Effects of TOD on Housing, Parking, and Travel (2008) / Chapter Skim
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Some key findings in this literature review include: • Between 1970 and 2000, transit ridership for work trips increased in TOD zones, whereas ridership declined markedly in the metro areas surrounding TODs. • TOD households are twice as likely to not own a car and own roughly half as many cars as comparable households not living in TODs.
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What matters is transit travel times relative to auto travel times. For example, an extensive but very slow transit system likely will attract few riders if highway congestion is not severe.
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The availability of free or low-cost parking is a major deterrent to transit ridership. Successful ridership strategies include: TOD transit pass programs, parking reductions, and car-sharing programs.
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The ITE manual presents weighted averages of trip generation. The weighted average vehicle trip rates for this study were computed for all 17 projects combined for weekday, AM peak, and PM peak.
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Smart growth requires smart calculations; impact fees, parking ratios, and road improvements need to account for the likely trip-reduction effects of TOD. Research study results indicate that residential TOD parking ratios can be tightened and fees lowered to reflect the actual transportation performance of TODs.
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