What’s the difference between a true transit-oriented development, which will deliverpromised social and economic benefits, and a transit-adjacent development? A true TOD will include most of the following:
• 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.
• A balanced mix of uses generates 24-hour ridership. There are places to work, to live, to learn, to relax and to shop for daily needs.
• A place-based zoning code generates buildings that shape and define memorable streets, squares, and plazas, while allowing uses to change easily over time.
• The average block perimeter is limited to no more than 1,350 feet. This generates a fine-grained network of streets, dispersing traffic and allowing for the creation of quiet and intimate thoroughfares.
• Minimum parking requirements are abolished.
• Maximum parking requirements are instituted: For every 1,000 workers, no more than 500 spaces and as few as 10 spaces are provided.
• Parking costs are “unbundled,” and full market rates are charged for all parking spaces. The exception may be validated parking for shoppers.
• Major stops provide BikeStations, offering free attended bicycle parking, repairs, and rentals. At minor stops, secure and fully enclosed bicycle parking is provided.
• Transit service is fast, frequent, reliable, and comfortable, with a headway of 15 minutes or less.
• Roadway space is allocated and traffic signals timed primarily for the convenience of walkers and cyclists.
• Automobile level-of-service standards are met through congestion pricing measures, or disregarded entirely.
• Traffic is calmed, with roads designed to limit speed to 30 mph on major streets and 20 mph on lesser streets.
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