Transit-proximate development: Difference between revisions

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[[Image:TODatAlwifeStation.agr.jpg|thumb|300px|High density development in [[Cambridge, Massachusetts]] stimulated by [[Alewife (MBTA station)|Alewife subway station]] (right foreground) and TOD [[zoning]]. Note the extensive [[parking]] above the station, lack of on-street parking, long [[pedestrian crossing]] distances, and limited ground-level [[retail]].]]

'''Transit-proximate development''' is a term used by some planning officials to describe (potentially dense) development that is physically near a [[public transport]] node (e.g. a [[bus station]], [[train station]] or [[metro station]]). This type of development includes [[transit-oriented development]], but, according to some planning officials, can also involve some kinds of development that is not transit-oriented development. For example, transit-proximate development can include outcomesresults where, despite the ___location of dense development near transit, the development does not take full advantage of, -- or fully encourage the use of -- the public transport node. For example, transit-proximate development could include buildings with extensive [[parking]] facilities typical of suburban locations, a lack of "mixed-use development" (housing, workplaces and shopping in the same place), or a lack of extensive [[pedestrian]] facilities that would make it easier for people to reach the public transport node.

References, see: [http://www.santabarbaraca.gov/NR/rdonlyres/18CE1771-78A9-4B25-BA80-07B7F7162762/0/Chapter_10_Institutional_Foundation_for_Walking_rev.pdf] (use of "transit-proximate" in a government planning document) and [http://edf.org/documents/2698_Testimony03_03.pdf] ("transit-proximate development" distinguised from "transit-oriented development" in Congressional testimony)