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Bus Transit Service in Land Development Planning (2006)

Chapter: Chapter Six - Strategies that Support Integration of Bus Transit Service and Land Development Planning

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Suggested Citation:"Chapter Six - Strategies that Support Integration of Bus Transit Service and Land Development Planning." National Academies of Sciences, Engineering, and Medicine. 2006. Bus Transit Service in Land Development Planning. Washington, DC: The National Academies Press. doi: 10.17226/14002.
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Suggested Citation:"Chapter Six - Strategies that Support Integration of Bus Transit Service and Land Development Planning." National Academies of Sciences, Engineering, and Medicine. 2006. Bus Transit Service in Land Development Planning. Washington, DC: The National Academies Press. doi: 10.17226/14002.
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Suggested Citation:"Chapter Six - Strategies that Support Integration of Bus Transit Service and Land Development Planning." National Academies of Sciences, Engineering, and Medicine. 2006. Bus Transit Service in Land Development Planning. Washington, DC: The National Academies Press. doi: 10.17226/14002.
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Suggested Citation:"Chapter Six - Strategies that Support Integration of Bus Transit Service and Land Development Planning." National Academies of Sciences, Engineering, and Medicine. 2006. Bus Transit Service in Land Development Planning. Washington, DC: The National Academies Press. doi: 10.17226/14002.
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Page 33
Suggested Citation:"Chapter Six - Strategies that Support Integration of Bus Transit Service and Land Development Planning." National Academies of Sciences, Engineering, and Medicine. 2006. Bus Transit Service in Land Development Planning. Washington, DC: The National Academies Press. doi: 10.17226/14002.
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Page 34
Suggested Citation:"Chapter Six - Strategies that Support Integration of Bus Transit Service and Land Development Planning." National Academies of Sciences, Engineering, and Medicine. 2006. Bus Transit Service in Land Development Planning. Washington, DC: The National Academies Press. doi: 10.17226/14002.
×
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Page 35
Suggested Citation:"Chapter Six - Strategies that Support Integration of Bus Transit Service and Land Development Planning." National Academies of Sciences, Engineering, and Medicine. 2006. Bus Transit Service in Land Development Planning. Washington, DC: The National Academies Press. doi: 10.17226/14002.
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29 This synthesis found that the inclusion of transit planners early in the development design is key to successfully inte- grating bus transit service into land developments. All stake- holders agree on this point. Transit agencies identified the following strategies that enabled early participation: strong support by local government officials, an effective land development planning process, and good relationships and communication with local planning and/or government staff. However, finding one strategy that ensures early par- ticipation by transit agencies in the development process and one that will be successful in all areas is not likely. The most successful regions incorporate a mix of strategies to ensure adequate coordination between transit service and land development. The strategies employed by transit agencies and other stakeholders can be divided into three types: institutional, financial, and regulatory. Strategies discussed in this chapter are cited here. • Institutional Policies and Practices – Written policies in adopted plans – Develop communication networks – Transit advocates: “champions” and coalitions – Transit agency development guidelines – Education – Transit agency TOD programs – Relationships with developers and building owners – Building partnerships. • Funding Strategies – Developer support – Municipal support – Planning funds – Tax increment financing – Land incentives. • Regulatory Tools – Zoning – Form-based zoning – Controlled growth – Adequate public facilities ordinance – State-mandated planning process. The process of developing a winning mix of strategies takes time and the task may at first appear overwhelming. However, some communities, notably Boulder, Colorado, have proven that the results are worth the wait. INSTITUTIONAL POLICIES AND PRACTICES The survey responses indicated that most transit agencies rely on institutional strategies to integrate transit and land development. Written policies in adopted plans is one such widely employed strategy. Good communications networks with local governments and planning agencies was noted by several transit agencies as a critical element in coordinating bus service with new development. The presence of a “Champion” to advocate for transit was reported by some agencies to be a helpful strategy. Other institutional strate- gies include transit agency development guidelines, educa- tion, transit agency TOD programs, creating relationships with developers, and building partnerships with building owners. Written Policies in Adopted Plans A good general or comprehensive plan that clearly communi- cates the region’s vision of the future is the best first step in developing a mix of strategies to integrate bus transit service and land development planning. The best plans are developed with public input and are supported with clear steps to achieve the vision. All of the plans developed in a region must relate to the overall vision and to each other. Specific plans can be produced to implement the comprehensive plan in strategic locations, districts, or corridors. For example, specific plans can be developed for business districts, historic districts, rede- velopment areas, or conservation areas. The plan should not just address transit as a separate entity in its own chapter, but should acknowledge the importance of transit-supportive elements throughout the document. For example, a good pedestrian environment is critical to a suc- cessful transit system. Sidewalks, the quality of the walking environment, as well as direct pedestrian paths are key com- ponents to providing quality pedestrian access. Site design and density are also extremely important factors in transit provision and in successfully integrating transit into land developments. The relationship between these factors and transit should be highlighted in the plans. Transit agencies benefit by participating in the preparation of general or comprehensive plans. This provides an oppor- tunity to network with representatives from other agencies and spread the word on the importance of transit to the current and future environment. If transit is not desired at the CHAPTER SIX STRATEGIES THAT SUPPORT INTEGRATION OF BUS TRANSIT SERVICE AND LAND DEVELOPMENT PLANNING

current time, it may be needed as the population and prefer- ences change. It is important that new developments incor- porate plans for the future and not just current preferences. Develop Communications Networks A second successful strategy to incorporate bus transit ser- vice and land development planning is the development of good communications networks with stakeholder partners. Metro Transit in the Minneapolis/St. Paul region noted in its survey response that this takes time; however, the rewards are early participation in the planning process and credibility with decision makers. Staff from CATA in State College, Pennsylvania, also found this to be one of the most success- ful strategies when integrating transit and land development. Working with outside agencies on comprehensive plans, spreading the word on transit needs, and developing com- munication networks can be successful strategies (see Figure 13). However, they are only successful if the transit agency has the staff resources to participate in these activi- ties. CATA found an interesting solution to this problem by sharing a transit planner with the CRPA. The transit planner has offices in both agencies and splits the 40-h work week evenly between the two. This arrangement could be consid- ered by some transit agencies, especially those in areas where the other public agencies in the region are facing tight budgets. Some transit agencies are apparently reevaluating their missions and resources. Policies and Practices for Cost-Effective Transit Investment (Deakin et al. 2002) reported that transit agencies were hiring staff to act as liaisons to local governments and other agencies in support of transit-supportive land use. Transit Advocates: “Champions” and Coalitions Strong leadership in the form of a “champion” or coalition of stakeholders can affect the integration of bus transit with 30 development by advocating for transit. Some transit advo- cates may lobby for a particular project and be active in the planning arena for a relatively short time. Others may have a long-term interest in supporting transit and will advocate for policy initiatives as well as transit projects. Elected offi- cials were recognized as champions by CATA. Transit advocates can have a very positive impact on land use and new development by initiating actions supportive of transit, but their existence can be fleeting. If it is within their power, champions and coalitions should support transit by building a transit-supportive policy structure and process that will have lasting value. Transit Agency Development Guidelines The development of transit agency development guidelines can be a successful strategy to integrate bus transit and land development. Some of the most successful transit agencies have developed several types of guidelines and make them widely available through the Internet and in published pub- lic documents and general plans. The use of transit agency development guidelines and their characteristics is discussed in more detail in chapter seven. The Central Florida Regional Transportation Authority (LYNX) promotes a checklist, shown in Figure 14, which includes all the major chapters in their Mobility Design Man- ual. LYNX has also developed a Design and Land Use doc- ument that is included in the Transit Development Plan Major Update for 2005–2009. The Design and Land Use document summarizes guidelines for development design. It refers readers needing more detail to three LYNX manuals; one each on customer amenities, mobility design, and rail design. The Design and Land Use document is distributed to all counties and municipalities when it is time to update their comprehensive plans. Education Education is also a successful strategy. During the develop- ment of regional plans, the public can be informed of the benefits associated with transit, with mixed-use develop- ments, and with higher densities. Transit planners could benefit from training sessions on the land development process and related financing requirements and zoning reg- ulations. Likewise, city planners and developers could learn about transit needs and benefits. Perhaps the most important stakeholders are the decision makers; local government offi- cials, business leaders, and their staffs. In large measure, these decision makers form the land use policies in each region. Many of these decision makers could benefit from more information on the choices available to them and the affects of those choices. An example of education for decision makers is a series of Leadership Academies that were scheduled to be held in 2006 to discuss growth in Cen- tral Florida (see Figure 15). The purpose of the Leadership FIGURE 13 Networking can improve communications between stakeholders. (Courtesy: Ed Christopher.)

31 agency staff can provide additional education by volunteer- ing as speakers at these events. In this way, the benefits of transit can be communicated to a variety of stakeholders in an informal manner. Staff development can assist the transit agency in improv- ing its ability to have an impact on land use. CATA noted that the technical expertise of its planning staff improved rela- tionships with developers. The provision of pertinent physi- cal details at the outset, together with on-going follow-up to support the developer, has proven to be an important element in its success. Also important are negotiating skills. LYNX learned over time the information needed to influence devel- opers and elected officials. Building staff capabilities in these areas is a strategy that can improve transit’s impact on land developments. Transit Agency Transit-Oriented Development Programs Since 1998, King County Metro in Seattle, Washington, has pursued a bus-oriented TOD program. King County’s first TOD project was the Overlake Park and Ride project in Red- mond, just west of Seattle (see Figure 16). This was a joint project of King County, the King County Housing Author- ity, and a private developer using tax-exempt financing and federal housing tax credits. A King County Metro surface park and ride lot was converted into a 308-unit affordable housing development above two stories of structured park- ing. The 536 parking spaces are shared by residents and FIGURE 14 LYNX Development Review Checklist. (Courtesy: LYNX Central Florida Transportation Authority.) FIGURE 15 Decision makers in Orlando gather to discuss regional issues. (Courtesy: Orlando Regional Chamber of Commerce.) Academy is to focus high-level discussion on the question of “How should we grow?” The Leadership Academy will offer educational and interactive programs that show partic- ipants the affects of various growth and development deci- sions. Using interactive computer programs, decision makers will build alternative future developments and observe the results on the environment, transportation system, and congestion. Informal education can also be an effective method of familiarizing stakeholders with the issues. Lunches, recep- tions, conferences, and meetings are all opportunities to net- work with stakeholders and trade information. Transit

commuters. The site includes a day care facility and is an active transit transfer facility. Subsidized bus passes are pro- vided to residents as an incentive to ride the bus and help reduce automobile congestion in the region. King County Metro retains ownership of the park and ride lot, receives air rights lease payments from the developer, and will own the entire development after 50 years. King County has completed two other TOD projects and has several others in development. King County uses a variety of means to implement TOD proj- ects, including outright sale of parking lots with the proceeds used to build spaces in the TOD development and the long- term lease of parking in mixed-use facilities. Creating Relationships with Developers and Building Owners Developers and building owners associate with lenders, con- sultants, construction engineers, and real estate managers. These decision makers, who can influence the design and form of developments, typically do not interact with transit officials. As a result, developers and building owners are not acquainted with transit interests, and transit provisions in new developments are not at the top of their agenda. To par- tially remedy this unfamiliarity with transit, transit staff could consider attending meetings, conferences, and other events that are attended by business leaders, developers, and elected officials. Staff could volunteer to give presentations that highlight the benefits of transit to new developments. Providing new ideas and a fresh perspective can raise aware- ness, generate interest, and build new relationships. Building Partnerships Building partnerships with building owners is also a suc- cessful strategy for integrating bus service into new devel- opments. For example, Pace Suburban Bus in the Chicago, Illinois, region has partnered with United Parcel Service (UPS) in Hodgkins, Illinois, to provide a transit facility within the UPS parking lot. Pace consulted with UPS on the 32 facility design and provided funding for the construction. Construction management was conducted by UPS’s Engi- neering Department which allowed the project to quickly move forward. The Pace/UPS partnership provides a bus ter- minal facility that improves bus operations and encourages transit use at this large employment site. FUNDING STRATEGIES Funding for the integration of bus transit service and land development can be found in a variety of sources. Two types of funding are generally needed: funding to build the physi- cal facilities in the development and funding to support the operation of desired bus service improvements. The possible funding sources discussed here include developer support, municipal support, planning funds, tax increment financing, and land incentives. Developer Support The most obvious funding source is to look to the developer to provide transit facilities within the development as part of the project construction costs. The developer is sometimes willing to provide transit facilities in instances where the pro- vision of transit elements offsets the cost of roadway impact fees. In some areas, the roadway improvements that are required as a result of a new development are paid for by the developer. Adding lanes or improving signalization can be very expensive, and it is often less expensive to encourage the use of transit to the development. In addition to the provision of transit facilities within new developments, transit agencies can partner with developers or building owners to subsidize the operation of new or revised bus service. LYNX has successfully persuaded developers to fund the operating costs of new bus service for up to 2 years. For many transit agencies it is more difficult to fund the operating costs of new bus routes than to obtain cap- ital costs for shelters, benches, etc. Obtaining the start-up costs of a new, unproven route ensures that the service will be provided at least for the first 2 years. After that time, the transit agency can determine if the route will meet perfor- mance goals. In addition to the transit terminal on its property noted previously, UPS actively supports transit to the facility by subsidizing several bus routes. These routes are designed to connect low-to-moderate income neighborhoods with direct service to UPS for all shift changes. Municipal Support Good communication and cooperation between local gov- ernments and the transit agency can result in special funding made available through parking fees or other municipal FIGURE 16 Transit facility serves the Overlake (Washington State) housing development (Courtesy: The Allied Group, Inc., Renton, Washington.)

33 sources. In Boulder, Colorado, parking fees from downtown parking meters fund the provision of unlimited ride bus passes for downtown employees. Boulder’s downtown park- ing policies discourage automobile use by downtown employees by providing only short-term, on-street parking, while encouraging the use of transit by providing free monthly passes to downtown employees. In addition, the Community Transit Network in Boulder is supported with additional funds from the city and, for some routes, Colorado University. The operating costs associated with higher levels of service, over and above the service levels acceptable by the RTD in Denver, are subsidized to encourage a greater transit market share in the city. In Orlando, Florida, the infrastructure development for the downtown circulator system, LYMMO, was funded through the city’s Downtown Development Board and the Community Redevelopment Agency. The city contracts with LYNX to operate the LYMMO service and funds the opera- tion through the use of downtown parking revenues. Planning Funds In some areas, planning and capital funds are available to plan and coordinate transit and land development projects. The Metropolitan Transportation Commission in the San Francisco Bay area provides grants through its Smart Growth/Transportation for Livable Communities program. This program offers planning grants, technical assistance, capital grants, and a housing incentive program to help cities and nonprofit agencies develop transportation-related proj- ects that support connectivity between transportation invest- ments and land uses. VTA in San Jose, California, has a planning grants program and a capital grants program to support the imple- mentation of the concepts and principles outlined in the Community Design & Transportation (CDT) program. The CDT program is designed to unite VTA transportation plan- ning, land use, design, and development activities. CDT is VTA’s primary tool to advance projects, practices, and poli- cies that better integrate transportation systems and land uses. It focuses on how the design of transportation systems and developments can optimize both travel options and com- munity livability. Although much of this funding is earmarked, funding for planning is available through the Transportation, Commu- nity, and System Preservation (TCSP) program authorized by SAFETEA-LU, Section 1117. States, metropolitan plan- ning organizations, local governments, and tribal govern- ments are eligible recipients of TCSP program grant funds. Transit and highway projects that enhance TOD are eligible, along with other broad categories of projects that improve the efficiency of the transportation system and reduce its impacts on the environment. The federal share of TCSP projects is 80%. Grants awarded for planning activities may include public involvement; improving pedestrian and bicycle con- ditions; development of new types of transportation financ- ing or land use alternatives; better use and safety of existing roads, signals, and transit systems; and development of new programs and tools to measure success. Implementation activities may include community preservation activities to implement TOD plans, traffic calming measures or other coordinated transportation, and community and system preservation practices. Tax Increment Financing TIF is a tool available to fund improvements within a defined area. TIF funding is frequently used in conjunction with TOD projects. Property values are frozen at a base level and the increment in taxable value above this base, multiplied by the tax rate, is then available for capital improvements. Advance planning is required to take advantage of this source because setting up a TIF district can take some time and may require intergovernmental agreements. Land Incentives The provision of land incentives is another strategy to suc- cessfully integrate transit service into land developments. Land incentives are frequently used in joint development projects. The assembly of disparate land parcels into one package is very helpful to developers, who often cannot devote resources to this time-consuming task. King County’s TOD program as described earlier also provides an example of land incentives. King County Metro has leveraged owner- ship of its surface park and ride lots to negotiate for improved facilities within new developments. REGULATORY TOOLS Regulatory tools that can assist in the provision of appropri- ate land uses supportive of transit use are zoning, controlled growth, Adequate Public Facilities Ordinance (APFO), and state-mandated planning processes. Zoning was cited by a number of the respondents as a successful strategy. The use of controlled growth strategies, APFOs, and state-mandated planning requirements is limited to those areas that enacted such legislation. It was apparent from the survey results that transit planners are largely unfamiliar with regulatory strate- gies. This is not surprising, because the use of regulatory tools is normally outside the purview of transit planners. Zoning Zoning is the fundamental method of land use control by local governments. Well-thought-out zoning regulations guide the location and intensity of development. In some areas, how- ever, zoning codes are written to prevent undesirable results,

rather than stating how things should be. It is better to use zon- ing to describe what is desired rather than regulate against what is unwanted (Bartsch et al. 2001). Inappropriate zoning regulations can create increased dependence on the automo- bile, the disappearance of open space and natural areas, and higher infrastructure costs. The traditional zoning code used most frequently is the “Euclidean” code. Euclidean zoning is named after the vil- lage of Euclid, Ohio, whose regulations were upheld in a landmark 1926 Supreme Court case. Euclidean zoning is typ- ically based on a system of zoning districts (residential, com- mercial, industrial, etc.), a list of uses associated with each district, and dimensional standards, which may include lot size, setbacks, and building height. The disadvantages of traditional zoning are that it is not flexible to respond to the special needs of a particular site, and because it is not pre- scriptive, the development’s ultimate “look and feel” is uncertain. Euclidean zoning also discourages mixed-use development—land use that is conducive to transit. There are several zoning tools available to local govern- ments that are more flexible and will encourage and support the integration of transit service and land development. One example is the designation of a transit zone or use of transit overlay zoning. These can allow, for example, the provision of mixed-use developments at high density where high-quality transit service is provided. Minimum densities or floor area ratios can be set for these zones, as can reduced setback requirements or maximum parking requirements. These mea- sures also provide a financial incentive for developers. Over- lay zones can also be created to support other purposes such as pedestrian mobility or historic preservation. Planned development zones or planned unit developments provide a process to bend rigid rules in favor of better site design and land use patterns. The advantages associated with these zones are maximum design flexibility and the ability to negotiate public benefits that would otherwise be unattain- able. Because planned unit developments are negotiated on a development-by-development basis, the unique transit needs of each site can be addressed for each development. Incentive zoning encourages particular development aspects through incentives such as density bonuses, fee waivers, expedited review, and reduced parking require- ments. Incentive zoning is often used to encourage TOD, and could be used to integrate transit facilities into new develop- ments. Incentive zoning leaves the option to the developer as to whether the development takes advantage of the offered incentives. The use of incentive zoning requires a delicate balance between providing sufficient incentives to attract developer interest, but not generating so much interest that the incentives are overused. The reduction of zone size is a simple method under tra- ditional zoning that brings differing land uses into closer 34 proximity and encourages more pedestrian traffic. Large zones of single individual land uses discourage walking between land uses and therefore encourage use of the auto- mobile. Reducing the zone size will bring compatible zones within walking distance of one another. Local governments generally have control over land use and zoning. However, many transit agencies, especially the larger ones, have hundreds of local governmental agencies to deal with. This is a problem for agencies that wish to promote changes in local zoning codes. “Shopping” a package of rec- ommended zoning reforms to more than a handful of local governments is a daunting task. This could be overcome in part by presenting the new zoning ideas to groups of local elected officials and other decision makers at regional meetings. Cleveland, Ohio, has been revamping its zoning code for the last several years. It has created new districts for planned unit development, pedestrian retail overlay, live–work over- lay, and urban townhouses. In the mid-1990s, the Cleveland City Planning Commission approved the creation of smaller urban lots where such lot sizes are characteristic of the neigh- borhood. Cleveland has also instituted a prohibition on the creation of downtown surface parking lots. This was to pre- vent widespread demolition of older buildings to create park- ing lots for the Gateway sports complex. This has contributed to the preservation and reuse of downtown buildings. Recently, the Midtown neighborhood in Cleveland adopted form-based zoning in part to complement the Euclid BRT corridor. Form-Based Zoning Form-based zoning is used to regulate the “form” of the envi- ronment. It prescribes the desired physical form of a com- munity, as opposed to traditional zoning, which attempts to control land use and density. Form-based zoning is generally developed in concert with a community visioning process. Residents are asked how they want their neighborhood to look and an illustrative plan is drawn to fit that vision. The next step is to transform the illustrative plan into a more detailed regulating plan. The regulating plan indicates where form-based codes apply. It includes illustrations of projected building foot- prints, location of public spaces, and allowable building types for each site. Standards are written to describe the physical elements of the plan. Building standards are devel- oped for each building type and typically include minimums and maximums for building height, site requirements, dimensions, and building elements such as windows, doors, and courtyard placement. Thoroughfare standards are essen- tial to establish a coherent and efficient street network. Some elements that these standards cover include parking lanes, sidewalks, and medians. Other standards within form-based zoning describe landscaping or architectural details.

35 Controlled Growth Controlled growth is another strategy that encourages the type of land use that can sustain transit. Several of the tran- sit agencies responding to the survey cited the use of various controlled growth measures in their areas as successful tools that support transit. The Washington State Growth Management Act (GMA) passed in 1990 is one of the most aggressive statewide growth management laws in the country. The GMA was created to address uncoordinated growth, improve quality of life and economic development, and protect critical areas. In 1991, it created growth management hearings boards in three areas to resolve land use disputes quickly. The GMA requires state and local governments to prepare comprehensive plans and implement them through capital investments and develop- ment regulations. By all accounts the GMA is still a work in progress, being both criticized and praised by different groups within the state. In a report conducted for the National Asso- ciation of Realtors, Douglas Porter (2005) found that the GMA had succeeded in promoting comprehensive planning by local governments, in using development to improve com- munities, and in preserving sensitive environmental areas. In 1973, the state of Oregon passed state-wide planning legislation to preserve farm and forest lands, manage urban growth, control rising public costs, and conserve natural resources and coastland. The legislation requires the desig- nation of Urban Growth Boundaries (UGB) for all munici- palities in the state. The land within the UGB is supported with public services such as water and sewer, schools, parks, roads, and police and fire protection. UGBs concen- trate public resources for a more cost-efficient provision of services, and they clearly detail where future development will occur. In states without controlled growth laws, some local gov- ernments have passed reforms to concentrate development and thereby support local transit systems. Citizens in Boul- der, Colorado, have twice voted to tax themselves to support and expand the city’s open space program. The open space program limits the amount of land that is available for devel- opment. In addition, Boulder instituted a 2% annual cap on the residential growth rate in the late 1970s. This slowed res- idential, but not commercial or industrial growth. Within Boulder this policy has created an imbalance between jobs and population, which causes increased congestion. Of the two programs, the open space program has had the greatest positive influence on encouraging transit-supportive devel- opment within the city of Boulder. In 1997, the Denver Regional Council of Governments published the Metro Vision 2020 plan, which included a vol- untary 750-square-mile urban growth boundary. The Metro Vision 2030 plan, adopted in January 2006, retained the urban growth boundary at 750 square miles despite develop- ment pressure to expand the zone. The organization has worked with local governments to promote the characteris- tics of smart growth and has encouraged them to include growth boundaries in their own plans. Adequate Public Facilities Ordinance Another method used to control growth is an APFO. The pur- pose of an APFO is to ensure that the public facilities needed to support a proposed new development are in place concur- rent with the development’s opening. It also requires a connection between the area’s development plans and the capital improvement program. APFOs can be written for spe- cific, publicly provided facilities such as schools, or they may encompass a host of public facilities, such as water, sewer, transit, roads, etc. APFOs encourage development where adequate facilities are already provided, such as infill devel- opments in urban areas. State-Mandated Planning Process The LYNX and Omnitrans case studies illustrate the transit benefits of having a legislative framework in place. The states of Florida and California have passed laws requiring a structured review process for certain developments. These laws make it possible for the transit agency to become involved early in the development design process. Early par- ticipation greatly assists in the successful integration of tran- sit into new developments. These state laws do not attempt to control land use. Rather, they provide a forum for the public to review and per- haps influence the form of proposed developments. The prevalent preference for a market approach to development in the United States has an impact on local regional plans and regulations. Legislative requirements to include transit agen- cies and other stakeholders in the development review process can improve the quality of the environment.

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TRB's Transit Cooperative Research Program (TCRP) Synthesis 67: Bus Transit Service in Land Development Planning examines successful strategies that assist in the incorporation of bus transit service into land developments, as well as the challenges that transit agencies face when attempting to do so. The report also explores the state of the practice regarding the use and components of transit agency development guidelines.

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