<body><div><figure><img src="https://img.particlenews.com/image.php?type=thumbnail_580x000&amp;url=1pgB4Q_1FPlfQtM00" alt="https://img.particlenews.com/image.php?url=1pgB4Q_1FPlfQtM00" width="1200" height="750" ></figure>An example of Transit Oriented Development in Omaha: the Carnac Apartments under construction along the streetcar tracks at 35th &amp; Farnam StreetYou may have heard the term “Transit Oriented Development,” or TOD, especially if you follow urban planning and transit trends. But what is this, exactly, and what does it mean for Omaha? What projects have been built, are under construction and being planned that fit this style of development? Finally, what can we expect in the future as the initial streetcar line is complete and future transit lines are planned and built?TOD is defined as an urban planning strategy that concentrates residential, business and leisure spaces within walking distance of high-quality public transportation. The City of Omaha’s TOD policy defines it as “development centered around or located within walking distance of a transit station.” According to the city, it includes quality of connections, a mix of uses, greater density and pedestrian scale design.What differentiates TOD from other forms of development is the focus on public transit. Because of this, the development serves more people taking transit to get to and from the area, which in turn requires less parking and allows a higher amount of density. The two share a symbiotic relationship: TOD increases transit ridership while the transit service enables the development to become more intense.Why do we care about TOD? Having more intense development means higher investment in property, better use of land (not just parking lots), and a better perception of the city by focusing on the people in the city and not automobiles. However, TOD does not just mean building more high-rises – it is a thoughtfully planned out area surrounding transit, which creates more walkable spaces. The type of development that results largely depends on the type of transit that is built.TOD is a result of the continuous relationship between transportation and land use. The type of transportation being built for people to get to and from places will determine the density and layout of the development. For example, think about how developments are clustered around interchanges along the West Dodge Expressway, which require lots of space for driving and parking and are more difficult to serve with transit. TODs strive for the same amount of focused development, although in a more condensed area that prioritizes pedestrian access and transit.History of TODTOD is really nothing new, although it became more popular in the late 1980s and early 1990s as more urban transit systems were expanded or built new. You may have heard the term “streetcar suburbs” to define some of Omaha’s older neighborhoods such as South Omaha, Florence, Dundee and Benson.In the late 1800s, the streetcar was one of the best ways to get around our growing city as most streets were not yet paved. Because these developments were built with the streetcar in mind, most neighborhoods were walkable with a mix of land uses. These developments were low-density compared to town centers.<figure><img src="https://img.particlenews.com/image.php?type=thumbnail_580x000&amp;url=0LICgV_1FPlfQtM00" alt="https://img.particlenews.com/image.php?url=0LICgV_1FPlfQtM00" width="757" height="822" ><figcaption>Jewell Place is a development in Bellevue that is a perfect example of an early streetcar suburb in Omaha.</figcaption></figure>As transportation uses changed in the 1900s and the automobile became the primary form of transportation throughout cities, the style of development changed as well. During this time, auto-oriented shopping centers, such as The Plaza in Kansas City, came about, leading to the traditional shopping mall such as Westroads. Residential neighborhoods also went through a transformation and some were even developed without sidewalks.By the 1980s, many developers and planners began to promote development that is more eco-conscious and less reliant on automobiles. That brought a return to the ways of earlier urban development, while taking advantage of new information technology and advances in active mobility.Many TODs endeavor to allow transit and walkability to coexist with the demand for parking and automobile use by not having a complete reliance on either transport mode. Peter Calthorpe receives the most credit for coining the TOD name and formalized the theory in his 1993 book, The New American Metropolis, which established the “Three Ds” of TOD: Density, Diversity and Design.The type of transit that is built in a development will impact the kind of development that follows and how intense it could be. Depending on the transit system capacity (how many passengers the transit can carry), the permanence (how much investment is required for the transit system), and speed of the transit mode (how quickly passengers can travel to the destinations), the development adjacent to transit stops will be higher or lower density and a larger or smaller catchment (walking distance) area.Heavy rail, subway or metro systems rely on development focused around a single station, where very high density can be expected with a larger catchment area of up to a half-mile radius (generally a 10-to-15-minute walk). Light Rail and Bus Rapid Transit (BRT) can spur more moderate developments of mid-rise structures and a slightly smaller catchment area of 5-to-10-minute walking distances. Lower-to-moderate density is expected for streetcar and high-capacity local bus transit, which is generally more focused along a long corridor instead of around a specific station or node, due to the transit stop spacing being closer together and the speed being slower.National Examples of TODAs a college student in the early 2000s, I was fascinated by the TOD trend and embarked to make a career of promoting transit and walkability. I took advantage of any opportunity I had to travel to other cities to see first-hand what they were building and how these developments work. Most examples I found were developments close to the urban core, although some rail systems have TOD projects further out in the suburbs, focused around rail stations.Dallas opened their first light rail line in 1996 and had many TODs to visit, including one called Addison Circle that was surrounded a bus transit center with a planned future rail line that finally opened in 2025. My other favorites are Mockingbird and Cityplace Stations, which are both mixes of old and new developments that connect regional and local transit just north of downtown Dallas. The Cityplace Station features a connection to the McKinney Avenue Trolley, a heritage streetcar corridor that serves a medium-density neighborhood.<figure><img src="https://img.particlenews.com/image.php?type=thumbnail_580x000&amp;url=1C7IuF_1FPlfQtM00" alt="https://img.particlenews.com/image.php?url=1C7IuF_1FPlfQtM00" width="640" height="480" ></figure><figure><img src="https://img.particlenews.com/image.php?type=thumbnail_580x000&amp;url=21Zkfr_1FPlfQtM00" alt="https://img.particlenews.com/image.php?url=21Zkfr_1FPlfQtM00" width="640" height="480" ><figcaption>Developments around Mockingbird and Cityplace Stations in Dallas from the early 2000s.</figcaption></figure>Visiting Portland, Oregon, I found many examples of TOD focused around both light rail stations and along the new streetcar corridor. The Portland streetcar opened in 2001 and served the center of downtown with connections to the regional light rail system. The streetcar route also served both established neighborhoods and new developments.The Pearl District to the northwest of downtown was a mix of old warehouses and vacant land. The neighborhood was in the process of being redeveloped, and the streetcar provided the final incentive to get projects going faster and in a systemic way to work together along the route.<figure><img src="https://img.particlenews.com/image.php?type=thumbnail_580x000&amp;url=0Ft3G7_1FPlfQtM00" alt="https://img.particlenews.com/image.php?url=0Ft3G7_1FPlfQtM00" width="1024" height="768" ></figure><figure><img src="https://img.particlenews.com/image.php?type=thumbnail_580x000&amp;url=1TBVev_1FPlfQtM00" alt="https://img.particlenews.com/image.php?url=1TBVev_1FPlfQtM00" width="1024" height="768" ><figcaption>The Pearl District was largely developed as a result of the modern streetcar.</figcaption></figure>Local Examples of TODTOD in Omaha got its start with the ORBT (Omaha Rapid Bus Transit) line, which opened in November 2020, and the companion Omaha TOD policy established around the same time. The TOD policy is part of the Urban Design Zoning and is an “opt-in” zoning framework designed to encourage compact, pedestrian-friendly and mixed-use growth along major transit lines like ORBT and the streetcar. The TOD zoning summary and guide can be found in this link.ORBT projects include the Central Library at 72nd &amp; Dodge Street, Dundee Flats at 49th &amp; Dodge Street and contributing to downtown projects such as the riverfront parks, The Duo, and the Mutual of Omaha tower. Other projects include the Block 38 apartments on the southwest corner of 38th Avenue &amp; Dodge Street (near streetcar and ORBT stops).New projects continue to be announced or are under construction. The Carnac project at 35th &amp; Farnam Street is being built in concert with the streetcar.<figure><img src="https://img.particlenews.com/image.php?type=thumbnail_580x000&amp;url=3LaLiM_1FPlfQtM00" alt="https://img.particlenews.com/image.php?url=3LaLiM_1FPlfQtM00" width="800" height="500" ><figcaption>Apartment development on the southwest corner of 24th and Dodge (Courtesy of GreenSlate Development Partners).</figcaption></figure>The Future of TOD in OmahaWhile Omaha has its share of TOD projects, and individual developments that are located near existing ORBT stations or future streetcar stops, there are still no large transit-focused developments that consist of multiple buildings that share common public spaces and are connected by pedestrian paths and active transportation options. You could call these master-planned TODs.Think of how a future transit stop could be integrated into a development – such as something along 24th Street as part of an upgraded north-south transit route. Or having a streetcar stop be a central focus of a development of the parking lots at 42nd Street on the north side of Farnam Street near Clarkson College and the UNMC. There is also potential for a larger TOD along 10th Street between the CHI Center and Charles Schwab Field, using transit to help redevelop the parking lots here (which could be transitioned into parking garages).There are also opportunities further out in the suburbs as BRT could be expanded or with the potential for a light rail transit line. Think of how a development such as Heartwood Preserve near 144th &amp; West Dodge Road could include even more businesses and amenities by taking advantage of a transit corridor and reducing the amount of parking needed. TOD in Omaha is just getting started as we continue to build more projects and have the opportunity for larger-scale development in certain areas.You can keep updated on the Omaha Streetcar website at omahastreetcar.org, register for our monthly webinars here, or check out previous webinars and other videos here.Eric Miller is the Streetcar Operations Manager for the City of Omaha. Erik has a 22-year career in the transit industry that includes work in both the private and public sectors and work on planning and implementing bus and rail projects for transit agencies all across the country.</div></body>

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An example of Transit Oriented Development in Omaha: the Carnac Apartments under construction along the streetcar tracks at 35th & Farnam Street. You may have heard the term “Transit Oriented Development,” or TOD, especially if you follow urban planning and transit trends. But what is this, exactly, and what does it mean for Omaha? What projects have been built, are under construction and being planned that fit this style of development? Finally, what can we expect in the future as the initial streetcar line is complete and future transit lines are planned and built?

Grow Omaha Streetcar in Focus: Transit Oriented Development

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An example of Transit Oriented Development in Omaha: the Carnac Apartments under construction along the streetcar tracks at 35th & Farnam Street. You may h

Grow Omaha Streetcar in Focus: Transit Oriented Development

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