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Housing Crisis Spurs Shift Toward Transit-Oriented Apartment Development

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  Published in House and Home on Friday, November 14th 2025 at 6:29 GMT by KOB 4

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Building Homes Near Transit: A Blueprint for Tackling America’s Housing Crisis

The United States is in the middle of a housing crisis that has left millions of Americans struggling to find affordable, quality places to live. While the crisis is driven by a mix of factors—including stagnant wages, a surge in demand for larger homes, and a shortage of land for new construction—many experts argue that the solution lies not in building more single‑family homes, but in building more apartment complexes strategically located near public transit. As the AP News story “No Car, No Problem: Building Apartments Near Public Transit Could Help Address the Housing Crisis” explains, this strategy could reduce car dependence, curb traffic congestion, and make housing more affordable in urban and suburban areas alike.

The “No Car” Mindset

The article opens with a quote from a transportation planner in Portland, who says, “If you live within a five‑minute walk of a transit line, you’re essentially living in a car‑free zone.” That idea—that the key to solving the housing crisis is to rethink how we define a “home”—has gained traction in cities across the country. The story references a 2023 study by the Urban Institute, which found that apartments within a 10‑minute walk of a transit stop sell for 14% less on average than similar apartments that are further away, making them a more attractive option for low‑ and moderate‑income renters.

How Transit‑Oriented Development Works

Transit‑oriented development (TOD) isn’t a new concept; the term has been used in academic circles since the 1970s. What’s new, according to the AP article, is the way local governments are beginning to use zoning changes to encourage this type of development. For instance, the city of Charlotte, North Carolina, passed a “TOD incentive ordinance” last year that allows developers to build up to 50% more units on properties adjacent to a transit line, provided they also commit to creating a certain percentage of affordable units.

The article links to a PDF from the Charlotte City Planning Office that outlines the specifics of the ordinance: developers may build one additional story, provided the new units have a minimum of 20% affordability. The city also offers a 5‑year tax abatement for TOD projects that meet these criteria. Similar incentives exist in cities like Seattle, where the “Transit‑Access Housing” program offers up to a 30% reduction in property taxes for projects that provide a minimum of 25% affordable units within a half‑mile radius of a bus or rail line.

The Economic Case for TOD

Housing affordability is a major part of the problem, and the AP story provides concrete numbers to illustrate why TOD can help. In 2022, the average rent for a two‑bedroom apartment in the New York City metropolitan area was $2,400, while the median household income was $70,000. This translates to a rent‑to‑income ratio of 4.3, well above the 30% benchmark that economists use to determine whether housing is affordable.

The story highlights that, in areas served by robust public transit, that ratio can drop dramatically. A recent analysis by the Brookings Institution, cited in the article, found that in Chicago’s “Transit Belt,” the rent‑to‑income ratio for a comparable apartment was 2.5. That’s because residents in these neighborhoods spend less on commuting costs, and the high density of apartment units drives down construction costs per square foot. The article quotes a developer from Chicago’s West Loop who says, “When we build apartments next to a rapid transit line, we’re able to use taller, more efficient building designs that reduce our overall costs. Those savings are passed on to the tenant in the form of lower rents.”

Environmental and Social Benefits

Reducing car dependence is not only an economic strategy; it also has a substantial environmental payoff. The article references a 2022 report by the U.S. Environmental Protection Agency, which found that 42% of transportation‑related carbon emissions come from gasoline‑powered vehicles. By encouraging people to live near transit, cities can reduce these emissions significantly. In addition, the article notes that higher density and improved transit access tend to foster more vibrant, mixed‑income neighborhoods, which can reduce socioeconomic segregation.

The story also includes a link to a Pew Research Center report on “Public Transit and Neighborhood Change,” which found that cities that expanded TOD saw a 12% increase in public transit ridership over a decade, and a 9% drop in overall traffic congestion.

Challenges and Criticisms

Not everyone is on board with the TOD approach. The article includes voices from community groups in West Philadelphia that warn that rapid densification can lead to “gentrification” and displacement. The author cites a recent study by the nonprofit Community Reinvestment Fund, which warns that if developers do not include a high percentage of truly affordable units—defined as no more than 30% of the average regional rental rate—existing residents may be priced out of their neighborhoods.

Zoning law is another hurdle. Many suburbs still rely on single‑family zoning that limits the number of units that can be built on a given parcel. The article links to a state‑wide analysis by the National Association of Counties that outlines how local governments can amend zoning codes to facilitate TOD. The analysis suggests that municipalities should adopt “density bonuses” that allow developers to build more units if they commit to affordable housing and public space.

Moving Forward

The AP story concludes with a look at the legislative landscape. Several states—including California, New York, and Virginia—have introduced bills that would provide tax credits to developers who build affordable apartments near transit. The article includes a link to the California Senate Bill 1062, which offers a 15% tax credit for TOD projects that provide 20% affordable units. In Washington, D.C., the “Transit‑Related Housing Act” would require new developments within a half‑mile of a Metro station to include a minimum of 30% affordable units.

City officials and advocacy groups are also exploring “pay‑for‑performance” models, where developers pay a fee to the city that is then used to subsidize the construction of additional affordable units. According to a case study in the article about the city of Portland, such models have already helped build over 1,000 new affordable units in the last five years.

In short, building apartments near public transit is emerging as a multifaceted solution that can address affordability, reduce car dependence, and curb emissions—all while revitalizing communities. Whether the “no car, no problem” philosophy will transform the housing landscape remains to be seen, but the evidence presented in the AP article suggests it is a promising direction for policymakers, developers, and residents alike.