Measuring multi-activities accessibility and equity with accessibility-oriented development strategies

The transportation and land use planning paradigm is shifting away from segregated uses connected by highways and roads to more compact, mixed-use developments connected by high-quality transit. This new paradigm has brought transit-oriented development (TOD) to the fore, and researchers continue to highlight advantages of this style of well-integrated land use and transportation planning. When it comes to affordability, what counts isn’t housing costs alone but the combination of housing plus transportation costs (H+T). If TODs do, in fact, command higher rents due to increased transit accessibility, this creates an issue of social equity, especially if higher housing costs are not offset by transportation-related cost savings. Promoting a development style that limits access for transit-dependent populations by pricing those residents out of the market could potentially be counterproductive. This study (Phase I) assesses rent premiums associated with living in TODs and answers the question of whether TOD-style development is affordable for low- and moderate-income households by first, compiling a complete 100% inventory of free-standing TODs in the U.S. It also identifies measures taken by decision-makers (mainly jurisdictions and transit operators) and TOD developers to make housing affordable for low- and moderate-income households. Our complete inventory has 183 potential TODs within 26 rail-served regions. Among them, 85 TODs within 23 regions meet our TOD criteria. Our analysis reveals that there is a significant level of variability across regions, TODs and individual housing projects within TODs in terms of numbers and shares of designated and naturally occurring affordable units. Overall, one-third of the TODs have units that are naturally affordable to families of two people who earn less than 80% of the area median income, one-fourth of the TODs have such units for families of four people, and only 15% of them offer the same to families of three people. Interestingly, 15% of the projects within TODs are 100% affordable, while 60% of the projects offer either less than 10% or none of their units as affordable. Finally, there are only a few measures designed to specifically promote/ incentivize/ regulate the production of affordable housing in TODs.

The positive impact of transit-oriented-development characteristics on Metro Station usage: A case study of Tehran's metro stations and TOD index calculation

<p>Edmonton is currently implementing a plan to significantly expand its light rail transit network. Transit expansion is part of a larger plan to encourage transit-oriented development (TOD) around new and existing transit stations and precipitate a shift towards more dense, efficient land use. Transit technology and routes were then selected, in part, based on their perceived ability to facilitate TOD, and the City has also created the TOD Guidelines and created the TOD Manager position to advance their land use goals. This research includes interviews with 6 developers who are currently undertaking large TOD projects to understand their perceptions of TOD as an investment in the Edmonton, and how effectively municipal decisions have facilitated TOD. The TOD Manager was interviewed, as he plays a critical role in facilitating TOD in Edmonton, as was a planner from the City of Edmonton to provide insight into TOD from a planning perspective and the development approvals process. Key words: urban planning, transit-oriented development (TOD), light rail transit (LRT), Edmonton</p>

Transit oriented development (TOD) has gained popularity as a means to address urbanizations problems such as traffic congestion, air pollution and affordable housing strategies. It simply refers to integration of urban development and public transportation facilities, together with some other characteristics such as “intensified land uses near TOD stations”, “landownership and car-ownership variety”, mixed use, “lower car dependency”, compact form, mass transit stations, open spaces, walkability, etc. The major contention of this paper is to discuss the general concept of TOD, its benefits and challenges in Iranian urban context. It is discussed here that TOD has several positive outcomes considering the existing urbanization trends in Iran. It may be used as a practical instrument to deal with rapidly urbanizing country in which motorization rate is increasing and air pollution is the serious cause of life loss. However there are several challenges which should be faced. The need for an Iranian version of TOD, which re-narrated the theory according to local situation, is the first challenge. A paradigm shift in the government, shifting the priority from housing schemes to mass transit systems is the second challenge needed to be taken into consideration. The third challenge is the overlapping and parallel institutions dealing with mass transit systems in urban and regional transportation planning and insufficient planning instruments. The integrated transportation and urban planning system is necessary here, and there is an urgent need to develop a national TOD guideline with the potential to develop local versions for each city.

This study investigates the connection between transit-oriented development (TOD) input and output and proposes a multiscale TOD definition to address the underutilization of the definition in binary TOD–non-TOD. Data about neighborhood characteristics, a regional travel survey, and two experts’ surveys are used to select and rate variables that impact communities in a study of 33 neighborhoods in Baltimore City, Maryland. Defining scaled-TOD is still nascent and very subjective at this moment because what affects TOD—infrastructure and policies—is controlled and managed by agencies that do not use TOD performance data (outputs) that depend on the users’ personal choice. TOD outputs such as reduced vehicle miles traveled (VMT) or increased transit ridership depend on the users’ choice based on their perception of the effective quality and accessibility of the infrastructure (inputs). Thus, a scaled definition can explain, with a range, the relationship between various components of a context-sensitive paradigm using neighborhood-level characteristics (inputs) and the quality of the neighborhood, VMT, and the performance data (output). The multiscale TOD definition is a step toward developing a much-needed standard metric to evaluate neighborhood sustainability and use as a tool to assess needs and allocate resources in urban transportation planning. The overall analysis of the data indicated that the quality and the condition of the infrastructure influence the neighborhood output in various degrees that can be flagged by its defined level of TODness.

Transit-oriented development (TOD) is a topic that is currently much discussed by architects. Besides discussed by architects, TOD is also much considered by people of various disciplines, such as urban designer, urban planner, property developer, policy developer, etc. The TOD concept understood by architects may be different from the one understood by people of other disciplines. This article compares the TOD concept followed by (candidates of) architecture graduates with the TOD concept that is discussed by people of different disciplines. This article examines the TOD concept that is understood and applied to the architectural design of three architecture graduate candidates with the state of the art of the TOD concept. The comparison is carried out through direct observation of the architectural designing process of the three candidates and reading of the articles written by the candidates recording and summarizing their designing process and the rationales of their designs. It is found that the candidates are very familiar with the regional physical design aspect of TOD (i.e., land-use, density and street network) but are not very familiar with other elements (i.e., residents’ mobility, built environment development staging, and transit and property market and development financing). While the candidates applied TOD principles on land-use, density, and street network in their designs, they did not apply TOD principles on the mentioned other aspects. This article shows the TOD concept as understood by architecture graduates and the understanding’s position within the state of the art of the TOD concept; this article may serve as the shared footing for people of various disciplines to plan and design TOD.

Transit-Oriented Development (TOD) becomes one of sustainable transportation concepts that have been implemented around the world to overcome the transport problems in certain area. This paper aims to identify and to explain general challenges encountered by Jakarta Metropolitan Area (JMA) in the process of adopting TOD. The study is expected to explain the local context discourse and important elements of the TOD area development. The study utilizes a qualitative approach, by applying both primary and secondary sources. The primary data was obtained from in-depth interview in 4 (four) Focus Group Discussions (FGD) conducted from October 2017 to July 2018. The secondary data was acquired from literature reviews, institution reports, and existing policy review. The study observed 5 (five) TOD project currently developed by the private and public sector, such as TOD Dukuh Atas, TOD Ciracas, TOD Cikoko, TOD Pasar Senen, and TOD Tanjung Barat. It is found that the challenges of developing TOD in the case studies comprise 4 (four) important elements, such as regulation, planning and design of TOD, institutional issues, and funding. In this early stage of developing TOD, Indonesia, specifically JMA, still has ample in understanding the challenges of implementing TOD.

Transit-Oriented Development (TOD) is an urban planning approach that encourages a modal shift from private to public transportation. This shift can generate additional benefits from a sustainability perspective. This study aims to assess the efficiency of TOD by applying the data envelopment analysis (DEA) method. The ridership of public transportation is considered as the direct output characteristic of TOD efficiency, and nine indicators of ridership are selected as inputs on the basis of the core concepts of TOD. These concepts include density, diversity, and design (3Ds). The Tokyu Den-en Toshi Line in Japan is presented as a typical case of TOD because this line includes TOD and non-TOD stations. Assessing and comparing the results of all railway stations reveal that almost all indicator values of non-TOD stations are higher than those of TOD stations. The results suggest that TOD planning and programs are inefficient in terms of ridership generation. This implication, however, may be attributed to the inadequacy of the selected indicators for TOD assessment. The results obtained after adding operation year as input indicators and removing transfer station show that TOD stations perform efficiently and in accordance with expectations. This response indicates that the inclusion of influential factors is necessary for equitable TOD assessment. Therefore, other influential factors must be considered when evaluating the efficiency of TOD-based stations with different inherent attributes. In addition, the design input with the largest impact on all inefficient units was identified, suggesting that management of bus service and railway system should be well enhanced.

Transit-oriented development (TOD) remains a popular strategy to achieve environmentally sustainable infill development and auto use reduction. Typically, TOD in the United States offers retail amenities and housing catering to single individuals, childless couples, and empty nesters. Municipal and regional leaders increasingly hold a vision for managing expected growth that aims to increase equity, support households with children, and create mixed-income communities and that includes TOD as a core strategy. These explicitly equity-focused and family-oriented goals call for a different TOD model than has typically been developed. This new model requires an examination of the ways that TOD might attract households with children concerned with access to high-quality schools, even when schools are outside the domain of traditional transportation and land use public agencies. This paper first reviews the TOD and transportation literature and its attention to households with children and issues of public schools for students from kindergarten to Grade 12. Given the information from the literature, a conceptual framework of 10 core connections between TOD, households with children, and schools is hypothesized. Four exploratory case studies from the San Francisco, California, Bay Area offer insights into the opportunities and tensions that practitioners face in planning and implementing TOD that might attract families. A discussion of the 10 core connections in light of the case study evidence follows. The paper concludes with policy and research recommendations.

Improving walkability in a TOD context: Spatial strategies that enhance walking in the Belém neighbourhood, in São Paulo, Brazil

Transit-Oriented Development (TOD) is a prominent urban development approach aimed at maximizing the number of residential, commercial, and walkable spaces within the catchment area of public transportation. Despite its widespread discussion, the definition of the TOD catchment area remains ambiguous. This study expands the research scope of TOD catchment areas by introducing the concept of three TOD circles and examines their relevance within the context of urban shrinkage in the Tokyo Metropolitan Area over time. Focusing on the Den-en-toshi Line, which spans Tokyo and Kanagawa Prefecture, as a case study, we developed a sustainable TOD assessment model based on the node-place-ecology (NPE) framework. This model was used to analyze the dynamic changes in different TOD circles from 2011 to 2019. The results indicate a positive sustainable development trend in the first and second circles, while the third circle shows a slight decline. Moreover, a comparison between urban and suburban areas further supports the notion that the monopolization trend of core stations in Tokyo is intensifying. We believe that the model framework developed in this study has great adaptability and can be widely applied globally to help researchers and urban planners conduct more accurate sustainability assessments of TOD stations.

Transit Oriented Development (TOD) has been recognized as a sustainable approach to urban development and transportation. This study aims to improve the feasibility of developing TOD for Yogyakarta Commuter Line Stations, focusing on the Yogyakarta Railway Station as a transportation system node and catalyst for economic growth. The research method used in this study is spatial modeling with a geographic information system, specifically using a 500-meter buffer area around the Palur Station. The study highlights the potential of integrating public transport and land use to reduce the impact of urban development and attract further development around the transit nodes. The findings of this study can provide valuable insights for policymakers and urban planners in Yogyakarta to enhance the feasibility of developing TOD for the Yogyakarta Commuter Line Stations. The results of this study show that the implementation of TOD around the Palur Station can improve the feasibility of developing TOD for Yogyakarta Commuter Line Stations. The spatial modeling analysis indicates that the area has the potential to attract further development and increase economic growth. The study also identifies the need for optimizing the existing public transport system and its synergy with land use planning to achieve the full potential of TOD.

(1) Background: The issue of equity in the layout of urban green park spaces is an essential dimension of urban public resource allocation. (2) Objective: To analyze the equity of the distribution of parkland in the core area of Beijing from a quantitative and spatial perspective. By measuring both vehicular and pedestrian transport modes, the study identifies areas with low levels of green space provision and provides strategies for optimization. It is hoped that this study can provide a basis for future green space construction in the core area of Beijing. (3) Methods: In this paper, the Gauss Two-step Floating Catchment Area Method (Ga2SFCA) is used to study the green park space layout in the core area of Beijing. The two modes of 30min-walk and 10min-car-journey were used to measure the fair values of the residential unit scale, the street district scale, and the overall scale, respectively. (4) Results: The study results show that the fair values based on the 30-min walk and the 10-min car journey differ significantly. For the 30-min walk-based travel mode, the proportion of fair (Class IV) and fairer (Class V) areas is approximately 20%, while for the 10 min car-based travel mode, the corresponding class is over 90%. (5) Conclusions: The overall equity of urban parkland in Beijing core area is better for car-based travel modes, while for walking modes, the supply is still insufficient, and the distribution of parkland is polarized.

As an urban developing mode, Transit-Oriented Development (TOD) mode targets in energy-saving and bases upon public transportation system, and it has positive significance for solving the problems like disordered sprawl and traffic congestion in Chinese cities. This article intends to take Bin Hu new district in Hefei as the example to illustrate the practice of TOD mode in the urban designdesign in middle to large scale cities. The paper analyzes the relationship among new district, central urban area and public transportation development, and concludes that TOD mode is applicable in the design; it states from the aspects such as the building of “double-rapid” complex public transportation network, setting up of dispersioncompact urban body and TOD community, the mixed use of different types of lands, as well as the scenery design with walking space to realize TOD mode; It also proposes that some flexible methods can be adopted in order to realize the TOD mode. These flexible methods include taking normal bus transit instead of railtransit, setting TOD community with transportation hub, etc.

Transit-oriented development (TOD) typologies around metro station areas in urban China: A comparative analysis of five typical megacities for planning implications