What is Transit Oriented Development?

[Metro Jacksonville]

What is Transit Oriented Development?



Metro Jacksonville explains what our own transit authority can't: Transit Orented Development.

Full Article
http://www.metrojacksonville.com/content/view/597

[tufsu1]

Based on this info. from the story, your assertion that TOD must have transit as a central feature on-site is false

• The transit-oriented development lies within a five-minute walk of the transit stop, or about a quarter-mile from stop to edge. For major stations offering access to frequent high-speed service this catchment area may be extended to the measure of a 10-minute walk.

You are correct regarding the project on State/Union because of its design and lack of a land use mix .  But I strongly disagree with your position that Kings Avenue Station is not a TOD....tell this to the folks in Miami, Atlanta, DC, etc. who are developing TODs on parking lots surrounding their metro stops....some of these lots end up being over 1/4 mile from the station entrance itelf

[thelakelander]

Before taking out specific points of the list, we can't overlook the opening statement:

What’s the difference between a true transit-oriented development, which will deliver promised social and economic benefits, and a transit-adjacent development? A true TOD will include most of the following:

If we only take one of the concepts (proximity), then the Dalton Agency and Quinzo's would classify as a transit oriented development (they are both across the street from a skyway station), which we all know is not true.

But I strongly disagree with your position that Kings Avenue Station is not a TOD....tell this to the folks in Miami, Atlanta, DC, etc. who are developing TODs on parking lots surrounding their metro stops....some of these lots end up being over 1/4 mile from the station entrance itelf

What makes the Kings Avenue Station site a TOD, in your opinion anymore than the Laura Street site or Quiznos?  Outside definitions aside, in your opinion, what's the difference between a TOD and a TAD?

As for the other cities, I'd argue that some of the things assumed as TODs may actually be TADs.  Like the Kings Avenue Station (I really like this project), it doesn't mean that they aren't positives, they just aren't authentic TODs.

[thelakelander]

some of these lots end up being over 1/4 mile from the station entrance itelf

Remember, a well planned TOD can cover a lot of ground.  A true TOD can be as large as an entire neighborhood, as long as the transit component is a central defining element.  I hope, with good coordinated planning between the community and various public entities, some of our older sections of town can be redevelops as large TODs.

Dallas' Victory Park is a large TOD under construction on what was once an old railyard.  You'll notice the DART light/commuter rail station is located at the center of the development, while it stretches to the North and South for quite a distance.  You'll also notice that the arena and commercial/entertainment element of the development is located in the central portion, along with the rail station.  So the design includes transit as a central component and stretches to points that are a 1/4 mile away from the center.

[archiphreak]

While I agree with some points in this article and disagree with others I feel that a fundamental point is being missed here.  In the example of the Kings Avenue Station - While I do not necessarily enjoy it's architectural statement or design (lack there of), we should be embracing this development.  Arguing over the semantics of whether or not it is TOD or TAD (I think there are enough acronyms in the world without making more) misses the point that this development is oriented towards a mass transit solution.  While it may not be as glitzy as the Emoryville Station (FYI my college studio did a project for that site and I'm glad that they have finally gotten it built) it is at least a step in the right direction.  As we all cry out for true change in our city and attempt to move toward a more pedestrian/mass transit oriented society, we also have to take a moment and applaud those who are at least trying to take the first steps.  If all we do is criticize them for not bringing about complete and radical change all at once no one developer will ever want to bring a true TOD to The Core.  It has to start somewhere.

[thelakelander]

The major point is much larger than Kings Avenue or the FCCJ station development.  While I do think its debatable if that particular development is oriented towards transit at all, other than being built on land owned by JTA and next to a parking garage, its still a decent project. 

The major issue at hand is the fundamental understanding of the concept from those making and planning these things on a public level and how "if played out right", they could transform the entire way we look at our community today by redistributing growth back into sections of the community that have been totally ignored and underserved for several decades.  When you get down to the nitty gritty, finding solutions to issues like suitable spots for affordable housing, stimulating economic revitalization, slowing sprawl, increasing the city's quality of life, transit route planning, improving mass transit, crime reduction, etc. all relate to the understanding of the impact of TODs.  If we can grasp the concept and apply it correctly locally, many of the various issues facing this community today will be well on their way to being addressed.  If we don't, then its a good opportunity missed, simply because of a lack of understanding in terminology.

[archiphreak]

Lakelander, I agree with you completely.  But I still maintain that it does need to start somewhere.  And something is much better than nothing.  Also, a larger issue is who pays for these developments?  Are they publicly funded?  Private venture capitalists?  The communities they serve?  While this is an interesting educational article, which is important, where does reality step in?  Where is the funding for such colossal undertakings?  *insert random gripe about the mayor's misuse of city funds here*  Perhaps being in the industry gives me a somewhat pessimistic slant to developments like this, because clients, quite frankly, don't want to pay for them.  And neither do cities either.  The cities that we all speak of as what Jacksonville could be took years and sometimes decades to get to where they are.  And it all started with the small not-quite-right projects that at least headed in the direction of true responsible community design and urban planning.   

[thelakelander]

If we don't, then its a good opportunity missed, simply because of a lack of understanding in terminology.

Case in point.



Take a look at the planned BRT route along I-95 to Gateway Mall and the TOD sites located along its path.  If you're familiar with the area, you'll understand that residents don't live on I-95 and that the TOD locations do nothing for the communities surrounding them, because they aren't well integrated, due to being based around a foreign object (I-95, which divided and cut off these communities from one another) an area that developed and flows in a totally different manner for over 100 years.

Then you'll notice the city owned S-Line abandoned rail corridor which also goes from the downtown area to Gateway Mall.  Understanding the historical development and traffic patterns of the community you'll also notice that these communities grew up around this line and that most of the major employers (ex. EWC, Shands, Swisher, etc.) and densely population areas (ex. Durkeeville, New Springfield, Brentwood, etc.) are adjacent to the right-of-way.  A trip by car will then reveal several areas of commercial and industrial blight (ex. Springfield Warehouse District, Beaver/Myrtle/Main Streets, etc.) that have been in a decaying state for decades also line this corridor.  Those areas are perfect places for authentic TODs because they are currently negatives for these communities that could become positives by simply taking advantage of such a right of way.  Those TODs, then help produce supporting TADs (in the form of rehabilitating existing building stock)...see here:

http://www.metrojacksonville.com/content/view/554/117/


Unfortunately, partially because of a lack of understanding of the term and its impacts on a much larger scale, in the start we don't consider these issues because we are only looking at route planning in terms of the quickest way to get from Point A to Point B.  A couple of hundred million spent on building something that further separates core communities and that great opportunity to redevelop this entire corridor is lost, simply do to a lack of foresight in the beginning, years before a private developer ever has a chance to step up to the plate.  

plan ahead - take advantage of blight and abandonment, density, city owned right of way and opportunity to recreate/readdress areas like this:


into vibrant value producing spots like this:

[thelakelander]

Lakelander, I agree with you completely.  But I still maintain that it does need to start somewhere.  And something is much better than nothing.

You start with zoning and route planning.  Built development follows.

Also, a larger issue is who pays for these developments?  Are they publicly funded?  Private venture capitalists?  The communities they serve?  While this is an interesting educational article, which is important, where does reality step in?  Where is the funding for such colossal undertakings?

The construction of a TOD is no different from the construction of an apartment complex on Gate Parkway or an office in Mandarin.  The major difference comes with zoning and foresight at a public level.  Private development follows.

*insert random gripe about the mayor's misuse of city funds here*  Perhaps being in the industry gives me a somewhat pessimistic slant to developments like this, because clients, quite frankly, don't want to pay for them.  And neither do cities either.

Being in the industry I look at it from another angle.  Developers want to make money point blank.  The way we plan and zone our cities on a public level influence whether certain types of developments will be profitable or not.

The cities that we all speak of as what Jacksonville could be took years and sometimes decades to get to where they are.  And it all started with the small not-quite-right projects that at least headed in the direction of true responsible community design and urban planning.  

Very true, to a degree.  Our argument with mass transit and transit oriented development started over 25 years ago.  We have some members here who have been pushing for better planning and things like light rail before the skyway was built.  Some even mentioned the skyway would be a bust and that we should go the route of cities (like Portland, Denver, San Diego, etc.) that were planning other forms of systems that had been successful for years overseas.  They were ignored then and what they have said became true.  We now look at places that were just like Jax 20 years ago as positive examples to follow.

When you get your ducks in a row, you also don't have to wait 20 years to see things change.  Charlotte was much smaller than Jax in the 1980s.  In the 1990s, they began to push for many of the things debated on these message boards.  By the end of the 1990's you began to notice the change and now its a big giant ball of momentum.

So yes, it starts somewhere.  But I'd argue the start occurs well before the first architectural contract is signed for an actual development. 

[archiphreak]

Well, then I say if you can't bring Muhammad to the Mountain, bring the Mountain to Muhammad.  Let's fish for investors, get with the city to scout suitable property, form a joint venture, design and build exactly what we've been talking about.  Simple.

[gatorback]

Simon Prosperities is doing some nice projects nationally.  Check out their website for a list of their projects.  I know they favor doing tax credit projects.  TCOD (Tax Credit Oriented Development), or is it TID (Tax Incentive Development).  Wow.  I'll have to look that one up on Urban Dictionary.