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• 1. [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

• 2. [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

• 3. [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