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SUBJECTS › TRANSPORTATION › Transportation Efficient Land Use: Planning and Land Use Strategies that Reduce the Need to Drive

Transportation Efficient Land Use:
Planning and Land Use Strategies that Reduce the Need to Drive

Contents

Introduction

This web page highlights a number of land use and community design strategies that can reduce the need for travel or the distance that must be traveled. It presents ideas about community design and land use patterns that allow greater choice in travel mode, or otherwise reduce the need to drive alone.

Development patterns and community design characteristics significantly influence the distance and manner that people travel. In recent decades, the increase in spread out development patterns means that people spend more time on the road to get to jobs, services and their homes. When residential, commercial, employment and other uses are separated by significant distances, more of the trips and errands will be made by automobile, as walking, cycling and public transit become less practical (According to the Victoria Transport Institute, most people rely on commercial and public services they can reach within 10 minutes, and try to choose jobs that they can reach within a 40-minute commute.) In addition, low density development does not provide enough potential riders to support frequent and convenient transit service. Carpooling may also become more difficult, when job locations are more spread out, rather than focused in a central city. As we spend more time in our cars, roads become more congested. Recent studies documenting these land use/transportation relationships have generated renewed interest in a better integration of land use planning and transportation planning as one important way to reduce traffic congestion.

The Surface Transportation Policy Project article: Why are the Roads so Congested? reports on research by the Texas Transportation Institute and the U.S. Department of Transportation, which found:

  • The almost 70% increase in driving in the last 16 years is a primary cause of congestion
  • Only 13% of the growth in driving between 1983 and 1990 is attributed to population growth. (In other words, most of the growth in driving comes not from new drivers, but from more driving by existing drivers.)
  • 69% of the growth in driving in this period was due to three factors: longer average trips, less carpooling, and a switch from biking, walking, or transit to driving. Each of these factors is at least partially related to changing development patterns.

General Information - Land Use/Transportation Coordination

Compact Development/Transportation-Efficient Density

Compact, higher density development patterns shorten the distance people must travel to reach work, shopping, or other points of interest. A study by John Holtzclaw found that every time a neighborhood doubles in compactness, the number of vehicle trips residents make is reduced by 20% to 30% (see Local Government Commission and Holtzclaw articles below). Compact development allows people to conveniently walk or cycle to some destinations within a reasonable time. Higher densities also supply the potential ridership that can support more frequent transit service and a greater variety of routes. The result is more transportation options, less time on the road, and reduced traffic congestion. At the same time, well-designed density and compact development can contribute to vibrant, economically healthy neighborhoods and to centers that offer a variety of goods and services, social gathering places, recreation/entertainment opportunities and attractive character.

Many local jurisdictions in Washington (and in other states) are using a variety of tools to discourage sprawling development and to instead promote higher densities within target growth areas. Approaches include higher density concentrated in nodes or centers, mixed-use development that permits residences within walking distance of commercial services and other attractions, infill development that provides additional close-in housing, density bonuses in exchange for amenities, minimum density requirements, allowances for accessory dwelling units, and transfer of development rights programs. In addition, many communities are permitting and establishing guidelines for a variety of mid-range density housing such as cottage housing, corner lot duplexes, townhouses or garden apartments that fit more easily into or adjacent to established residential neighborhoods.

Infill Development, MRSC Web Page

Transit-Oriented Development, MRSC Web Page

Mixed Use and Live Work Units, MRSC Web Page

Traditional Neighborhood Development, MRSC Web Page

Transportation-Efficient Site Design

In recent decades, site design of development has tended to focus on efficient vehicle circulation while neglecting pedestrian, bicycle and transit circulation. Well-conceived site design can minimize travel distances and times for pedestrian, bicycle or transit trips. A continuous network of streets and sidewalks providing direct connections between destinations, and short blocks allowing more frequent street crossing to destinations, will minimize walking or cycling distances. In addition, measures that create a safe, comfortable, convenient environment will encourage pedestrian, bicycle and transit travel. Examples of measures include weather protection, lighting, separation from vehicle traffic, bus shelters and seating, bicycle racks, changing rooms, attractive streetscape, and similar measures.

Recent studies indicate that improved design of pedestrian, bicycle and transit facilities can result in a substantial increase in the number of people who choose to walk, bike or ride transit. For instance, a recent University of Washington study found three times the pedestrian volumes in areas with short blocks and continuous and direct sidewalk connections compared to areas that lacked such systems. Similarly, a study in the Portland area concluded that vehicle miles traveled could by reduced by 10% in the suburbs by creating a pedestrian-oriented environment similar to that found in older Portland neighborhoods.

Street Connectivity

A well-connected street (and sidewalk) network reduces the distances that must be traveled between destinations and offers more route choices. In such a system, blocks are small, streets are provided at more frequent intervals, and there are minimal dead ends (cul-de-sacs). A major benefit of good street connectivity is decreased traffic on arterials because there are more alternative routes. A well-connected system also provides continuous, direct routes that facilitate walking or cycling to destinations, including transit stops. Emergency response time is also improved. Neighborhood residents and developers may resist a "grid" street system when they fear increased traffic through neighborhoods or increased expenses related to more frequent street intervals. However, street design that utilizes narrow streets, traffic calming devices and other design features can address many of these issues.

School Siting and Transportation

Trends in school siting are paralleling the trend toward increasingly spread out development, with similar transportation consequences. Traditionally, schools occupied a central place within compact neighborhoods and community centers. Many students could conveniently walk or bike to school. In recent decades, there has been a trend toward building ever larger schools on large sites in low density areas remote from existing population centers.

Several studies document the transportation implications of these trends. According the 2001 National Household Travel Survey (NHTS), less than 15 percent of students between the ages of five and 15 walked to or from school, and 1 percent biked. A comparable 1969 survey found that 48 percent of students walked or biked to school. Long travel distances are the major barrier. Other studies indicate that even children living close to schools are significantly less likely to walk. A poor walking environment, often associated with sprawl, also discourages walking and cycling. The magnitude of school siting impacts on the transportation network is considerable. For instance, a recently-built school in one southern city that will accommodate 2600 students will generate approximately 6000 vehicle trips per day. School siting policies have major impacts on public budgets. The Maine State Planning Office has found that although student enrollment dropped by 27,000 between 1970 and 1995, school busing costs rose from $8.7 million to over $54 million during that same period - again associated with changing land use patterns.

Studies have also linked childhood obesity, reduced opportunity to participate in extra-curricular activities, and a higher level of student anonymity and social alienation to the large school/distant location trend.

Background Information, Articles, Studies on School Siting

Local Government School Siting Policies

Siting Policies for Other Government Offices and Institutions

Many government agencies, and institutions, such as government offices, courthouses, post offices, and museums attract significant numbers of customers, visitors and employees. They can be major generators of traffic and parking demand. Such agencies often serve senior citizens, children, handicapped individuals and others who do not have automobiles, or who choose not to drive. Washington's Commute Trip Reduction Plan encourages such agencies and institutions to locate within high-density areas, central business districts, or other activity centers that offer regular transit service and pedestrian and bicycle facilities. Clustering such uses together within community centers can help minimize new vehicle trips and parking demand, and can make combined trips possible. In addition, strategic location of agencies and institutions that attract visitors can contribute to downtown revitalization efforts and increased vitality of community centers.

  • Siting of State Facilities, State Government Commute Trip Reduction Plan, Washington State, Updated 2002
  • Facility Siting, in Department of Administrative Services Policy Manual, State of Oregon, 1998
  • Executive Order D-46-01, Governor of the State of California re: the siting of state offices in central business districts or "downtowns"

Incentive Programs to Encourage Close-in Living

Some communities are experimenting with different types of financial incentives that encourage homebuyers or developers to choose transportation efficient locations. Transportation efficient locations are areas that have good transit service, good walking and cycling conditions, and minimal commuting distances. Residents in these areas potentially have reduced transportations costs and more money available for housing or other needs. Location-efficient development also benefits local governments when the costs of providing public facilities and services can be minimized.

  • Lancaster, PA Distance-Based Impact Fees, The New Rules Project - Impact fee model includes a surcharge levied on new development beyond the central core - the farther out, the higher the charge
  • Location Efficient Development and Mortgages, TDM Encyclopedia, Victoria Transport Policy Institute - Lenders use a model to determine which locations have lower transportation costs, allowing applicants to qualify for higher loan amounts
  • Location Efficient Mortgage in Seattle - Calculates additional loan amounts possible in different Seattle neighborhoods based on efficiency of location
  • Fannie Mae Smart Commute Initiative - Another program that rewards homebuyers who purchase a house near transit stops or rail stations
  • San Mateo's TOD Incentive Program - Regional agency rewards constituent cities for building units near transit stations. Winner of U.S. Environmental Protection Agency National Award for Smart Growth Achievement, 2002
  • Pay-As-You-Drive Vehicle Insurance, TDM Encyclopedia, Victoria Transport Policy Institute - Insurance premiums based on how much the policyholder drives the vehicle during the policy period (the more you drive, the more you pay)

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