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Outside of that is a ring of single-family residential on 5,000 to 12,000 square-foot lots, with some apartments and neighborhood commercial buildings where appropriate, such as along busier streets.Of course, there are many possible variations: some TODs have more commercial and less residential, and some have a significant amount of Park-And-Ride activity.There are often questions as to how far people will walk to a transit stop or station, and therefore the acceptable area that can be considered transit oriented. Estimating Accurate Distance Decay Functions For Multiple Modes And Different Purposes, University of Minnesota (umn.edu); at umn.edu/access-study/research/6/ An ideal Transit-Oriented neighborhood has 5,000 to 15,000 residents located within a half-mile of a bus or rail station in order to generate sufficient transit traffic and create a complete community with services such as grocery stores, schools and medical centers.
It includes these design features (Renne 2009): Parking Management to reduce the amount of land devoted to parking compared with conventional development, and to take advantage of the parking cost savings associated with reduced automobile use (NJDOT, 2007).Transit passengers tend to walk significantly farther (nearly twice as far on average) to access rail stations than bus stops. Gan (2003), Forecasting Transit Walk Accessibility: Regression Model Alternative To Buffer Method, Transportation Research Record 1835, TRB (org), pp. APTA (2009) describes factors that affect the transit area of influence, which refers to the area around stops and stations where land use development tends to be more transit-oriented and households tend to own fewer vehicles and rely significantly on public transit.This reflects differences in the types of services provided by these modes: rail tends to be faster, has more attractive stations (often including amenities including shops, ticket vendors and washrooms, serves longer trips (rail trips average about twice the distance), and are more dispersed, forcing passengers to walk farther to access train stations (Daniels and Mulley 2011)For example, Light Rail service may normally require a density of 9 units per acre within 1/4-mile of the rail line, but this may be reduced to 5 units per acre if the area is very walkable, a major portion of employed residents have Commute Trip Reduction Programs at their worksites that include financial incentives (such as priced parking or significantly subsidized transit passes), transit service quality is high, and if the transit agency applies affective marketing programs. These factors include the type and quality of transit service, area walkability and street design, land use patterns, and other supportive policies.Large scale Park & Ride facilities tend to conflict with Transit Oriented Development, since a rail station surrounded by large parking lots and arterials with heavy traffic is unlikely to provide a good environment for residential development or pedestrian access.It is therefore important that such facilities be properly located, designed and managed to minimize such conflicts.