TOD = Transit Oriented Development
The Whole Foods project we rejected last night was not a TOD.
Last night during the Whole Foods/Joseph Freed discussion, there were some relatively crazy things said about Transit Oriented Developments. Here’s a two minute lesson on TODs. Let me just say, in advance, that just because there are multiple bus lines that go to a development, that does not make it a Transit Oriented Development. Transit Oriented Developments are also not defined by the fact that they have a train station and trolleys. And the most warped thing I heard that night, just because you can drive your car there, doesn’t make it a Transit Oriented Development.
Page 54 in the draft version of the Land Use Section of the comprehensive plan has this to say about Transit Oriented Developments . . . .
Policy 5: Focus regulatory provisions for Transit-Oriented Developments on creating active, walkable streets. This can be achieved through development of detailed plans that will address the following:
- Land Use; Active streets require a mix of land uses that will generate pedestrian activity. While the mix of uses may vary from TOD to TOD,the land use mix shall offer many activities within walking distance and place a range of housing types in close proximity to the transit system. Typically, retail uses will be located on the ground floor of buildings with office and residential uses above. Formal civic and open space uses are also desirable in TODs.
- Sidewalks; Require bicycle and pedestrian facilities on all streets within TODs. In addition, provide interior (i.e. within a development site)walkways and paths to ensure safe and convenient pedestrian mobility.
- Building Placement and Orientation; Orient buildings to the street with minimal or no setbacks from the sidewalk, depending on the established development pattern in the area and the level of “urbanism” desired at the site. Corner buildings are especially important and must “hold the corner” with facades on both streets. Require build-to-lines, which create a street wall with consistent building frontages, where appropriate.
- Entrances; Provide building entrances that open onto public streets with clear connections to the sidewalk in order to provide convenient access to transit facilities.
- Fenestration; Provide windows at the ground level of buildings and with a minimum percentage of glass based on the size of the facade.
- Block size; Require small blocks in order to create a high level of connectivity that provides a choice of routes for travelers, active walking environments, and the opportunity for diversity in design.
- Placement and Supply of Parking; Prohibit large and highly visible surface parking in TODs, especially in the core areas of TODs. Parking standards should address the minimum and maximum amount of parking for each TOD. Address the management and supply of parking in the specific special area plan for each TOD.
- Street Standards; Design street systems to be comfortable for walking. A high degree of street connectivity between the TOD and the local street network is essential. Traffic calming measures such as pedestrian crossings, medians and bulb-outs are encouraged. A grid system of streets, small blocks, and alleys is desirable.
Note: Consider integrating the “woonerf” street design concept (a shared-use street concept) in TODs, where appropriate. For more information about woonerfs, please refer to the Transportation chapter. The reader should refer to Volume II (Transportation chapter) page 3-9 for an extended discussion of woonerfs.
- Building Density and Intensity; Provide development at relatively high densities that will support transit service, while providing minimum amounts of greenspace in the TOD.
Note: Densities in existing TODs around the nation range from under 10 dwelling units per acre to 100+ units per acre. Seven dwelling units per acre is considered the minimum density for transit service. Development at densities of 30 dwellingunits per acre and higher can support both bus and rail transit.
- Memorable Public Spaces. Design TODs to create memorable public and private spaces that attract pedestrians and foster transit use. High quality open spaces, distinctive architecture, and establishment of a landmark/focal activity area can be used to create memorable spaces.
Note: High-quality open spaces, distinctive architecture, and establishment of a landmark/focal activity area can be used to create memorable spaces.
Taken together as a whole, I don’t see how the above can begin to describe the Whole Foods development.
