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Blog Assignment 7

 The first major barrier to TOD is the current zoning laws and land use policies. Most American cities still follow single-use zoning, a planning approach separating different land use types into distinct areas. To give an example, housing is only allowed in residential zones. At the same time, businesses, shops, and offices are restricted to commercial zones. This makes everything more spread out than it needs to be. This often requires a car to get from home to work to the grocery store. This is the opposite of what TOD needs to thrive. However, if we want TOD in America to do well, we need to rewrite current zoning codes, which will allow mixed-use development near transit stations. This will encourage the people who live there to use public transit instead of using their car or driving far away to get to their destination. When in reality, it is right where they live or very close.

What is Transit Oriented Development(TOD)? TOD promotes high density, mixed use development with public transit integrated. The main goal of TOD is to create walkable, sustainable communities. TOD works to improve the environment and ecological footprint of cities. Transit Oriented Development also integrates pedestrian friendly infrastructure, as there are a lot of wide walking lanes, bike lanes, and there is a lack of car traffic. As well as that, TOD allows cities to have reduced Parking requirements, as car dependency is reduced, and therefore there is more open land that could be used for parks, markets, etc. Community gathering spaces are more common, and there is easy accessibility to  amenities such as grocery stores, pharmacies, and more due to close proximity and public transit.

A major barrier to TOD in Cincinnati is the current layout of transportation in the city. Currently basically everything is car based, with numerous highways cutting through Cincinnati and a lack of public transportation into the downtown area combining for a car-centered layout. This can increase the difficulty for new public TOD in the city as mainlines of transportation would likely need a serious overhaul in redevelopment or a total destruction of current transportation veins. In order for TOD to be implemented, there would need to be an overhaul of development centered around pedestrian walkability, and alternate modes of public transport, whether it’s via ride-share bikes, designated bus lanes and expansion of Cinci’s bus system, or an expanded  tram line. TOD would improve density as well with a reduction in need for parking spaces, but an equivalent or better public transit system needs to be in place in order for TOD to work and continue working long term.  

Barriers to Transit-Oriented Development (TOD) in America are numerous and multifaceted, including zoning laws, high development costs, limited political will, and resistance from local communities. One major obstacle is restrictive zoning policies that prioritize car-centric development, making it difficult to build high-density housing or mixed-use developments near transit hubs. Additionally, there are financial challenges, as developers often face higher costs for land acquisition and infrastructure improvements when attempting to create TOD projects. This is compounded by the fact that some local governments may lack the political will or resources to prioritize transit investments over traditional car-oriented infrastructure. Resistance from residents who are wary of increased density or changes to neighborhood character can also slow down TOD initiatives. However, cities can overcome these barriers by adopting flexible zoning regulations that encourage mixed-use development and by incentivizing developers with tax credits or other financial support. Political leaders must also advocate for transportation infrastructure investments and prioritize TOD projects as a long-term solution to urban sprawl and climate change. A successful example of TOD can be found in Portland, Oregon, where the city has effectively integrated light rail into its urban fabric, creating vibrant, walkable communities around transit stations. This has been achieved through progressive land-use policies, public-private partnerships, and active community engagement. By aligning development goals with transit priorities, cities like Portland demonstrate how TOD can be a powerful tool for sustainable urban growth and improved mobility.

One big challenge for Transit-Oriented Development (TOD) in the U.S. is outdated zoning laws that make it hard to build mixed-use, walkable areas near transit. High costs, community pushback, and unreliable public transportation also make TOD difficult. People worry about things like gentrification and overcrowding, which can slow projects down. Cities can fix this by changing zoning laws to allow more housing and businesses near transit, offering financial help to developers, and improving public transportation. A great example is Arlington, Virginia’s Rosslyn-Ballston corridor. It used to be car-focused, but after zoning changes and transit investments, it became a successful, walkable area with housing, offices, and retail centered around Metro stations.

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Blog Assignment 5

Introduction- Being physically active is important for human health, when people are living in cities walkability needs to be an important aspect of that city. Many cities across America and generally in North America, do not support fully walkable cities. Rather, we see car centric cities. When humans rely on cars to get places, this increases carbon emissions for those who can afford to drive. For those who cannot drive, this can pose a very difficult task to walk/bike to their destinations. In some cities, there are not even sidewalks to walk on for pedestrians and the infrastructure fully supports cars.

Humans need to at least walk 6,000-8,000 steps a day but for  optimal health 10,000 is required. In these car-centric cities that is very hard/impossible to achieve. When people are not able to walk everyday or they are not walking enough, obesity rates rise, mental health issues are more likely to occur, and in some cases cancer and diseases or more likely to occur as well. 

What Type of Transportation Infrastructure or Street Features Could Make Cincinnati a “Happier” City?

There are a number of different ways Cincinnati could become a “happier” city. One way Cincinnati could become happier is by focusing on the development of mixed-use buildings along streets including shops, markets, and homes. As well as that, streets should be designed to favor social interaction. An example of this would be by creating more shared streets that offer areas for pedestrians and bikers along with a limited amount of cars, which represents Camillo Sitte’s theory of a human centered urban experience. Another way Cincinnati could become a happier city is by improving public transit. Increasing the efficiency of the streetcar system would make public transit a more practicable alternative to driving, as it is much more efficient and it is better for the environment.

Camillo Sitte Street Plan

Building off the idea of making streets that favor social interaction, another way to make Cincinnati a happier city would be to expand upon certain districts that already accomplish this. This would fall under Lynch’s theories of designating districts and expanding upon the paths that citizens already take in those areas. By taking these ideas into consideration, elements such as bike lanes, pedestrian walkways, and efficient public transit, the city can lead these pathways to important districts like the Findlay Market where people gather consistently to enjoy social interaction. Clearly defining distinct districts as well creating well placed nodes and improving walkability where community activity and social interaction will foster a sense of belonging for Cincinnati residents. Additionally, combining unique landmarks and districts celebrating Cincinnati’s heritage can serve as navigational aids for pedestrians, bikers, and public transport users alike will furthermore increase their connectivity to the city.

 We feel like adding greenspaces, parks, and traffic calming measures would keep the city happier. Adding more small parks, trees, and greenery along streets makes the city feel more inviting. Green spaces provide a place for people to relax, exercise, and socialize while also helping reduce pollution and heat. Also slower speed limits, speed bumps, and narrower roads in neighborhoods could make streets safer for pedestrians and cyclists while reducing stress for drivers. Lower speed limits and better street design also help create a more peaceful and friendly environment, making the city feel more connected and enjoyable for residents and visitors alike. We find these ways effective because they bring the community together and keep the city a safer place.

In conclusion, the lack of walkability in many North American cities, including Cincinnati, has significant consequences for both human health and the environment. Car-centric urban design discourages physical activity, leading to rising obesity rates, increased risks of chronic diseases, and mental health issues. Additionally, reliance on cars contributes to carbon emissions, making cities less sustainable and less accessible for those who cannot drive. To make Cincinnati a happier and healthier city, we must prioritize pedestrian-friendly infrastructure, expand public transportation, and create more mixed-use developments where people can live, work, and shop within walking distance. Investing in green spaces, bike lanes, and safer sidewalks will encourage active lifestyles, foster community connections, and improve overall well-being. By embracing walkability and different forms of street infrastructure, Cincinnati can become a more vibrant, inclusive, and sustainable city for all.

Question- What small changes to Cincinnati's streets or transit system do you think would have the biggest positive impact on daily life?