Implementation: Community

1. Transit Oriented For All : Delivering Mixed-Income Housing in Transit Served Neighbourhoods
-Shelley Poticha and Jeff Wood
 Introduction
 The synergies of mixed-income transit-oriented development
 Learning from case studies
 Proactive strategies for mixed-income TOD

2. There Goes the Neighbourhood? Or Saving the World? Community

Views about Transit Orientated Development.
-Janet Rice
 Introduction
 Who likes TOD and why?
 Who doesn’t likes TOD and why?
 Introduction
 There is an increasing danger that virtually all of the new development near transit could be unaffordable to lower
income households.
 It is also probable that new or enhanced transit service could trigger considerable displacement in existing low-
income and mixed-income neighborhoods.
 In many communities, TOD is not yet supported by appropriate zoning codes, which leads to lengthy and costly
permitting processes and parking standards are higher than necessary. Both the time it takes for developers
to get permits and the high parking requirements increase construction costs.

 The synergies of mixed-income transit-oriented development

 Transit-oriented development and mixed-income neighbourhoods have clear benefits of their own. Transit-oriented
neighbourhoods make transit ridership possible and convenient; in doing so, they help improve air quality and reduce
regional traffic congestion.
 Stabilizing high-percentage riders Lower-income households are less likely to households are less likely to own cars than
other income segments and thus are more transit dependent.
 Extending the health benefits of ''TOD to all Transit-oriented communities'’ characteristics, a diverse mix of land uses,
close destinations,.
 transit-accessible housing can help low- and moderate-income households achieve homeownership, one of the greatest
wealth builders for Americans.
Metro rail projects, Dhaka Gulsan Circle-2
Transit rich Average American Auto Dependent
neighbourhood family Neighbourhood

Boston City BADC bazar road

Figure: Housing expenditure by neighbourhood type
Source: Transit-Oriented-Development, P-155
 Learning from case studies
 There is no single effective approach to promoting mixed-income housing in neighborhoods near transit.
 Rather, all stakeholders, including federal government, state government, regional government, local government, the community and private-sector developers, are grappling with the challenges
of simultaneously removing barriers to building mixed-use neighborhoods where transit is convenient and ensuring that a full range of households can access the lifestyle and affordability
benefits of TOD.

 Charlotte’s South Corridor/Blue Line

Transit Technology Light Rail
Route Distance & Number of Stops 9.6 miles, 15 Stations
Year Service Will Begin 2007
Daily Ridership 9,100 (2007 opening day estimate)
Residents Within _ Mile Radius Population—21,063, Households—9,406
Residential Density 6.7 Dwelling Units per Residential Acre
Corridor (1/2 mile radius of stops)—$39,388
Median Income, 1999
Region—$46,119

Charlotte Metro
LAND USES Housing Commercial Industrial Mixed Use Civic

 Transit Zone is defined as the ½-mile radius around Within 1/2 mile 35% 36% 29% n/a n/a
all of the transit stops in the corridor. Charlotte Regional Transit
radius of stops
  The Charlotte light rail corridor is different from the
other case study corridors in that there are so many
large underutilized commercial and industrial properties
around stations.
 The transit investment has the potential to catalyse new
development, residential development in particular, on a
scale that could transform the character and liveability
of these neighbourhoods.

 Proactive strategies for mixed-

income TOD
1. Build public leadership
2. Assess the context for mixed-income TOD
3. Think comprehensively about the transit district
4. Think comprehensively about housing affordability
5. Encourage public-private partnerships
6. Be proactive.
East / West Station Area Reflects Corridor Development Potential

Joydebpur Map DUET surroundings Area

 Introduction
 Planners and activists who support transit orientated development (TOD) are ardent proponents because of its social and environmental benefits.
 Yet changes to people’s hometowns arouse great passions and can face substantial opposition.

 Who likes TOD and why?
 Reduces reliance on cars, which has substantial environmental and social benefits
 Improves the viability of public transport and so facilitates the provision of better
public transport services.
 Enables a more compact city, providing housing and development opportunities
without adding to city sprawl.
 Brings new development to replace areas which are perceived as being old and
rundown.
 Who doesn’t likes TOD and why?
 Fear of impact on their amenity and their lives.
 Loss of place and heritage and neighbourhood character, changes to
things they value, and find comforting which give them a sense of a
connection with an area and/or the past.
 Fear of traffic and parking chaos, either because they don’t believe that
the public transport improvements will happen or even if they do that
people won’t use the service.

 TOD supporter  TOD resisters

 TOD supporters can also be characterized as people who have a strong sense of
community and who are happy to interact with a wide cross section of community,
embracing diversity, including multicultural and socio-economic diversity.
 They also value their car culture, particularly the individual freedom
of car travel and allied scepticism of the value of public transport.
 I wouldn’t live in a town centre. I like privacy. More people, more
neighbourhood problems. We lose the identity of our suburbs when
units are built.

Tejgaon, Dhaka Basundhara Housing Complex field Gulshan, Dhaka Gulshan Lake Public Transort, Dhaka