Portland is a PR machine for light rail & streetcar
Here are Some Facts About Portland Oregon
TODs Increase Trafic Congestion
Below is from Near the rails but still on the road, By Sharon Bernstein and Francisco
Vara-Orta, Times Staff Writers,
LAtimes, June 30, 2007, http://www.latimes.com/news/la-me-transit30jun30,0,2432973,full.story?coll=la-tot-topstories
Before the 67-unit project was built, the land on which it stands held two bungalows,
according to South Pasadena officials. If each household had two cars, that would
mean a maximum of four cars going in and out each day.
But on the four days The Times counted cars entering and leaving the complex, the
picture was quite different. From 6 to 9 a.m. on four weekdays earlier this year,
50 to 60 cars left the residents' parking lot. An additional 75 pulled into the streets
around the development on each of the mornings so their drivers could patronize the
coffee shop that is built into the project. Still more vehicles — about 50 by 9 a.m.
— pulled into a parking lot at the development for people who drive there to use
the nearby Gold Line station.
There is another issue facing transit-oriented development: Regional statistics gathered
by the Southern California Assn. of Governments show that job centers are moving
away from transit lines rather than toward them. At Academy Village in North Hollywood,
which sits about a third of a mile from the North Hollywood transit station, about
120 cars left the building each morning, while fewer than half a dozen residents
set off on foot.
In Pasadena, a 350-unit building sits directly over the Del Mar Gold Line station;
it was two-thirds leased when The Times did its survey. Of 225 people who got off
the train on a recent evening, just one, Cheanell Henderson, headed toward the apartment
TODs are ineffective - people who want to use transit choose to live in TODs
The below description is from: http://ti.org/antiplanner/?p=185#more-185
TOD residents are five times more likely to use transit than other people in the
same city. But the researchers concluded this was mostly due to “self selection,”
that is, that people who want to use transit choose to live in TODs. Just the fact
that someone lives in a TOD does not make them use transit significantly more than
they would otherwise.
The study found the smallest bump in transit ridership in Los Angeles, with the largest
being for TODs along the BART line in the east San Francisco Bay Area. San Diego
TODs did not do very well either.
The study correctly notes that there is nothing wrong with building transit-oriented
developments to attract people who want to ride transit and to give them more opportunities
to do so. Of course, no one objects to transit-oriented developments per se.
The objections are to the huge subsidies that cities are giving to these developments.
As mentioned previously in the Antiplanner, transit is not necessarily more energy
efficient than driving, nor does it necessarily reduce greenhouse gas emissions.
So why should cities give hundreds of millions in subsidies to a tiny group of people
who are willing to use transit?