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• 1. [Article] Commuter Rail Transit and Economic Development

  Commuter rail transit (CRT) is a form of rail passenger service connecting downtowns and other major activity centers with suburban commuter towns and beyond. Between 1834 and 1973, only three public CRT ...

  Citation × Citation Citation Abstract Copy Title: Commuter Rail Transit and Economic Development Author: Nelson, Arthur C., Miller, Matt, Kim, Keuntae, Ganning, Joanna P., Liu, Jenny H., Ewing, Reid Year: 2015 Commuter rail transit (CRT) is a form of rail passenger service connecting downtowns and other major activity centers with suburban commuter towns and beyond. Between 1834 and 1973, only three public CRT systems were built in the U.S. serving New York, Chicago and then Boston. There are now 25 such systems. Modern CRT systems aim to expand economic development in metropolitan areas. But do they? This paper evaluates the economic development performance of five modern CRT systems. The authors find that several economic sectors perform well within 0.50 miles of CRT stations. The authors offer planning and policy implications. Title: Commuter Rail Transit and Economic Development Author: Nelson, Arthur C., Miller, Matt, Kim, Keuntae, Ganning, Joanna P., Liu, Jenny H., Ewing, Reid Year: 2015 Commuter rail transit (CRT) is a form of rail passenger service connecting downtowns and other major activity centers with suburban commuter towns and beyond. Between 1834 and 1973, only three public CRT systems were built in the U.S. serving New York, Chicago and then Boston. There are now 25 such systems. Modern CRT systems aim to expand economic development in metropolitan areas. But do they? This paper evaluates the economic development performance of five modern CRT systems. The authors find that several economic sectors perform well within 0.50 miles of CRT stations. The authors offer planning and policy implications. Close

• 2. [Article] How Does Transportation Affordability Vary Among TODs, TADs, and Other Areas?

  Transit-oriented development (TOD) has gained popularity worldwide as a sustainable form of urbanism; it concentrates development near a transit station so as to reduce auto-dependency and increase ridership. ...

  Citation × Citation Citation Abstract Copy Title: How Does Transportation Affordability Vary Among TODs, TADs, and Other Areas? Author: Scheer, Brenda, Ewing, Reid, Park, Keunhyun, Khan, Shabnam Sifat Ara Year: 2017 Transit-oriented development (TOD) has gained popularity worldwide as a sustainable form of urbanism; it concentrates development near a transit station so as to reduce auto-dependency and increase ridership. Existing travel behavior studies in the context of TOD, however, are limited in terms of small sample size, inconsistent TOD classification methods, and failure to control for residential self-selection. Thus, this study has three research questions. First, how can we distinguish between Transit-oriented development (TOD) and Transit-adjacent development (TAD)? Second, how do travel behaviors vary between TODs and TADs? Third, how does transportation affordability vary between TODs and TADs? This study utilizes cluster analysis to classify station area types and propensity score matching to control residential self-selection. From cluster analysis with built-environment factors—density, diversity, and walkability—in a half-mile buffer, this study classifies existing station areas as TOD, TAD or Hybrid types. After controlling for residential self-selection, it shows that a TOD motivates its residents to walk more and take transit more while using personal vehicles less. The significant difference between TOD and TAD in both VMT and the number of auto trips demonstrates that TODs make the personal vehicle trips shorter and fewer. Travel behavior in the Hybrid type demonstrates the possibility of gradual and practical change. Finally, the percentage of household income spent on transportation is lower in TOD households than TAD households. This shows that a TOD household is likely to save enough money on vehicle ownership and use that, while it likely spends more on transit, the final result is a significantly lower financial burden from transportation. Title: How Does Transportation Affordability Vary Among TODs, TADs, and Other Areas? Author: Scheer, Brenda, Ewing, Reid, Park, Keunhyun, Khan, Shabnam Sifat Ara Year: 2017 Transit-oriented development (TOD) has gained popularity worldwide as a sustainable form of urbanism; it concentrates development near a transit station so as to reduce auto-dependency and increase ridership. Existing travel behavior studies in the context of TOD, however, are limited in terms of small sample size, inconsistent TOD classification methods, and failure to control for residential self-selection. Thus, this study has three research questions. First, how can we distinguish between Transit-oriented development (TOD) and Transit-adjacent development (TAD)? Second, how do travel behaviors vary between TODs and TADs? Third, how does transportation affordability vary between TODs and TADs? This study utilizes cluster analysis to classify station area types and propensity score matching to control residential self-selection. From cluster analysis with built-environment factors—density, diversity, and walkability—in a half-mile buffer, this study classifies existing station areas as TOD, TAD or Hybrid types. After controlling for residential self-selection, it shows that a TOD motivates its residents to walk more and take transit more while using personal vehicles less. The significant difference between TOD and TAD in both VMT and the number of auto trips demonstrates that TODs make the personal vehicle trips shorter and fewer. Travel behavior in the Hybrid type demonstrates the possibility of gradual and practical change. Finally, the percentage of household income spent on transportation is lower in TOD households than TAD households. This shows that a TOD household is likely to save enough money on vehicle ownership and use that, while it likely spends more on transit, the final result is a significantly lower financial burden from transportation. Close

• 3. [Article] National Study of BRT Development Outcomes

  Bus rapid transit (BRT) is poised to become the “next big thing” in public transit. From virtually no systems a generation ago, there are now 19 lines operating with at least seven under construction and ...

  Citation × Citation Citation Abstract Copy Title: National Study of BRT Development Outcomes Author: Nelson, Arthur C., Ganning, Joanna Year: 2015 Bus rapid transit (BRT) is poised to become the “next big thing” in public transit. From virtually no systems a generation ago, there are now 19 lines operating with at least seven under construction and more than 20 in the planning stages. BRT is gaining popularity because of its combination of low capital cost and potential for high levels of benefits. But are BRT systems effective in attracting development? To answer this and many more trending BRT questions, the Metropolitan Research Center (MRC) reviewed multiple studies using data from the United States Census Bureau, Longitudinal Employer-Household Dynamics, and CoStar data in a quasi-experimental, compare-and-contrast research design to compare jobs, population and households, and housing units before and after BRT station construction relative to control stations and the stations’ metropolitan context. Our units of analysis will be 2010 census blocks and their assemblages as data allow within 0.25 mile buffers. The final products of the MRC’s research include case studies of each BRT and meta-assessments of whether and to what extent BRT systems attract development. Some of the studies answer the following questions: What are the effects of BRT on sectoral employment change in the United States? How does BRT affect housing location affordability? What is the relationship between BRT and its surrounding area’s wagerelated job change? These answers can provide MPOs with information to aid in the decision-making process in terms of economic development and transportation planning options. Title: National Study of BRT Development Outcomes Author: Nelson, Arthur C., Ganning, Joanna Year: 2015 Bus rapid transit (BRT) is poised to become the “next big thing” in public transit. From virtually no systems a generation ago, there are now 19 lines operating with at least seven under construction and more than 20 in the planning stages. BRT is gaining popularity because of its combination of low capital cost and potential for high levels of benefits. But are BRT systems effective in attracting development? To answer this and many more trending BRT questions, the Metropolitan Research Center (MRC) reviewed multiple studies using data from the United States Census Bureau, Longitudinal Employer-Household Dynamics, and CoStar data in a quasi-experimental, compare-and-contrast research design to compare jobs, population and households, and housing units before and after BRT station construction relative to control stations and the stations’ metropolitan context. Our units of analysis will be 2010 census blocks and their assemblages as data allow within 0.25 mile buffers. The final products of the MRC’s research include case studies of each BRT and meta-assessments of whether and to what extent BRT systems attract development. Some of the studies answer the following questions: What are the effects of BRT on sectoral employment change in the United States? How does BRT affect housing location affordability? What is the relationship between BRT and its surrounding area’s wagerelated job change? These answers can provide MPOs with information to aid in the decision-making process in terms of economic development and transportation planning options. Close

• 4. [Article] Webinar: The Association Between Light Rail Transit, Streetcars and Bus Rapid Transit on Jobs, People and Rents

  What are the job, residential development and market rent outcomes of Light Rail Transit (LRT), Streetcar Transit (SCT) and Bus Rapid Transit (BRT)? LRT, SCR and BRT investments are spreading rapidly across ...

  Citation × Citation Citation Abstract Copy Title: Webinar: The Association Between Light Rail Transit, Streetcars and Bus Rapid Transit on Jobs, People and Rents Author: Nelson, Arthur C. Year: 2016 What are the job, residential development and market rent outcomes of Light Rail Transit (LRT), Streetcar Transit (SCT) and Bus Rapid Transit (BRT)? LRT, SCR and BRT investments are spreading rapidly across the country but there is scant evidence of their effect on where people work and live, and effects on market rents as an indicator of value. This webinar will summarize several years of NITC-sponsored research into development outcomes associated with these transit investments. The webinar will be led by NITC researcher Arthur C. Nelson who was the principal investigator of two projects: Do TODs Make a Difference? and National Study of Bus Rapid Transit Development Outcomes. Using a common database and analytic methods applied to 11 LRT systems, 8 BRT systems, and 3 SCT systems, Nelson will summarize key findings relating to: The extent to which these transit systems shifted job and population patterns, How these systems are shaping the real estate rental market for office, retail and apartment developments, Their influence on job attractiveness by wage categories, and, The spatial interactions between transit and land use patterns. This webinar will also raise questions for future research. Title: Webinar: The Association Between Light Rail Transit, Streetcars and Bus Rapid Transit on Jobs, People and Rents Author: Nelson, Arthur C. Year: 2016 What are the job, residential development and market rent outcomes of Light Rail Transit (LRT), Streetcar Transit (SCT) and Bus Rapid Transit (BRT)? LRT, SCR and BRT investments are spreading rapidly across the country but there is scant evidence of their effect on where people work and live, and effects on market rents as an indicator of value. This webinar will summarize several years of NITC-sponsored research into development outcomes associated with these transit investments. The webinar will be led by NITC researcher Arthur C. Nelson who was the principal investigator of two projects: Do TODs Make a Difference? and National Study of Bus Rapid Transit Development Outcomes. Using a common database and analytic methods applied to 11 LRT systems, 8 BRT systems, and 3 SCT systems, Nelson will summarize key findings relating to: The extent to which these transit systems shifted job and population patterns, How these systems are shaping the real estate rental market for office, retail and apartment developments, Their influence on job attractiveness by wage categories, and, The spatial interactions between transit and land use patterns. This webinar will also raise questions for future research. Close

• 5. [Article] Trip and Parking Generation at Transit-Oriented Developments

  The decision of how best to allocate land around transit stations is a debated topic, with transit officials often opting for park-and-ride lots over active uses such as multifamily housing, office, and ...

  Citation × Citation Citation Abstract Copy Title: Trip and Parking Generation at Transit-Oriented Developments Author: Ewing, Reid, Tian, Guang, Lyons, Torrey, Proffitt, David, Stinger, Preston, Weinberger, Rachel, Kaufman, Ben, Shivley, Kevin Year: 2017 The decision of how best to allocate land around transit stations is a debated topic, with transit officials often opting for park-and-ride lots over active uses such as multifamily housing, office, and retail organized into transit-oriented developments (TODs). In practice, guidelines for providing parking and mitigating vehicle trips come mainly from the Institute of Transportation Engineers (ITE) Trip Generation Manual and the ITE Parking Generation Manual. However, both manuals have well-known shortcomings. The goal of this study is to determine how many fewer vehicle trips are generated at TODs, and how much less parking is required at TODs, than ITE guidelines would suggest. To answer these questions, we measure trip and parking generation at five TODs using a methodology that is the most robust published to date. Title: Trip and Parking Generation at Transit-Oriented Developments Author: Ewing, Reid, Tian, Guang, Lyons, Torrey, Proffitt, David, Stinger, Preston, Weinberger, Rachel, Kaufman, Ben, Shivley, Kevin Year: 2017 The decision of how best to allocate land around transit stations is a debated topic, with transit officials often opting for park-and-ride lots over active uses such as multifamily housing, office, and retail organized into transit-oriented developments (TODs). In practice, guidelines for providing parking and mitigating vehicle trips come mainly from the Institute of Transportation Engineers (ITE) Trip Generation Manual and the ITE Parking Generation Manual. However, both manuals have well-known shortcomings. The goal of this study is to determine how many fewer vehicle trips are generated at TODs, and how much less parking is required at TODs, than ITE guidelines would suggest. To answer these questions, we measure trip and parking generation at five TODs using a methodology that is the most robust published to date. Close

• 6. [Article] When Cities Shrink, Affordability Does Too

  To better understand the real costs of housing and transportation in a declining urban context, NITC researchers implemented a household survey to determine whether the assumptions made in existing research ...

  Citation × Citation Citation Abstract Copy Title: When Cities Shrink, Affordability Does Too Author: Ganning, Joanna, Tighe, Jenna Rosie Year: 2017 To better understand the real costs of housing and transportation in a declining urban context, NITC researchers implemented a household survey to determine whether the assumptions made in existing research literature and in the LAI regarding household expenditures and transportation accessibility hold true when analyzing shrinking cities—generally, cities characterized by a long-term loss in occupied housing units. The project was led by Joanna Ganning of Cleveland State University, who has conducted previous research into shrinking cities with the support of the NITC program. Title: When Cities Shrink, Affordability Does Too Author: Ganning, Joanna, Tighe, Jenna Rosie Year: 2017 To better understand the real costs of housing and transportation in a declining urban context, NITC researchers implemented a household survey to determine whether the assumptions made in existing research literature and in the LAI regarding household expenditures and transportation accessibility hold true when analyzing shrinking cities—generally, cities characterized by a long-term loss in occupied housing units. The project was led by Joanna Ganning of Cleveland State University, who has conducted previous research into shrinking cities with the support of the NITC program. Close

• 7. [Article] Retail Rent with Respect to Distance from Light Rail Transit Stations in Dallas and Denver

  A growing body of recent research is challenging the assumptions underlying the half-mile-circle in planning for development around transit stations. In this article we review this literature and extend ...

  Citation × Citation Citation Abstract Copy Title: Retail Rent with Respect to Distance from Light Rail Transit Stations in Dallas and Denver Author: Nelson, Arthur C., Eskic, Dejan, Ganning, Joanna P., Hamidi, Shima, Petheram, Susan J., Liu, Jenny H., Ewing, Reid Year: 2015 A growing body of recent research is challenging the assumptions underlying the half-mile-circle in planning for development around transit stations. In this article we review this literature and extend it to include retail land uses. We estimate the rent premium conferred on retail properties in metropolitan Dallas and metropolitan Denver, both of which have extensive light rail transit systems. We find that consistent with half-mile-circle assumptions, retail rent premiums extend only to about 0.30 mile from transit stations with half the premium dissipating after a few hundred feet and three quarters within the first 0.10 mile. We offer implications for planners and public officials. Title: Retail Rent with Respect to Distance from Light Rail Transit Stations in Dallas and Denver Author: Nelson, Arthur C., Eskic, Dejan, Ganning, Joanna P., Hamidi, Shima, Petheram, Susan J., Liu, Jenny H., Ewing, Reid Year: 2015 A growing body of recent research is challenging the assumptions underlying the half-mile-circle in planning for development around transit stations. In this article we review this literature and extend it to include retail land uses. We estimate the rent premium conferred on retail properties in metropolitan Dallas and metropolitan Denver, both of which have extensive light rail transit systems. We find that consistent with half-mile-circle assumptions, retail rent premiums extend only to about 0.30 mile from transit stations with half the premium dissipating after a few hundred feet and three quarters within the first 0.10 mile. We offer implications for planners and public officials. Close

• 8. [Article] Do TODs Make a Difference? NS Streetcar Line Portland, Oregon

  This analysis was intended to help answer the following policy questions: Q1: Are TODs attractive to certain NAICS sectors? Q2: Do TODs generate more jobs in certain NAICS sectors? Q3: Are firms in TODs ...

  Citation × Citation Citation Abstract Copy Title: Do TODs Make a Difference? NS Streetcar Line Portland, Oregon Author: Liu, Jenny H., Mumuni, Zakari, Berggren, Matt, Miller, Matt, Nelson, Arthur C., Ewing, Reid Year: 2014 This analysis was intended to help answer the following policy questions: Q1: Are TODs attractive to certain NAICS sectors? Q2: Do TODs generate more jobs in certain NAICS sectors? Q3: Are firms in TODs more resilient to economic downturns? Q4: Do TODs create more affordable housing measured as H+T? Q5: Do TODs improve job accessibility for those living in or near them? The first question investigates which types of industries are actually transit oriented. Best planning practices call for a mix of uses focused around housing and retail, but analysis provides some surprises. The second question tests the economic development effects of transit—do locations provided with transit actually experience employment growth? The third question is intended to determine the ability of employers near transit to resist losing jobs; or having lost jobs, to rapidly regain them. The fourth research question confronts the issue of affordable housing and transit. Transit is often billed as a way to provide affordable housing by matching low-cost housing with employment. Yet proximity to transit stations is also expected to raise land values. Proximity to transit, however, may increase actual affordability, regardless of increases in housing costs, because of the reduction in transportation costs. The final research question considers the relationship between workplace and residence locations. To be able to commute by transit, both the workplace and home must be near transit. Effective transit should increase both the number and share of workers who work and live along the transit corridor. Title: Do TODs Make a Difference? NS Streetcar Line Portland, Oregon Author: Liu, Jenny H., Mumuni, Zakari, Berggren, Matt, Miller, Matt, Nelson, Arthur C., Ewing, Reid Year: 2014 This analysis was intended to help answer the following policy questions: Q1: Are TODs attractive to certain NAICS sectors? Q2: Do TODs generate more jobs in certain NAICS sectors? Q3: Are firms in TODs more resilient to economic downturns? Q4: Do TODs create more affordable housing measured as H+T? Q5: Do TODs improve job accessibility for those living in or near them? The first question investigates which types of industries are actually transit oriented. Best planning practices call for a mix of uses focused around housing and retail, but analysis provides some surprises. The second question tests the economic development effects of transit—do locations provided with transit actually experience employment growth? The third question is intended to determine the ability of employers near transit to resist losing jobs; or having lost jobs, to rapidly regain them. The fourth research question confronts the issue of affordable housing and transit. Transit is often billed as a way to provide affordable housing by matching low-cost housing with employment. Yet proximity to transit stations is also expected to raise land values. Proximity to transit, however, may increase actual affordability, regardless of increases in housing costs, because of the reduction in transportation costs. The final research question considers the relationship between workplace and residence locations. To be able to commute by transit, both the workplace and home must be near transit. Effective transit should increase both the number and share of workers who work and live along the transit corridor. Close

• 9. [Article] Do TODs Make a Difference? MAX Yellow Line Portland, Oregon

  This analysis was intended to help answer the following policy questions: Q1: Are TODs attractive to certain NAICS sectors? Q2: Do TODs generate more jobs in certain NAICS sectors? Q3: Are firms in TODs ...

  Citation × Citation Citation Abstract Copy Title: Do TODs Make a Difference? MAX Yellow Line Portland, Oregon Author: Liu, Jenny H., Mumuni, Zakari, Berggren, Matt, Miller, Matt, Miller, Arthur C., Ewing, Reid Year: 2014 This analysis was intended to help answer the following policy questions: Q1: Are TODs attractive to certain NAICS sectors? Q2: Do TODs generate more jobs in certain NAICS sectors? Q3: Are firms in TODs more resilient to economic downturns? Q4: Do TODs create more affordable housing measured as H+T? Q5: Do TODs improve job accessibility for those living in or near them? The first question investigates which types of industries are actually transit oriented. Best planning practices call for a mix of uses focused around housing and retail, but analysis provides some surprises. The second question tests the economic development effects of transit—do locations provided with transit actually experience employment growth? The third question is intended to determine the ability of employers near transit to resist losing jobs; or having lost jobs, to rapidly regain them. The fourth research question confronts the issue of affordable housing and transit. Transit is often billed as a way to provide affordable housing by matching low-cost housing with employment. Yet proximity to transit stations is also expected to raise land values. Proximity to transit, however, may increase actual affordability, regardless of increases in housing costs, because of the reduction in transportation costs. The final research question considers the relationship between workplace and residence locations. To be able to commute by transit, both the workplace and home must be near transit. Effective transit should increase both the number and share of workers who work and live along the transit corridor. Title: Do TODs Make a Difference? MAX Yellow Line Portland, Oregon Author: Liu, Jenny H., Mumuni, Zakari, Berggren, Matt, Miller, Matt, Miller, Arthur C., Ewing, Reid Year: 2014 This analysis was intended to help answer the following policy questions: Q1: Are TODs attractive to certain NAICS sectors? Q2: Do TODs generate more jobs in certain NAICS sectors? Q3: Are firms in TODs more resilient to economic downturns? Q4: Do TODs create more affordable housing measured as H+T? Q5: Do TODs improve job accessibility for those living in or near them? The first question investigates which types of industries are actually transit oriented. Best planning practices call for a mix of uses focused around housing and retail, but analysis provides some surprises. The second question tests the economic development effects of transit—do locations provided with transit actually experience employment growth? The third question is intended to determine the ability of employers near transit to resist losing jobs; or having lost jobs, to rapidly regain them. The fourth research question confronts the issue of affordable housing and transit. Transit is often billed as a way to provide affordable housing by matching low-cost housing with employment. Yet proximity to transit stations is also expected to raise land values. Proximity to transit, however, may increase actual affordability, regardless of increases in housing costs, because of the reduction in transportation costs. The final research question considers the relationship between workplace and residence locations. To be able to commute by transit, both the workplace and home must be near transit. Effective transit should increase both the number and share of workers who work and live along the transit corridor. Close

• 10. [Article] Homes Close to Fast Transit: The Value is Still Rising

  This research contributes to the relatively small body of literature on property value impacts of BRT in the U.S. by conducting a case study on Lane Transit District’s EmX BRT service in Eugene, Oregon, ...

  Citation × Citation Citation Abstract Copy Title: Homes Close to Fast Transit: The Value is Still Rising Author: Perk, Victoria, Catalá, Martin, Mantius, Maximillian, Corcoran, Katrina Year: 2017 This research contributes to the relatively small body of literature on property value impacts of BRT in the U.S. by conducting a case study on Lane Transit District’s EmX BRT service in Eugene, Oregon, using econometric modeling techniques to estimate changes in property values associated with the BRT. The analysis is based on hedonic price regression analysis, where sale prices are modeled using several property characteristics that contribute to the market or sale price. The findings of this research indicate that the EmX BRT system does positively impact surrounding single-family home sale prices. Title: Homes Close to Fast Transit: The Value is Still Rising Author: Perk, Victoria, Catalá, Martin, Mantius, Maximillian, Corcoran, Katrina Year: 2017 This research contributes to the relatively small body of literature on property value impacts of BRT in the U.S. by conducting a case study on Lane Transit District’s EmX BRT service in Eugene, Oregon, using econometric modeling techniques to estimate changes in property values associated with the BRT. The analysis is based on hedonic price regression analysis, where sale prices are modeled using several property characteristics that contribute to the market or sale price. The findings of this research indicate that the EmX BRT system does positively impact surrounding single-family home sale prices. Close