Annotated Bibliography

CRENSHAW TRANSIT PLUS
CORRIDOR LEADERSHIP COUNCIL
ANNOTATED BIBLIOGRAPHY OF MATERIALS

REGARDING COMMUNITY IMPACTS
OF LIGHT RAIL TRANSIT
Prepared by:
DIVERSIFIED
TRANSPORTATION
SOLUTIONS
On Behalf of:
THE DIVINE ENTERPRISE
August 2010
CRENSHAW TRANSIT PLUS
CORRIDOR LEADERSHIP COUNCIL
ANNOTATED BIBLIOGRAPHY OF MATERIALS

REGARDING COMMUNITY IMPACTS
OF LIGHT RAIL TRANSIT
BACKGROUND
In May 2010, Metro engaged the services of the Divine Enterprise Project Team to provide
strategic outreach to the residents and businesses in the Crenshaw Corridor regarding the
development and implementation of the Crenshaw/LAX Light Rail Line. As part of the
strategic planning effort of the project, the Project Team conducted research on a wide
array of light rail projects across the United States and Canada, seeking to find information
that could be applied to the Crenshaw/LAX Corridor in promoting economic development,
mitigating negative impacts to existing businesses, and enhancing safety with the
implementation of light rail transit service.
As a result of this research, the Divine Enterprise Project Team has developed an
annotated bibliography consisting of research projects, analyses and case studies of
various rail transit projects that have enhanced and stimulated economic development in
urban communities similar to the Crenshaw corridor.
The specific subject areas contained in the bibliography include economic development,
urban design and station area planning, construction mitigation, and pedestrian and
vehicular safety. The purpose of the research is to provide project participants with
information that will help develop a framework for strategic planning, and that could
outline potential strategies and activities that will ensure that the corridor transit project is
fully integrated into the fabric of the community, and is a catalyst for improvement of the
overall economic environment and quality of life of the project area.
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Crenshaw Leadership Council Annotated Bibliography Economic Development
ECONOMIC DEVELOPMENT
Summary of Research and Findings
The implementation of light rail transit offers significant opportunities to enhance the
mobility of a community by providing a faster means of moving persons throughout the
region, as well as providing access to the greater community at large for employment,
shopping, and other personal needs. What can also be created through this investment in
transportation infrastructure is the potential to spur economic growth along the rail
corridor, particularly adjacent to station locations.
Over the past 10-15 years, a great deal of emphasis has been placed on Transit Oriented
Development (TOD), which are activities designed to increase economic development and
quality of life for a community through the establishment of public transportation. The
annotated reports and studies included in this section highlight lessons learned and
recommended actions in the areas of TOD and overall economic development associated
with light rail implementation.
Several findings regarding economic development were consistent throughout the

documents reviewed, particularly as they relate to TOD:
• TOD implementation ideally starts with a vision, cultivated from broad-based public
input.
• Successful TOD involves strategic station-area planning that is backed by appropriate

zoning, policy incentives and regulations.
• TOD works best where land use policies encourage density around station areas to
support the investment of transit, and where a mixture of land uses places people in
proximity to the daily services they need.
• Coordination between public agencies, the private sector, and the surrounding
community at an early stage is essential for successful TOD
• Transit planning and land use planning must be done in a coordinated fashion
3
Bianco, Martha; Dueker, In the Portland, Oregon region many local planners have
Kenneth. Effects of Light embraced the neo-traditional planning concept in the form
Rail Transit in Portland:
Portland:of transit-oriented development (TOD). One of the primary
Implications for Transit-
Transit-components of transit-oriented development, light rail
Oriented Development transit (LRT), has been in place in Portland long enough to
Design Concepts. Center for provide data for analysis. Because neo-traditional planners
Urban Studies, College of often emphasize LRT as a crucial element in decreasing
Urban and Public Affairs, auto use and in encouraging high-density development, this
Portland State University, paper examines the effects of LRT in the Portland region
Portland, Oregon. Julyincluding mode share, density, and property values. The
1998. empirical analysis provides evidence that light rail alone has
not been sufficient to have an appreciable impact on
development patterns, residential density, auto ownership, and transit modal behavior,
although there has been some positive effect of rail on single-family property values.
Unlike the case in many metropolitan areas, decision-makers in the Portland region have
achieved a remarkable amount of consensus about the connection between land use and
transportation and their vision for the future.
Zoning land around rail stations for multifamily housing helps to concentrate multifamily
housing density, but the effect of LRT alone on multifamily housing development is not
strong in and of itself.
The risk that neo-traditional planners take in emphasizing the costly LRT component of
transit-oriented design is that they may ignore real, pressing needs. A plan that puts
expensive light rail before expanded bus service, as well as highways and other mobility
improvements, risks ignoring the majority who do not live near light rail transit or who,
because of family and lifestyle needs, require an automobile. By the same token, an
emphasis on multifamily housing risks resulting in decreasing and unaffordable options for
households who, because of family and lifestyle characteristics, desire or require single-
family housing. Finally, most TOD planning efforts target areas of new growth, thereby
continuing to neglect the serious and complex problems of the inner city, where the most
transit-using and transit-dependent people reside.
The challenge to planners is to assess development trends and consumer behavior. This
assessment will provide the basis for estimating market shares for dispersed and
concentrated development forms. There is undoubtedly a market for higher densities and
mixed-use development. There is a segment of the population that prefers multifamily
living and traveling by transit. The challenge is to identify this segment and to enhance
their options without ignoring the needs of other segments of the population.
4
Bollinger, Christopher R.; The purpose of this paper is to report findings of the effects
Ihlanfeldt, Keith R. The that Atlanta’s MARTA rail line has had on population and
Impact of Rapid Rail Transit employment in station areas. MARTA provides a unique
on Economic Development: opportunity for studying the development effects of rail
The Case of Atlanta’s stations, since Atlanta area governments have adopted no
MARTA.
MARTA. Department of significant public policies, other than rezoning, to encourage
Economics, Georgia State development in station areas. This makes it much easier to
Univ
University, Atlanta. March isolate the true economic effects of rail stations.
1996.
The results indicate that MARTA has had neither a positive
nor a negative impact on total population and total employment in station areas, and
MARTA has altered the composition of employment in favor of the public sector, but only in
those areas with high levels of commercial activity.
There are several reasons why transit development in Atlanta has not directly led to
increased commercial development. Atlanta is a highly decentralized automobile-
dominated metropolitan area whose development has been primarily shaped by highway
construction. Also, a key factor is that Atlanta area governments have adopted no
significant public policies, other than rezoning, to encourage development in station areas.
Another conclusion found in the report is that Atlanta area public officials often target
station areas for the location of government facilities that can also provide public sector
employment. Presumably, the intent of this targeting is to increase ridership and
encourage private development. However, the results provide no evidence that these
benefits have been realized, since public employment has been found to fully displace
private employment in these locations.
5
Coomer, Dawn. Growing This paper examines many examples of successful TOD
Smarter Implementation projects and programs in the Western United States in areas
Project Best Practices such as Seattle, Washington; Denver, Colorado; and San
Paper #6 Transit Oriented Diego, California. These areas have all been able to
Development.
Development. Maricopa overcome the fiscal, organizational and political constraints
Association of associated with TOD implementation. Overcoming
Governments. August implementation barriers is possible with collaboration and
2003. the creation of public-private partnerships.
Some examples of successful TOD projects and programs include King County in
Washington State, which has been working on bus-related TOD projects since 1998,
including projects in Renton and Seattle. The mix of uses in King County's TOD projects
includes transit centers, park-and-ride lots, off-street bus-layover facilities, and residential,
institutional, retail, office, hotel and entertainment uses. Project concepts range from 308
apartments above a park-and-ride lot in Redmond (near Microsoft world headquarters) to
four skyscrapers above an underground bus-layover facility in Downtown Seattle near the
state Convention & Trade Center.
The Regional Transportation District (RTD) in Denver, Colorado opened its first rail line in
1994 and another in July 2000. TOD in Denver has increased transit ridership. RTD works
with cities and developers to transform parking areas around stations to TOD. The
granddaddy of all "transit villages" is the 16th Street Mall in Downtown Denver. The C Line
in the Central Platte Valley anchors an increasing number of entertainment venues in lower
Downtown Denver. Also, the Lower Downtown/Coors Field/16th Street Mall is another
growing example of TOD with a 24-acre Riverfront project that includes retail, office and
1,800 residential units.
In San Diego, local and regional agencies have adopted policies to encourage TOD plans at
more than 15 light rail stations. The projects provide mixed-use development and are
typically private-public partnerships. For example, the America Plaza Transfer Station is a
34-story development site completed in 1992. A light rail station is incorporated into a
street-level atrium that includes shops, restaurants, outdoor plazas and the San Diego
Museum of Contemporary Art. The station also connects with 20 local bus routes and
boasts 6,500 transit boardings daily.
There are several constraints to implementing TOD, which can be categorized as fiscal,
organizational and political. Fiscal constraints are factors that might limit the financial
feasibility of TOD projects, such as inaccurate or unrealistic market assessments, or
inability to obtain financing. Organizational constraints are structural issues that prevent
building partnership between transit agencies and other governmental agencies
responsible for project implementation. Political constraints include inappropriate land
use policies and neighborhood resistance to additional commercial development or density
increases.
6
While there are a number of implementation barriers, experiences of successful systems

show that collaboration is key. There are many partners to include in creating a successful
TOD, including developers, financial lending institutions, cities and towns, regional planning
agencies, transit agencies and public interest groups. The formation of public-private
partnerships has been a key component of success in many TOD projects.
Included in the paper is a copy of a Transit-Oriented District Overlay Zoning Ordinance

established by the City of Phoenix. The first step in planning for transit-oriented
development was the inclusion of a transit oriented development goal within the Phoenix
General Plan. The next step included approval of a text amendment to the city zoning
ordinance that contains regulations for the lands approximately one-quarter mile to 2,000-
feet adjacent to proposed light rail stations, which is approximately the distance a
pedestrian can walk in five to ten minutes. This district only applies to new development
and construction. The district will prohibit or limit the development of new uses that do not
support transit ridership. The overlay district will also require additional development
standards for any new construction. These standards will require new construction to
provide better connections and environment for pedestrians between the development and
the sidewalk leading to transit stations. These standards include building frontage, facade
and entry regulations, as well as sidewalk, parking and loading regulations.
7
Creating Successful Transit-

Transit- Instead of transit-oriented development, TOD in Los Angeles
Oriented Districts in Los refers to transit-oriented districts, where there is a focus on
Angeles: A Citywide Toolkit creating livable neighborhoods, linking residents to jobs,
for Achieving Regional and stabilizing low income communities.
Goals.
Goals. Center for Transit-
Transit-
Oriented Development, At the regional level, TOD can facilitate and generate
February 2010. momentum for market-driven investment that can be self-
sustaining over time. This goal relies on transportation
networks and development patterns that support the following elements:
• Access to economic opportunity by linking residents with employment and service

destinations and supporting synergistic growth of job centers;
• Lower combined housing and transportation costs through the reduced need to own
and drive cars to get to work and daily needs;
• Reduced public infrastructure costs by directing compact development to existing
developed areas while preserving regional open space and farmland;
• Improved public health by creating walkable neighborhoods that encourage physical
activity;
• Cleaner air and water by reducing traffic congestion and air- and water-based pollution.
At the local level, TOD can direct the velocity and trajectory of neighborhood change when
necessary to provide neighborhood stability. This goal relies on transportation and
development investments that:
• Support community-based projects that maximize the benefits transit hubs can offer
Los Angeles’s low and moderate-income communities;
• Build transportation and housing that can make target neighborhoods more regionally
competitive;
• Promote the integration of public and private investments to address issues such as
weak real estate markets, undeveloped and underutilized land, and disconnects
between low-income people and affordable housing, employment and asset-building
opportunities in the region.
The Los Angeles area transit network extends to low, moderate and high income
neighborhoods nationally known ethnic enclaves, varying degrees of development
opportunities, and some of the lowest and highest rates of car ownership in the country. As
a result, strategies to create successful TOD will differ depending on the current context of
each station area. Also, achieving TOD success will require the involvement of many public
and private organizations, not just one.
The results of focus groups indicate that the TOD has more chances for success if
policymakers build community support for TOD; establish supportive policies, regulations,
and programs; and improve coordination and collaboration among public and private
entities.
8
Dallas Light Rail Sparks Light rail transit has shown great potential for stimulating
Development Boom. Light and shaping adjacent real estate development at its
Rail Progress.
Progress. 18 April 2000 transit stops and stations. This process both builds in
<http://www.lightrailnow.org ridership (e.g., trips by people living near the stations or
/features/f_000003.htm> traveling to the nearby activity centers) and raises the tax
base (by increasing land and property values). This article
identifies the impact of light rail expansion on economic development in Dallas, Texas.
The establishment of the new DART light rail system has apparently kicked off an
explosion of adjacent real estate development less than 4 years after being implemented.
The investment in the DART light rail system appears to be paying off. Through early 2000,
more than $800 million in private funds had been invested in development along DART's
$860-million, 20-mile Light Rail Starter System. "DART helps attract tenants, especially
relocating companies. With the coming of DART and housing downtown, it makes for a lot
better environment, and companies can't help but recognize this" said Dallas real estate
broker Jerry Fults.
9
Dunphy, Robert; Deborah By the close of the 20th century, the automobile had
Myerson; and Michael become the dominant means of travel in urban centers,
Pawlukiewicz. Ten cities with extensive transit networks were in decline, and
Principles for proximity to transit was most often an afterthought in
Successful Development development. This report examines recent trends that have
around Transit. led more cities to promote development around transit. A
Washington, D.C.: ULI–
ULI–the number of major cities with extensive transit networks are
Urban Land Institute, 2003. enjoying increases in overall population and even greater
gains in downtown areas, where transit is most accessible.
Ten key principles are discussed in the report that have been proven to be useful for transit
agencies and others engaged in new transit projects to ensure that nearby development
will generate sufficient numbers of riders to support transit, and that transit will indeed
enhance the community. The ten principles include:
• Make It Better with a Vision - the creation of a broad vision for the community can help
ensure that developers pursue compatible strategies that reinforce the transit vision,
and that those strategies will be supported by the surrounding community.
• Apply the Power of Partnerships – Partnerships between private development, transit

agencies, and local governments should be carefully crafted to benefit each of the
partners, just as partnerships in the private sector would.
• Think Development When Thinking about Transit - Real estate opportunities should
always take priority over low-cost transit solutions. For example, running transit along
the median of an interstate may save the transit agency from having to pay for a new
right-of-way, but it will decrease accessibility for riders and eliminate opportunities to
promote higher densities and economic growth around the stations.
• Get the Parking Right - Flexible parking standards provide some latitude in providing
the optimal number of parking spaces. Of the many tools that can be used to reduce
the impact of parking, the four principal ones are “move it, share it, deck it, and wrap
it.”
• Build a Place, Not a Project - A major new transit station in a community presents an
opportunity not only for “a project at the station,” but for a full-fledged transit-centered
community, with all the attendant economic and cultural benefits.
• Make Retail Development Market Driven, Not Transit Driven - Transit access can
strengthen the retail market, but the market must be viable without the transit
component.
• Mix Uses, but Not Necessarily in the Same Place - A transit corridor that offers an
advantageous mix of uses can be used to integrate a number of separate activity
nodes, particularly when the various uses are close together, easily accessible, and
support each other.
10
• Make Buses a Great Idea – For buses to generate development in transit corridors,
they need to serve a strong cross-section of the community—including middle-class
riders. Successfully attracting middle-class riders will improve service for all, and will
also provide a diverse market to encourage developers to build around bus stops.
• Encourage Every Price Point to Live around Transit - It is important for developers and
their market consultants to know the demographic profiles of those who are seeking
to live close to transit.
• Engage Corporate Attention – If transit is viewed as a valuable tool for recruiting

scarce talent, companies will include “good transit access” on their checklist of
considerations for site selection.
11
Grady, Sarah; LeRoy, Greg. This report reviews several ways TOD can serve the needs of
Making The Connection: working families—particularly those with low and moderate
Transit-
Transit-Oriented income—by providing affordable housing and/or better
Development and access to jobs. This is done through an examination of 25
Jobs.
Jobs. Good Jobs First, TOD projects around the country that to varying degrees
March 2006. meet the housing and employment needs of those with
limited means.
TOD projects, by definition, improve transit options in two senses. The housing component
gives residents easy access to trains, streetcars and buses for commuting to work
elsewhere. The commercial component creates jobs that people living in other places can
more easily reach by public transportation. These two options may not help working
families if the housing is upscale and the jobs are polarized between well-paying
professional positions and minimum-wage service jobs. The projects studied include those
that are trying to bridge the gap. Of the 25 projects, it was found that certain types were
more likely to address the needs of working families. These were:
• Projects in which a community coalition negotiated for a Community Benefits

Agreement with a private developer for guaranteed concessions such as local hiring,
living wages and affordable housing set-asides. Examples were found in Los Angeles,
San Diego, Denver, and Milwaukee.
• Projects in which a community development corporation (CDC) initiated the project

and made it integral to the organization’s neighborhood improvement mission. In
Columbus, Ohio, for example, a transit agency working with CDCs developed an entire
jobs-access program after helping to develop a mixed-use TOD.
• Cases in which an exceptional private developer intentionally designed a project for

the benefit of low-income families and/or commuters. The Tom Hom Group, for
example, sited an affordable housing development in Las Vegas by first consulting bus-
route maps and identifying job centers.
The 25 projects selected for this report represent a spectrum of types of development. The
three major types are:
• Transit Communities - massive mixed-use projects in which transit accessibility is a

primary goal of the new community’s design.
• Mixed-Use, Urban Infill Development - projects are similar to transit communities but
have a smaller scope. These developments utilize land that was once used for other
purposes, but unlike transit communities, are located closer to urban infrastructure.
• Projects with an Affordable Housing Focus – these projects comprise all or

predominately residential development. These developments exemplify the effort to
build affordable housing close to transit so that low-income people who rely on public
transportation can utilize it to access jobs across the region.
12
Guide for Transit-

Transit-Oriented This guide highlights key ideas about transit-oriented
Development.
Development. Metropolitan development (TOD) and shows how TOD projects in the
Council. August 2006. Minneapolis-St. Paul area have put these ideas to work. In
the Twin Cities area, changing demographics, individual
preferences and highway congestion have created a potential market for TOD-type
projects. Transit–oriented developments come in various sizes and shapes but they share
common elements. These elements include the following:
• Compact Development – Transit oriented development should be within a comfortable

walking distance of transit stations or transit stops, no more than a one-quarter mile
distance. Transit-supportive developments should include medium to high-density
housing and employment.
• Mix of Uses – Transit oriented developments should promote complementary land

uses that work together to make a “neighborhood” focus and a destination magnet.
Retail development should be concentrated in the central part of the TOD, near transit.
There should be a broad range of housing types, and the TOD should also include
moderate-to-high intensity forms of employment. If civic development is included,
there should be attractive public spaces and buildings.
• Pedestrian Orientation – Buildings should face the street to create an attractive

setting. Shelter and protection from harsh weather is provided for pedestrians. The
design of surrounding streets allows for convenient pedestrian street crossing, while
avoiding high traffic volumes. Sidewalks provide a separation of pedestrians from
traffic with adequate walking space. Bicycle lanes are coordinated with vehicle traffic.
And an environment is created that enables people with mobility impairments to
navigate the TOD.
• Transportation Interfaces - Transit stops and stations are in a central location,

designed in various ways to meet different needs. There can be a range of transit
facilities available (bus, rail, shuttles). Automobile parking is sufficient but does not
provide excessive space, configured to keep the TOD pedestrian-friendly. Park-and-
Rides can be workable in particular situations. Bicycle Parking is also available as an
element of a TOD’s multi-modal nature.
13
Interview with Tina Votaw, Roderick Goldman of Diversified Transportation Solutions

Transit Oriented interviewed Tina Votaw of the Charlotte Area Transit System
Development Specialist, (CATS) regarding their experience with economic
Charlotte Area Transit development associated with the implementation of the
System. August 13, 2010 Lynx Light Rail system.
Ms. Votaw indicated that the ability of the transit agency to promote economic
development is enhanced because CATS is a city department, and not a separate agency.
The enhancement of economic development is a goal of the City of Charlotte, and it has
been easier to coordinate development activities because CATS works closely with other
city departments.
According to Ms. Votaw, most transit agencies are limited in their ability to impact
economic development because they have no control over planning, zoning, and
determination of land uses. The transit agency is usually limited to determining the
placement of transit stations.
At the time Lynx was implemented in 2007, the environment for development was better
than the current situation. Also, the growth of the banking industry contributed to
development as many apartments and condominiums were constructed near several rail
stations to meet the needs of employees.
The City of Charlotte ensured the rail line was not planned in a vacuum by coordinating
transit planning with land use planning from the start. The city implemented transit
supportive zoning with higher densities and less parking around the rail corridor.
Ms. Votaw suggested that when building a rail project someone within a transit agency has
to act as a “champion” of economic development to lead coordination between agencies.
Someone has to “own” the project to make the desired outcomes a reality. And it should
be understood that economic development around transit stations take time. Ms. Votaw
stated that economic development “is a marathon, not a sprint.”
14
Johnson, Andrew. “Real

“Real-
Real- Six months prior to the implementation of the Phoenix light
Estate Projects Boom Near rail line, the transit system's impact on the area real-estate
Light Rail.” Arizona market was in full swing with new condos, office buildings
Republic 17 June and mixed-use developments rising throughout metro
2008. Phoenix.
According to this newspaper article, transit officials estimate that since 2004, developers
have spent close to $6 billion on public and private projects on and around the future light-
rail line. Light rail is not the sole reason why projects in the transit system's vicinity have
developed, but the planned system was a catalyst that prompted developers to pay higher
prices for property adjacent to the line for condominiums, office buildings and retail
centers.
Developers also expect the arrival of light rail to deliver a boost to property values in
certain areas surrounding the line - a phenomenon that has happened in other cities that
have built their own systems. For example, in the Dallas metropolitan area, median values
between 1997 and 2001 increased nearly 25 percent for office buildings and about 32
percent for residential properties near light-rail stations, according to a University of North
Texas study. That compares with an 11.5 percent increase for comparable office buildings
and a 19.5 percent hike for residential properties not located near light-rail stations.
Commercial real estate brokers say light rail also has become an attractive selling point for
non-residential projects. Marcus Muirhead, an associate vice president in Colliers
International's Phoenix office, indicated that the transit system has even helped spur
interest in older office properties that are within a stone's throw of the line. According to
Muirhead, there is "strong interest" among investors for Class B and C office properties,
older buildings that do not include the latest amenities and need improvement, that are
located within a few blocks of Central Avenue.
Light rail also could benefit retail centers, which were significantly impacted by the general
downturn in the economy. Mike James, deputy transportation director for the City of Mesa,
identified as an example the Tri-City Pavilions located at the end of the current light-rail
line. The neighborhood retail center was expected to fare well as a result of people who
don't want to drive to do their shopping, said Greg Greenstein, president of JG Management
Inc. "Our feeling is that (its location) will add trips to the shopping center because of the
adjacent park and ride station," according to Mr. Greenstein.
15
Light
Light Rail Economic This bulletin provides an outline of economic
Development Highlights. City development activities between the years 2001 – 2009
of Tempe, Spring 2009 associated with implementation of the Phoenix Metro
<http://www.tempe.gov/ Light Rail Line. The current line operates between the
business/Development_Report cities of Phoenix and Mesa, with extensions planned to
/pdf/Economic Dev Highlights serve Downtown Mesa and the communities of Glendale
2-09.pdf> and Tempe, Arizona.
The cities of Phoenix, Tempe and Mesa have taken action to encourage development near
the Metro light rail route. There was a substantial increase in development activity in these
communities since 2001. A total of 180 development projects were recently completed,
under construction or planned along the rail corridor through 2009. These projects
represented a total capital investment of $7.4 billion dollars, almost entirely from private
sector sources.
When completed, these 180 projects will provide nearly 18,000 residential units with 10.5
million square feet of residential space, 3,200 new hotel rooms, 9.2 million square feet of
commercial development, and nearly 700,000 square feet for educational purposes.
16
Lyons, Karen. Revitalizing This presentation highlights a number of development

the Hiawatha LRT Corridor: projects that were created as a result of the implementation
Land Use & Development of the Hiawatha Light Rail Line in Minneapolis. The
Experience. Metropolitan Hiawatha Line opened in 2003, and runs 12 miles between
Council Community the Mall of America in Bloomington, Minnesota and
Development Committee. Downtown Minneapolis. A sizeable number of residential
6 March 2009. and commercial development projects have been developed
or are planned along the Hiawatha corridor, and their
creation was greatly influenced by the proximity of rail stations. The presentation provides
pictures, schematics and diagrams of the development projects.
Development near rail stations includes rental housing, condos & townhomes, and smaller
commercial renovations and developments. Some of the developments are publicly
assisted, and others being include affordable housing units. Development along the
corridor had been a result of increased public/private coordination, and through the use of
publicly owned sites near rail stations.
Some of the lessons learned regarding the relationship between land use and transit
include land use planning decisions have a direct impact on transit ridership & federal rail
funding; and density is key to transit oriented development. Also, there is a great need for
coordination between agencies as land use decisions are made by local governments,
while transit infrastructure development is usually the purview of regional and state
agencies.
17
MacDonald, Heather. A Business Improvement District (BID) is an organization of

“Why Business property owners in a commercial district who tax themselves
Improvement Districts to raise money for neighborhood improvement. Core
Work.” Manhattan functions usually include keeping sidewalks and curbs clean,
Institute for Policy removing graffiti, and patrolling the streets. Once a BID is
Research Civic Bulletin,
Bulletin, formed, the assessment is mandatory, collected by the city
No. 4 May 1996. like any other tax. Unlike any other taxes, however, the city
returns the assessment to the BID management for use in
the district.
The BID movement is one of the most important developments in local governance in the
last two decades. There are anywhere from 1,000 to 2,000 such districts nationwide, and
the number grows monthly. BIDs have unleashed an enormous amount of private sector
creativity towards the solution of public problems.
In one example, in the City of Philadelphia, dubbed “Filthadelphia” by local residents, had
been greatly impacted in the 1980s by massive deficits and labor problems. Now, its
historic downtown is clean and orderly, as a result of the efforts of the Center City Business
Improvement District. This BID is responsible for efforts such as steam cleaning sidewalks
every night and sweeping them continuously during the day. Local business activity has
increased markedly. In Downtown Baltimore, business leaders have dispelled the area’s
reputation for crime with roving patrols of uniformed “ambassadors,” who assist tourists
and discourage panhandlers. And New York City’s 34 BID’s claim considerable
responsibility for turning around once squalid neighborhoods—from Times Square to East
Williamsburg, Brooklyn—and making them safe and attractive for shoppers and
pedestrians.
As significant as BIDs’ procedural differences from big government, however, is the

difference in their priorities. The growing clout of municipal unions meant that it cost more
and more to provide fewer and fewer services. As cities grew dirtier and crime increased,
customers fled to suburban shopping malls. Merchants in the BID’s understand that
simple things—such as keeping sidewalks clean and safe—matter enormously to the urban
quality of life.
One criticism of BID’s is that the additional tax burden they impose on businesses will
prove detrimental in the long run. Some argue that the BID assessment is a second tax for
services a city is already supposed to provide.
18
Ohland, Gloria. Transit-

Transit- This paper looks at the progress of transit-oriented
Oriented Development in development in four cities: in Atlanta, where rail stations
Four Cities.
Cities. The Great have attracted significant investment but where there is no
American Station urban fabric to link this development into surrounding land
Foundation, August 2001. uses; in San Francisco, where one observer notes that “TOD
projects are springing up like mushrooms”; in Chicago,
which has been doing transit-oriented development since
the mid-1800s; and in Denver, which has only a skeletal rail system and is experimenting
with “evolutionary TOD” projects.
In Atlanta, there several issues that have impacted the potential for successful transit-
oriented development. Foremost among them is a lack of connectivity between the
development and the stations, and between the stations and the communities that
surround them. Also, there is a lack of a pedestrian-friendly environment to provide
connections between public transit and destinations.
The Metropolitan Transportation Commission, the San Francisco Bay Area’s metropolitan
planning organization, has in place two significant programs that link transportation and
land use and promote TOD. The Livable Communities (TLC) program funds TOD planning
efforts in communities. Also, the new Housing Incentive Program (HIP) awards local
jurisdictions that locate compact housing within a third of a mile of transit $1,000 per
bedroom for 25 units per acre, $1,500 per bedroom for 40 units per acre, and $2,000 per
bedroom for 60 units per acre. Affordable units earn an additional $500 per bedroom. The
funding is from the federal Congestion Mitigation and Air Quality program.
Chicago has been involved in some forms of transit-oriented development since the 1850s,
first around horse-drawn trolleys, then around the streetcars and the seven heavy rail lines
that transported both passengers and freight, and then around the Chicago Transit
Authority’s seven lines.
In Denver, the 20-year-old 16th Street Mall, with its free and frequent shuttle service and
bus stations anchoring either end, is mile-long stretch of businesses, shops, restaurants
and lofts -- bisected by light rail line and the open-air Denver Pavilions mall and movie-
theater complex.
The report addresses one of the most intriguing aspects of transit-oriented development -
it is a multi-faceted tool that is not just about housing but also about transportation,
economic development, more efficient land-use patterns and infrastructure investment,
and even about providing support for families.
19
Priest, Donald. Enhancing In order to maximize the beneficial economic and

the Developmental Impact developmental impact of future rail investment, certain
of Rail Transit.
Transit. procedures and techniques must be employed in the
Washington, D.C.: planning, design, and implementation of rail systems. This
ULI–
ULI–The Urban Land paper offers a set of guidelines and principles for
Institute, 1980. transportation and land use policy makers. Two key points
explored in the report include lessons learned from recent
experiences with rail system development about procedures and techniques that must be
used in the planning and design of rail systems in order to have the desired impacts; and
conditions affecting the nature and location of urban development that provide more
opportunities for using transit investments beneficially.
The report discusses a number of guidelines, or principles, which should be kept in mind by
those responsible for conceptualizing rail transit systems. These guidelines must be
adhered to from the very beginning of the planning process to project completion if transit
is to have a beneficial impact on urban development and revitalization.
• Establish land use improvement and economic development as clearly defined

purposes of rail system development and operation, and be prepared to devote a
major portion of transit system building efforts to achievement of these goals
• The best technique for ensuring maximum urban development impact and economic
benefits from rail system investments is to make leveraging of private investment a
mandatory objective whenever and wherever possible
• Rail transit is a powerful economic development tool when it is used to facilitate

density increases in areas of concentration
• Rail system plans should give recognition to the dynamic and incremental character of
urban development and should phase rail investments with related private investment
and job generation
• Early in the rail transit planning process strong institutional links should be established
between transit planning and operating agencies and units of general purpose
government responsible for regulating land use
• The private development sector should be involved in the transit planning process at
an early point
• In order to maximize urban development impacts and total public welfare benefits, it
may be necessary to spend more on transit system development than a least-cost
engineering approach would suggest
• Achieving beneficial impacts on urban development will involve compromise,

negotiation, and deal making
20
Starting a Business This document, produced by the City of New York, outlines
Improvement District – the steps required to start a Business Improvement District
A Step-
Step-by-
by-Step Guide.
Guide. (BID). A BID is a public/private partnership in which
New York City Department property and business owners elect to make a collective
of Small Business Services, contribution to the maintenance, development and
October 2003. promotion of their commercial district. The idea for BIDs is
modeled on the shared maintenance program of many
suburban shopping centers. Malls are typically single properties, managed by one entity
that sublets the retail space to multiple tenants. Tenants pay a common area
maintenance fee to underwrite services that enhance the appearance of common areas
and provide cooperative advertising for the mall and its stores. A BID works in much the
same way. However, because the BID is set in an urban context, multiple property owners
agree to the extra fee (assessment). Thus, stakeholders in a commercial district can align
themselves in much the same way to improve their area.
The City of New York believes there are several advantages that result from the
establishment of BIDs:
• Cleaner, safer and more attractive business districts
• A steady and reliable funding source for supplemental services and programs
• The ability to respond quickly to changing needs of the business community
• The potential to increase property values, improve sales and decrease commercial
vacancy rates
• A district that is better able to compete with nearby retail and business centers
Funds to pay for BID programs and services are generated from a special assessment paid
by the benefited property owners. The assessment is billed and collected by the City of
New York and then disbursed to the BID, which in turn delivers the district’s services.
BID formation is divided into three phases:
Phase One: Planning – activities include working with other area property owners to
determine if a BID is desired; establishing a steering committee; conducting a needs
assessment
Phase Two: Outreach – conducting public meetings and documenting results
Phase Three: Legislative Authorization – receive approval from City staff for establishment
of BID
21
Statewide Transit-
Transit-Oriented This study took a comprehensive look at the ‘state-of-the-
Development Study: practice’ of transit-oriented development (TOD) in California
Factors for Success in and across the United States. The major objectives of this
California - Final study were to define transit-oriented development and its
Report. California successful components; describe the potential benefits of
Department of TOD; examine the status of implementation of TOD in the
Transportation Business, U.S. and California; identify the major barriers and
Transportation and Housing impediments to the wider implementation of TOD; identify
Agency, September 2002. what is working well; and develop a set of potential
strategies and activities that the state of California may
implement to facilitate the broader implementation of TOD in the state.
TOD is seen as a strategy to help manage population growth and improve California’s
quality of life. TOD provides communities with an alternative to the consequences of low-
density suburban sprawl and automobile-dependent land use patterns. TOD can also help
answer California’s need for more affordable housing.
There are barriers to the implementation of TOD in California. Some of the barriers
include:
• Transit system design – Transit stations often have poor pedestrian access, with
stations and transit corridors are often located in areas with little to no development
potential, reducing transit’s ability to link activity centers
• Local community concerns - To local neighborhoods, proposals for TOD projects often
are met with concerns about changing the character of a community
• Local zoning not transit-
transit-friendly – In many major transit station areas in the state, local
zoning has not been changed to reflect the presence of transit. Local development
codes around stations often tend to favor low density, auto-oriented uses
• Higher developer risk and cost – Mixed-use, higher density projects with reduced
amounts of parking can significantly increase risks for developers and financiers
• Financing difficult to obtain – Obtaining private financing for TODs is often also a
barrier. Lenders typically have concerns about financing mixed-use projects or those
with lower parking ratios
The report suggests that the state of California can facilitate the implementation of TOD by
encouraging local agencies to more closely link land use practices that promote a transit-
friendly urban form by providing information, and by fostering inter-agency cooperation.
The state can also provide funding to local jurisdictions to prepare plans and adopt
ordinances that facilitate transit-oriented development, provide financial incentives to
enable local agencies and private organizations to implement TOD, and offer funding for
specific types of TOD demonstration projects.
22
Strategic Plan for Transit FasTracks, the Denver Regional Transportation District’s
Oriented Development.
Development. (RTD) 12-year comprehensive plan, was developed to
Denver Regional Transit respond to the growing transportation needs of the Denver
District. June 2006. region by planning new rapid transit and expanding and
improving bus service throughout its service district.
FasTracks plans for 119 miles of new light-rail and commuter rail service at a proposed 57
new stations, along with 18 miles of bus rapid transit. FasTracks has three core goals:
• Provide improved transportation choices and options to the citizens of the District
• Increase transit mode share during peak travel times
• Establish a proactive plan that balances transit needs with future regional growth
One key to realizing these benefits lies with the region’s ability to implement transit-
oriented development (TOD). By definition, TOD can only be implemented by collaboration
between the parties whose interests converge at transit facilities: the transit agency, local
government, private developers, and community stakeholders.
As the regional transit agency, RTD’s primary role is to develop and operate the public
infrastructure system. RTD’s expansion of the regional transit system will provide more
transportation choices and make public transit a more attractive travel option—the first two
goals of FasTracks. But local government jurisdictions will play a key role in determining
the success of the third goal—as well as a supportive role for the first two—by using their
power to regulate land use and development. Private developers will play a critical role by
proposing new projects and providing their financing knowledge and construction abilities
to develop real estate at and around transit facilities. Community stakeholders will
prepare the canvass for this development by articulating a vision for their neighborhoods
for which transit can act as a catalyst to achieve.
This document provides a strategic plan for RTD to perform its role in implementing TOD in
the Denver region. It establishes RTD’s TOD policy, offering the agency’s vision for TOD,
articulating its goals related to TOD, and recommending strategies for how to achieve
each.
23
The Anticipated
Anticipated Economic This report estimates the likely economic impacts of
Impacts of Introducing introducing light rail services to New York City within an
Light Rail to New York auto-free 42nd Street. Direct impacts are measured largely
City’s 42nd Street: on the basis of a GIS database containing the physical and
A Vision 42 Report.
Report. economic attributes of each land use parcel in the Corridor,
Urbanomics, 31 March established statistical relationships, surveys, interviews, and
2005. comparative system research. This report concludes with a
discussion of the relationship between the anticipated
benefits or economic impacts and the project costs, over a multi-year period.
Direct benefits are expected to accrue to owners of existing commercial and residential
buildings, owners of development sites, tenants of commercial and office buildings, New
York City and State, the Metropolitan Transportation Authority (MTA), and the general
public. In addition, in comparison to current Midtown traffic conditions, significant cross-
town travel time and air quality improvements are anticipated.
Benefits to owners of existing office, retail and residential buildings are likely to take the
form of higher occupancy rates, asking rents and purchase prices. Access improvements,
measured as walking time savings between transit stops and destinations, are expected to
spur these increases, which should also be felt by owners of development sites. Moreover,
real estate developers in the 42nd Street corridor may profit from soft site assemblages,
and transfers of development rights (TDRs).
Current and future tenants of commercial and office buildings are expected to benefit from
improvements in employee performance, patronage for shops and entertainment venues,
enrollment at educational institutions, and retail sales. More broadly, New York City and
State can expect to profit from increased revenues in the form of sales, income and
development-related taxes, while the MTA should see significant earnings from operating
the transit system, particularly if public ridership increases in line with the experience of
cities that have introduced light rail services. The public at large should expect travel time
savings during work, consumer and leisure time, as well as enhanced safety once the 42nd
Street corridor is restricted to pedestrians and automobile traffic restricted to north/south
avenues and other cross-streets. Moreover, these limitations should reduce air pollution in
the Corridor and could improve traffic speeds on adjoining avenues.
The study concludes by weighing the costs of light rail services in the 42nd Street corridor,
in terms of the implementation and operation of the system and expense increases for
property owners, tenants, and motor vehicle users, against the benefits to occupants and
visitors to 42nd Street, government agencies, and the public at large.
24
Transit Cooperative TCRP Report 102 provides insight on transit-oriented

Research Program Report development activities across the United States.
102 - Transit-
Transit-Oriented Information was obtained from national surveys, literature
Development in the reviews, informant interviews, and 10 case studies from the
United States: Experiences, following locations: Boston, New Jersey, the Washington
Challenges, and Prospects.
Prospects. (D.C.) Metropolitan Area, Miami, Chicago, Dallas, Colorado,
Transportation Research Portland, the San Francisco Bay Area, and Southern
Board, 2004 California. Together, the case studies offer a rich set of
perspectives on the challenges and potential payoffs of
implementing TOD. The 10 case studies provided valuable lessons on 5 important aspects
of TOD: political and institutional factors, planning and land-use strategies, benefits and
impacts, fiscal considerations and partnerships, and design challenges.
Political and Institutional Factors
• Political leadership is vital to TOD implementation. Having someone step up as the

political champion of a TOD proposal is critical to marshalling resources, building a
coalition, and resolving disputes that invariably crop up along the way
Planning and Land-Use Strategies
• Successful TODs start with shared visions that guide planning and implementation for
years to come
• Start TOD planning early
• Station-area plans and planning matter
Benefits and Impacts
• TOD benefits are not automatic and generally accrue during upswings in local
economies, when traffic congestion increases
• Transit’s benefits, as reflected by land-value premiums, also generally increase with
proactive planning, network development, and system maturation
Fiscal Considerations and Partnerships
• Creative financing is essential to spreading the risks; expanding the base of knowledge
and experience; and tapping into the fiscal advantages of certain partners, such as
local governments’ superior bond ratings and guarantees, to make projects “pencil
out”
Design Challenges
• Walking access, quality of circulation, and the overall pedestrian environment are
critical to successful TODs. However, the conflict between the role of transit stations as
“nodes” and their role as “places” often makes this difficult
25
Transit Oriented This Best Practices Handbook introduces the key planning
Development Best principles behind successful TOD. It summarizes some of
Practices Handbook.
Handbook. The the current practices for designing and implementing transit
City of Calgary Department oriented development. The handbook addresses several
of Land Use Planning and key components that have been commonly found to be
Policy, January 2004. critical to the success of any transit oriented development.
• Get the Land Uses Right

• Promote Density
• Create Convenient Pedestrian Connections
• Ensure Good Urban Design
• Create Compact Development Patterns
• Manage Parking
• Make Each Station a “Place”
Many cities, counties and state/federal agencies across Canada and United States are
achieving TOD in their jurisdictions, using a variety of implementation tools. A number of
implementation “best practices” have emerged, which are outlined below.
Eliminate Roadblocks
Roadblocks - Many developers are not willing to participate in TOD. Often cited
reasons for this uncertainty are difficulty in obtaining financing, lack of clear policy
direction, lengthy approvals processes and NIMBY-ism. Municipalities help reduce this risk
by ensuring planning policies, zoning and approvals processes are in place to eliminate
roadblocks and reduce timelines.
Provide a Vision for TOD - A comprehensive, strategic vision establishes TOD as a key
element of a City’s overall land use and mobility plan. The vision encompasses broader
city-wide land use and development goals, as well as performance expectations for future
development around transit stations.
Build Community Support - A broad understanding and acceptance of TOD is important.

Community wide information and education programs should be promoted. Planning
processes that involve neighborhoods, elected officials, land owners and the development
industry can create a TOD program that is supported and will be implemented.
Identify Priority Transit Station Areas - Wherever there is an LRT station there is an
opportunity for TOD. However, the market is not limitless. Identify priority stations where
there is market interest, sufficient land and a reasonable opportunity for success. Focus
attention at these priority stations to ensure early TOD projects are successes.
Station Area Plans - Individual stations need specific plans that recognize local market
strengths, site opportunities and community interests. These plans will outline clear goals
for TOD at the individual station and provide guidelines for land use, density, public
systems, urban design and parking management.
26
Transit Oriented Development - This booklet summarizes the results of listening sessions
TOD Lessons Learned - Results that the Federal Transit Administration (FTA) has
of FTA’s Listening Sessions undertaken with several cities in which new transit
With Developers, Bankers, and investments either have taken place, or are about to be
Transit Agencies on Transit built. The purpose was to learn what works, what
Oriented Development.
Development. U.S. doesn’t work hoped by listening to the planners,
Department of Transportation, developers, and bankers in these communities.
Federal Transit Administration,
December 2005. Some of the major findings from the sessions are
summarized below:
• Few firms that finance development are familiar with TOD, as such with fewer bankers,
financing is more expensive and harder to come by
• TOD is design-intensive, often requiring land assembly, landscaping, and plans for
supportive infrastructure such as roads or bike trails. These factors raise startup costs
• Structured parking, and the amount of parking required per residence or per office,
often raise the cost of TOD or delay implementation.
• TOD often requires holding developed property for longer terms than single-use
development – that is, for seven or ten years, as opposed to five, making it harder to
turn a quick profit.
• Because the attractiveness of riding on and living near transit depends on the number
and variety of destinations that are reachable by transit, a limited transit network
limits the appeal of TOD.
• Some question transit’s ability to generate new economic activity, rather than simply
relocate economic growth that would occur elsewhere. This makes it difficult for
elected officials to maintain the long-term perspective necessary to support a transit
investment that takes ten years or more to complete.
• Neighbors often oppose high-density development near their community and it may be
difficult to convince neighbors to rezone nearby land for the densities needed to
support high quality development projects.
The FTA found some common features of successful TOD projects. These features include:
• Proactive Planning – Local and regional entities must invest in community outreach
and a master plan. Participants stressed the need to take time to do the planning
process right
• Focus on Mixed-
Mixed-Use Development – Building commercial, employment, and
entertainment centers near transit stops provides an opportunity to increase the
number and quality of destinations reachable by the transit network
• Land Assembly – Preserve and assemble parcels around transit stations to facilitate
eventual development
• Public
Public Funding – TOD projects may be encouraged if site preparation and related
startup costs are partially financed with Federal, State and local funds
• One Size Doesn’t Fit All – Each station’s development requirements may be different,
as each town or each neighborhood is different
27
• Prepare For What You Need – Conduct a market analysis, then request the zoning
changes to meet the market
• Timing is Key – Current property values may be based on a lower capacity, non-transit
use – make sure the property is ready for TOD
• Placemaking Matters – Many are willing to pay a higher market rate if improvements
are visible in the environment and streetscape, such as with trees, sidewalks, lighting,
etc
28
Turner,
Turner, Marcia.
Marcia. Transit Bethel New Life, a faith-based community development
Oriented Development corporation in Garfield Park on Chicago’s West Side,
Revitalizes Chicago provides an example of how a community development
Neighborhood.
Neighborhood. Race, corporation can impact economic development with rail.
Poverty & The Environment,
Winter 2005-
2005-2006. For more than 20 years, Bethel has executed a variety of
community development projects in this neighborhood—
affordable housing, commercial industrial development, employment services—and also
participated in health and human services, including daycare. Since the mid-1990s, acting
with several partners in the public and private sectors, Bethel has taken a transit-oriented
development approach, building on an unexpected neighborhood asset: an elevated train
stop (or “the El,” as it is called in Chicago). Bethel used the El station an anchor for area
revitalization efforts. In the early 1990s, the Chicago Transit Authority threatened to close
the rail line that linked West Chicago to the Downtown Loop. Without the El, Garfield Park
residents would have had great difficulty in getting to jobs downtown and throughout the
city. So, a group of churches and neighborhood organizations, including Bethel, joined
forces to form the Lake Street Coalition, which fought to keep the station at Pulaski and
Lake Streets open. In 1995, the Transit Authority committed $380 million to rebuild both
the Lake Street line and the Jackson Street line on the south side. With more than 2,000
people passing through Lake Street each day, Bethel and its coalition partners realized
that it was a natural magnet for development, and drew upon public and private resources
to cluster affordable housing, jobs, shops, and support services around the El station.
Since 1995, Bethel has worked to assemble and broker land around the El station.
Bethel’s goal was “to develop at least ten businesses with opportunities for at least ten
percent local ownership, to increase ridership on the Green Line, to create more than 100
new jobs in the area, and to contribute to building an attractive commercial area.”
29
Zettel, Adam. Rail Transit With environmental and monetary costs of automobile
as a Source of Economic transportation accruing, urban populations increasing, and
Development. The cities attempting to reinvent their urban cores and
University of Michigan, polycentric business areas, many municipalities and transit
Urban Planning 538-
538- authorities are looking toward rail transport to
Economic Development accommodate current and future growth. Proponents of
Planning, Winter 2005 mass transport contend that such transportation reduces
<http://www.umich.edu/~ pollution via emissions and impervious surface reductions,
econdev/rail/> eases auto congestion, saves users costly fixed and
incremental driving costs, and assists the handicapped,
elderly, and low-income groups with access to work and amenities. Advocates also argue
that mass transportation in the form of rail can act as a catalyst to economic development.
This is the issue under review in this report.
The report identifies many pitfalls and nuances related to rail transportation that can make
or break an economic development agenda. The report illustrates how rail can function as
an economic stimulant, what policies compliment rail transport, and what the experience
has been for cities that have attempted to foster economic development with a rail
network. The report summary synthesizes best practices for developing a general
economic development plan contingent upon a rail network.
The theory that drives the use of transit as an economic development tool lies in transit's
ability to provide higher densities and to create activity centers. Essentially, transit lines
provide an alternative to the automobile, allowing more people in specified areas without
increasing demand for roadways and parking. It also encourages such dense development
by providing a base of commuters and a common destination. Essentially, a transit center
provides a scarce source of land that accommodates dense, mixed-use development.
This, in turn, leads to even more market demand for such a location, and the cycle
continues.
The report suggests that land use regulation in the form of planning, zoning, and design
standards must encourage high density, mixed use development to concentrate around
transit nodes so that cities can realize the benefits of increased economic activity.
Transportation and land use polices must also compliment a rail network by encouraging
ridership.
A rail network that is not properly planned and accommodated by land-use and transport
policy may not be cost effective or successful at delivering economic development.
Atlanta’s MARTA system provides an example of a transit network that has not lived up to
its economic potential. The reason that MARTA is not credited for economic growth in
Atlanta is because of the lack of planning and absence of complimentary land use policies.
In Toronto, the transportation model has proven to be very successful at achieving both an
efficient transit network and economic growth. Due to the provision of complimentary
policies, the city was able to attain the critical mass of density necessary to ensure
adequate ridership numbers and densities that promote spiraling economic development.
30
Crenshaw Leadership Council Annotated Bibliography Urban Design and Station Area Planning
URBAN DESIGN AND STATION AREA PLANNING

The development of strategic plans for the urban design and land uses surrounding rail
stations is critical to the success of integrating the station into the fabric of the community.
If developed correctly a rail station can have the impact of enhancing the mobility of
community residents, promoting economic development, encouraging the creation of
affordable residential housing, and improving the visual characteristics of the community.
The following reports discuss practices found in several cities across the United states
regarding station area planning in an urban setting. Station area plans usually outline land
uses within a one-half mile radius of the station, and consist of land use strategies
(housing, commercial, parking, etc.), urban design standards, zoning recommendations,
and implementation strategies to realize the collective vision for the community,
developed through an educational and participatory planning process.
Station area plans should be oriented toward the future but based in reality and financially
feasible, responsive to citywide and regional goals and market forces, while reflective of
transit-oriented development principles.
31
Connecting Transportation Transportation systems and land use patterns have a great
& Land Use Planning-
Planning-The influence on each other. The layout of roads, the transit
Transportation-
Transportation-Land Use network, and other transportation elements shape land
Connection. School of development, while the distribution and types of land uses
Urban Studies and affect travel patterns and transportation facilities.
Planning, College of Urban Dispersed patterns of low-density development results in a
and Public Affairs, Portland reliance on cars as the primary mode for transportation.
State University, June 2003 Alternatively, denser urban centers can combine different
land uses in closer proximity, which encourage walking,
biking, and the use of transit. This report recommends that
land use planning policies and the development of the transportation infrastructure need
to be coordinated to achieve desirable outcomes. Communities should plan for the future
and be aware of how their land use plans will affect the levels of traffic, appearance, and
points of congestion on highways. The development of features such as connected
sidewalks, attractive walking environments, and pedestrian crosswalks in compact
settlements encourages alternative modes of transportation, decreases the reliance on the
existing automobile infrastructure, and provides residents with travel options and improved
quality of life.
Transportation investments have a significant influence on surrounding land uses. Land

use patterns also affect the utilization of transportation facilities. These interrelated
effects will occur regardless of whether city officials consider land use in determining their
transportation investments. Governments, developers, and citizens can work together to
design integrated land use and transportation plans that will help achieve a shared vision
for the future. Integrating land use and transportation more effectively can help shape
priorities for transportation investments and ensure that new transportation projects and
land use plans support and reinforce each other.
A change in conventional land use and transportation patterns often requires action by the
local government to encourage smart growth developments. The report suggests that a
package of simple measures can help create communities that are more livable and offer
travel choices.
Examples of policies include:

• Change zoning codes to allow for mixed-use developments
• Change ordinances and design guidelines to alter setback requirements
• Require developers to implement sidewalks, bike paths, street trees, and pedestrian
amenities to encourage alternative modes of transportation
• Change minimum parking requirements to reduce the amount of unused space
between two points
• Alter ordinances to change building size, height, and orientation to encourage
pedestrian friendly environments
• Implement bonuses that allow developers to exceed zoning requirements
• Improve coordination of the planning, construction, and maintenance of transportation
facilities that cross city and county lines.
32
Ecker, Cassandra. Economic Development at the Emerson Park MetroLink

Economic Development at Station provides an overview of the transit-oriented
the Emerson Park development concept in the East St. Louis area, including
Metrolink Station.
Station. East St. elements of successful station area development and how
Louis Action Research development has occurred at other stations. To capitalize
Project, University of Illinois on the influx of transit riders as well as benefit the
at Urbana-
Urbana-Champaign, June community aesthetically and economically, the
1998. recommendations within the report include:
http://www.eslarp.uiuc.edu
/durp/UP499-
/durp/UP499- • creating mutually supportive commercial and
S98/index.htm residential uses near the transit station in a mixed use
setting
• encouraging interaction between transit riders and the neighborhood through the
promotion of pedestrian friendly urban space through landscaping and design
guidelines
• aiding potential investors with incentives such as available land, clear information, and
financial assistance through a clear point of contact
• assisting local entrepreneurs with information about business startup
• encouraging resident involvement in station area development through the education
of residents about transit-oriented development concepts and process
The report references studies of rail effects on land use and development in U.S. cities such
as San Francisco, Washington, DC, and Portland, Oregon. These studies have shown that
while rail does influence patterns of development, rail alone does not spur development.
Factors other than transit must be present in order to induce development. Favorable local
government policies such as zoning and public incentive programs make station area
development more attractive in addition to a strong local real estate market and favorable
economic conditions.
33
Kniech, Robin; Pollack, This report summarizes the best practices and outcomes
Melinda. Making regarding affordable housing in joint development in 24
Affordable Housing at cities in the U.S. While transit agencies’ primary mission is
Transit a Reality: to provide transit service, most agencies recognize that
Best Practices in Transit affordable housing can play a key role in supporting their
Agency Joint Development. mission. Successful transit agencies do not substitute for
Front Range Economic the role of the local government in creating affordable
Strategy Center.
Center. < housing but can play a critical complementary role, often
http://www.fresc.org/down initiating projects that include affordable housing that would
loads/TransitDev.pdf> not have otherwise been possible. The report focused on
policies or projects involving transit agency sale or lease of
land to private developers for the purposes of development near or connected to public
transit stops or stations.
At least 15 agencies surveyed have policies that promote inclusion of affordable housing in
joint developments, or have completed projects that include affordable units. These
agencies report that affordable housing plays a key role in supporting their primary transit
mission. Agencies reported the following benefits from affordable housing:
• Generates increased ridership

• Creates efficiencies and cost-savings through shared parking
• Ensures equitable access to transit investments by individuals of all incomes
• Affordable housing can be the key component in ensuring the lease-up, diversity, and
energy that make a joint development TOD succeed
Many transit agencies have written plans or policies that guide their TOD or joint
development activity. At least nine agencies explicitly reference affordable housing in such
plans or policies. Several agencies, including the King County Department of
Transportation, and the Charlotte Area Transit System identify specific percentage goals to
be considered when soliciting proposals. Portland Tri-Met’s policy considers affordable
housing when selecting among competing joint development proposals.
Agencies with strong policies also demonstrated strong relationships with local
jurisdictions with whom they worked closely to fulfill their affordability goals. This is in
contrast to agencies with no policies or projects who almost uniformly described affordable
housing as the responsibility of the city alone.
Successful agencies emphasized the advantages of establishing expectations early so

developers were aware and could incorporate affordability into their proposals or planning
as early as possible.
In some cases, transit agencies also provided direct financial assistance that helped make
affordability possible. For example, Portland Tri-Met has successfully lowered the initial
land cost to the developer by using an FTA-approved method where the difference in the
cost is made-up over 30 years of fares from increased ridership due to the affordable units.
34
Markus, Henry
Henry Stephen. This is a case study for 1992-1998 of the Transit
“Westside MAX Light Rail Oriented Development Program associated with the
Project Transit Oriented Westside MAX Light Rail Project in the state of Oregon.
Development (TOD) Program.” Program participants included Tri-Met, Metro, Oregon
TOD Advocate.com. 1998 DOT, Washington County, and the cities of Beaverton,
<http://www.todadvocate.com Hillsboro and Portland.
/pdxcasestudy.htm>
In 1993, Tri-Met and the City of Portland hired a
consulting team to evaluate the east side transit station area planning program (TSAP)
conducted in the early 1980s. Conclusions of this study were taken into account when
setting up future station area design, planning and development efforts. The conclusions
were:
• Be clear about goals

• Promote transit-oriented development as part of a broader investment strategy
• Rezone transit station areas for higher densities
• To promote transit-oriented development, offer deal-making assistance
• Target public agency efforts at the transit stations which offer the greatest potential
• Involve elected officials and citizens, across jurisdictional boundaries, to gain their
leadership and support
• Consider developers' perspective in program design and implementation
• Think long-term
• Establish a system to monitor progress
The findings of the 1993 study were used in the development of zoning regulations and
capital improvement programs for areas within one-half mile of light rail stations located
on the west side of the Tri-Met transit network. Hillsboro, Portland and Washington County
adopted interim development regulations early in the process to minimize parking,
increase density, prohibit inappropriate land uses, and require pedestrian oriented design.
By 1998, new plans and development regulations had been adopted for almost all of the
light rail station areas.
Public outreach activities included station area development profiles and maps which were
prepared by Tri-Met; the "Connections" newsletter focused on transit oriented
development; and an April 1995 seminar on "The Economics of Mid-Rise Housing and
TOD's" attended by bankers, realtors, developers, architects, consultants and planners.
A TOD Property Tax Exemption Ordinance was passed which provides a ten-year tax
exemption for high density housing and mixed use projects.
As a result of these efforts about 7,000 dwellings and more than $505 million of
residential and non-residential development have been built, permitted or proposed since
1990 within one-half mile of west side light rail stations. About 3,600 of the dwellings
were completed in 1998. Over 3,000 of them are located in two station areas. One
developer is building about 2,000 of these units in three station areas with backing from a
pension fund.
35
36
Crenshaw Leadership Council Annotated Bibliography Construction Mitigation
CONSTRUCTION MITIGATION
While the benefits of light rail can be considerable for a community, the period of
construction can have a negative impact on local small businesses. Construction activity
can limit customer parking, access to and from businesses, and the visibility of storefronts,
which in turn can reduce patronage and lead to the failure of the business enterprise.
To attempt to prevent or minimize these problems, many cities have undertaken efforts to
mitigate the negative impacts of rail construction for local businesses. Mitigation
strategies have included actions such as those indicated below:
• Providing direct financial assistance for small businesses
• The provision of marketing and advertising services during construction
• Establishing liaisons between the business community and construction firms to

recommend adjustments to construction schedules and activities
• Developing community based advisory committees to provide input and oversight to

the construction process
• Providing business management experts to assist businesses in developing ways to

maintain operation during construction
37
Arbit, David; Delaney, Will; This report discusses construction mitigation strategies that
Ronzani, David; Sweetland, were reviewed in anticipation of the construction of the
Theresa. Light Rail Central Corridor Light Rail Transit (LRT) line planned to
Construction operate between downtown Minneapolis and downtown St.
Mitigation Strategies: Paul. The report examined actual examples of mitigation
National Examples for the efforts in four cities – Portland, Salt Lake City, San Diego,
Central Corridor. PA 5290 and Houston – to highlight some of the successful
Group Project. December strategies that can be used during the LRT construction
2007 process.
Local governments, often working with business associations and other groups, have
employed a range of strategies to help businesses weather the construction process.
These efforts fall into the broad categories of Financial and Management Assistance,
Marketing and Advertising, Guiding the Construction Process, Information Distribution,
Alternative Parking Solutions, and Maintaining Open Community Relations.
In Portland, the Portland Development Commission’s Urban Renewal Program offered

business assistance in the form of pre-development assistance, business loans, and
storefront façade improvement funds. A small loan program was made available to
businesses if their cash flow was impacted and they could not meet their obligations.
Business development experts canvassed the neighborhood, helping owners apply for
programs, examine books, arrange loans and carry out other chores to help them upgrade.
Salt Lake City utilized money from the city’s Revolving Loan Fund to offer businesses
affected by construction up to $15,000 in low interest loans (with 5 year terms).
Businesses were required to show some hardship related to the construction to be eligible.
The city offered coupon books to city residents and visitors featuring businesses along the
construction corridor as a very direct way of promoting those stores and shops. Parking
solutions focused on utilizing existing off-street parking to offset the loss of on-street
parking to the fullest extent possible. Another key element of speeding up construction in
Salt Lake City was the use of a contractor incentive program.
San Diego increased bus service to address the lack of parking due to construction. San
Diego city officials also designated a mixed-use parking lot near Qualcomm Stadium in
order to address the parking shortage.
In Houston, businesses that were displaced by the installation of the METRORail were
assisted by METRO in relocation. Sidewalks were kept openly accessible with "Open For
Business" signs and directional signage provided. In addition, awards were available for
contractors if they finished early and with minimal impact. To ease congestion around
construction sites, METRO police directed traffic at intersections. Since communication
among affected businesses and the project team was so crucial, METRO provided a single
point of contact during road construction along with a 24-hour construction hotline.
38
Gulf Coast Institute (2006). The Gulf Coast Institute provided a survey of methods used
Light Rail Construction: in six cities during the construction of several recent light
Mitigation of Business rail projects. Light rail construction can have a negative
Interruption. impact on local small businesses and can change the
www.gulfcoastinstitute.org dynamic of the business climate within which those
businesses were created. The development of proactive
mitigation programs can greatly reduce the problems for small business.
Examples of successful business mitigation approaches include programs in Salt Lake City
and Portland, which established financial assistance programs to help small business
owners weather the construction of light rail. In Portland, TriMet collaborated with a
private nonprofit organization to provide management assistance and administer small
business loans and storefront improvement grants. Salt Lake City set up a revolving fund
for low interest loans to small businesses within a block of the rail line.
In Portland, Salt Lake City, and Dallas, local business owners were provided a single person
to hear their concerns and provide updates on the progress of construction, while Los
Angeles had a community relations team that was in constant contact with area
businesses during construction of the Gold Line Extension. In Dallas, a North Central Task
Force (NCTF) was created to oversee the construction of the Blue and Red Rail lines as well
as renovation of the Central Expressway.
Dallas, Salt Lake City, Minneapolis, and Portland altered contractor arrangements to
benefit local businesses. In Dallas, NCTF developed a plan to facilitate public/private
partnerships, created Mobility and Right of Way Task Forces, and brought in CEOs of
impacted utility companies to work together. Salt Lake City adopted a “design/build” to
allow for the design to change during construction as local concerns arose. Also, road
improvement project construction criteria were implemented to address business concerns
about signage, public information, and citizen advisory committees. In Portland,
contractors had to follow a series of construction guidelines including completing
construction in phases to avoid closure of entire streets, with vehicle and pedestrian routes
to parking and entrances to stores provided at all times, and at least one sidewalk open at
all times.
Salt Lake City developed an innovative approach to the contractor relationship by giving
control of the contractors’ bonuses to the local businesses and residents who would be
affected by construction. A community hotline to the contractor was used to allow the
contractor to meet the community’s demands. The project is viewed as a success as the
contractor was awarded at least 90% of the incentive pay in each quarter.
Salt Lake City and Portland created “Open for Business” marketing programs along the rail
lines. These efforts included special sales promotions, full-page advertisements for
affected businesses, a Lunch Bus program to bring city employees to patronize the
affected businesses, mini-celebrations as segments of construction were completed, and
ads on buses with campaign themes and information.
39
Lessons Learned Report: The Santa Clara Valley Transportation Authority (VTA)
Construction Of Major prepared this Lessons Learned Report in response to
Transit Projects.
Projects. Santa requests from the community during the early planning
Clara Valley stages of the BART Extension to Milpitas, San Jose, and
Transportation Authority, Santa Clara. Specifically, the report identifies the lessons
Planning and Programming learned during the construction of major transit projects
Department. September that are comparable to the BART Extension. Four projects
2003. are included in this report: Sheppard Subway in Toronto,
Metro Red Line Subway in Los Angeles, Transit Mall in
Downtown San Jose, and VTA Tasman East/Capitol Light Rail Extension in Milpitas and San
Jose.
In Toronto, key lessons learned included the development of traffic routing plans for
subway construction between the Toronto Transit Commission and the City of Toronto;
evening and weekend construction periods decreased the project schedule and satisfied
local businesses; on-site community liaisons played a critical role in community relations;
and a timely response to complaints improved relationships with the community.
In Los Angeles, several lessons were identified during construction of the Metro Red Line,
including having direct agency control and management of mitigation funds would have
helped minimize individual agendas and biases; an open house format for community
meetings improved communication; and providing a community-based public art program
resulted in the success of station artwork.
During development of the Downtown San Jose Transit Mall, it was found that proactive
construction management directed by one agency is key to responding to community
concerns; administering a business loan program presented administrative challenges;
there is a need for an outreach effort before, during and after construction to inform the
news media and to promote businesses; and community outreach should begin before
construction to better inform and educate the community
Also in San Jose, in the implementation of the Tasman East/Capitol Light Rail Extension,
establishing traffic management requirements jointly with affected cities improved the
project; and a Community Relations Officer should be specified in construction contracts to
provide daily coordination and communication.
40
METRO Business This brochure produced by Phoenix METRO provides

Assistance.
Assistance. Phoenix information regarding assistance available to small
Community and Economic business owners by the cities of Phoenix, Tempe and Mesa
Development Department during the development of the initial segment of the
Small Business Division. Phoenix light rail line.
May 2007.
METRO assigned two business outreach coordinators to help
businesses along the construction route with signage, advertising, and to provide contacts
with other necessary services. A telephone hotline was established which allowed persons
to ask questions or report problems resulting from light rail construction, 24 hours a day,
seven days a week.
Community advisory boards were established consisting of residents and business

representatives adjacent to the light rail route. These boards served as the voice of the
community during construction. Each construction line section had a community advisory
board that met every month to evaluate how well the contractor managed and minimized
impacts to the community. Board members also decided whether to award the contractor
a quarterly incentive for going above and beyond expectations.
METRO developed the “METRO MAX” discount card which offered consumers an incentive
to visit businesses along the light rail alignment. Business owners would offer some type
of discount or incentive to customers in order to participate. Incentives were published in
brochure form and publicized on the internet.
The City of Phoenix also provided Management Technical Assistance consultants to

business owners. These private-sector consultants were business experts who are
themselves small business owners. The consultation had a market value of approximately
$3,000 but was provided at no cost because the City of Phoenix paid the consultants’ fees.
The consultants assisted with:
• Marketing, advertising and promotional planning

• Accounting projects and financial systems development
• Financial reviews and loan packaging
• Immediate and long-term strategies
• Process improvements and quality control
• Workforce recruitment, retention, training and development
• Public and private supplier development
• Office technology analysis, development and implementation
• Web site development and enhancement and e-marketing
The City of Phoenix also offered several different types of loans to corridor business
owners.
41
42
Crenshaw Leadership Council Annotated Bibliography Pedestrian and Vehicular Safety
PEDESTRIAN AND VEHICULAR SAFETY

Introducing light rail into a community can often disrupt the activities of pedestrians and
vehicles operation on nearby streets, from the standpoint of changing long-standing habits
as they relate to crossing streets, turning movements, and other travel activities.
Adjustments to previous patterns of movement are required to ensure safety for both
pedestrians and vehicles; additionally, transit operators and local jurisdictions must
establish safety guidelines and promote safe practices to decrease the chances of
accidents and injuries.
The following annotated reports provide information from across the United Stated and
Canada related to pedestrian and vehicular safety guidelines. These guidelines address
areas such as traffic control system design, roadway and guideway configurations, right-of-
way crossing controls for pedestrians and vehicles, and other safety features that have
been found to minimize pedestrian and vehicular accidents, and coordinate the safe
operation of light rail in the urban environment.
43
Transit Cooperative This report addresses the safety and operating experience
Research Program Report of light rail transit (LRT) systems operating in shared (on-
17 - Integration of Light street or mall) rights-of-way at speeds that do not exceed 35
Rail Transit into City mph. It is based on agency interviews, field observations,
Streets.
Streets. Transportation and accident analyses of 10 LRT systems in the United
Research Board, 1996. States and Canada.
The report identified five basic principles that should guide LRT system planning and the
selection of traffic control devices where light rail vehicles operate on, adjacent to, or
across city streets at low to moderate speeds.
• Respect the existing urban environment (unless a specific urban design change is
desired)
• Comply with motorist, pedestrian, and LRV operator expectancy
• Strive to simplify decisions and minimize road-user confusion
• Clearly transmit the level of risk associated with the surrounding environment
• Provide recovery opportunities for errant pedestrians and motorists
These planning principles translate into the following guidelines for roadway geometry and
traffic control devices:
• Unless a specific urban design change is desired, attempt to maintain existing traffic
and travel patterns.
• If LRT operates within a street right-of-way, locate the LRT trackway in the median of a
two-way street where possible
• If LRT operates within a street right-of-way, separate LRT operations from motor
vehicles by a more substantial element than paint or striping.
• Provide LRT signals that are clearly distinguishable from traffic signals in design and
placement, and whose indications are meaningless to motorists and pedestrians
without the provision of supplemental signs.
• Coordinate traffic signal phasing and timing to preclude cross-street traffic from
stopping on and blocking the tracks.
• Use traffic signal turn arrows or active, internally illuminated signs to actively control
motor vehicle turns that conflict with LRT operations.
• Provide adequate storage areas (turn bays or pockets) for turning traffic wherever
possible and provide separate turn signal indications to avoid conflicts. The motor
vehicle left-turn phase should follow, not precede, the LRV phase.
• Use flashing, internally illuminated signs displaying the front view LRV symbol or the
side view LRV symbol to warn motorists making conflicting turns of the hazards
involved in violating traffic signals.
• Create separate, distinct pedestrian crossings by providing refuge areas between
roadways and parallel LRT tracks.
• Channel pedestrian flows to minimize errant or random crossings.
• At unsignalized crossings, use pedestrian gates and/or barriers to make pedestrians
more alert when they cross LRT tracks and direct pedestrians crossing the tracks to
walk in the direction of an approaching LRV.
44
Transit Cooperative This survey of the eleven LRT systems revealed a wide
Research Program Report variation in operating practices, safety issues and concerns,
34 - Light Rail Service: accident experience, and innovative safety features. Some
Vehicular and Pedestrian common vehicle and pedestrian safety guidelines are
Safety.
Safety. Transportation identified in the report.
Research Board, July 1999.
1999.
Examples of System Design Guidelines:
• Install raised medians with barrier curbs

• Install longer automatic gate arms
• Photo-enforcement
• For parallel traffic, install protected signal indications or train-activated No Right/Left
Turn signs
• Avoid excessive use of signs
• Public education
• Maximize sight distance by limiting potential obstructions
• Allow free traffic flow of vehicles off the tracks to prevent vehicles from being caught
on tracks
Examples of System Operational Guidelines:
• Adequately maintain LRT crossing hardware and reduce device “clutter”

• Public education and enforcement
• Training of staff and emergency response teams (fire, police)
Examples of Traffic Signal Preemption Guidelines:
• Use Traffic signals on the near side of the LRT crossing (pre-signals) with
programmable visibility
• Avoid using cantilevered flashing light signals near cantilevered traffic signals
• Signals should detect LRVs early enough to avoid gates raising momentarily when
trains approach from opposite directions
Examples of Automatic Gate Placement Guidelines:
• Install gates behind the sidewalk or roadway shoulder to prevent pedestrian crossings
Examples of Pedestrian Control Guidelines:
• Install pedestrian automatic gates (with flashing light signals and bells/alternative
audio device)
• Install swing gates
• Paint LRT directional arrow between tracks
• Mount signs closer to average eye level for pedestrians
45
46

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CRENSHAW TRANSIT PLUS

CORRIDOR LEADERSHIP COUNCIL

ANNOTATED BIBLIOGRAPHY OF MATERIALS

THE DIVINE ENTERPRISE

ANNOTATED BIBLIOGRAPHY OF MATERIALS

Several findings regarding economic development were consistent throughout the

• Successful TOD involves strategic station-area planning that is backed by appropriate

While there are a number of implementation barriers, experiences of successful systems

Included in the paper is a copy of a Transit-Oriented District Overlay Zoning Ordinance

Creating Successful Transit-

• Access to economic opportunity by linking residents with employment and service

• Apply the Power of Partnerships – Partnerships between private development, transit

• Engage Corporate Attention – If transit is viewed as a valuable tool for recruiting

• Projects in which a community coalition negotiated for a Community Benefits

• Projects in which a community development corporation (CDC) initiated the project

• Cases in which an exceptional private developer intentionally designed a project for

• Transit Communities - massive mixed-use projects in which transit accessibility is a

• Projects with an Affordable Housing Focus – these projects comprise all or

Guide for Transit-

• Compact Development – Transit oriented development should be within a comfortable

• Mix of Uses – Transit oriented developments should promote complementary land

• Pedestrian Orientation – Buildings should face the street to create an attractive

• Transportation Interfaces - Transit stops and stations are in a central location,

Interview with Tina Votaw, Roderick Goldman of Diversified Transportation Solutions

Johnson, Andrew. “Real

Lyons, Karen. Revitalizing This presentation highlights a number of development

MacDonald, Heather. A Business Improvement District (BID) is an organization of

As significant as BIDs’ procedural differences from big government, however, is the

Ohland, Gloria. Transit-

Priest, Donald. Enhancing In order to maximize the beneficial economic and

• Establish land use improvement and economic development as clearly defined

• Rail transit is a powerful economic development tool when it is used to facilitate

• Achieving beneficial impacts on urban development will involve compromise,

• Cleaner, safer and more attractive business districts

• The ability to respond quickly to changing needs of the business community

BID formation is divided into three phases:

Phase Two: Outreach – conducting public meetings and documenting results

Transit Cooperative TCRP Report 102 provides insight on transit-oriented

Political and Institutional Factors

• Political leadership is vital to TOD implementation. Having someone step up as the

Planning and Land-Use Strategies

Benefits and Impacts

Fiscal Considerations and Partnerships

• Get the Land Uses Right

Build Community Support - A broad understanding and acceptance of TOD is important.

URBAN DESIGN AND STATION AREA PLANNING

Transportation investments have a significant influence on surrounding land uses. Land

Examples of policies include:

Ecker, Cassandra. Economic Development at the Emerson Park MetroLink

• Generates increased ridership

Successful agencies emphasized the advantages of establishing expectations early so

• Be clear about goals

(This page intentionally left blank)

• Providing direct financial assistance for small businesses

• The provision of marketing and advertising services during construction

• Establishing liaisons between the business community and construction firms to

• Developing community based advisory committees to provide input and oversight to

• Providing business management experts to assist businesses in developing ways to

In Portland, the Portland Development Commission’s Urban Renewal Program offered

METRO Business This brochure produced by Phoenix METRO provides

Community advisory boards were established consisting of residents and business

The City of Phoenix also provided Management Technical Assistance consultants to

• Marketing, advertising and promotional planning