TOD doesn’t have to be fancy

By On December 27, 2009 · 19 Comments

Developers and real estate workers like buzz words. They’re a great way to grab attention. But a development doesn’t need “TOD,” “near trains,” or “transit friendly” written on marketing materials, or subsidies and tax breaks from the municipality, to pass as Transit Oriented Development.

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A photo of the Los Angeles Gold Line light rail passing the Mission Meridian “transit oriented development” (above, top) and marketing materials for the project (above, bottom).

Sometimes you just need a stairway and a sidewalk.

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Townhomes on Carey Trail (view in map) in Wood Dale, Illinois, have easy access to the Wood Dale Metra station on the Milwaukee District West line. Look at the map to see how the neighboring developments fare in access to the station.

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  • http://apaeconomicdevelopment.blogspot.com/ Shana

    Hi Steve– While I completely agree that TOD doesn't have to be fancy, I'm unsure that your second picture from the Wood Dale Metra station is TOD. With a parking lot right next to the station and apartments it doesn't seem to have a true, mixed use element. Perhaps this is TAD? Still, it is a leap forward when there was some forethought put in connecting the apartments to the station via the staircase. In general, I'm a bit unsure if commuter rail stations can truly support TOD. Perhaps a good topic for a future post?

  • http://apaeconomicdevelopment.blogspot.com/ Shana

    Hi Steve– While I completely agree that TOD doesn’t have to be fancy, I’m unsure that your second picture from the Wood Dale Metra station is TOD. With a parking lot right next to the station and apartments it doesn’t seem to have a true, mixed use element. Perhaps this is TAD? Still, it is a leap forward when there was some forethought put in connecting the apartments to the station via the staircase. In general, I’m a bit unsure if commuter rail stations can truly support TOD. Perhaps a good topic for a future post?

    • http://www.stevevance.net/planning Steven Vance

      I believe that Transit Oriented Development is a toolbox from which you can apply several tools to your project. It’s similar to Bus Rapid Transit: There is no singular definition, but a collection of attributes where one or many can apply.

      I don’t know how the townhomes were marketed to the city council or potential residents, but the direct access sidewalk represents one tool from the TOD toolbox.

      My view of TOD is probably unpopular, but I like increments and baby steps, especially in suburbs.

      As for your final comment, some Chicagoland suburbs have implemented “real” or “full” TOD: Arlington Heights has added condos, shopping, and offices within 2 blocks of their commuter train station. This picture shows the density.

    • http://www.stevevance.net/planning Steven Vance

      How’s this for TOD?
      http://www.flickr.com/photos/jamesbondsv/4228373829/in/photostream/

      I just got back from Phoenix Valley, Arizona.

  • http://www.stevevance.net/planning Steven Vance

    I believe that Transit Oriented Development is a toolbox from which you can apply several tools to your project. It's similar to Bus Rapid Transit: There is no singular definition, but a collection of attributes where one or many can apply.

    I don't know how the townhomes were marketed to the city council or potential residents, but the direct access sidewalk represents one tool from the TOD toolbox.

    My view of TOD is probably unpopular, but I like increments and baby steps, especially in suburbs.

    As for your final comment, some Chicagoland suburbs have implemented “real” or “full” TOD: Arlington Heights has added condos, shopping, and offices within 2 blocks of their commuter train station. This picture shows the density.

  • http://www.stevevance.net/planning Steven Vance

    How's this for TOD?
    http://www.flickr.com/photos/jamesbondsv/422837…

    I just got back from Phoenix Valley, Arizona.

  • http://apaeconomicdevelopment.blogspot.com/ Shana

    I agree with you that we need to take “baby steps” with suburban TOD. I also think there may be a difference between TOD and simply making an environment more multimodal. If we say something is TOD – then to me that implies a greater use of transit in all trips – work and non-work. With the commuter rail, the only trips made by rail are commute ones. The environment around the station may or may not be conducive to after-work trip-chaining without a car. It will be interesting to see how trends take shape as more and more commuter rail TOD come online. Virginia even has a plan to Amtrak-station TODs throughout the state.

    The advantage of having something akin to the Wood Dale Metra TOD is that it isn't the newer type of TOD that prices low and even average income individuals out. It just offers a new transportation mode – made accessible by bike and by walking – for the residents that live in the adjacent apartments and nearby vicinity. I'm 100% for having greater modal choice in every environment!

    Great Phoenix pictures — and, yes that looks likes a TOD! What an amazing development considering how Phoenix development history.

  • http://www.stevevance.net/planning Steven Vance

    The way we name and call concepts and ideas is important and interesting. What you call commuter rail I might call regional rail. It seems commuter rail implies it's mainly for commuting, but regional rail might imply that it's for getting around the region (which Metra trains do).

    I don't call Metra regional rail, though. Just about everyone knows mostly commuters ride it. But Metra heavily discounts weekend fares to increase ridership (which Metra markets heavily to families and suburban residents).

    I'm very excited about the TOD/higher density developments in Tempe and Phoenix. I hope Mesa (at the east of the line, soon to see an extension) gets some of these benefits, too.

  • http://apaeconomicdevelopment.blogspot.com/ Shana

    I agree with you that we need to take “baby steps” with suburban TOD. I also think there may be a difference between TOD and simply making an environment more multimodal. If we say something is TOD – then to me that implies a greater use of transit in all trips – work and non-work. With the commuter rail, the only trips made by rail are commute ones. The environment around the station may or may not be conducive to after-work trip-chaining without a car. It will be interesting to see how trends take shape as more and more commuter rail TOD come online. Virginia even has a plan to Amtrak-station TODs throughout the state.

    The advantage of having something akin to the Wood Dale Metra TOD is that it isn’t the newer type of TOD that prices low and even average income individuals out. It just offers a new transportation mode – made accessible by bike and by walking – for the residents that live in the adjacent apartments and nearby vicinity. I’m 100% for having greater modal choice in every environment!

    Great Phoenix pictures — and, yes that looks likes a TOD! What an amazing development considering how Phoenix development history.

    • http://www.stevevance.net/planning Steven Vance

      The way we name and call concepts and ideas is important and interesting. What you call commuter rail I might call regional rail. It seems commuter rail implies it’s mainly for commuting, but regional rail might imply that it’s for getting around the region (which Metra trains do).

      I don’t call Metra regional rail, though. Just about everyone knows mostly commuters ride it. But Metra heavily discounts weekend fares to increase ridership (which Metra markets heavily to families and suburban residents).

      I’m very excited about the TOD/higher density developments in Tempe and Phoenix. I hope Mesa (at the east of the line, soon to see an extension) gets some of these benefits, too.

  • http://www.stevevance.net/planning Steven Vance

    How's this for TOD?
    http://www.flickr.com/photos/jamesbondsv/422837…

    I just got back from Phoenix Valley, Arizona.

  • http://apaeconomicdevelopment.blogspot.com/ Shana

    I agree with you that we need to take “baby steps” with suburban TOD. I also think there may be a difference between TOD and simply making an environment more multimodal. If we say something is TOD – then to me that implies a greater use of transit in all trips – work and non-work. With the commuter rail, the only trips made by rail are commute ones. The environment around the station may or may not be conducive to after-work trip-chaining without a car. It will be interesting to see how trends take shape as more and more commuter rail TOD come online. Virginia even has a plan to Amtrak-station TODs throughout the state.

    The advantage of having something akin to the Wood Dale Metra TOD is that it isn't the newer type of TOD that prices low and even average income individuals out. It just offers a new transportation mode – made accessible by bike and by walking – for the residents that live in the adjacent apartments and nearby vicinity. I'm 100% for having greater modal choice in every environment!

    Great Phoenix pictures — and, yes that looks likes a TOD! What an amazing development considering how Phoenix development history.

  • http://www.stevevance.net/planning Steven Vance

    The way we name and call concepts and ideas is important and interesting. What you call commuter rail I might call regional rail. It seems commuter rail implies it's mainly for commuting, but regional rail might imply that it's for getting around the region (which Metra trains do).

    I don't call Metra regional rail, though. Just about everyone knows mostly commuters ride it. But Metra heavily discounts weekend fares to increase ridership (which Metra markets heavily to families and suburban residents).

    I'm very excited about the TOD/higher density developments in Tempe and Phoenix. I hope Mesa (at the east of the line, soon to see an extension) gets some of these benefits, too.

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