorporate Robert Cerveros three Ds of density, design, and diversity while stressing the important role parking plays in developing and maintaining a TOD environment. Several real-world examples are given as well as a TOD check list.

Cervero, R. 2003. Transit-Oriented Development and Joint Development in the United States: A Literature Review (TCRP Research Results Digest 52). Washington , DC : Transportation Research Board.

This digest summarizes the literature review of TCRP Project H-27, Transit-Oriented Development: State ofthe Practice and Future Benefits. This digest provides definitions of transit-oriented development (TOD) and transit joint development (TJD), describes the institutional issues related to TOD and TJD, and provides examples of the impacts and benefits of TOD and TJD.

(Source: http://pubsindex.trb.org/document/view/default.asp?lbid=726711.)

Cervero, R. et al. 2004. Transit-Oriented Development in the United States: Experiences, Challenges and Prospects (TCRP Report 102). Washington , DC : Transportation Research Board.

This report examines the state of the practice and the benefits of transit-oriented development and joint development throughout the United States. It also offers in-depth case studies of TOD in 10 urban areas in the US.

Evans, J.E. et al. 2007. Traveler Response to Transportation System Changes. Chapter 17-Transit Oriented Development of TCRP Report 95. Washington , DC : Transportation Research Board.

TRB s TCRP Report 95: Traveler Response to Transportation System Changes, Chapter 17--Transit-Oriented Development explores the transit-oriented development ( TOD) land use strategy and its transportation impacts in terms of regional context, land use mix, and primary transit mode. TOD generally refers to higher-density development, with pedestrian priority, located within easy walking distance of a major public transit station or stop.

(Source: http://www.uwm.edu/Dept/CUTS/trb/conf/papers/Resour.htm.)

Goodwill, J., & Hendricks, S. 2002. Building Transit Oriented Development in Established Communities (473-135). Tampa, FL: Center of Urban Transportation Research, University of South Florida.
Available at http://www.nctr.usf.edu/publications.htm, then scroll down to find '473-135' under FY 2002.

This report provides a synthesis of the steps that established car oriented communities have taken to transform into transit oriented communities. The report identifies several approaches, such as the use of transit oriented design, focusing transit oriented development (TOD) around park-and-ride lots, making changes to land development regulations, parking management, offering development incentives, coordinating stakeholders, incorporating transit into future development/redevelopment, crafting TOD design guidelines, pre-designating transit corridors, ensuring pedestrian and bicycle access, adapting transit services to the needs of suburban style communities, offering location efficient mortgages and ideas for dealing with community resistance toward applying transit friendly measures to car oriented communities. This report presents a literature review with conclusions, an annotated bibliography and five case studies of communities that have taken steps to become transit oriented. These communities include Atlanta, Charlotte, Orlando, the Central Puget Sound Region in Washington and Denver. Abstract by the authors.

Good Jobs First. Making the Connection: Transit-Oriented Development and Jobs. March 2006.
Available at http://www.goodjobsfirst.org/pdf/makingtheconnection.pdf

Examines 25 TOD projects around the country that incorporate significant amount of affordable housing and/or make a substantial attempt to create good jobs that can be filled by people from working families.

(Source: http://www.apta.com/research/info/briefings/briefing_8.cfm.)

Kreyling, C. 2001. Hug that Transit Station. Planning , 67 (1), 4-9.

New transit agencies across the country-in New Jersey, Atlanta, the San Francisco Bay region, and elsewhere-are taking up the cause of a new approach to transit station planning. Their hope is that by locating housing and shops within walking distance of stations, they can increase ridership and rejuvenate surrounding communities. One ambitious planned community called Orenco Station is being built around a light rail station in Hillsboro, OR, located ten miles west Portland. When complete in 2002, the development will include more than 1,800 housing units plus offices and shops, on 200 acres of what was originally zoned as industrial land. Extended cases are cited for the Bay Area Rapid Transit (BART) system in the San Francisco Bay Area, the Atlanta Metropolitan Area Rapid Transit Authority (MARTA), and five so-called transit villages in New Jersey. Strategies for building such complexes are discussed.

Kuzmyak, J. R., Pratt, R. H., & Douglas, G. B. 2003. Traveler Response to Transportation System Changes: Chapter 15Land Use and S ite Design (TCRP Report 95). Washington, DC: Transportation Research Board.

TRBs Transit Cooperative Research Program (TCRP) Report 95: Chapter 15 Land Use and Site Design provides information on the relationships between land use/site design and travel behavior. Information in the report is drawn primarily from research studies that have attempted to measure and explain the effects.

This report is part of TCRPs Traveler Response to Transportation System Changes Handbook series. The overarching objective of the Traveler Response to Transportation System Changes Handbook is to equip members of the transportation profession with a comprehensive, readily accessible, interpretive documentation of results and experience obtained across the United States and elsewhere from (1) different types of transportation system changes and policy actions and (2) alternative land use and site development design approaches. This is the second of 19 chapters expected to be published in this series.

(Source: http://www.trb.org/news/blurb_detail.asp?id=2079.)

Porter, D. 1997. Transit-Focused Development (TCRP Synthesis 20). Washington, DC: Transportation Research Board.

This synthesis describes planning and implementation processes leading to development at and near transit stations. It is based on a summary of research and on nineteen agency profiles. Much of the research is based on rail stations, but the policies and planning tools could be applied to bus and multi-modal stations as well. Aspects covered in this synthesis include: 1) the extent and character of development around rail transit stations, with some examples of similar developments at bus transfer stations or other multi-modal centers; 2) the benefits of transit-focused development, potential obstacles to overcome and recommended procedures for achieving them; 3) policies and planning tools adopted by transit agencies, MPOs and local governments to encourage transit focused development are identified and evaluated; and 4) findings and conclusions concerning the conditions conducive to transit focused development and the tools that public agencies can use to encourage it.

Project for Public Spaces. 1997. The Role of Transit in Creating Livable Metropolitan Communities (TCRP Report 22). Washington, DC: Transportation Research Board.

This report combines guidelines and case studies to provide a comprehensive approach for improving community livability and transit ridership in the United States. It is directed toward a broad range of individuals and groups in the public and private sectors associated with community, business, and civic organizations, including public transportation providers, local and metropolitan governments, community groups, and private businesses. The reports twelve chapters are divided into three major parts. Part I, Overview and Context, defines the concept of livability and the impact of transportation on livability. It also describes federal support for transit and livable community initiatives, the placemaking approach to livability, and transportation strategies that impact livability. Part II, Roles of Transit in Creating Livable Communities, contains Chapters 3 through 9, which document and present diverse examples of how public transportation supports and enhances community livability. The examples which briefly summarize the experience of the individual communities and the more lengthy case studies are organized by the following topics: creating places for community life; using transit as a catalyst for downtown and neighbourhood renewal; creating opportunities for entrepreneurship and local economic development; improving safety and amenity; making communities accessible and convenient; and shaping community growth. Part III, Implementation, contains Chapters 10 through 12, which provide a guide to implementation. These chapters describe the importance of community-based process for creating livable communities, then describe specific planning, design, and management strategies for livable places.

Project for Public Spaces. 1998. Transit-Friendly Streets: Design and Traffic Management Strategies to Support Livable Communities (TCRP Report 33). Washington, DC: Transportation Research Board.

This report will be of interest to individuals seeking to improve the livability of their communities and to those concerned with the role that local streets and public transportation can play in pursuing this goal.

The report presents 10 strategies used in both the United States and Europe to create transit-friendly streets. The strategies are followed by case studies of five communities that have pursued different initiatives to improve their livability by making their streets more transit-friendly. The report culminates with lessons learned from the case studies. The report is very practical and will be useful to transit professionals, transportation planners, engineers, city officials, and local communities.

Renne, J. and J. Wells. 2005. Transit-Oriented Development: Developing a Strategy to Measure Success (NCHRP Research Results Digest 294). Washington , DC : Transportation Research Board.

This digest offers a strategy to systematically evaluate the potential success of transit-oriented development (TOD). The digest identifies and evaluates various indicators of the impacts of TOD, provides the results of a survey of TOD indicators, and identifies ten indicators that can be used to systematically monitor and measure impacts. The digest summarizes research conducted to determine the wide range of outcomes and benefits of TOD and looks at who is evaluating TOD across the United States, what are the most useful indicators, how difficult it is to collect data, and how often progress should be monitored. It concludes with suggestions for developing a strategy to monitor the success of TOD.

(Source: http://pubsindex.trb.org/document/view/default.asp?lbid=753971.)

Shinbein, P. 1997. Multimodal Approaches to Land Use Planning. ITE Journal , 67 (3), 26-32.

In the US suburban land use patterns that exclusively accommodate the automobile afford little choice in other travel mode options and in fact increase automobile trip-making. Walking, biking and mass transit are not encouraged options for most travel due to segregated land uses and low densities resulting in dispersed origins and destinations. In order to make alternative modes more viable, a more balanced approach to planning that includes transportation modes is warranted. Compact, mixed-use land development places employment and retail activities in closer proximity to living areas with designs that favor nonmotorized transportation and transit access. Benefits of these developments include automobile trip reduction, decreased road congestion and lowering of urban area vehicle miles of travel. These new developments do not exclude the automobile; rather they favor pedestrian and transit activity. Bus or rail transit service would be available, providing employment activities in other communities and areas. Abstract by the author.

White, M. 1999. The Zoning and Real Estate Implications of Transit Oriented Development (TCRP LRD 12). Washington, DC: Transportation Research Board.

Local government officials, including attorneys, planners, and urban design professionals, are seeking new approaches to land use and development that will address environmental impacts of increased automobile traffic and loss of open space around cities and towns, and that will alleviate financial pressures on governments and their constituents. Among these approaches is the urban design concept of transit oriented development, which emphasizes that where transit facilities are in place, or planned to be put in place, there should be a mix of commercial, retail, residential, and civic uses within close proximity to the facilities designed for the best possible interface. The highest density would be closest to these fixed gateways or other transit facilities.

This research produced information on legal and other issues associated with transit-oriented development. The report should be useful to transit and development attorneys, financial officials, planners, development officials, and anyone interested in transit-oriented development.

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