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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] 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

• 4. [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

• 5. [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

• 6. [Article] Transit and Economic Resilience

  Do fixed-guideway transit systems facilitate resilience with metropolitan areas? There is little literature making this connection theoretically and none testing it empirically. This paper helps close ...

  Citation × Citation Citation Abstract Copy Title: Transit and Economic Resilience Author: Nelson, Arthur C., Miller, Matt, Ganning, Joanna P., Stoker, Philip, Liu, Jenny H., Ewing, Reid Year: 2015 Do fixed-guideway transit systems facilitate resilience with metropolitan areas? There is little literature making this connection theoretically and none testing it empirically. This paper helps close this gap in both respects. In evaluating metropolitan areas with light rail transit systems the authors find evidence that transit corridors on the whole performed better than control corridors during the recovery period of two recessions: that of the early 2000s and the so-called Great Recession. In particular, during the Great Recession transit corridors outperformed control corridors among many economic sectors. Outcomes were more impressive during recoveries from both the recession of the early 2000s and the Great Recession. The authors offer implications for the role of these forms of fixed-guideway transit on economic resiliency. Title: Transit and Economic Resilience Author: Nelson, Arthur C., Miller, Matt, Ganning, Joanna P., Stoker, Philip, Liu, Jenny H., Ewing, Reid Year: 2015 Do fixed-guideway transit systems facilitate resilience with metropolitan areas? There is little literature making this connection theoretically and none testing it empirically. This paper helps close this gap in both respects. In evaluating metropolitan areas with light rail transit systems the authors find evidence that transit corridors on the whole performed better than control corridors during the recovery period of two recessions: that of the early 2000s and the so-called Great Recession. In particular, during the Great Recession transit corridors outperformed control corridors among many economic sectors. Outcomes were more impressive during recoveries from both the recession of the early 2000s and the Great Recession. The authors offer implications for the role of these forms of fixed-guideway transit on economic resiliency. Close

• 7. [Article] Effect of Light-Rail Transit on Traffic in a Travel Corridor

  This study seeks to quantify the effect of the University TRAX light-rail line on traffic near the University of Utah, providing quantitative data that can be used to shape future transportation policies ...

  Citation × Citation Citation Abstract Copy Title: Effect of Light-Rail Transit on Traffic in a Travel Corridor Author: Ewing, Reid, Tian, Guang, Spain, Allison Year: 2014 This study seeks to quantify the effect of the University TRAX light-rail line on traffic near the University of Utah, providing quantitative data that can be used to shape future transportation policies aimed at reducing traffic congestion, energy consumption, air pollution, greenhouse gas emissions, and parking costs. Travel demand models have long been used to estimate and evaluate the effects of transportation improvements, like LRT investments, on network travel flows and times as part of long-range planning studies, using four-step models or more sophisticated urban simulation studies. However, these are usually ex ante studies. Few ex post evaluations have been done, and in this sense, the effects of transit on traffic volumes and associated energy consumption and air pollution have not been rigorously evaluated to support or refute the justification for subsidized transit. Such quantification is required for a comprehensive cost-benefit analysis. Our aim is to provide the first hard evidence of light-rail’s impact on traffic in a travel corridor, to quantify the associated savings on energy consumption, air pollution, and parking costs, and to compare cost savings to transit subsidies. Title: Effect of Light-Rail Transit on Traffic in a Travel Corridor Author: Ewing, Reid, Tian, Guang, Spain, Allison Year: 2014 This study seeks to quantify the effect of the University TRAX light-rail line on traffic near the University of Utah, providing quantitative data that can be used to shape future transportation policies aimed at reducing traffic congestion, energy consumption, air pollution, greenhouse gas emissions, and parking costs. Travel demand models have long been used to estimate and evaluate the effects of transportation improvements, like LRT investments, on network travel flows and times as part of long-range planning studies, using four-step models or more sophisticated urban simulation studies. However, these are usually ex ante studies. Few ex post evaluations have been done, and in this sense, the effects of transit on traffic volumes and associated energy consumption and air pollution have not been rigorously evaluated to support or refute the justification for subsidized transit. Such quantification is required for a comprehensive cost-benefit analysis. Our aim is to provide the first hard evidence of light-rail’s impact on traffic in a travel corridor, to quantify the associated savings on energy consumption, air pollution, and parking costs, and to compare cost savings to transit subsidies. Close

• 8. [Article] Office Rent Premiums With Respect To Distance From Light Rail Transit Stations In Dallas And Denver

  It seems an article-of-faith that real estate markets respond more favorably to location within one-half mile of transit stations. Planning and public decision-makers have thus drawn half-mile (or smaller) ...

  Citation × Citation Citation Abstract Copy Title: Office Rent Premiums 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 It seems an article-of-faith that real estate markets respond more favorably to location within one-half mile of transit stations. Planning and public decision-makers have thus drawn half-mile (or smaller) circles around rail transit stations assuming larger planning areas would not be supported by the evidence. Recent research, however, has shown market-responsiveness well beyond one-half mile. We contribute to this literature by evaluating the distance-decay function of office rents in metropolitan Dallas and Denver with respect to light rail transit (LRT) station distance. Using a quadratic transformation of distance we find office rent premiums extending in the range of two miles away from LRT stations with half the premium dissipating at about two-thirds on one mile and three quarters dissipating at about one mile. We offer planning and policy implications including the need to expand LRT station planning areas, perhaps considerably. Title: Office Rent Premiums 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 It seems an article-of-faith that real estate markets respond more favorably to location within one-half mile of transit stations. Planning and public decision-makers have thus drawn half-mile (or smaller) circles around rail transit stations assuming larger planning areas would not be supported by the evidence. Recent research, however, has shown market-responsiveness well beyond one-half mile. We contribute to this literature by evaluating the distance-decay function of office rents in metropolitan Dallas and Denver with respect to light rail transit (LRT) station distance. Using a quadratic transformation of distance we find office rent premiums extending in the range of two miles away from LRT stations with half the premium dissipating at about two-thirds on one mile and three quarters dissipating at about one mile. We offer planning and policy implications including the need to expand LRT station planning areas, perhaps considerably. Close

• 9. [Article] But do Lower-Wage Jobs Follow? Comparing Wage-Based Outcomes of Light Rail Transit to Control Corridors

  Literature suggests that rail transit improvements should be associated with more jobs and perhaps increasing share of jobs in a metropolitan area. Literature and some research also suggest that such improvements ...

  Citation × Citation Citation Abstract Copy Title: But do Lower-Wage Jobs Follow? Comparing Wage-Based Outcomes of Light Rail Transit to Control Corridors Author: Nelson, Arthur C., Miller, Matt, Eskic, Dejan, Ganning, Joanna P., Liu, Jenny H., Ewing, Reid Year: 2015 Literature suggests that rail transit improvements should be associated with more jobs and perhaps increasing share of jobs in a metropolitan area. Literature and some research also suggest that such improvements should increase the number of lower-wage jobs accessible to transit. In this paper, we assess both in the context of all 11 light rail transit systems built in metropolitan areas of fewer than eight million residents in the nation since 1981. Using census block-level job data over the period 2002 to 2011, we evaluate change in jobs and change in metropolitan area job share for all jobs, and lower- and upper-wage jobs for selected light rail transit (LRT) corridors and comparable corridors in each of these 11 metropolitan areas. Overall, we find little difference between the LRT and control corridors in both attracting new jobs and new lower-wage jobs, or in changing relative share of jobs compared to their metropolitan areas, though systems built since 2004 appear to have fared slightly better in both respects. We view these results as generally supportive of LRT employment-related objectives. Planning and policy implications are offered. Title: But do Lower-Wage Jobs Follow? Comparing Wage-Based Outcomes of Light Rail Transit to Control Corridors Author: Nelson, Arthur C., Miller, Matt, Eskic, Dejan, Ganning, Joanna P., Liu, Jenny H., Ewing, Reid Year: 2015 Literature suggests that rail transit improvements should be associated with more jobs and perhaps increasing share of jobs in a metropolitan area. Literature and some research also suggest that such improvements should increase the number of lower-wage jobs accessible to transit. In this paper, we assess both in the context of all 11 light rail transit systems built in metropolitan areas of fewer than eight million residents in the nation since 1981. Using census block-level job data over the period 2002 to 2011, we evaluate change in jobs and change in metropolitan area job share for all jobs, and lower- and upper-wage jobs for selected light rail transit (LRT) corridors and comparable corridors in each of these 11 metropolitan areas. Overall, we find little difference between the LRT and control corridors in both attracting new jobs and new lower-wage jobs, or in changing relative share of jobs compared to their metropolitan areas, though systems built since 2004 appear to have fared slightly better in both respects. We view these results as generally supportive of LRT employment-related objectives. Planning and policy implications are offered. Close

• 10. [Article] Do TODs Make a Difference?

  In this report, we present research that measures the outcomes of TOD areas in relation to their metropolitan area controls with respect to (1) jobs by sector; (2) housing choice for household types based ...

  Citation × Citation Citation Abstract Copy Title: Do TODs Make a Difference? Author: Nelson, Arthur C., Miller, Matt, Eskic, Dejan, Kim, Keuntae, Ewing, Reid, Liu, Jenny H., Berggren, Matt, Mumuni, Zakari Year: 2015 In this report, we present research that measures the outcomes of TOD areas in relation to their metropolitan area controls with respect to (1) jobs by sector; (2) housing choice for household types based on key demographic characteristics; (3) housing affordability based on transportation costs; and (4) job-worker balance as a measure of accessibility. Prior literature has not systematically evaluated TOD outcomes in these respects with respect to light rail transit (LRT), commuter rail transit (CRT), bus rapid transit (BRT), and streetcar transit (SCT) systems. Our analysis helps close some of these gaps. We apply our analysis to 23 fixed-guideway transit systems operating in 17 metropolitan areas in the South and West that have one or more of those systems. We find: (1) Most TOD areas gained jobs in the office, knowledge, education, health care and entertainment sectors, adding more than $100 billion in wages capitalized over time; (2) In assessing economic resilience associated with LRT systems, jobs continued to shift away from TOD areas before the Great Recession, the pace slowed during the recession but reversed during recovery, leading us to speculate that LRT TOD areas may have transformed metropolitan economies served by LRT systems; (3) Rents for offices, retail stores and apartments were higher when closer to SCT systems, had mixed results with respect LRT systems, but were mostly lower with respect to CRT systems (our BRT sample was too small to evaluate); (4) SCT systems performed best in terms of increasing their TOD-area shares of metropolitan population, households and householders by age, housing units, and renters with BRT systems performing less well while LRT and CRT systems experienced a much smaller shift in the share of growth; (5) Household transportation costs as a share of budgets increase with respect to distance from LRT transit stations to seven miles, suggesting the proximity to LRT stations reduces total household transportation costs; (6) Emerging trends that may favor higher-wage jobs locating in TOD areas over time than lower- or middle-wage jobs, perhaps because TOD areas attract more investment which requires more productive, higher-paid labor to justify the investment; and (7) The share of workers who commute 10 minutes or less to work increases nearly one-half of 1 percent for each half-mile their resident block group is to an LRT transit station, capping at a gain of 1.3 percent, which is not a trivial gain. Our report summarizes case studies of 23 transit systems and three journal articles based on our research. Title: Do TODs Make a Difference? Author: Nelson, Arthur C., Miller, Matt, Eskic, Dejan, Kim, Keuntae, Ewing, Reid, Liu, Jenny H., Berggren, Matt, Mumuni, Zakari Year: 2015 In this report, we present research that measures the outcomes of TOD areas in relation to their metropolitan area controls with respect to (1) jobs by sector; (2) housing choice for household types based on key demographic characteristics; (3) housing affordability based on transportation costs; and (4) job-worker balance as a measure of accessibility. Prior literature has not systematically evaluated TOD outcomes in these respects with respect to light rail transit (LRT), commuter rail transit (CRT), bus rapid transit (BRT), and streetcar transit (SCT) systems. Our analysis helps close some of these gaps. We apply our analysis to 23 fixed-guideway transit systems operating in 17 metropolitan areas in the South and West that have one or more of those systems. We find: (1) Most TOD areas gained jobs in the office, knowledge, education, health care and entertainment sectors, adding more than $100 billion in wages capitalized over time; (2) In assessing economic resilience associated with LRT systems, jobs continued to shift away from TOD areas before the Great Recession, the pace slowed during the recession but reversed during recovery, leading us to speculate that LRT TOD areas may have transformed metropolitan economies served by LRT systems; (3) Rents for offices, retail stores and apartments were higher when closer to SCT systems, had mixed results with respect LRT systems, but were mostly lower with respect to CRT systems (our BRT sample was too small to evaluate); (4) SCT systems performed best in terms of increasing their TOD-area shares of metropolitan population, households and householders by age, housing units, and renters with BRT systems performing less well while LRT and CRT systems experienced a much smaller shift in the share of growth; (5) Household transportation costs as a share of budgets increase with respect to distance from LRT transit stations to seven miles, suggesting the proximity to LRT stations reduces total household transportation costs; (6) Emerging trends that may favor higher-wage jobs locating in TOD areas over time than lower- or middle-wage jobs, perhaps because TOD areas attract more investment which requires more productive, higher-paid labor to justify the investment; and (7) The share of workers who commute 10 minutes or less to work increases nearly one-half of 1 percent for each half-mile their resident block group is to an LRT transit station, capping at a gain of 1.3 percent, which is not a trivial gain. Our report summarizes case studies of 23 transit systems and three journal articles based on our research. Close