Transit-Oriented Development: Strategies to Promote Vibrant Communities Elizabeth Ridlington Brad Heavner MaryPIRG Foundation Winter 2005 Acknowledgments The authors wish to thank the following people for their time and assistance in provid- ing information for this report: Corey McDaniel of MARTA, Jillian Detweiler of Tri- Met, Leon Vignes of the Arlington Department of Community Planning, Housing, and Development, Frank Turner of the City of Plano, Cheri Bush of DART, Rachel Kennedy of the Jersey City Planning Department, and Monica Etz of the New Jersey Transit Village Initiative. The authors gratefully acknowledge Dru Schmidt-Perkins of 1000 Friends of Mary- land, Dan Pontious of the Citizens Planning and Housing Association, and George Maurer of the Chesapeake Bay Foundation for peer review of this project. Thanks also to Tony Dutzik for editorial support. MaryPIRG Foundation thanks the Surdna Foundation, the Town Creek Foundation and the Clayton Baker Trust for their generous support of this report. The authors alone bear responsibility for any factual errors. The recommendations are those of the MaryPIRG Foundation. The views expressed in this report are those of the authors and do not necessarily reflect the views of our funders. © 2004 MaryPIRG Foundation The Maryland Public Interest Research Foundation (MaryPIRG Foundation) is a non- profit, nonpartisan 501(c)(3) organization dedicated to protecting the environment, the rights of consumers, and good government in Maryland. For additional copies of this report, send $10 (including shipping) to: MaryPIRG Foundation 3121 Saint Paul Street, #10 Baltimore, MD 21218 For more information about MaryPIRG and the MaryPIRG Foundation, please con- tact our office at 410-467-0439 or visit the MaryPIRG website at www.marypirg.org. Insert cover photo credit(s) and design (Harriet Eckstein, Kathleen Krushas) credits Table of Contents Executive Summary 4 Introduction 7 Benefits of Transit-Oriented Development 9 Higher Property Values and Tax Revenues 9 Increased Residential and Commercial Values 9 Increased Revenues 10 Reduced Driving and Air Pollution 10 Renewal of Older Neighborhoods 13 Successful Programs to Promote Transit-Oriented Development 14 Arlington, VA 14 Portland, OR 16 Dallas and Plano, TX 18 Atlanta, GA 21 Jersey City, NJ 22 TOD Potential in Maryland 25 Existing TOD 25 Untapped Potential at Existing Stations 26 Future Stations 27 Obstacles 27 Conclusion and Recommendations 29 Recommendations for Local Governments 29 Recommendations for Transit Agencies 31 Recommendations for the State 32 Notes 34 Executive Summary aryland could strengthen its ef- of life, and an increased tax base. Cities forts to control sprawl and pro- across the country have tapped into the M vide a high quality of life for the potential of their rail systems by promot- state’s residents by encouraging more ing transit-oriented development. transit-oriented development near rail • Arlington, Virginia, seized the stations. opportunity presented by construc- Transit-oriented development (TOD)— tion of two Metro rail lines in 1980 characterized by residential units to revitalize commercial areas and alongside or above stores, restaurants, and neighborhoods. By locating rail offices and a design that allows residents stations in existing neighborhoods, to choose between walking, driving, or zoning the surrounding area for riding transit—offers an attractive alter- high-intensity use, and creating a native to sprawling residential suburbs separate identity for each station, and mega-malls that are accessible only Arlington has increased its popula- by car. tion by 26 percent countywide and TOD is valuable to individuals, devel- collects one-third of its property tax opers, and local governments. For ex- revenue from the 7 percent of its ample, a study that reviewed the value of land that is near rail stations. buildings solely by their proximity to rail stations found that office buildings in • Coordination by the transit agency Dallas located close to rail stations in- and state, county, and local govern- creased in taxable value by 25 percent ments in Portland, Oregon, to from 1997 to 2001, compared to a 12 promote TOD has led to $3 billion percent increase for comparable proper- in development next to both urban ties farther away. and suburban rail stations. Property Focusing shops, offices, parks and tax exemptions and low requirements homes within walking distance of rail sta- for providing parking have also tions provides significant returns, includ- helped to encourage TOD. ing urban revitalization, improved quality 4 Transit Oriented Development • Rail-oriented development in the • Include TOD visions and zoning in Dallas region has been spurred by tax all long-term growth plans and increment financing and impact fee establish programs to coordinate waivers offered by the city of Plano development and support TOD- and by an effort by Dallas Area serving improvements. Rapid Transit to simplify coordina- • Reach out to communities to help tion between the transit agency, local them recognize the many forms that governments, and developers. TOD can take to fit community characteristics and incorporate Maryland has many opportunities for neighborhood feedback about captur- constructing TOD in both urban and ing the greatest benefit from TOD. suburban settings. • Request, and take advantage of, • Prince George’s County has room to expertise and resources available accommodate new residents and from the Maryland Department of businesses: over 3,000 acres of land Transportation (MDOT), which has within a half mile of Metro stations a broad range of tools to support is currently undeveloped or under- growth in transit station areas and to developed. help communities achieve appropri- ate and beneficial development. • The Baltimore region has 46 rail MDOT’s tools range from support- stations, twenty of which currently ing streetscape improvements on offer parking. That space could be state highways to planning TOD and developed to some more intensive implementation strategies. use with parking incorporated into the project. Transit agencies should: • Adding rail lines or extending exist- • Facilitate acquisition of sufficient ing systems would add rail stations developable land around rail stops by around which to focus development. leasing transit agency-owned land, by In Baltimore, the proposed system helping developers consolidate small expansion would create over 60 more parcels or by creating a partnership of stations. The Inner Purple Line near all the property owners who would Washington, D.C. would add at least be involved in a development. seven stations, and the Corridor Cities Transitway could add more. • Minimize the impact of the parking constructed to serve a rail station. When parking structures are needed Taking advantage of the potential of to replace surface spaces lost to transit-oriented development in Maryland redevelopment, transit agencies will require focused effort by local govern- should ensure that parking facilities ments, the state, and transit agencies. are integrated into the overall TOD Local governments should begin by plan, support pedestrian access, and creating a TOD coordinator position, enhance the project’s value, and someone who will help direct the efforts should keep parking construction of the multiple agencies that are involved costs low by requiring the minimum in TOD projects and aid developers with number of spaces and promoting the many hurdles present in a mixed resi- shared use of parking space by dential and retail infill development. In commuters, residents, and shoppers. addition, local governments should: Executive Summary 5 • Consider the TOD potential of within priority funding areas to station locations when planning the receive focused state attention and route of future rail lines. resources to spur development. In selecting Priority Places from The state should: candidate locations, the Maryland Department of Planning should • Build on MDOT’s demonstrated give priority to applications that capabilities in promoting local have TOD elements. TOD-supportive initiatives by expanding resources available to • Commit to locating all state offices, promote TOD at existing stations whether in leased or purchased and help communities build suc- buildings, at transit-accessible sites cessful projects. as existing leases expire. • Strongly support the Priority Places Strategy, which designates sites 6 Transit Oriented Development Introduction aryland residents suffer from the shops—a grocery store, a dry cleaner, a effects of sprawl. Spread-out de- bookstore or flower shop—and restau- M velopments with homes far rants. In the next block, or even above removed from commercial areas mean the retail stores, are apartments and con- that residents must drive to complete dominiums. Beyond that are townhouses even the simplest errands—to go to work, or free-standing homes on small lots. In to pick up a child from school, or to buy the broader neighborhood beyond are a gallon of milk—losing time in traffic larger homes with bigger yards. that would otherwise be spent with fam- Living within walking distance of a ily or in some leisure activity. The shift train station provides innumerable small to widely dispersed, automobile-depen- benefits. Workers can read or relax dur- dent development has resulted in wors- ing their commute via train. Picking up ening air pollution, the loss of treasured the dry cleaning entails nothing more open space, and the decline