Public Transit

Transit provides connections to thousands of residents daily and is related to many elements of the KC Spirit Playbook such as sustainability, equity, access to jobs, and affordable housing. Equitable access to reliable, frequent, and seamless public transportation is essential in Kansas City.

Public transit is an important mobility option for people who can’t or prefer not to drive. People use transit for its convenience, its sustainability benefits for the region, or because of personal needs and preferences. Public transit in Kansas City is integral to the city’s infrastructure and connects people to educational and employment opportunities, healthcare and healthy food. It links residents to the critical services and attractions available in the community.

For decades, Kansas City has partnered with the Kansas City Area Transportation Authority (KCATA), a bi-state transit authority with jurisdiction to build, operate, and maintain public transit services in a seven-county area in Missouri and Kansas. Then, in 2012, the Kansas City Streetcar Authority (KCSA), in partnership with Kansas City, was formed to assist in implementing and managing the KC Streetcar system, which was successfully launched in 2016.

In 2017 KCATA, with other regional transit providers, developed a common name and brand for all transit services including local buses, Bus Rapid Transit (BRT), and streetcars: RideKC.

In Kansas City, transit routes primarily serve areas with the greatest population density and highly connected grid street systems. Transit service is more efficient in these areas because of the density of people, businesses, and activity centers.

But in areas with less density and road networks that are less connected and walkable, it’s more challenging to operate transit efficiently. Bus routes in these lower-density areas often use highway corridors, which are even less accessible to pedestrians and have large distances between stops.

Nearly 85% of people in Kansas City live within a 15-minute walk of a transit line, yet few can get to where they want to go quickly and reliably. A 2011 national study from the Brookings Institution found that fewer than 20% of all jobs in the Kansas City region were accessible in 90 minutes or less by public transit. [1]

Figure 1 depicts the regional transit network and centers of activity. Higher-frequency routes are shown in red. Overall, many of the major activity centers are served by public transit, but other areas farther from Kansas City’s core have less transit service coverage.

For Kansas City to grow as a more equitable, accessible, and connected community, the city needs to expand transit coverage and frequency of service. Improving public transit can increase access to employment (see Access to Jobs Objective) and education; improve public health when people opt for more active modes of transportation; improve safety of the transit system; and improve air quality. The city’s Climate Protection and Resiliency Plan aims to reach city-wide carbon neutrality by 2040. Expanded public transit will be important for the city to reach that goal.


INDICATORS OF SUCCESS

If this Objective is achieved, Kansas City residents will have a seamless experience riding transit throughout the metro area. People who rely on public transit will have access to more opportunities and spend less time on their commute or other essential trips. With a more convenient system, more users will use public transit over other modes, resulting in a more cost-effective transportation system and a smaller environmental footprint for the city overall.

BENEFITS

  • Efficient use of transportation assets (roads, highways, and bridges)
  • Enhanced safety, with fewer cars on the road
  • Improved health through active transportation, when transit riders walk or bike to access transit
  • Improved mobility options for people without cars, who prefer not to drive, or can’t drive
  • Improved access to jobs, education, and healthcare
  • Improved environmental sustainability due to lower carbon emissions
  • Increased equitable access to services across Kansas City and the metro region
  • Lower transportation costs and lower cost of living for residents


CONTEXT

Tens of thousands of Kansas City residents rely on public transit every day. Kansas City has a variety of transit expansion plans that would stabilize and grow transit ridership and make more opportunities accessible to people who need them the most. Additional sustainable sources of transit funding are required to introduce these valuable services.

For more context, click HERE.


MEASURES OF SUCCESS

  • Public transit access, half-mile radius by level of service; total jobs, total population, minority and low-income populations, zero-car households, affordable housing units (increase)
  • Transit funding per capita (increase)
  • Transit ridership, unlinked passenger trips (increase)


KEY CONCEPTS

Support a frequent, regionally-focused transit network

For more than two decades, the Kansas City regional transit system has been developed under the framework of the SmartMoves Plan, last updated in 2017. Kansas City should continue to support the planning, design, and construction of the Fast and Frequent network of routes identified in SmartMoves, in partnership with KCATA, KCSA, MARC, and other regional partners, as needed.

The SmartMoves Plan identified important transit corridors and set minimum service frequencies of 15 minutes or less, but purposefully did not assign a mode (i.e., BRT, streetcar, etc.), to allow for flexibility in each corridor. Kansas City should prioritize those corridors for feasibility studies, environmental clearances, and advancing them toward implementation. This all should be done by working with system partners to develop a clear path forward that details which corridors to prioritize, the timeframes for implementation, and clearly communicate with citizens about when improvements may be coming to the transit network. Kansas City also should regularly update the SmartMoves Plan to keep up with changing technology and transit demands.

Grow and stabilize transit funding

Funding for public transit in the U.S. mainly comes from federal and local sources. The federal government provides funding to large urban transit operators, like KCATA, largely for capital purchases (buses, facilities, equipment, etc.) and maintenance. A limited amount of this federal money can be used for transit service operations. Federal grants for public transportation are one of the best opportunities for Kansas City to share the costs of transportation investments. The city must advance planning and project development to a point where Kansas City can capture federal funds. Local funding is by far the biggest source of funds for transit operations and can be used to increase service frequency, expand coverage, or extend hours of service.

The city must balance local and regional funding, such as transportation development districts (TDD) and the city’s dedicated sales tax, with efforts to obtain discretionary federal funding to grow and improve transit services. Kansas City’s transit is currently free for everyone through 2025. The city should examine this policy regularly to ensure it continues to balance transit revenue with the need for equitable transit access. Stable funding for local operations underpins all other strategies and action related to improving transit and equitable mobility in the city. A regional transit funding solution also should be sought by regional partners.

Continue to partner with KCATA and KC Streetcar Authority for possible BRT and streetcar expansions

The KCATA is the largest provider of public transit services for the city and the region. The city should continue to grow and strengthen its partnership with KCATA, planning for future transit service enhancements.

As for the KCSA, the city owns all the streetcar’s capital assets (streetcar vehicles, vehicle maintenance facility, tracks, overhead power systems). The management and operations of the streetcar system are the responsibility of the Streetcar Authority and are supported through a dedicated funding mechanism, the Main Street Rail Transportation Development District. The city and the KCSA must remain closely aligned and should continue to advance shared priorities for further system expansion beyond the Main Street corridor to other parts of the city and region, an aim of the SmartMoves regional transit plan.


Incorporate innovative transit service models

The demand for public transit service has shifted as a result of the COVID-19 pandemic, and travel patterns have shifted, too. As these shifts become more apparent, the city should work closely with KCATA on innovative transit service models that can respond to changing travel patterns.

These innovative service models could include new mobility services. New mobility services are transportation services, or innovations to existing services, made possible with electronic technology. Examples include car-, bike-, scooter-, and ride-sharing services; on-demand, app-based ride-hailing services such as Lyft and Uber; micro transit; and fare payment options such as smartcards and mobile payment.

Johnson County, Kansas has successfully implemented micro transit services with coverage across much of the county, and the service is popular. KCATA and the city should identify areas of Kansas City with low efficiency in transit routes and seek innovative service models to provide service coverage as efficiently as possible.

In 2022, the Kansas City Council passed the Climate Protection and Resiliency Plan. This ambitious plan established goals for city municipal operations to be carbon neutral by 2030 and citywide carbon neutrality by 2040. A long-term plan to shift the city’s transit fleet to zero-emission vehicles would support the goals of the Climate Protection and Resiliency plan.


Improve Overall Multimodal Access to the Transit System

Almost all trips on public transit begin and end with walking to a transit stop. In many cases, this walk is several blocks long. Providing well-maintained, accessible sidewalks; covered/shaded pedestrian corridors (where possible); a network of trails; and safe bicycle routes, all connected to transit, would allow equitable and safe access to the transit system.

Kansas City should prioritize filling in gaps in the sidewalk network within ½ mile of fixed transit routes, repair existing sidewalks in these areas, and ensure ADA-accessible curb ramps are installed. The city also should implement transit impact zones as recommended in the Walkability Plan to facilitate direct walking paths to transit. Implementing transit impact zones also would improve safety, continuity of the multimodal network, and street crossings.


Expand Transit-Oriented Development (TOD) Opportunities

In 2017, Kansas City adopted a policy to guide development along transit corridors so that developments would be built on a pedestrian scale, provide a mix of uses, and have with higher population and employment densities. These types of development practices are known as transit-oriented development.

Transit-oriented development recognizes that investment in high-frequency transit can support adjacent development along these corridors. The best local example is the area around the Main Street Streetcar’s 2.2-mile downtown starter line. Within five years of the project’s initiation, more than $2 billion in new investments were seen in the greater downtown area, with new residential, retail, entertainment, and office developments along the Main Street corridor.

However, development adjacent to transit lines is not always transit-oriented development. City policy defines transit-oriented development as development that improves access to transit, increases density, generates a variety of uses and opportunities, and incorporates design elements that create an inviting environment.

For future extensions of the streetcar system, the city should push for more transit-oriented development along the streetcar and other SmartMoves corridors. This will grow density that will support future transit expansion in the city. For more information on TOD policies and recommendations, see the Housing Affordability and Diversity, Parking and Curb Management, Access to Jobs, and Development Patterns Objectives.


COMMUNITY SUPPORTED ACTIONS (CSAs)


Grow and stabilize transit funding
PT-1
Kansas City should support future reauthorizations of the existing 3/8 cent sales tax used to support public transit operations through service agreements with KCATA.
PT-2
The city should work with other municipalities, counties, and other local levels of government in the bi-state metro region to advance a regional public transit funding source.
PT-3
Work with transit partners, KCATA, and MARC to prioritize projects seeking federal funding and maximize federal funding opportunities.


Continue to partner with KCATA and KC Streetcar Authority for possible BRT and streetcar expansions
PT-4
Continue and expand partnerships with KCATA and KCSA to grow the transit system and expand BRT and rail corridors. Work in partnership with the KCSA to jointly develop a system plan for the expansion and prioritization of the KC Streetcar network.
PT-5
Implement and regularly update the SmartMoves Plan that calls for regional fast and frequent transit routes across Kansas City and the surrounding region. Build out key routes with MAX BRT with long-term plans to graduate transit service to streetcar or fixed guideway if ridership and density grow in specific corridors to warrant investment in service enhancement.
PT-6
Continue to foster partnership with KCATA in planning for and implementing transit improvements in the city. City Planning and Development, Public Works, and other relevant departments should engage regularly with transit planning and operations at KCATA to plan, design, and implement transit service changes and improvements that impact the community.


Incorporate innovative transit service models
PT-7
Install innovative transit service models, such as on-demand micro transit, where appropriate. In partnership with KCATA, the city should examine areas where micro transit service would improve access for riders and lower the cost of providing services.
PT-8
Working with KCATA, transition the existing bus fleet to fully electric propulsion over the coming 10-15 years to support the goal of the Climate Protection and Resiliency Plan for carbon neutrality by 2040. The city should embrace this technology and improve air quality and sustainability for the region by adopting zero-emission bus technology.


Improve overall multimodal access to the transit system
PT-9
Improve walkability and trail connections with a focus on neighborhoods within ½ mile of a transit route. Along with this, repair existing sidewalks in this same area and ensure all street crossings are ADA compliant with curb ramps, truncated dome tactile strips, and other accommodations, and use pedestrian 'levels of service' to implement transit impact zones as recommended in the Walkability Plan.
PT-10
In partnership with KCATA, place more passenger amenities at higher volume bus stops including benches, shelters, trash receptacles, and other amenities that make accessing transit and waiting for transit vehicles more comfortable for users where appropriate.
PT-11
Improve multimodal access to transit with the development of mobility hubs as defined in the SmartMoves 3.0 Plan. Mobility hubs are designed to facilitate biking, walking, and other modes of transportation to access important activity centers and high-volume transfer locations.


Expand transit-oriented development (TOD) opportunities
PT-12
Expand transit-oriented development (TOD) opportunities along Streetcar and other BRT corridors. Create and implement TOD plans in these corridors (see Transit-Oriented Development Policy). In collaboration with local and regional development agencies, the city should push for more truly TOD projects that encourage more mixed-use, increased density, housing affordability, and increased access to transit. (See the Parking and Curb Management Objective for recommendations about parking requirements in transit-served areas, and the Housing Affordability and Diversity Objective for recommendations about housing availability along high-capacity transit corridors.)


RELATED LINKS

  • Affordable Community
  • Equitable and Fiscally Sustainable
  • Innovation and Creativity
  • Mobility Options 
  • Regional Collaboration
  • Sustainable Growth and Resilient City
  • Addressing Disinvestment
  • Citywide Accessibility
  • Community Collaboration
  • Community Engagement
  • Complete Communities
  • Housing Affordability
  • Inclusive Design
  • Providing Services
  • Welcoming Spaces
Related plans and policies

REFERENCES
[1] Tomer, Kneebone, Puentes, and Berube. Missed Opportunity: Transit and Jobs in Metropolitan America. P. 36. Brookings Institution. May, 2011. https://www.brookings.edu/wp-content/uploads/2016/06/0512_jobs_transit.pdf



Transit provides connections to thousands of residents daily and is related to many elements of the KC Spirit Playbook such as sustainability, equity, access to jobs, and affordable housing. Equitable access to reliable, frequent, and seamless public transportation is essential in Kansas City.

Public transit is an important mobility option for people who can’t or prefer not to drive. People use transit for its convenience, its sustainability benefits for the region, or because of personal needs and preferences. Public transit in Kansas City is integral to the city’s infrastructure and connects people to educational and employment opportunities, healthcare and healthy food. It links residents to the critical services and attractions available in the community.

For decades, Kansas City has partnered with the Kansas City Area Transportation Authority (KCATA), a bi-state transit authority with jurisdiction to build, operate, and maintain public transit services in a seven-county area in Missouri and Kansas. Then, in 2012, the Kansas City Streetcar Authority (KCSA), in partnership with Kansas City, was formed to assist in implementing and managing the KC Streetcar system, which was successfully launched in 2016.

In 2017 KCATA, with other regional transit providers, developed a common name and brand for all transit services including local buses, Bus Rapid Transit (BRT), and streetcars: RideKC.

In Kansas City, transit routes primarily serve areas with the greatest population density and highly connected grid street systems. Transit service is more efficient in these areas because of the density of people, businesses, and activity centers.

But in areas with less density and road networks that are less connected and walkable, it’s more challenging to operate transit efficiently. Bus routes in these lower-density areas often use highway corridors, which are even less accessible to pedestrians and have large distances between stops.

Nearly 85% of people in Kansas City live within a 15-minute walk of a transit line, yet few can get to where they want to go quickly and reliably. A 2011 national study from the Brookings Institution found that fewer than 20% of all jobs in the Kansas City region were accessible in 90 minutes or less by public transit. [1]

Figure 1 depicts the regional transit network and centers of activity. Higher-frequency routes are shown in red. Overall, many of the major activity centers are served by public transit, but other areas farther from Kansas City’s core have less transit service coverage.

For Kansas City to grow as a more equitable, accessible, and connected community, the city needs to expand transit coverage and frequency of service. Improving public transit can increase access to employment (see Access to Jobs Objective) and education; improve public health when people opt for more active modes of transportation; improve safety of the transit system; and improve air quality. The city’s Climate Protection and Resiliency Plan aims to reach city-wide carbon neutrality by 2040. Expanded public transit will be important for the city to reach that goal.


INDICATORS OF SUCCESS

If this Objective is achieved, Kansas City residents will have a seamless experience riding transit throughout the metro area. People who rely on public transit will have access to more opportunities and spend less time on their commute or other essential trips. With a more convenient system, more users will use public transit over other modes, resulting in a more cost-effective transportation system and a smaller environmental footprint for the city overall.

BENEFITS

  • Efficient use of transportation assets (roads, highways, and bridges)
  • Enhanced safety, with fewer cars on the road
  • Improved health through active transportation, when transit riders walk or bike to access transit
  • Improved mobility options for people without cars, who prefer not to drive, or can’t drive
  • Improved access to jobs, education, and healthcare
  • Improved environmental sustainability due to lower carbon emissions
  • Increased equitable access to services across Kansas City and the metro region
  • Lower transportation costs and lower cost of living for residents


CONTEXT

Tens of thousands of Kansas City residents rely on public transit every day. Kansas City has a variety of transit expansion plans that would stabilize and grow transit ridership and make more opportunities accessible to people who need them the most. Additional sustainable sources of transit funding are required to introduce these valuable services.

For more context, click HERE.


MEASURES OF SUCCESS

  • Public transit access, half-mile radius by level of service; total jobs, total population, minority and low-income populations, zero-car households, affordable housing units (increase)
  • Transit funding per capita (increase)
  • Transit ridership, unlinked passenger trips (increase)


KEY CONCEPTS

Support a frequent, regionally-focused transit network

For more than two decades, the Kansas City regional transit system has been developed under the framework of the SmartMoves Plan, last updated in 2017. Kansas City should continue to support the planning, design, and construction of the Fast and Frequent network of routes identified in SmartMoves, in partnership with KCATA, KCSA, MARC, and other regional partners, as needed.

The SmartMoves Plan identified important transit corridors and set minimum service frequencies of 15 minutes or less, but purposefully did not assign a mode (i.e., BRT, streetcar, etc.), to allow for flexibility in each corridor. Kansas City should prioritize those corridors for feasibility studies, environmental clearances, and advancing them toward implementation. This all should be done by working with system partners to develop a clear path forward that details which corridors to prioritize, the timeframes for implementation, and clearly communicate with citizens about when improvements may be coming to the transit network. Kansas City also should regularly update the SmartMoves Plan to keep up with changing technology and transit demands.

Grow and stabilize transit funding

Funding for public transit in the U.S. mainly comes from federal and local sources. The federal government provides funding to large urban transit operators, like KCATA, largely for capital purchases (buses, facilities, equipment, etc.) and maintenance. A limited amount of this federal money can be used for transit service operations. Federal grants for public transportation are one of the best opportunities for Kansas City to share the costs of transportation investments. The city must advance planning and project development to a point where Kansas City can capture federal funds. Local funding is by far the biggest source of funds for transit operations and can be used to increase service frequency, expand coverage, or extend hours of service.

The city must balance local and regional funding, such as transportation development districts (TDD) and the city’s dedicated sales tax, with efforts to obtain discretionary federal funding to grow and improve transit services. Kansas City’s transit is currently free for everyone through 2025. The city should examine this policy regularly to ensure it continues to balance transit revenue with the need for equitable transit access. Stable funding for local operations underpins all other strategies and action related to improving transit and equitable mobility in the city. A regional transit funding solution also should be sought by regional partners.

Continue to partner with KCATA and KC Streetcar Authority for possible BRT and streetcar expansions

The KCATA is the largest provider of public transit services for the city and the region. The city should continue to grow and strengthen its partnership with KCATA, planning for future transit service enhancements.

As for the KCSA, the city owns all the streetcar’s capital assets (streetcar vehicles, vehicle maintenance facility, tracks, overhead power systems). The management and operations of the streetcar system are the responsibility of the Streetcar Authority and are supported through a dedicated funding mechanism, the Main Street Rail Transportation Development District. The city and the KCSA must remain closely aligned and should continue to advance shared priorities for further system expansion beyond the Main Street corridor to other parts of the city and region, an aim of the SmartMoves regional transit plan.


Incorporate innovative transit service models

The demand for public transit service has shifted as a result of the COVID-19 pandemic, and travel patterns have shifted, too. As these shifts become more apparent, the city should work closely with KCATA on innovative transit service models that can respond to changing travel patterns.

These innovative service models could include new mobility services. New mobility services are transportation services, or innovations to existing services, made possible with electronic technology. Examples include car-, bike-, scooter-, and ride-sharing services; on-demand, app-based ride-hailing services such as Lyft and Uber; micro transit; and fare payment options such as smartcards and mobile payment.

Johnson County, Kansas has successfully implemented micro transit services with coverage across much of the county, and the service is popular. KCATA and the city should identify areas of Kansas City with low efficiency in transit routes and seek innovative service models to provide service coverage as efficiently as possible.

In 2022, the Kansas City Council passed the Climate Protection and Resiliency Plan. This ambitious plan established goals for city municipal operations to be carbon neutral by 2030 and citywide carbon neutrality by 2040. A long-term plan to shift the city’s transit fleet to zero-emission vehicles would support the goals of the Climate Protection and Resiliency plan.


Improve Overall Multimodal Access to the Transit System

Almost all trips on public transit begin and end with walking to a transit stop. In many cases, this walk is several blocks long. Providing well-maintained, accessible sidewalks; covered/shaded pedestrian corridors (where possible); a network of trails; and safe bicycle routes, all connected to transit, would allow equitable and safe access to the transit system.

Kansas City should prioritize filling in gaps in the sidewalk network within ½ mile of fixed transit routes, repair existing sidewalks in these areas, and ensure ADA-accessible curb ramps are installed. The city also should implement transit impact zones as recommended in the Walkability Plan to facilitate direct walking paths to transit. Implementing transit impact zones also would improve safety, continuity of the multimodal network, and street crossings.


Expand Transit-Oriented Development (TOD) Opportunities

In 2017, Kansas City adopted a policy to guide development along transit corridors so that developments would be built on a pedestrian scale, provide a mix of uses, and have with higher population and employment densities. These types of development practices are known as transit-oriented development.

Transit-oriented development recognizes that investment in high-frequency transit can support adjacent development along these corridors. The best local example is the area around the Main Street Streetcar’s 2.2-mile downtown starter line. Within five years of the project’s initiation, more than $2 billion in new investments were seen in the greater downtown area, with new residential, retail, entertainment, and office developments along the Main Street corridor.

However, development adjacent to transit lines is not always transit-oriented development. City policy defines transit-oriented development as development that improves access to transit, increases density, generates a variety of uses and opportunities, and incorporates design elements that create an inviting environment.

For future extensions of the streetcar system, the city should push for more transit-oriented development along the streetcar and other SmartMoves corridors. This will grow density that will support future transit expansion in the city. For more information on TOD policies and recommendations, see the Housing Affordability and Diversity, Parking and Curb Management, Access to Jobs, and Development Patterns Objectives.


COMMUNITY SUPPORTED ACTIONS (CSAs)


Grow and stabilize transit funding
PT-1
Kansas City should support future reauthorizations of the existing 3/8 cent sales tax used to support public transit operations through service agreements with KCATA.
PT-2
The city should work with other municipalities, counties, and other local levels of government in the bi-state metro region to advance a regional public transit funding source.
PT-3
Work with transit partners, KCATA, and MARC to prioritize projects seeking federal funding and maximize federal funding opportunities.


Continue to partner with KCATA and KC Streetcar Authority for possible BRT and streetcar expansions
PT-4
Continue and expand partnerships with KCATA and KCSA to grow the transit system and expand BRT and rail corridors. Work in partnership with the KCSA to jointly develop a system plan for the expansion and prioritization of the KC Streetcar network.
PT-5
Implement and regularly update the SmartMoves Plan that calls for regional fast and frequent transit routes across Kansas City and the surrounding region. Build out key routes with MAX BRT with long-term plans to graduate transit service to streetcar or fixed guideway if ridership and density grow in specific corridors to warrant investment in service enhancement.
PT-6
Continue to foster partnership with KCATA in planning for and implementing transit improvements in the city. City Planning and Development, Public Works, and other relevant departments should engage regularly with transit planning and operations at KCATA to plan, design, and implement transit service changes and improvements that impact the community.


Incorporate innovative transit service models
PT-7
Install innovative transit service models, such as on-demand micro transit, where appropriate. In partnership with KCATA, the city should examine areas where micro transit service would improve access for riders and lower the cost of providing services.
PT-8
Working with KCATA, transition the existing bus fleet to fully electric propulsion over the coming 10-15 years to support the goal of the Climate Protection and Resiliency Plan for carbon neutrality by 2040. The city should embrace this technology and improve air quality and sustainability for the region by adopting zero-emission bus technology.


Improve overall multimodal access to the transit system
PT-9
Improve walkability and trail connections with a focus on neighborhoods within ½ mile of a transit route. Along with this, repair existing sidewalks in this same area and ensure all street crossings are ADA compliant with curb ramps, truncated dome tactile strips, and other accommodations, and use pedestrian 'levels of service' to implement transit impact zones as recommended in the Walkability Plan.
PT-10
In partnership with KCATA, place more passenger amenities at higher volume bus stops including benches, shelters, trash receptacles, and other amenities that make accessing transit and waiting for transit vehicles more comfortable for users where appropriate.
PT-11
Improve multimodal access to transit with the development of mobility hubs as defined in the SmartMoves 3.0 Plan. Mobility hubs are designed to facilitate biking, walking, and other modes of transportation to access important activity centers and high-volume transfer locations.


Expand transit-oriented development (TOD) opportunities
PT-12
Expand transit-oriented development (TOD) opportunities along Streetcar and other BRT corridors. Create and implement TOD plans in these corridors (see Transit-Oriented Development Policy). In collaboration with local and regional development agencies, the city should push for more truly TOD projects that encourage more mixed-use, increased density, housing affordability, and increased access to transit. (See the Parking and Curb Management Objective for recommendations about parking requirements in transit-served areas, and the Housing Affordability and Diversity Objective for recommendations about housing availability along high-capacity transit corridors.)


RELATED LINKS

  • Affordable Community
  • Equitable and Fiscally Sustainable
  • Innovation and Creativity
  • Mobility Options 
  • Regional Collaboration
  • Sustainable Growth and Resilient City
  • Addressing Disinvestment
  • Citywide Accessibility
  • Community Collaboration
  • Community Engagement
  • Complete Communities
  • Housing Affordability
  • Inclusive Design
  • Providing Services
  • Welcoming Spaces
Related plans and policies

REFERENCES
[1] Tomer, Kneebone, Puentes, and Berube. Missed Opportunity: Transit and Jobs in Metropolitan America. P. 36. Brookings Institution. May, 2011. https://www.brookings.edu/wp-content/uploads/2016/06/0512_jobs_transit.pdf



Page last updated: 11 Jan 2024, 03:53 PM