LA Transit Orientated Development 

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Los Angeles Transit Orientated Development (TOD) debunked

This same problem applies to Northern California and all of USA outside the largest eastern cities:

The LA Times decided to examine driving habits at four apartment and condominium complexes that have already been built at or near transit stations in South Pasadena, North Hollywood, Pasadena and Hollywood.

Reporters spent two months interviewing residents, counting cars going out of and into the buildings and counting pedestrians walking from the projects to the nearby train stations.

The reporting showed that only a small fraction of residents shunned their cars during morning rush hour. Most people
said that even though they lived close to transit stations, the trains weren't convenient enough, taking too long to
arrive at destinations and lacking stops near their workplaces. Many complained that they didn't feel comfortable riding the MTA's crowded, often slow-moving buses from transit terminals to their jobs.

Moreover, the attraction of shops and cafes that are often built into developments at transit stations can actually draw
more cars
to neighborhoods, putting an additional traffic burden on areas that had been promised relief.

The problem -- reluctantly recognized by some of transit-based development's most influential boosters -- is that public
transportation in Southern California is simply not convenient enough: Either it takes too long to get to places or,
more important, doesn't take people where they want to go.

The region's transit system is limited, experts say, because it was built on two assumptions that have since proved
untrue: that most traffic was generated by commuting trips and that most people worked downtown.

Nowadays, people nationwide are driving so much to take their children to school, run errands and engage in other
activities that these trips far outstrip commuting, according to federal transportation statistics.

http://articles.latimes.com/2007/jun/30/local/me-transit30

 

 


Corte Madera Wincup
4 story development,
adjacent to the 101 freeway.

4.5-acre site at 195-205 Tamal Vista Blvd.  MacFarlane Partners,
a San Francisco
real estate investment and development firm
to build a 180-unit apartment and retail
$68 million complex.

It will be interesting to see how many residents dont walk to the Safeway and carry their shopping back and don't take the bus or ferry or walk to school.

 Corte Madera Mayor Alexandra Cock. “We created a new zoning overlay district to allow for 180 units at 40 units per acre"
Cock sees these new apartments as appealing to local seniors, who might want to sell their house and move into an apartment but want to stay in Corte Madera.

10 percent of the apartments will be
designated for low-income residents,

TAM's Corte Madera Freeway Interchange  needs about 20 feet of the WinCup property abutting Nellen Drive, But Parking is planned for that part of the apartment complex.

TAM now needs to pay an estimated $15 million to $20 million extra in eminent domain costs to buy and relocate the parking garage,

TAM: "All of our alternatives that we looked at going southbound affected the WinCup property — we've known for 7 years that we're going to affect that property,"  "The town (of Corte Madera), who supported TAM's Interchange has ignored us. What they approved has  substantially increased the cost of $15 to $20 million."

Wincup owner,  MacFarlane says "we understand that at the end of the day if TAM's project is approved ... that TAM has the power of eminent domain and can condemn our property," 

Town Attorney Jeffrey Walter called TAM's project "a moving target" and questioned why the agency didn't object in April 2011 when the Town Council approved an updated housing element and a "mixed-used gateway overlay" district zoning change that paved the way for the 180-unit development.

"I'm not sure how we could tell the applicant to begin analyzing this TAM project when we don't know what it is," Walter said. "If we were 15 years from now, this may be a different story, but we operate in windows of time. It's just not there yet — it's got a long way to go before the Interchange is going to be approved."

TAM had no problem with the WinCup project density approved in April 2011 — just the current design, which uses land that TAM Freeway Interchange needs. TAM needed to have bought that land before anything was built.
http://www.marinij.com/ci_19543685

 

     

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