Zimmerman said TOD types include: Urban Downtown, Urban Neighborhood, Suburban Center, Suburban Neighborhood, and a Neighborhood Transit Zone.  Transit serving these communities serves different land-use mixes, housing densities, and provides different levels of regional connectivity and frequency of service.  There are a wide variety of TOD projects around the country ranging from those in Portland, OR where there are strict land-use guidelines to Dallas, TX, which has far less land-use control.  Both cities boast of $1 billion in investment around the transit stations.  The Bay Area Rapid Transit agency estimates that 50 mixed-use developments have been built or are under construction along the region's six rail systems in the last few years, with double that number planned.  In Los Angeles, the Metropolitan Transit Authority's joint development program has invested more than $1 billion in projects with public and private partners.

Zimmerman cited Evanston,  which is served by a commuter line and an elevated rail line connecting to Chicago and the outer suburbs.  Between 1990 and 2005, Evanston added more than 2,472 housing units in the transit zones.  Ridership increased between 60 and 155%.  Evanston has much higher non-auto commuters-41% compared to 21% in the suburban metropolitan area transit zones.  Vehicle ownership is 25% lower than in surrounding areas.   The city's equalized assessed value increased by 40% between 2000 and 2004.

In Virginia, Arlington public officials used the Metrorail in the Roslyn-Ballston (R/B) corridor as a catalyst for redevelopment of its commercial spine.  Zimmerman noted she lived there and had personal experience with how convenient living in the corridor was with frequent rail transit service, higher densities, and mixed-use at the five corridor Metrorail stations.  The County chose to concentrate density at the stations and has worked to protect, preserve, and reinvest in adjacent residential neighborhoods.  This strategy has been extremely successful.  Nearly 75% of transit patrons walk to the transit stations, over 58,000 transit trips daily;  38% of the residents near stations take transit to work; and 12% of Arlington County households don't own cars (regional average is 4%).  There's been an 81% increase in assessed values.  The R/B corridor produces 32.8% of the County's real estate tax revenue from 7.6% of its land area, allowing Arlington to have the lowest property tax of any major jurisdiction in Northern Virginia.

While the number of households, population, and employment has continued to grow, with employment more than doubling from 30,019 72 to nearly 80,000 in 2003, total daily volumes on nearby streets have remained far under those projected for 2000 in the 1980 plan.  On some streets the counts have stayed nearly the same or are below 1980 numbers.  This indicates that traffic growth can be constrained.  People living and working in the transit corridor are more likely to take transit to get to work and to walk for daily errands.

The benefits of transit-oriented development include: economic benefits of higher land value for mixed uses and opportunities for value capture.  Redevelopment enables the County to provide more housing and mixed-use.  Transit ridership increases.  Environmental benefits result from reduced auto use and emissions reductions.  Community benefits include amenities, public space, safety, vibrancy, and positive trends over time.  The benefits to households are substantial.  The reduced cost of transportation results in significant savings in the cost of living.

The challenges to TOD include the fact that there is no common definition or agreement on goals and outcomes.  There is a tension between place-making and transit-system needs.  TOD is complex, uncertain, takes time, and may cost more.  Zimmerman noted that transit alone does not drive real estate investments.  In closing, Zimmerman noted that Washington is a unique region with challenges and opportunities.  There are several national TOD success stories here.  The region is expected to increase by 2 million people by 2030.  TOD will play an important role in providing housing.

(View Ms. Zimmerman's Presentation.)

Gerry Connolly, Chairman the Fairfax County Board of Supervisors, noted that the recent “Reality Check” exercise produced strong support for shifting development to transit stations and to the eastern part of the region.  Connolly noted that people were moving to Loudoun County, not Prince George's County, and there was a need to be realistic about what was likely to happen.  He noted that Arlington was only 29 square miles (sq. mi.) and had 11 Metro stations.  Fairfax County is 400 sq. mi. and has only five Metrorail stations.  As a result, the County has developed with a car-orientation.  However, Fairfax is now trying to follow the Rosslyn- Ballston corridor model and embrace the principles of TOD.  In 1994, the Board adopted the Tysons Corner plan amendment, which organized development around future transit stations.  He noted the concerns of citizens in Vienna about the proposed Fairlee TOD.  People who are against density show up at hearings.  He urged the group to connect with citizens and advocate TOD.  The rezoning of the Fairlee property will be considered in December.  Connolly noted that as Chairman of the Fairfax County Board of Supervisors, Congressman Davis had approved the Tysons Corner plan.  More recently, Davis had introduced legislation in Congress that offered $1.5 billion in federal funding for the Metrorail system, but it also included language prohibiting the sale of 3.5 acres of land owned by the Washington Metropolitan Area Transit Authority to the developers of the Fairlee project.  TOD is great.  All the supervisors support it.  But unless the political support is there, Connolly said, he did not know how we could ask the leadership to support TOD.

Hunter Mill Supervisor Catherine Hudgins underscored Connolly's point about the need to educate the community.  People need to see the value of Metrorail and TOD.  While density talks about how big a project is, the uses talk about how people will be able to use the project.  She also underscored the need to integrate bus and rail. 

Hudgins introduced Ron Kirby, Director of Transportation Planning, Metropolitan Washington Council of Governments (COG), who made a presentation on the Transportation Planning Board's Regional Mobility and Accessibility Study, "What If... The Washington Region Grew Differently?"

Kirby noted that the region was approximately 3,000 sq. mi. and included 4.5 million people and 2.5 million jobs. Over the next 25 years, population is expected to grow by 2 million and jobs by 1.6 million. COG has identified and mapped regional activity centers.A policy vision was adopted in 1998 to guide transportation investments in the 21st century.The regional activity centers are to become focal points for jobs and housing and nodes for transportation linkages.  Much of this growth will occur along the transit lines.  Growth has been concentrated in the Dulles corridor while many of the Metrorail stations are on the eastern side of the region. These do not have development now and are not projected to in the future -- reflecting a mismatch of policies and trends. The Transportation Planning Board (TPB) realized that its current long-range transportation plan would not be able to achieve its vision.

First, there are funding problems.   Operating and preserving the system requires 77% of the funding available for transportation leaving only 23% for new roads and transit facilities.   Second, there is growing congestion.   How can we get a handle on this?   Third, transit ridership has been constrained in the forecasts because of a lack of capacity in the system.   The highway system will not be able to keep pace with growth.   Most of the Beltway will be stop-and-go by 2030.   Metrorail platforms and trains will be packed.

In 2000, the TPB initiated a study to investigate scenarios that might better meet the objectives of the vision to: promote activity centers, increase transit use, and reduced driving.

Metro Matters, a $2.5 billion program to purchase 120 rail cars and 185 buses, has been approved to address the need for additional capacity in the near term.

When the regional planning directors took a look at what could happen between 2010 and 2030, they realized that 70 percent of the built environment is already there and another 15 percent in the approval process.  Unless there is extensive redevelopment, any adopted policies will affect only 15 percent of development.

COG undertook a study of "What If" scenarios.  What if job and housing growth were shifted? What if new roads or transit were built?  How would 2030 travel conditions change?  In developing these scenarios, TPB looked at the key issues related to land use and transportation.

Issue No. 1: job growth is outpacing household growth.  Additional households are needed to balance these jobs.  The region must import workers from as far away as West Virginia and Pennsylvania.

Issue No. 2: workers are living farther away from their jobs.  The inner jurisdictions have the most job growth while the outer jurisdictions have the most household growth.  The average commute is more than 30 minutes

Issue No. 3: East-West Divide.  In 1999, a Brookings Institution report highlighted the disparities between eastern and western parts of region.  The job growth rate from 1990 to 2000 was 20 percent in the western part of the region and only 1 percent in the east.

Issue No. 4: Most growth is located outside transit station areas.  Only 30% of the employment growth will occur inside transit station areas and only 20% of household growth.

TPB took a look at impacts of shifting job and household growth.  What if people lived and worked closer to transit?  The "Transit-Oriented Development Scenario" located job and household growth around transit stations.  This includes providing more density around existing transit stations and more jobs and housing around future transit lines like the Dulles corridor line.  Under this scenario, compared to the baseline forecasts for 2030, transit ridership would increase by 4%; vehicle miles of travel (VMT) per capita would decrease by 0.5% and severe a.m. peak period congestion by 4%.  This scenario would result in a decrease of 1.2 million VMT per day.

What if more people who worked here lived here?  The "More Households Scenario" increased household growth by 200,000 to balance forecasts of job growth and located households in the regional activity clusters.  Under this scenario, parts of Tysons Corner would have three times more housing.

This scenario would increase transit trips by 12%; reduce VMT by 9% and congestion by 4%.  Local impacts would be even bigger in many places.  For instance the number of automobile trips to Tysons Corner would decrease 20% under the higher household scenario.  That is roughly 8,000 fewer trips per day.

Additional scenarios are under study and look at changing both land use and transportation.  What if more people lived near transit, and there was more transit?  This scenario would locate job and household growth around transit and expand Metrorail, commuter rail, bus rapid transit, and light rail.  What if we developed a network of high occupancy/toll (HOT) lanes?

What the scenarios tell us is that moving people closer to jobs increases transit use and decreases driving and congestion.  Two ways to move people close to jobs have dramatic impacts: increasing household growth in the region and transit-oriented development.

Gerry Connolly commented that it is hard for citizens to understand that with additional density you can reduce vehicle trips.  It seems counterintuitive.  The mix of land uses also makes it possible to reduce vehicle use.

To a comment that most of the region's funding is going for transit improvements, which few are able to use, Ron Kirby said that regionally 18% of the commuters use transit in the peak period.  In downtown Washington, 40%, and in some areas as many as 60%, take transit to work.  There is evidence that you can get very high transit mode shares.  At the regional scale, transit use is significant, and at the local scale, it can be very significant.  The Rosslyn-Ballston corridor and downtown Washington are examples.

Randolph Sutliff, McCandlish and Lillard, presented the Moorefield Station TOD.  Sutliff noted that location was critically important for his project, which is a greenfield TOD in Loudoun County next to the proposed new Metrorail station at Route 772.  In the early 1930s, Dr. Claude Moore began investing in land in rural Loudoun County.  When he passed away in 1991 at the age of 98, he had accumulated thousands of acres which he set aside in a foundation for purposes of furthering the educational needs of young people.  The foundation developed the plan for the 600 acres that are to become Moorefield Station.  The trustees tried to be proactive and get ahead of the public planning/zoning process and Loudoun.  They found the best available consultants to advise on what was truly a unique situation -- planning for an area with a central business district bigger and denser than most American cities in a cow pasture.  The area was served by one gravel road and had no public water or sewer, nor did it have any significant groundwater capacity.

The development team consisted of J. Lambert, former chief executive for Fairfax County, RTKL, an international architectural firm; Land Design, Inc., a planning firm with experience in large projects; Patton, Harris, Rust & Associates, Inc., a local civil engineering firm. The team also included transportation consultants, mass transit experts, and development consultants.  The team met bi-weekly beginning in late 2000 until the rezoning was completed.  Sutliff said they used the old "five P" system-Prior Planning Prevents Poor Performance.

Moorefield Station is located 2 miles west of Washington Dulles International Airport at the interchange of Dulles Greenway-Loudoun's only limited access east/west Road-and the Loudoun County Parkway, which is planned to become the County's major north/south route.  The site of Moorefield Station is also the westernmost terminus of the Dulles Metrorail line.  By 2015, Moorefield Station will be a Metrorail ride to Dulles Airport, Herndon, Reston, Tysons Corner and Washington, DC.

When we began the process, the 600 acres were zoned for one house per acre and the land was empty.  We petitioned the County to rezone the property early to counteract nimbyism.  We worked with the County and created standard entitlements to allow us to expand in conjunction with the extension of transportation improvements, and ultimately of the rail line.  Initially, we are permitted up to 5.5 million sq. ft. of commercial and retail space and 2,500 residential units.  When express bus service is available, the entitlements increase to 7.0 million sq. ft. of commercial and retail and 3,750 homes.  When the rail line comes to the site, the final entitlement permits 9.75 million sq. ft. of commercial and retail space and 6,000 residential housing units.

How do you proceed when rail is 10 years off?  We focused first on the geographic limits of the site.  We defined the natural or man-made open spaces to be preserved.  Then we developed a general land plan and worked on an internal circulation system, including buses and pedestrians.  A fundamental concept of TOD is to minimize internal car trips.

Recognizing that many people will want transportation even for a short trip to the transit station, we developed an internal shuttle system during the zoning process.  This was based on the fact that most people will not walk more than one quarter mile to a transit station.  The eastern boundary of the property has a street design just for bus traffic to the transit center.  The shuttle system involves a series of right turns allowing it to be free-flowing and reducing headway times between buses.  The shuttle will be paid for by commercial advertising and through homeowners association and commercial association assessments.  There is also a pedestrian system that will provide local access to the transit center.

The real challenge is how to create an economically viable community starting without any residents or businesses.  The solution is to build from the outside in.  The lower density development on the western edge will be built first.  Development will then proceed towards the transit station increasing in density.  This allows us to have land marketable as suburban now while postponing the higher density TOD development for the arrival of rail.  The first area to be developed now has a Final Development Plan and is proceeding to construction.  We are building the more traditionally suburban neighborhoods first.  The overall density is five dwelling unites per acre. The actual density will be closer to 10 dus per acre after taking out open-space areas and a retail center.  This is defined as the Outer Transit Design Supportive Area. 

From the beginning, we had an idea of how the suburban areas would be designed.  We created a prototype of marketable buildings with required parking.  We sized a prototypical block of about 140,000 sq. ft. including the public spaces.  Green spaces were defined, as were our environmental constraints and opportunities.  We maximized urban and suburban centers.  We developed relatively narrow streets to keep Moorefield Station pedestrian-friendly and pedestrian-oriented. The County and the Virginia Department of Transportation supported this design.   We laid out density grids following the same concept maximizing the types of product.  We evaluated densities assigned to the grid to ensure that they were economically feasible when parking was included.

Next, was the design of a street system based upon a traditional urban road grid design.  We developed the block size that fit our building product and coordinated with the geographic limitations and the development bays that had been created.

Modern parking standards provide for two or more parking spaces per household and 1,000 sq. ft. of parking for every 1,000 sq. ft. of office.  Referring to the “Ten Principles for Successful Development Around Transit” booklet published by the Urban Land Institute, Sutliff said that it was helpful particularly on how parking has to be integrated into the overall development to support the unique needs of users.  He noted that too much parking is expensive and eats up valuable land, while too little limits the market value of commercial and retail space.  They also considered how to protect parking from abuse by commuters and airport users.

A key design consideration is that the urban area becomes denser as you get closer to the transit station.  Once the suburban areas are developed, they will move towards the urban core.  At the beginning of the process, they determined the future needs for utilities, roads, etc. and made sure that they were placed and built to the right size.

We followed the Loudoun County Comprehensive Plan even though they knew that the proposed a mix of 75% commercial and 25% residential was wrong.  But it was visionary compared to the cow pastures that existed when the comprehensive plan was adopted.  The right mix is about 50% residential and 50% nonresidential.  During the process, Loudoun County's Comprehensive Plan evolved with a better understanding of a more desirable balance.  The ultimate buildout will have 6,000 residential units and 10,000,000 sq. ft. of commercial space.  If the residential units averaged 1,200 to 1,500 gross sq. ft., the desired 50/50 balance will be achieved.

Sutliff said that planning a TOD is a long, arduous and time-consuming process.  The infrastructure investment alone is in the tens of millions of dollars.  The initial cost of developing communities is enormous.  In the beginning, there are two types of costs: financial costs (the cost of funds) and development costs (everything in the planning stages through construction of the road and utility infrastructure) with no income to offset it.

Completion of the project is a function of the market.  The project needs to be phased to the provision of public transportation.  There is finite absorption every year and it is not a straight line.  A property the size of Moorefield Station will take decades to complete. 

Being next to a transit station makes this a unique property.  People are willing to pay a premium to locate there.  Sutliff closed noting that this process is not for the timid.  It takes patience, money, and time.

They completed the zoning process for Moorefield Station at the end of 2002 but have not yet broken ground.  We are still finalizing the government approvals for the first phase.  The first product will be available for occupancy late next year.  It has been four years from the start of the zoning process until the first major land sale to a developer, and will be a seven-year process from the start of the zoning process to the first occupant.  Sutliff noted that a traditional developer would construct roads and infrastructure.  The Claude Moore Charitable Foundation, however, is a philanthropic organization and not a developer.  We have begun to release certain portions of the land.  Our investment is in preparation of the land, getting the zoning, and creating the overall plan then we sell the land.

(Mr. Sutliff's presentation.)

Anthony Calabrese, a lawyer with Cooley Godward, presented the Tysons Corner Center TOD Proposal.  He began with the regional context noting that the COG projections indicate that the Washington metropolitan region will gain two plus million residents and 1.6 million jobs over the next 25 years.  Fairfax County is projected to grow by nearly 42% from 1.0 9 million to 1.55 million by 2030.  The employment base will jump 65% from 850,000 to 1.23 million.

The County has a policy of focusing density around transit stations.  Four stations slated for the Tysons area provide the opportunity to plan for this growth.  Calabrese noted that if we do nothing, people have to move further away south and west adding even more congestion to I-95, I-66, Route 50, and all other arterials.

Tysons Corner is the economic engine that drives Fairfax County.  The number of employees working in Tysons Corner is 116,000; the number of business establishments 5,900.  Tysons Corner is the 15th largest office market in the United States with 26,000,000 sq. ft. of office space, 25% of Fairfax County's space.  Tysons corner has 4.1 million sq. ft. of retail space.  Tysons Corner Center is the 10th largest mall in the United States serving 20 million shoppers each year.  There is a fundamental imbalance in Tysons in that 116,000 people work there while only 17,000 live there.

The 1994 Comprehensive Plan allows a total of 60,000,000 sq. ft. of development without rail and 68,000,000 sq.ft. with rail.  Today, there are about 45,000,000 sq. ft. of development: 28 million sq. ft. of office, 6 million sq. ft. of retail, 2.2 million sq. ft. of hotel, 1 million sq. ft. of industrial space, and over 9 million sq. ft of residential.

The vision for the 75-acre Tysons Corner Center site is to integrate land uses and transform the area to pedestrian/rail/bus orientation by adding additional office and significant residential space.  Early on Supervisor Linda Smyth requested more residential.  They wanted to create an ambience similar to the Reston Town Center: family-oriented with outdoor open spaces and a special entrance to the area.

The project is to be built in five phases over 10 to 15 plus years  with an overall total of 3.4 million square feet consisting of: 1.4 million sq. ft. of office, 1.6 million sq. ft. of residential (1,250 units) 234,000 sq. ft. of hotel, 150,000 sq. ft. of retail for a total of 3.4 million sq. ft.  Consistent with the County's Comprehensive Plan, two-thirds of the development program depends on funding of phase 1 of the Metrorail project.

Calabrese noted that rail was not a silver bullet and that road improvements were necessary.  But, he said the mixed use would create a live-work-walk environment.  People could also use the Tysons buses and shuttle buses.  Today, the Metro bus service serving the area is the third busiest in northern Virginia after the Pentagon and the Seven Corners area.  They are working with a transportation demand management consultant to develop an aggressive program that would reduce the use of single occupant vehicles.

He noted the rise of the FairGrowth group, which working with others, is trying to reduce density at the Fairlee TOD site at the Vienna Metro rail station.  He urged the group to stay involved and stay informed.

A panel of experts provided different perspectives on TOD.  Stuart Mendelsohn, Holland & Knight, and former Fairfax County Dranesville District Supervisor, provided a public-sector view.  Architect Douglas Carter, Davis Carter Scott, discussed several TOD projects, including an air rights proposal for the Dulles corridor.  Uri Avin, a planner with PB Placemaking, spoke about design considerations, and Will Schroeer, ICF Consulting, spoke about how to manage a successful citizen involvement process.

Mendelsohn expressed concern about the role of citizens, especially the NIMBYs.  Without an educated citizenry, projects that make sense can be attacked by angry citizens that will out-organize and out-scream supporters.  He cited the example of the Evans Farm case where a loud minority was pushing for creation of a park instead of residential development.  "It is absolutely critical that elected officials hear from us."  He applauded politicians with vision, that remind citizens what the vision is, and have the courage to make decisions in support of it.  This should not be a partisan issue.

Doug Carter, Principal of Davis Carter Scott, an architectural firm, noted that Tysons Corner was imbalanced while Reston Town Center has a mix of uses which is attractive to companies.  His firm had done the design work for Loudoun Station, a TOD opposite Moorefield Station at Route 772 in Loudoun County.  It is a 44-acre site with 3.7 million sq. ft. of development, which includes 1,500 dus.  In 1997, Carter had begun the design of air rights development over the Dulles Airport Access Road/Dulles Toll Road.  The platform supports two levels of parking and 2,000,000 sq. ft of development split between office and residential uses.  Whitewater, another project underway, is a town center in Stafford County to be built on 2,500 acres near a Virginia Railway Express station which is to have 6,000 dus.  Finally, Carter showed a drawing of a proposal for development at the Wiehle Avenue station in Reston which includes an air rights component.

Uri Avin, PB Placemaking, described the West Hyattsville TOD which has 3,100 housing units and 1,000,000 sq. ft. of commercial space.  Their approach was to try to solve the site constraints, use green technologies, provide a fine grained street grid with 300-ft. by 400-ft.  blocks at a density of 5-6 gross dus per acre. It provides for reduced parking and makes use of a form-based code to guide the design elements of the project.  The Five Corridors project in Charlotte, North Carolina proposed modest changes in land use and produced a 17% increase in transit.  There is a relationship between increasing density and increased transit ridership.  There was a reduction in VMT per household.  He cautioned that in a mixed-use development, you can't force employment too soon.  He noted that you needed the right pairing of either flexible standards and a very public process or very defined standards in an essentially closed process (matter of right).

Will Schroeer, ICF Consulting, focused on the development process.  His firm worked on the South Weymouth Naval Air Station base closing of 1,400 acres, 20 miles south of Boston next to a commuter rail line.  After dealing with environmental constraints, they used indicators to evaluate various scenarios.  They asked the residents what they wanted, what they cared for, and had them help choose performance indicators in conjunction with the Navy and the state of Massachusetts.  The process helped to get to a solution that is "good enough".  Performance measures are used to monitor the adopted planned build-out.  TOD can be used to fix existing neighborhoods.  Using smart growth indicators, can make a community better.  He said, build the project in phases and allow for changing responses. 

(View Mr. Schroeer's presentation.)

10 Principles of TOD - Urban Land Institute 

· Make it better with a vision
· Apply the power of partnerships
· Think development when thinking about transit
· Get the parking right
· Build a place, not a project
· Make retail development market-driven, not transit driven
· Mix uses, but not necessarily in the same place
· Make buses a great idea
· Encourage every price point to live around transit
· Engage corporate attention

Sid Steele, the founder of the Dulles Area Transportation Association, provided brief closing remarks. Traffic is increasing dramatically causing tremendous delay. Telecommuting has a role to play.  Transportation systems extend out radially and the workers moved out.  Look to advanced technologies to connect the arterials such as was done in the rail study to connect Tysons Corner and Springfield.  Provide more residential development near workplaces. Air rights development has a role to play.  There are several cities in Europe where it has been done well which deserve study.  Buses have a role to play, particularly to serve rail transit.  There are many shuttles in Tysons Corner providing an opportunity to develop a common shuttle system.

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