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.

http://mapc.org/data-services/publications

http://mapc.org/data-services/available-data/projections.

http://mapc.org/data-services/available-data/projections.

Metro Boston Transit Station Typology and TOD Goals – 14 March 2012

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


Figure 1: Transit Station Area Types Map


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.


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.


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%


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%


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%.


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


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


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.


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


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


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.


Neighborhood Subway, continued

63 stations


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%.


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


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


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


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


Mix: 0.41 average

Development pipeline: 2,000 housing units and space for 4,600 jobs currently in

planning/permitting phase


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


Mix: 0.36 average

Development pipeline: 300 housing units and space for 800 jobs currently in planning/permitting

phase



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


Mix: 0.71 average

Development pipeline: Space for 1,500 jobs currently in planning/permitting phase



Suburban station areas likely to experience transformative transit oriented development through a major

development or redevelopment proposal (South Weymouth, Ashland, Westborough).

6 Stations


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.)


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



Existing Developme

nt Mix

Household VMT per

day

Transit Commute

Mode share


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


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)


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



Existing Developme

nt Mix

Household VMT per

day

Transit Commute

Mode share


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



Existing Developme

nt Mix

Household VMT per

day

Transit Commute

Mode share


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)


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



Existing Developme

nt Mix

Household VMT per

day

Transit Commute

Mode share


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


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



Existing Developme

nt Mix

Household VMT per

day

Transit Commute

Mode share


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



Existing Developme

nt Mix

Household VMT per

day

Transit Commute

Mode share


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



Existing Developme

nt Mix

Household VMT per

day

Transit Commute

Mode share


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

a context-based station area typology and transit oriented...

Documents