A Context-Based Station Area Typology and Transit Oriented...
Transcript of A Context-Based Station Area Typology and Transit Oriented...
A Context-Based Station Area Typology and Transit Oriented Development Goals for Metro Boston Tim Reardon and Meghna Dutta MAPC Data Services 14 March 2012 MAPC conducted an analysis of 283 fixed-guideway MBTA transit stations within the MetroFuture planning region in order to understand the opportunities that exist for Transit-Oriented Development and to establish goals for housing development and job creation from now to 2035. These goals and the new typology of station areas in the region will help to inform the development of new financing tools to support transit oriented development and will provide a benchmark against which to measure development over the coming years. Our approach is based on the understanding that Transit Oriented Development (TOD) opportunities exist throughout the reach of the MBTA transit system, and that those opportunities look different in different places. Downtown Boston, streetcar suburbs, gateway cities, and town centers all present distinct and complementary opportunities for new development near transit. Achieving sustainable and equitable TOD regionwide requires strategies as various as these contexts. Setting ambitious and defensible goals for what those strategies might seek to achieve requires a robust understanding of existing station areas, including land use, demographics, development plans, and other constraints, opportunities, or needs. This same analysis can also help to define the need for different financing tools or to prioritize investments. Summary of Regional Goals We recommend a goal of building at least 76,000 new housing units and creating space for at least 133,000 new jobs within a half mile of the 283 MBTA fixed guideway stations in the MetroFuture study area (including proposed stations along the Fairmount Corridor, Green Line Extension, and South Coast Rail.) This represents 31% of new housing units projected for the 164 municipalities from 2010 – 2035, and 58% of employment growth over that period. The table below shows the TOD goals by Community Type1, along with the housing unit and employment projections prepared by MAPC and neighboring regional planning agencies2. Table 1: Regional TOD Goals- 2035
Community Type
Housing Units Employment
TOD Station Area Goals
Projections 2010 – 2035
TOD as share of Projections
TOD Station Area Goals
Projections 2010 – 2035
TOD as share of Projections
Inner Core 50,400 76,100 66% 100,600 99,700 101%
Regional Urban Centers
9,800 43,100 23% 15,900 40,100 40%
Maturing Suburbs 10,500 58,400 18% 11,200 33,700 33%
Developing Suburbs 5,300 67,100 8% 5,600 55,600 10%
Grand Total 76,000 244,770 31% 133,000 229,130 58%
Not surprisingly, the greatest potential for TOD housing and economic development can be found in the Inner Core, which has the highest existing densities, best-performing station areas, and largest number of existing development proposals in station areas. Inner Core station areas represent two thirds of all the
1 MAPC has defined four basic Community Types in Metro Boston, ranging from urban municipalities inside Route 128 to low-density, mostly undeveloped towns. http://mapc.org/data-services/publications 2 This analysis uses the MetroFuture 2035 Update for the MAPC region (101 municipalities) and projections by neighboring RPAs for the remaining 63 municipalities in MetroFuture region. http://mapc.org/data-services/available-data/projections.
Metro Boston Transit Station Typology and TOD Goals – 14 March 2012 Page 2
TOD housing goal and 75% of the TOD employment goal. In the other three Community Types, TOD development should comprise 8% - 40% of projected housing unit or employment growth. Station Area Types In addition to the regional goals, MAPC developed a context-based typology of transit station areas
(defined as areas within half-mile of stations)in Metro Boston as a framework for targeting investments,
developing performance metrics, and measuring progress. This typology, which defines ten basic station
area types, is based on the following:
Transit service type
MAPC Community Type
Development Intensity (total population and employment in the station area; Normalized Intensity is population and employment per developed acre.)
Development Mix (the employment share of the total intensity, calculated as employment / (employment + population))
Land use mix (share of land in residential or commercial uses or vacant and potentially developable, based on aerial photo interpretation and other data)
Demographics and performance (median income, household VMT, transit mode share for commute trips)
Redevelopment opportunities such as large surface parking lots, underutilized industrial properties, municipal/state/MBTA-owned land
Existing station area plans and development proposals The ten station area types are:
Metro Core: Subway, trolley, and Silver Line station areas in or near Downtown Boston and adjacent
very high density employment and institutional centers.
Seaport / Airport: Areas around Silver Line and Blue Line stations in the Seaport District and at Logan
Airport, with large amounts of underutilized land and capacity for transformative development.
Neighborhood Subway: Subway and trolley station areas in predominately residential, moderate-
density neighborhoods throughout the Inner Core.
Transformational Subway: Subway station areas that are prone to transformative change through
district-scale Transit Oriented Developments.
Trolley Suburb: Trolley station areas, mostly in Newton and Milton that are considerably less dense,
with wealthier households, and more auto-dependent than Neighborhood Subway stations.
Urban Gateway: Commuter rail station areas in the traditional downtowns of Regional Urban Centers.
Town & Village: Commuter rail station areas in Town centers, business districts, or villages, ranging
from Boston neighborhoods to suburban downtowns and small village centers.
Commerce Park: Commuter rail station areas in an existing office or industrial park or major
institutional employer.
Suburban Transformation: Suburban commuter rail station areas likely to experience transformative
Transit Oriented Developments through a major planned development or redevelopment.
Undeveloped: Suburban commuter rail station areas with very little surrounding development, large
areas of vacant undeveloped land, and wealthy nearby residents.
More description of each station area type is included in Appendix A. A map of the stations by type is on the following page and a graph showing the intensity (population plus employment in station area) and mix (employment’s share of intensity) for each of the 283 station areas on Page 4. This graph clearly shows the very high intensity Metro Core stations, the moderate density Neighborhood Subway stations and Urban Gateways, the mixed use Town & Village stations, and the very low intensity Undeveloped stations. Of note are the Seaport /Airport stations, the Commerce Park stations, and the Suburban Transformation Transformational stations, most of which have a moderate to high employment mix but
Metro Boston Transit Station Typology and TOD Goals – 14 March 2012 Page 3
Figure 1: Transit Station Area Types Map
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relatively low intensity, making them good candidates for major TOD development without major impacts on existing neighborhoods and residents.
Figure 2: Transit Station Area Mix and Normalized Intensity
While the typology is principally based on existing conditions (intensity, mix, location, service type, etc.), the magnitude of likely or potential future development is also a factor in some cases. Specifically, the “transformational” station area types are distinguished by their considerable capacity for new growth (in both absolute and relative terms.)
Consideration of transportation benefits and transit station “performance” is also important when setting
goals for transit oriented development or planning TOD that will contribute to reduced auto reliance and
GHG emissions. Development near transit is not likely to have the same transportation benefits in all
locations. By virtue of regional job and destination accessibility, transit-oriented development in low-
density Developing Suburbs may be more transportation efficient than locations elsewhere in the same
town, but residents will still drive more and take transit less than people who live near transit in urban
locations. Table 2 shows current performance (transit mode share and household Vehicle Miles Travelled)
and the goals, by station type.
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Table 2: Existing Performance and 2035 TOD goals, by Station Area Type
Station Area Type Existing Performance Housing Units Employment
Transit Commute
Mode Share
Average Daily Household
VMT
TOD Goals 2035
Share of Regional
Goal
TOD Goals 2035
Share of Regional
Goal
Metro Core 27% 20 8,900 12% 36,900 28%
Seaport / Airport 31% N/A* 3,800 5% 17,300 12%
Neighborhood Subway 36% 25 13,300 18% 8,500 12%
Transformational Subway
34% 29 20,100 26% 34,100 19%
Trolley Suburb 19% 44 1,100 1% 1,400 2%
Urban Gateway 10% 39 7,500 10% 7,700 6%
Town & Village 11% 52 8,600 11% 7,200 6%
Commerce Park 7% 70 1,600 2% 10,200 10%
Suburban Transformation
7% 54 6,500 9% 7,900 4%
Undeveloped 7% 69 4,500 6% 2,300 2%
All Station Areas 22% 43 76,000 100% 133,000 100%
*Household VMT estimates for Seaport stations are unreliable due to the very small number of residents currently living in the area.
Not only does the total amount of development potential vary across station area types, but also the type
of development. This variation can be observed in the new growth currently proposed, permitted, or under
construction in each of the station area types. The Metro Core station areas, with high existing
development intensity and land values, experience very high density office/residential tower development
and institutional expansion; whereas Neighborhood Subway station areas are growing through parcel-
scale infill development, adaptive reuse and densification of existing residential neighborhoods.
How the TOD Goals were developed The goals were developed based on MAPC’s station area typology; information about land use and development constraints; and information about TOD projects already proposed or planned. Each station type also has a distinctive land use profile based on the mix of commercial, industrial, and residential land use and the amount of vacant developable land. Where the data were available, MAPC also estimated the amount of surface parking in each station area, since these areas may present prime opportunities to create TOD without displacement of existing housing units or businesses. MAPC then created a spreadsheet model to estimate the development/redevelopment capacity and mix of individual station areas based on the following set of assumptions: Commercial Redevelopment: redevelopment or adaptive reuse of existing commercial properties; expressed as a percent of commercial acreage (less parking area), generally ranging from 2 – 15%. Higher where employment densities are low.
“Other Developed” Redevelopment: redevelopment or adaptive reuse of other developed land uses such as transportation uses, junkyards, etc.; expressed as a percent of land acreage (less parking area.) Generally 0% - 2%, but higher in transformational areas.
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Parking Reuse: Development of new housing or commercial uses on existing parking lots; expressed as a percent of parking area, generally ranging from 5 – 25%. Higher where employment densities are low and where parking comprises a larger share of commercial area.
Greenfield Development: Development on previously undeveloped land; expressed in terms of percent of developable land.
New Development Intensity: the intensity of new development (either redevelopment or greenfield), expressed in terms of population + employment per acre; generally a minimum of 50 (equivalent to 20 HU per acre/FAR of 0.5), though may be much higher based on existing density or intensity of proposed developments in the station area (if known).
New Development Mix: the balance of population and jobs in the new development, expressed in terms of employment share of intensity. Based on the mix of existing development but modified based on specific development proposals.
Residential Densification: increase in housing unit density in existing neighborhoods, through infill development, teardowns, subdivision of single family home to multifamily, or creation of accessory units; expressed as a percent increase in housing unit density, generally ranging from 2 – 4%. (Value range derived from densification patterns observed 2000 – 2010.)
MAPC developed standard assumptions for each station type, based on literature review, professional judgment, and existing plans. These standard assumptions were augmented by a station-by-station review and comparison to proposed and planned projects in MAPC’s Development Database. Where indicated by this review, station-specific assumptions were applied to account for unique opportunities, constraints, and existing development proposals. Table 3 summarizes the aggregate development/ redevelopment assumptions and the resulting change in station area intensity.
Table 3: TOD Capacity Analysis Assumptions (Average Values)
Station Area Type Percent of Commercial
Areas Redeveloped
Intensity of Commercial Area Redev’t
Housing Density Increase, Existing
Neighborhood
Existing Intensity per
Developed Acre
Planned Intensity per
Developed Acre
Percent Increase in Intensity
Metro Core 8% 369 1% 300 325 14%
Seaport / Airport 17% 71 2% 116 144 138%
Neighborhood Subway
15% 82 2% 62 67 9%
Transformational Subway
28% 127 3% 48 70 60%
Trolley Suburb 9% 58 3% 23 24 8%
Urban Gateway 10% 84 3% 43 47 11%
Town & Village 8% 68 3% 20 21 10%
Commerce Park 16% 52 2% 20 24 29%
Suburban Transformation
36% 93 4% 8 28 534%
Undeveloped 10% 41 3% 9 12 35%
All Station Areas 14% 110 2% 81 91 37%
The chart below shows the TOD goals for each station area (new persons) relative to existing intensity. The dashed lines show the slope of the noted rates of change; and demonstrate that the Seaport, Suburban Transformation, and Transformational Subway stations all have the highest rates of change. Town & Village stations extend into the 20 – 40% range, but Neighborhood Subway stations are almost all below 10%.
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Figure 3: Station Area Existing Intensity and TOD Goals
The table below shows the acreage, housing units, and employment by development type and station type.
Table 4: Development Goals, by Station Type and Development Type- 2035
Station Area Type Existing
Commercial/Industrial Redevelopment
Greenfield Development Residential
Densification
Housing Units
Employ-ment
Total Acres
Housing Units
Employ-ment
Total acres
Housing Units
Employ-ment
Housing Units
Metro Core 70,260 395,270 150 8,190 36,510 - 60 390 680
Seaport / Airport 10,130 35,240 140 3,680 17,250 - - - 160
Neighborhood Subway
155,750 110,910 380 9,670 8,420 10 180 120 3,490
Transformational Subway
49,490 68,490 590 18,540 33,830 30 240 290 1,330
Trolley Suburb 17,130 16,870 50 580 1,360 - - - 510
Urban Gateway 57,990 93,400 250 5,770 7,710 - - - 1,770
Town & Village 86,630 104,620 260 5,090 5,850 70 870 1,330 2,670
Commerce Park 6,620 40,230 250 1,300 9,550 50 100 610 150
Suburban Transformation
1,300 3,740 280 6,360 7,710 40 100 180 50
Undeveloped 12,470 12,800 90 1,000 1,340 180 3,220 910 310
All Station Areas 467,770 881,550 2,430 60,180 129,530 380 4,780 3,830 11,120
*Including parking area redevelopment within those land use categories.
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We also compared the TOD housing unit growth to recent housing development trends, as indicated by housing unit change in the station area from 2000 – 2010 according to Decennial Census counts). Table 5 below demonstrates that the rate of housing unit production in transit station areas must double in order to achieve our TOD goals. In the Metro Core, Neighborhood Subway, Town & Village, and Commerce Park station areas, housing growth over the past 10 years was 20% – 32% of what would be needed to accomplish these goals over the coming 25 years. Recent growth in the Seaport and Subway Transformational areas is even slower compared to the goals (16% - 18%), and growth in the undeveloped and other areas has also been slow. Of greatest concern are the Urban Gateway station areas, which experienced no net change in housing units over the past ten years, but which are targeted for nearly 8,000 housing units in the coming decades. Trolley suburb station areas have added housing units at a faster pace than the goals set for them. As these are low transit commute share and high VMT areas, development around these stations may not necessarily improve the performance of the stations. Table 5: Recent Housing Unit Trends and 2035 TOD Goals
Station Area Type Housing Unit Change,
2000 - 2010
Trends Extended to 2035
TOD Housing Unit Goal 2035
Metro Core 2,990 7,480 8,900
Seaport / Airport 750 1,880 3,800
Neighborhood Subway 3,300 8,250 13,400
Transformational Subway 3,420 8,550 20,100
Trolley Suburb 1,220 3,050 1,100
Urban Gateway - - 7,500
Town & Village 2,100 5,250 8,600
Commerce Park 650 1,630 1,600
Suburban Transformation 60 150 6,500
Undeveloped 800 2,000 4,500
All Station Areas 15,280 38,200 76,000
Figure 4: Recent Housing Unit Trends and 2035 TOD Goals
Metro Boston Transit Station Typology and TOD Goals – 14 March 2012 Page 9
Appendix A: Station Area Typologies
Station Type and Description
Metro Core
Subway, trolley, and Silver Line station areas in or near Downtown Boston and adjacent employment and
institutional centers (Kendall Square, Longwood Medical Area, Boston Medical Center, Harvard Square.)
They are characterized by very high intensity of existing development (180 persons per developed acre,
average) and an employment-dominated mix (400,000 employees, 150,000 residents.) The density of
stations is high, and most locations are within walking distances of multiple nearby stations. New
development includes 20+ story office or residential towers Downtown, mid-rise mixed use development
in the South End, Fenway, and Kendall Square; and institutional expansion of hospitals and universities.
43 stations
Intensity: 180 persons per developed acre, average
Mix: 0.65 average; 0.34 min
Development pipeline: 6,000 housing units and space for 27,000 jobs in planning/permitting
phase. Space for 9,000 jobs under construction or recently completed.
TOD Goal: 9,000 new housing units and 37,000 new jobs; 1,300 new persons per station area
(14% increase, avg.)
Seaport / Airport
Silver Line and Blue Line station areas in the Seaport District and at Logan Airport. They are
characterized by large amounts of land used for transportation or currently underutilized for
development, including extensive surface parking lots and vacant land. There are more than 35,000 jobs
and 23,000 residents in these station areas, but at moderate intensities due to the extent of developed
land (40 persons per developed acre.) There are numerous large-scale redevelopment proposals
planned for the Seaport District, including residential, office, retail, and hotel components; and potential
for improvement of Logan Airport facilities and development of surrounding Massport real estate.
20 stations
Intensity: 40 persons per developed acre, average
Mix: 0.85 average
Development pipeline: 4,500 housing units and space for 15,000 jobs currently in
planning/permitting phase.
TOD Goal: 17,250 new jobs and 3,800 housing units; 1,200 new persons per station area
(138% increase, average.)
Neighborhood Subway
Neighborhood-oriented subway and trolley station areas throughout the Metropolitan Core and adjacent
Streetcar Suburbs. Station areas are moderate density, predominately residential urban neighborhoods,
ranging from Roxbury to Wollaston, Davis Square, and Brookline Village. Average median household
income is $63,000, but in about one third of the station areas that figure is below $50,000. These stations
are generally “well-performing” compared to the region, with high transit ridership and low VMT: 36% of
workers take transit and household VMT averages 25 miles per day. New development is likely in the
forms of parcel-scale infill, adaptive reuse, or small-scale land assembly and redevelopment. 58% of the
land area is in residential uses; intensification of those areas may occur through infill, conversion of single-
family to multifamily, adaptive reuse, or accessory apartments.
Metro Boston Transit Station Typology and TOD Goals – 14 March 2012 Page 10
Neighborhood Subway, continued
63 stations
Intensity: 47 persons per developed acre, average
Mix: 0.23 average
Development Pipeline: 3,000 housing units and space for 2,600 jobs currently in
planning/permitting phase.
TOD Goal: 8,500 new jobs and 13,350 new housing units; average of 640 persons per station
area, increase of 9%.
Transformational Subway
Subway station areas in the Inner Core that are prone to transformative change through district-scale TOD
(increase of more than 1,500 persons and 15%). Some station areas are dominated by a single district-
scale project such as at Wellington (Station Landing), Lechmere (North Point), or Assembly Square. In other
cases the transformation may be driven by a critical mass of parcel-scale developments, such as Oak
Grove, Forest Hills, or Melnea Cass. This group also includes some stations that have few projects currently
in the pipeline, but show similar characteristics (extensive surface parking, low-intensity land uses,
municipal/state/MBTA land) and demonstrate high capacity for redevelopment and infill. On average,
only 30% of land is in residential uses.
20 stations
Intensity: 40 persons per developed acre, average
Mix: 0.4 average
Development Pipeline: space for 8,500 units and 20,000 jobs in planning/permitting phase
TOD Goal: 20,000 housing units and 34,000 new jobs; 3,900 new persons per station area
(64% increase, average)
Trolley Suburb
Trolley station areas, mostly in Newton and Milton, which are considerably less dense and wealthier than
Neighborhood Subway stations. Only a handful have land use intensities of more than 25 persons per
acre, and residential densities are generally 3 – 10 units per acre. With an average household income of
$100,000 annually, only 19% of workers use transit and HH VMT averages 44 miles per day. No major
employment centers. Commercial land uses immediately surrounding the station area are very constrained
(about 10% of the land area)), posing challenges to significant redevelopment. Intensification of existing
residential areas likely to occur through subdivision of land or buildings, estate development, or
institutional expansion.
14 stations
Intensity: 20 persons per developed acre, average
Mix: 0.31 average
Development pipeline: 450 housing units and space for 1,800 jobs currently in
planning/permitting phase
TOD Goal: 1,100 housing units and 1,350 jobs
Metro Boston Transit Station Typology and TOD Goals – 14 March 2012 Page 11
Urban Gateway
Commuter rail station areas in the traditional downtown of Regional Urban Centers, with an average of
3,400 housing units and 6,700 jobs per station area. However, land use intensities are generally lower
than the Neighborhood Subway stations, and the mix of uses is more even, ranging from .30 to .60. All the
stations are served by commuter rail and most also serve as transfer hubs for MBTA or RTA bus service.
Two downtowns also have subway service (Quincy Center, Malden), and the two densest station areas
could be served by proposed expansions (Chelsea and Lynn.) Most of these downtowns are home to large
communities of low-income, minority, and foreign born residents; the average income is just $48,000, and
most constitute a weak real estate market. TOD may take the form of gradual parcel-scale revitalization
(Chelsea), major adaptive reuse opportunities (Lowell), or district-scale redevelopment (Quincy Center).
17 stations
Intensity: 32 persons per developed acre, average
Mix: 0.41 average
Development pipeline: 2,000 housing units and space for 4,600 jobs currently in
planning/permitting phase
TOD Goal: 7,500 housing units and 7,700 jobs
Town & Village
Commuter rail station areas in town centers, business districts, or villages, including some Inner Core
stations (Hyde Park, Roslindale, West Medford), traditional suburban downtowns (Franklin, Canton
Center), and smaller business clusters in low-density suburbs (North Scituate, Hamilton/Wenham). The
development intensity averages just 16 persons per acre, and the mix generally ranges from .20 to .50.
With a few exceptions, each station area has at least 100 business establishments and more than 1,000
workers, which may be clustered around the station or at some distance. Large parking areas and low-
intensity commercial uses create conditions for parcel-scale reuse or small-scale land assembly, though
local approvals are often challenging.
59 stations
Intensity: 16 persons per developed acre, average
Mix: 0.36 average
Development pipeline: 300 housing units and space for 800 jobs currently in planning/permitting
phase
TOD Goal: 8,600 housing units and 7,000 jobs
Metro Boston Transit Station Typology and TOD Goals – 14 March 2012 Page 12
Commerce Park
Commuter rail station areas near a major existing or proposed employment center. Current land use
intensity varies considerably, but the development is principally employment oriented at most stations.
Existing development includes major office parks and industrial facilities (Mishawum, Dedham Corporate
Center, Quincy Adams), institutions (Brandeis, Monserrat/Beverly Hospital), or entertainment destinations
(Foxborough). Station areas are often industrial, auto-oriented, and isolated from the surrounding
community, making them challenging sites for mixed use TOD in the absence of major land parcel
assembly. Additional economic development at these sites does increase potential for reverse transit
commutes, if service is available.
11 stations
Intensity: 16 persons per developed acre, average
Mix: 0.71 average
Development pipeline: Space for 1,500 jobs currently in planning/permitting phase
TOD Goal: 1,550 housing units and 10,000 jobs
Suburban Transformation
Suburban station areas likely to experience transformative transit oriented development through a major
development or redevelopment proposal (South Weymouth, Ashland, Westborough).
6 Stations
Intensity: 7 persons per developed acre, average
Mix: 0.56 average
Development pipeline: 4,400 housing units and 4,000 jobs in planning/ permitting phase.
TOD Goal: 6,500 housing units and 7,900 new jobs (about 550% increase, average)
Undeveloped
Suburban commuter rail station areas with very little surrounding development, large areas of vacant
undeveloped land, and wealthy nearby residents. The average intensity is just 7 persons per acre, and
the average mix is .30. Even those station areas where employment is in the majority, there are fewer
than 1,000 workers in the station area. On average, 60% of the station area is undeveloped land, and
commercial uses average just 6% of the land area. Average household income is over $100,000, only
7% of workers use transit, and most households drive 69 miles per day. These stations could experience
small-scale redevelopment or greenfield development, but such TOD may have limited transportation
benefits given the isolation and poor local accessibility of these stations.
30 stations
Intensity: 7.5 persons per developed acre, average
Mix: 0.31 average
Development pipeline: Space for 138 jobs currently in planning/permitting phase
TOD Goal: 4,500 housing units and 2,250 jobs (average of 150 units per station and 75 jobs.)
Metro Boston Transit Station Typology and TOD Goals – 14 March 2012 Page 13
Appendix B: Station area List
Municipality Station Station Type Existing Development Intensity
Existing Developme
nt Mix
Household VMT per
day
Transit Commute
Mode share
Median Household Income (Tract
Average)
Abington Abington Undeveloped 9 0.27 63 6% $72,690
Acton South Acton Undeveloped 6 0.21 75 8% $118,660
Andover Andover Town & Village 18 0.58 56 4% $89,390
Andover Ballardvale Undeveloped 9 0.17 91 6% $131,727
Ashland Ashland Suburban Transformation 8 0.46 50 10% $91,893
Attleboro Attleboro Urban Gateway 25 0.43 50 5% $62,457
Attleboro South Attleboro Undeveloped 7 0.53 56 4% $65,028
Ayer Ayer Town & Village 11 0.39 58 5% $55,863
Belmont Belmont Town & Village 15 0.37 47 11% $99,475
Belmont Waverley Town & Village 19 0.19 37 10% $84,738
Beverly Beverly Urban Gateway 28 0.37 39 9% $59,323
Beverly Beverly Farms Town & Village 6 0.21 65 6% $95,625
Beverly Montserrat Commerce Park 14 0.28 49 7% $73,344
Beverly North Beverly Town & Village 11 0.37 51 4% $74,068
Beverly Prides Crossing Undeveloped 4 0.23 36 6% $95,625
Billerica North Billerica Undeveloped 10 0.36 65 3% $84,589
Boston 21 Dry Dock Ave Seaport / Airport 50 0.98 - 28% $39,375
Boston 25 Dry Dock Ave Seaport / Airport 25 0.94 - 28% $39,375
Boston 88 Black Falcon Seaport / Airport 21 0.91 - 28% $39,375
Boston Airport Seaport / Airport 42 0.22 27 49% $43,630
Boston Airport Terminal A Seaport / Airport 11 0.99 80 35% $58,790
Boston Airport Terminal B 1 Seaport / Airport 9 1 - 23% $73,625
Boston Airport Terminal B 2 Seaport / Airport 10 1 - 35% $58,790
Boston Airport Terminal C&D
Seaport / Airport 8 1 - 23% $73,625
Boston Airport Terminal E Seaport / Airport 4 0.98 71 35% $58,790
Boston Allston Street Neighborhood Subway 57 0.22 21 43% $48,936
Boston Andrew Neighborhood Subway 35 0.32 28 34% $39,730
Boston Aquarium Metro Core 399 0.92 24 21% $69,147
Boston Arlington Metro Core 244 0.78 22 25% $66,143
Boston Ashmont Neighborhood Subway 36 0.23 31 29% $53,499
Boston Babcock Street Neighborhood Subway 50 0.23 19 38% $53,048
Boston Back Bay Metro Core 211 0.76 22 29% $60,855
Boston Back Of The Hill Neighborhood Subway 54 0.32 20 36% $75,066
Boston Bellevue Town & Village 20 0.18 41 19% $72,070
Boston Black Falcon @ Design Center
Seaport / Airport 53 0.98 277 28% $39,375
Boston Blandford Street Metro Core 117 0.5 16 26% $60,422
Metro Boston Transit Station Typology and TOD Goals – 14 March 2012 Page 14
Municipality Station Station Type Existing Development Intensity
Existing Developme
nt Mix
Household VMT per
day
Transit Commute
Mode share
Median Household Income (Tract
Average)
Boston Blue Hill Ave (Fairmount)
Neighborhood Subway 27 0.18 31 30% $59,194
Boston Boston University Central
Metro Core 96 0.56 17 26% $59,200
Boston Boston University East
Metro Core 106 0.53 17 25% $57,789
Boston Boston University West
Neighborhood Subway 58 0.31 19 33% $47,620
Boston Bowdoin Metro Core 295 0.88 20 21% $62,846
Boston Boylston Metro Core 329 0.85 22 22% $63,834
Boston Brigham Circle Metro Core 89 0.56 18 35% $54,581
Boston Broadway Transformational Subway 36 0.62 34 30% $48,107
Boston Butler Trolley Suburb 36 0.42 28 27% $56,939
Boston Cedar Grove Neighborhood Subway 30 0.28 33 29% $53,842
Boston Charles/MGH Metro Core 138 0.6 20 18% $70,911
Boston Chestnut Hill Avenue Neighborhood Subway 45 0.09 22 40% $77,512
Boston Chinatown Metro Core 316 0.9 23 22% $59,043
Boston Chiswick Road Neighborhood Subway 50 0.1 22 40% $69,822
Boston City Point Bus Terminal
Seaport / Airport 39 0.3 37 30% $59,301
Boston Cleveland Circle Neighborhood Subway 39 0.12 22 40% $77,512
Boston Community College Neighborhood Subway 40 0.57 34 26% $85,972
Boston Copley Metro Core 224 0.79 21 27% $68,378
Boston Courthouse Seaport / Airport 103 0.97 72 33% $72,465
Boston Downtown Crossing Metro Core 409 0.91 24 22% $63,031
Boston Dry Dock Ave @ Design Center Pl
Seaport / Airport 52 0.98 277 28% $39,375
Boston Dry Dock Ave @ Harbor St
Seaport / Airport 44 0.98 251 33% $48,310
Boston Dudley Square Transformational Subway
51 0.48 23 35% $34,948
Boston E First St @ M St Seaport / Airport 37 0.31 37 30% $59,301
Boston E. Berkeley St Metro Core 75 0.59 26 29% $56,751
Boston Fairmount Town & Village 20 0.26 43 19% $61,285
Boston Fenway Park Metro Core 88 0.52 17 29% $55,429
Boston Fenwood Road Metro Core 88 0.55 18 35% $58,850
Boston Fields Corner Neighborhood Subway 44 0.21 28 37% $43,253
Boston Forest Hills Transformational Subway
36 0.3 31 46% $37,820
Boston Four Corners/ Mount Bowdoin (Fairmount)
Neighborhood Subway 40 0.13 27 41% $28,905
Boston Government Center Metro Core 364 0.89 22 21% $62,846
Boston Green Street Neighborhood Subway 39 0.25 32 41% $68,348
Boston Griggs Street Neighborhood Subway 62 0.21 20 43% $49,692
Boston Harvard Avenue Neighborhood Subway 60 0.21 20 40% $50,169
Boston Haymarket Metro Core 301 0.87 21 21% $67,459
Metro Boston Transit Station Typology and TOD Goals – 14 March 2012 Page 15
Municipality Station Station Type Existing Development Intensity
Existing Developme
nt Mix
Household VMT per
day
Transit Commute
Mode share
Median Household Income (Tract
Average)
Boston Heath Street Neighborhood Subway 56 0.21 22 37% $74,365
Boston Herald St Metro Core 148 0.75 26 29% $56,085
Boston Highland Town & Village 18 0.29 45 17% $81,578
Boston Hyde Park Town & Village 23 0.27 41 21% $46,558
Boston Hynes Convention Ctr/ICA
Metro Core 163 0.52 16 29% $64,805
Boston Jackson Square Neighborhood Subway 44 0.18 29 38% $48,129
Boston JFK/UMASS Transformational Subway
42 0.26 26 37% $36,246
Boston Kenmore Metro Core 149 0.45 16 28% $53,971
Boston Lenox St Transformational Subway
83 0.48 23 34% $39,583
Boston Longwood Medical Area
Metro Core 102 0.52 18 33% $46,617
Boston Massachusetts Ave Metro Core 88 0.46 23 33% $40,719
Boston Massachusetts Ave Metro Core 131 0.42 19 32% $50,892
Boston Mattapan Neighborhood Subway 25 0.22 37 26% $64,584
Boston Maverick Transformational Subway
57 0.22 25 51% $45,766
Boston Melnea Cass Blvd Transformational Subway
88 0.57 21 36% $37,398
Boston Mission Park Metro Core 91 0.56 17 34% $59,264
Boston Morton Street Transformational Subway
32 0.09 29 37% $43,674
Boston Museum of Fine Arts Metro Core 99 0.38 17 33% $40,291
Boston Ne Medical Center Metro Core 220 0.85 25 29% $53,254
Boston Newmarket Transformational Subway
34 0.54 28 36% $40,015
Boston Newton St Metro Core 92 0.46 25 33% $48,922
Boston North Station Metro Core 198 0.76 21 21% $71,237
Boston Northeastern Metro Core 130 0.34 16 33% $42,227
Boston Northern Ave @ Harbor St
Seaport / Airport 50 0.98 287 33% $48,310
Boston Northern Ave @ Tide St
Seaport / Airport 51 0.97 - 28% $39,375
Boston Orient Heights Neighborhood Subway 30 0.23 31 49% $22,854
Boston Packards Corner Neighborhood Subway 55 0.25 20 40% $51,104
Boston Park Street Metro Core 407 0.89 21 22% $63,031
Boston Pleasant Street Neighborhood Subway 53 0.24 18 33% $49,420
Boston Prudential Metro Core 164 0.59 19 30% $63,910
Boston Readville Town & Village 12 0.33 39 17% $67,224
Boston River St (Fairmount) Trolley Suburb 24 0.08 34 23% $66,593
Boston Riverway Neighborhood Subway 84 0.58 19 36% $75,066
Boston Roslindale Village Town & Village 26 0.17 38 32% $55,263
Boston Roxbury Crossing Neighborhood Subway 73 0.35 22 35% $28,330
Boston Ruggles Metro Core 99 0.35 18 35% $41,724
Metro Boston Transit Station Typology and TOD Goals – 14 March 2012 Page 16
Municipality Station Station Type Existing Development Intensity
Existing Developme
nt Mix
Household VMT per
day
Transit Commute
Mode share
Median Household Income (Tract
Average)
Boston Saint Paul Street (B) Neighborhood Subway 54 0.28 19 33% $49,420
Boston Savin Hill Neighborhood Subway 40 0.28 30 35% $45,824
Boston Science Park Metro Core 149 0.73 19 21% $72,357
Boston Shawmut Neighborhood Subway 42 0.18 29 34% $44,465
Boston Silver Line Way Seaport / Airport 44 0.98 230 33% $48,310
Boston South Station Metro Core 424 0.94 26 21% $41,653
Boston South Street Neighborhood Subway 40 0.1 21 34% $90,371
Boston State Metro Core 381 0.92 23 21% $62,846
Boston Stony Brook Neighborhood Subway 51 0.16 31 40% $53,656
Boston Suffolk Downs Transformational Subway
21 0.23 34 51% $29,001
Boston Sullivan Square Transformational Subway
28 0.42 31 29% $58,342
Boston Summer St @ Powerhouse St
Seaport / Airport 28 0.51 40 30% $67,773
Boston Sutherland Road Neighborhood Subway 53 0.12 22 39% $70,710
Boston Symphony Metro Core 138 0.47 18 32% $54,706
Boston Talbot Ave (Fairmount)
Neighborhood Subway 38 0.16 28 40% $37,936
Boston Union Park St Metro Core 81 0.51 26 32% $53,952
Boston Uphams Corner Neighborhood Subway 42 0.16 29 38% $40,742
Boston Warren Street Neighborhood Subway 58 0.2 21 42% $49,410
Boston Washington Street Neighborhood Subway 54 0.18 22 42% $64,406
Boston West Roxbury Town & Village 17 0.26 42 14% $79,559
Boston Wood Island Neighborhood Subway 26 0.25 29 39% $50,200
Boston Worcester Square Metro Core 93 0.48 23 33% $45,093
Boston World Trade Center Seaport / Airport 67 0.97 88 33% $48,310
Boston Yawkey Metro Core 106 0.5 16 25% $56,312
Braintree Braintree Town & Village 15 0.55 49 14% $80,027
Bridgewater Bridgewater Town & Village 23 0.3 57 5% $81,851
Brockton Brockton Urban Gateway 28 0.52 37 8% $45,965
Brockton Campello Town & Village 19 0.27 39 9% $55,005
Brockton Montello Town & Village 16 0.26 51 7% $53,459
Brookline Beaconsfield Neighborhood Subway 34 0.18 24 38% $91,491
Brookline Brandon Hall Neighborhood Subway 55 0.34 21 34% $94,195
Brookline Brookline Hills Neighborhood Subway 34 0.32 26 32% $104,065
Brookline Brookline Village Neighborhood Subway 52 0.31 20 36% $86,430
Brookline Coolidge Corner Neighborhood Subway 64 0.3 20 33% $84,289
Brookline Dean Road Neighborhood Subway 42 0.17 23 41% $73,064
Brookline Englewood Avenue Neighborhood Subway 39 0.18 23 41% $75,284
Brookline Fairbanks Street Neighborhood Subway 46 0.2 21 37% $83,545
Brookline Hawes Street Neighborhood Subway 64 0.32 18 30% $60,046
Metro Boston Transit Station Typology and TOD Goals – 14 March 2012 Page 17
Municipality Station Station Type Existing Development Intensity
Existing Developme
nt Mix
Household VMT per
day
Transit Commute
Mode share
Median Household Income (Tract
Average)
Brookline Kent Street Neighborhood Subway 60 0.37 19 30% $66,728
Brookline Longwood Metro Core 89 0.53 18 31% $69,530
Brookline Reservoir Neighborhood Subway 39 0.14 24 40% $77,512
Brookline Saint Marys Street Neighborhood Subway 89 0.52 18 29% $57,793
Brookline Saint Paul Street (C) Neighborhood Subway 61 0.34 20 33% $86,542
Brookline Summit Ave/Winchester St
Neighborhood Subway 58 0.31 20 33% $84,289
Brookline Tappan Street Neighborhood Subway 40 0.14 23 41% $73,064
Brookline Washington Square Neighborhood Subway 36 0.14 23 41% $75,438
Cambridge Alewife Transformational Subway
34 0.49 32 29% $66,002
Cambridge Central Neighborhood Subway 74 0.32 21 28% $61,415
Cambridge Harvard Metro Core 113 0.56 16 28% $61,619
Cambridge Kendall/MIT Metro Core 151 0.9 22 25% $54,435
Cambridge Lechmere Transformational Subway
58 0.71 23 27% $70,955
Cambridge Porter Neighborhood Subway 45 0.24 25 36% $72,077
Canton Canton Center Town & Village 15 0.34 60 12% $84,895
Canton Canton Junction Town & Village 14 0.46 57 12% $84,895
Chelsea Chelsea Urban Gateway 64 0.33 27 24% $40,284
Cohasset Cohasset Undeveloped 7 0.64 102 13% $92,710
Concord Concord Town & Village 12 0.48 59 8% $123,161
Concord West Concord Town & Village 16 0.59 54 6% $113,857
Dedham Dedham Corp Ctr Commerce Park 25 0.8 112 12% $93,136
Dedham Endicott Undeveloped 9 0.06 59 14% $81,942
Foxborough Foxboro (Spl Evt) Commerce Park 5 0.72 93 2% $90,620
Framingham Framingham Urban Gateway 29 0.5 47 4% $48,663
Franklin Forge Park/495 Commerce Park 9 0.83 80 6% $83,654
Franklin Franklin/Dean Coll Town & Village 16 0.35 58 7% $82,495
Gloucester Gloucester Urban Gateway 33 0.4 38 6% $43,748
Gloucester West Gloucester Undeveloped 7 0.1 71 1% $72,053
Halifax Halifax Undeveloped 6 0.01 92 8% $81,855
Hamilton Hamilton/Wenham Town & Village 10 0.39 59 5% $107,659
Hanson Hanson Undeveloped 5 0.36 79 4% $81,500
Haverhill Bradford Urban Gateway 25 0.24 50 6% $42,306
Haverhill Haverhill Urban Gateway 34 0.35 43 5% $44,717
Hingham Nantasket Junction Undeveloped 4 0.14 65 11% $71,205
Hingham West Hingham Undeveloped 10 0.51 74 18% $99,269
Holbrook Holbrook/Randolph Town & Village 8 0.24 71 11% $64,618
Ipswich Ipswich Town & Village 19 0.42 59 5% $83,625
Kingston Kingston Suburban Transformation 2 0.61 44 7% $80,668
Metro Boston Transit Station Typology and TOD Goals – 14 March 2012 Page 18
Municipality Station Station Type Existing Development Intensity
Existing Developme
nt Mix
Household VMT per
day
Transit Commute
Mode share
Median Household Income (Tract
Average)
Lakeville Middleborough/Lakeville
Undeveloped 5 0.57 98 4% $77,009
Lawrence Lawrence Urban Gateway 28 0.45 32 5% $28,629
Lincoln Lincoln Undeveloped 11 0.53 56 9% $143,792
Littleton Littleton/Route 495 Undeveloped 6 0.81 89 2% $103,884
Lowell Lowell Urban Gateway 31 0.3 36 3% $44,547
Lynn Lynn/Central Square
Urban Gateway 42 0.48 20 9% $25,684
Lynn River Works Commerce Park 21 0.84 48 10% $34,517
Malden Malden Center Urban Gateway 37 0.32 27 31% $54,035
Malden Oak Grove Transformational Subway
28 0.13 32 36% $54,883
Manchester Manchester Town & Village 10 0.45 58 12% $105,000
Mansfield Mansfield Town & Village 14 0.31 59 8% $59,741
Medford Ball Sq (GLX) Neighborhood Subway 37 0.15 33 31% $74,283
Medford College Ave (GLX) Neighborhood Subway 30 0.08 34 26% $67,488
Medford Wellington Transformational Subway
25 0.49 46 23% $65,775
Medford West Medford Town & Village 19 0.1 41 20% $64,064
Melrose Melrose/Cedar Park Town & Village 27 0.4 39 17% $77,191
Melrose Melrose/Highlands Town & Village 17 0.21 40 15% $89,855
Melrose Wyoming Hill Town & Village 24 0.2 38 17% $77,191
Milton Capen Street Trolley Suburb 13 0.06 51 21% $71,081
Milton Central Avenue Trolley Suburb 18 0.18 44 24% $63,598
Milton Milton Trolley Suburb 22 0.38 36 21% $71,640
Milton Valley Road Trolley Suburb 10 0.08 53 23% $65,864
Natick Natick Town & Village 17 0.33 53 6% $93,050
Natick West Natick Town & Village 14 0.21 52 6% $59,334
Needham Hersey Undeveloped 11 0.12 63 8% $129,240
Needham Needham Center Town & Village 17 0.54 54 10% $119,207
Needham Needham Heights Town & Village 16 0.39 47 9% $105,787
Needham Needham Junction Town & Village 13 0.41 53 10% $119,207
Newburyport Newburyport Commerce Park 7 0.79 58 4% $73,200
Newton Auburndale Town & Village 14 0.27 45 17% $114,148
Newton Boston College Neighborhood Subway 28 0.07 28 26% $94,106
Newton Chestnut Hill Trolley Suburb 9 0.42 50 17% $121,394
Newton Eliot Trolley Suburb 15 0.29 52 14% $129,270
Newton Newton Centre Trolley Suburb 20 0.52 47 14% $145,643
Newton Newton Highlands Trolley Suburb 15 0.24 45 18% $99,731
Newton Newtonville Town & Village 20 0.38 43 13% $98,402
Newton Riverside Trolley Suburb 27 0.68 50 14% $139,916
Newton Waban Trolley Suburb 9 0.28 53 13% $145,356
Metro Boston Transit Station Typology and TOD Goals – 14 March 2012 Page 19
Municipality Station Station Type Existing Development Intensity
Existing Developme
nt Mix
Household VMT per
day
Transit Commute
Mode share
Median Household Income (Tract
Average)
Newton West Newton Town & Village 15 0.4 52 14% $113,299
Newton Woodland Trolley Suburb 31 0.68 43 12% $150,818
Norfolk Norfolk Town & Village 7 0.56 63 11% $112,047
Norwood Norwood Central Urban Gateway 20 0.6 53 12% $69,899
Norwood Norwood Depot Town & Village 18 0.39 52 9% $72,936
Norwood Windsor Gardens Undeveloped 14 0.1 47 10% $81,894
Plymouth Plymouth Suburban Transformation 11 0.47 56 5% $67,189
Quincy North Quincy Transformational Subway
25 0.31 35 30% $64,038
Quincy Quincy Adams Commerce Park 19 0.47 37 20% $71,065
Quincy Quincy Center Urban Gateway 40 0.61 33 27% $58,935
Quincy Wollaston Neighborhood Subway 25 0.17 34 29% $63,478
Raynham Raynham (South Coast Rail)
Undeveloped 8 0.85 37 0% $90,691
Reading Reading Town & Village 15 0.35 53 6% $110,986
Revere Beachmont Neighborhood Subway 26 0.08 32 46% $33,863
Revere Revere Beach Neighborhood Subway 33 0.14 30 34% $46,168
Revere Wonderland Transformational Subway
23 0.14 33 31% $45,869
Rockport Rockport Town & Village 13 0.31 42 8% $75,152
Rowley Rowley Undeveloped 5 0.2 73 2% $74,911
Salem Salem Urban Gateway 35 0.47 33 12% $52,604
Scituate Greenbush Undeveloped 6 0.46 63 8% $89,648
Scituate North Scituate Town & Village 6 0.33 61 10% $105,606
Sharon Sharon Town & Village 12 0.47 72 14% $100,114
Shirley Shirley Town & Village 12 0.59 66 6% $72,598
Somerville Assembly Square Transformational Subway 13 0.56 34 27% $64,561
Somerville Brickbottom (GLX) Transformational Subway 42 0.56 24 28% $60,806
Somerville Davis Neighborhood Subway 49 0.32 30 39% $73,105
Somerville Gilman Sq (GLX) Neighborhood Subway 52 0.27 29 29% $55,320
Somerville Lowell St (GLX) Neighborhood Subway 40 0.14 31 31% $66,129
Somerville Rte 16 (GLX) Trolley Suburb 24 0.13 34 20% $66,834
Somerville Union Sq (GLX) Transformational Subway
51 0.35 25 29% $59,916
Southborough Southborough Undeveloped 5 0.11 81 6% $119,152
Stoughton North Easton (South Coast Rail)
Undeveloped 12 0.63 70 4% $96,059
Stoughton Stoughton Town & Village 17 0.33 48 5% $71,702
Swampscott Swampscott Town & Village 24 0.24 43 9% $62,302
Taunton Dean St (South Coast Rail)
Urban Gateway 11 0.17 53 3% $45,581
Taunton East Taunton (South Coast Rail)
Undeveloped 10 0.46 47 4% $60,843
Wakefield Greenwood Town & Village 13 0.2 58 12% $87,870
Metro Boston Transit Station Typology and TOD Goals – 14 March 2012 Page 20
Municipality Station Station Type Existing Development Intensity
Existing Developme
nt Mix
Household VMT per
day
Transit Commute
Mode share
Median Household Income (Tract
Average)
Wakefield Wakefield Town & Village 25 0.53 47 9% $83,345
Walpole Plimptonville Undeveloped 9 0.33 77 8% $91,964
Walpole Walpole Town & Village 12 0.59 50 9% $90,061
Waltham Brandeis/Roberts Commerce Park 29 0.45 43 4% $62,188
Waltham Waltham Urban Gateway 38 0.41 37 7% $53,580
Wellesley Wellesley Farms Undeveloped 6 0.06 65 13% $156,125
Wellesley Wellesley Hills Town & Village 13 0.52 59 12% $175,695
Wellesley Wellesley Square Town & Village 22 0.55 49 9% $130,020
Westborough Westborough Suburban Transformation 15 0.87 49 1% $94,519
Weston Hastings Undeveloped 4 0.12 74 7% $164,972
Weston Kendal Green Undeveloped 4 0.2 62 6% $110,600
Weston Silver Hill Undeveloped 4 0.06 78 9% $154,382
Westwood Islington Commerce Park 16 0.69 54 9% $86,747
Westwood Route 128 Suburban Transformation 2 0.66 41 11% $105,055
Weymouth East Weymouth Town & Village 11 0.24 54 10% $82,620
Weymouth South Weymouth Suburban Transformation 5 0.3 83 6% $73,779
Weymouth Weymouth Landing/East Braintree
Town & Village 17 0.34 53 11% $69,425
Whitman Whitman Town & Village 13 0.2 58 6% $73,444
Wilmington North Wilmington Undeveloped 7 0.18 67 3% $93,762
Wilmington Wilmington Town & Village 9 0.45 57 4% $96,337
Winchester Wedgemere Town & Village 12 0.28 59 11% $141,926
Winchester Winchester Center Town & Village 19 0.48 50 9% $124,136
Woburn Anderson/Woburn Commerce Park 13 0.95 136 3% $71,654
Woburn Mishawum Commerce Park 18 0.94 59 3% $77,022