A city (or county) is not an accident but the result of coherent visions and aims

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Transit Oriented Development (TOD)
Cities and counties should promote more livable communities by expanding opportunities for transit-oriented development 
(TOD) so that residents minimize traffic and pollution impacts from traveling for work, shopping, school, and recreation. 
TOD is defined as moderate to high-density development located within an easy walk of a major transit stop, generally with 
a mix of residential, employment, and shopping opportunities. TOD encourages walking and transit use without excluding 
the automobile. According to the 
California Department of Transportation
, “TOD can be new construction or redevelopment 
of one or more buildings whose design and orientation facilitate transit use.” A well-designed, vibrant TOD community can 
provide many benefits for local residents and businesses, as well as for the surrounding region. Compact development near 
transit stops can increase transit ridership and decrease rates of vehicle miles traveled (VMT) thereby yielding a good return 
on transit system investments. TOD can also provide mobility choices, increase public safety, increase disposable household 
income by reducing transportation costs, reduce air pollution and energy consumption rates, help conserve resources and 
open space, assist in economic development, and increase the 
housing supply. TOD is a strategy that may help a community 
achieve its general plan goals related to circulation, 
housing, environmental quality, and economic development. 
Additionally, by improving access to jobs and housing and 
revitalizing existing neighborhoods, TOD can be a tool for 
promoting environmental justice. A variety of factors need to 
be considered during the development and implementation of 
TOD. These factors include transit system design; community 
partnerships; understanding of local real estate markets; 
coordination among local, regional, and state organizations; 
and providing the right mix of planning and financial 
incentives and resources. A successful TOD will reinforce the 
community and the transit system. Transit operators, property 
owners, and residents should be involved in the development 
of TOD proposals. Planners should consult data to identify and assess potential locations for TOD during preparation of the 
land use, circulation, and housing elements of the general plan. An inventory of potential development (and redevelopment) 
sites within a quarter to a half mile of existing and proposed transit stops may reveal potential locations for TOD. Additional 
data may be used to verify the optimum location and mix of uses to further refine the viability of TOD at specific transit hubs. 
These data may include origin and destination studies, transit ridership protections, and information related to the appropriate 
jobs-to-housing ratio and level of retail services. The appropriate density and intensity will support a high level of transit service. 
Local governments can promote TOD through general plan policies that encourage supportive densities and designs and a mix 
of land uses. TOD-supportive policies provide for higher land use densities, reduced parking requirements, decreased automobile 
traffic levels of service, and increased transit levels of service. TOD policies should facilitate a pedestrian-oriented environment 
with features such as traffic calming strategies, traditional street grid patterns with smaller blocks, and architecture that orients 
buildings to sidewalks, plazas, and parks rather than to parking.
Land use policies should align with other elements to provide 
opportunities for innovation and co-benefits
Image by Urban Advantage, JBG Companies; Duany Plater-Zyberk & Company

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OPR Recommended Policies
These policies are an example of recommended policies adopted by varying jurisdictions, to be modified and used as appropriate. 
A full list of recommended policies and examples can be found 
here
Sample Policy
Example of Application
Relationship to Other Elements
Provide for and encourage the development of a broad range of uses in 
the [city/county]’s commercial centers and corridors that reduce the 
need to travel to adjoining communities and capture a greater share of 
local spending.
La Habra
Circulation, economic development, climate 
change
[City, county shall] require that new neighborhoods be designed 
to locate all housing within ½ mile of a central gathering place that 
incorporates public spaces, shopping areas, access to transit, and/or 
community-supportive facilities and services.
Sacramento
Circulation, open space, equitable and resilient 
communities, healthy communities, economic 
development
[City, county shall] prioritize the provision of necessary major street 
infrastructure and utility capacities for properly zoned land, consistent 
with the general plan so that such land can be developed in a timely 
manner to supports economic development.
Fresno
Circulation, economic development
[City, county shall] review the general plan’s residential and commer-
cial capacities every five years and modify, as necessary, to reflect 
development that has occurred, its impacts, evolving market and 
economic conditions, and consistency with community values.
Pasadena
Open space, conservation, healthy communi-
ties, climate change

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