Transit Oriented Development

11 Key excerpts on "Transit Oriented Development"

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  eBook - ePub

  Transit-Oriented Development

  Learning from International Case Studies

  • Ren Thomas, Luca Bertolini(Authors)
  • 2020(Publication Date)
  • Palgrave Pivot

    (Publisher)

  a type of community development that includes a mixture of housing, office, retail and/or other commercial development and amenities integrated into a walkable neighborhood and located within a half-mile of quality public transportation

  . (CTOD 2019 )

  If this sounds familiar, it is because many cities around the world used to be built this way before the advent of the car. Developing pedestrian-oriented, small-scale urban neighborhoods and streets was commonplace until the 1950s, and these places can be experienced in many historic neighborhoods around the world. For this reason, Calthorpe considers himself “a reviver rather than an originator of ideas” (Newman 1991 ). As a reaction to decades of car-oriented development, the modern vision of TOD began as a rail-based concept with development focused around station areas, with the basic premise that re-orienting urban development toward more dense corridors had the potential to preserve land, decrease car use, curb urban sprawl , and accommodate regional growth.

  CTOD (2007 ) suggests that demographic shifts , and accompanying shifts in housing preferences, are another reason that cities might invest in TOD: the fastest-growing household type is no longer the two-parent, two-child household, which is now just 25 percent of the total number of households in the US and in Canada. More rapid growth in households made up of couples without children, single parents, people living alone, seniors, and immigrants has resulted in a vastly increased demand for public transit; historically, all of these household types have taken public transit at higher rates than the two-parent, two-child household. A national study showed that by 2030, 40 percent of households in the US were looking for high-density housing near transit (CTOD 2007 ). People living in areas close to TOD have lower car ownership and smaller household sizes (Ewing and Cervero 2010

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  The New Transit Town

  Best Practices In Transit-Oriented Development

  • Hank Dittmar, Gloria Ohland, Hank Dittmar, Gloria Ohland(Authors)
  • 2012(Publication Date)
  • Island Press

    (Publisher)

  > 02

  Defining Transit-Oriented Development: The New Regional Building Block

  Hank Dittmar and Shelley Poticha

  During the past decade there has been a tectonic shift in consumer preferences, employer location strategies, and transportation planning values. Sitting, as it does at the convergence of these trends, transit-oriented development (TOD) has the potential to form a new approach to development that builds on their synergy and results in places and regions that meet the demand for location-efficient mixed-use neighborhoods, supports regional economic growth strategies, and increases housing affordability and choice. TOD could be nothing less than the defining armature for a fundamental rethinking about how we build communities and how we make regional policy and investment decisions. Nonetheless, two questions persist: What are we aiming for? And what is TOD, anyway? Surprisingly, both questions have remained largely unanswered in the decade-plus effort to implement TOD.1

  Defining Goals

  Imagine a region made up of a network of great neighborhoods—places where residents of diverse incomes, ages, and backgrounds have the option to walk to nearby shopping, parks, and schools; where streets are safe to walk along and public spaces are beautiful, inviting, and frequented; and where people can choose to take a train or bus to their destinations as easily and conveniently as a car. Imagine, as well, a region where job centers are convenient for employees around the clock, where they can easily take care of errands during lunch, catch a movie after work, or even bike to the office. These job centers, even those located in suburbia, are linked to a network of neighborhoods and a revitalized downtown by high-quality, efficient transit.

  > What this vision delivers is a new level of choice and freedom for those who want it. Families who want or need to save money can choose to live with one less car without sacrificing mobility and access. Individuals who seek out environments with active street lives and cultural scenes have a variety of options instead of having to choose the one or two great, but overpriced, neighborhoods that fit that description in most regions today. Employers who recognize that their labor pool is dependent on attracting the “creative class,” or who see an economic value in investing in around-the-clock districts, can locate their facilities close to transit. Further, transit agencies can begin to grow a sizable ridership base built on customers rather than parking spaces, and cities can create places that generate lasting public and private values.

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  Transit Oriented Development

  Making it Happen

  • John L. Renne, Carey Curtis, Carey Curtis(Authors)
  • 2016(Publication Date)
  • Routledge

    (Publisher)

  PART I The Context for Transit Oriented Development Passage contains an image

  Chapter 1 Introduction

  Luca Bertolini, Carey Curtis and John L. Renne

  DOI: 10.4324/9781315550008-2

  Focus of the book

  In cities around the world, the integration of transport and land use development at railway stations is high on the agenda of state and local governments, be it under the bamier of 'Transit Oriented Development' (TOD) as in North America and Australia (Cervero, 2004 ; Dittmar and Ohland, 2004 ; Dunphy et al., 2005 ), or without, as in the numerous railway station area development projects across Europe, Asia and South America (Bertolini & Spit, 1998 ; Cervero, 1998 ; van den Berg & Pol, 1998 ; Bruinsma et al. 2007 ). The basic philosophy appears the same in all contexts: concentrating urban development around stations in order to support transit use, and developing transit systems to connect existing and planned concentrations of development.

  Many of the arguments for pursuing TOD are similar despite the different contexts. TOD facilitates increased accessibility because it provides alternatives to automobile-based land uses. It attempts, at the very least to create a land use pattern that facilitates transportation choice, which is increasingly important, particularly given today's complex lifestyles and business practices. Even more compelling are arguments stemming from concerns about the sustainability of current urban mobility trends. Planners and policy makers across the globe are advocating for transit and non-motorized transport based on resource efficiency. A third, less explored, but in our view no less important argument relates to the implications of transport and land use patterns for the quality of urban life. The claim here is that TOD allows, at least potentially, a degree of human interaction in the public domain – or 'urbanity' – that is difficult, if not impossible to achieve in much more socially segregated car-dependent urban environments (Bertolini, 2000

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  Encyclopedia of Transportation

  Social Science and Policy

  • Mark E. Garrett(Author)
  • 2014(Publication Date)
  • SAGE Publications, Inc

    (Publisher)

  Of course, the sustainability of communities and infrastructure at each of the stations and transfer nodes of an interurban bus network is not a given—indeed, the goals must be clearly enumerated and then prudently considered in every stage of planning and execution. Experienced urban planners know that development around transit stations of any type does not automatically lead to economic revival or quality of life improvements in the vicinity of a new station. Nevertheless, the city neighborhood that avails itself of the opportunity today can draw upon a wealth of wisdom gained from many like projects previously pursued in varying urban environments and conditions elsewhere.

  Some essential principles or strategies seem to have been proven in cases of successful TOD. These goals and instruments are sometimes summed up as the “ABCs of TOD zoning”: active, pedestrian-friendly streets, building intensity and scale, and careful transit integration. While the rule is not “one size fits all,” some locally sensitive iteration of these concepts can help get an interurban bus system off to a strong start. Each of these can be achieved through intelligent zoning, smart infrastructure investments, and commitment on the part of city authorities to provide the staffing and upkeep necessary for long-term success.

  James J. MammarellaIndependent Scholar

  See Also: Bus Information Systems; Bus Rapid Transit; Bus Rapid Transit, Design and Engineering; Busways and Reversible Bus Lanes; Jitneys; Privatization of Public Transit; Transit Centers.

  Further Readings

  Chang, Shyije Koong and Paul M. Schonfeld. “Optimization Models for Comparing Conventional and Subscription Bus Feeder Services.” Transportation Science , v.25/4 (1991).

  Hensher, David A. Bus Transport: Economics, Policy and Planning . Oxford: JAI Press, 2007.

  Holmes, Joe and James van Hemert. Transit Oriented Development—Sustainable Community Development Code, Research Monologue Series . Denver, CO: Rocky Mountain Land Use Institute, 2008.

  Levinson, Herbert S., Samuel Zimmerman, Jennifer Clinger, James Gast, Scott Rutherford, and Eric Bruhn. Bus Rapid Transit, Vol. 2: Implementation Guidelines

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  Urban and Regional Policy and Its Effects

  Building Resilient Regions

  • Margaret Weir, Nancy Pindus, Howard Wial, Harold Wolman(Authors)
  • 2012(Publication Date)
  • Brookings Institution Press

    (Publisher)

  In our view, such efforts to prepare for a very different metropolitan America will help regions perform better in the face of the most likely demographic, economic, and environmental future. Their residents will have more choices of neighborhood, and with TOD (and other mixed-use, walkable areas) they will have access to a larger number of destinations. Local governments in such regions will spend less on the many public services that become more expensive as density falls. 12 And metropolitan areas built on smaller land areas that also have an extensive and dependable transit infrastructure inarguably will produce lower greenhouse gas emissions. 13 Building both light rail itself and development along with it may help longrun resilience, but it may also be disruptive on several counts, at least in the short term. It must therefore be considered a potential shock that can threaten vulnerable people and their neighborhoods. We identify three key equity-related challenges that civic, government, nonprofit, and for-profit actors will often face as they try to build their new transit-oriented regions. First, at the broadest (citywide or regional) scale, rail and TOD may foreclose other choices. Most important, the rail systems that TOD advocates strongly prefer are exceptionally expensive—usually costing billions of dollars—and usually involve construction periods of decades or longer. 14 To the extent that decisionmakers see transit as a single pot, every dollar spent on rail is a dollar made unavailable for buses. To maximize the financial and political appeal of rail, transit operators and local governments often extend lines to new suburban areas; select politically acceptable and inexpensive routes through unpopulated areas and along highways; deliver more frequent and reliable service to high-density business districts; and build enough parking to obviate the need for costly feeder bus service

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  GIS in Sustainable Urban Planning and Management

  A Global Perspective

  • Martin van Maarseveen, Javier Martinez, Johannes Flacke, Martin van Maarseveen, Javier Martinez, Johannes Flacke(Authors)
  • 2018(Publication Date)
  • CRC Press

    (Publisher)

  Transit Oriented Development: Making it Happen (pp. 91–108). Ashgate e-Book.

  Zhang, M. (2010). Can Transit-Oriented Development Reduce Peak-Hour Congestion? Transportation Research Record: Journal of the Transport Research Board (2174), 148–155. doi:10.3141/2174-19

  Zhang, Y., & Guindon, B. (2006). Using Satellite Remote Sensing to Survey Transport-related Urban Sustainability. Part 1: Methodologies for Indicator Quantification. International Journal of Applied Earth Observation and Geoinformation , 8 , 149–164.

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  16	Planning for Transit Oriented Development (TOD) Using a TOD Index

  Yohannes Kinskij Boedihardja, Mark Brussel, Frans van den Bosch, and Anna Grigolon Contents 16.1 Introduction 16.2 Literature Review 16.2.1 Perception and Behaviour of Water Users 16.2.2 Stated Choice Experiments 16.3 Water Supply in Yogyakarta 16.4 Methodology 16.5 Stated Choice Experiment on Water Provision Choice 16.6 Results 16.7 Implications of Findings and Recommendations References 16.1 Introduction

  Many cities in the Global South struggle to provide a continuous and reliable supply of good quality, potable water to all inhabitants. In most cases, a variety of infrastructural systems co-exist, based on different sources of water supply and with different characteristics and levels of service. Common sources of water are piped supply systems, local (private or communal) wells, local streams and water vendors.

  In urban water supply, piped water systems are often the most preferred type of delivery as they are usually associated with higher levels of safety and reliability. Nevertheless, piped water-supply systems face a number of challenges, such as provision to the whole population within a city, minimizing the gap between coverage and service, enhancing water quality and preserving water supplies for current and future requirements (Alegre et al., 2006). If these challenges are not met, problems such as an ineffective network (leakage), failing continuity of supply and poor quality of water may arise (Whittington et al., 2002).

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  The Routledge Handbook of Urban Design Research Methods

  • Hesam Kamalipour, Patricia Aelbrecht, Nastaran Peimani, Hesam Kamalipour, Patricia Aelbrecht, Nastaran Peimani(Authors)
  • 2023(Publication Date)
  • Routledge

    (Publisher)

  Here, the manual mapping approach might be reduced to a form of illustration (rather than a form of spatial knowledge production) and is more likely to be perceived as a less rigorous research method. Urban design remains as a contested field of intersecting disciplines (Dovey, 2020) and so are its related methodologies. Hence, it is quite important to address such biases, as otherwise it can lead to knowledge homogenisation and inequities in the dissemination of certain urban design specific research methods. There have been a few attempts that have enriched the conceptualisation of TOD, including those that engage with the “node-place” analytical framework and assemblage thinking. According to the “node-place” theory, TOD shares this dualism of meaning as both a node of the public transport network and a place for an everyday visit, live, and work (Bertolini, 1999). Other subsequent studies, such as that of Vale (2015), introduced the extended “node-place-design” model, which focuses on three dimensions: multimodal accessibility of the transit station, mix and intensity of urban functions, and pedestrian-oriented design. Such analytical frameworks aim at promoting a node-place balance while boosting public transport patronage. More recent studies conceptualise TOD as complex adaptive assemblages (Pafka & Peimani, 2019 ; Peimani, 2017) contributing to the broader conceptual knowledge and understanding of TODs as complex and dynamic socio-spatial systems. This is a multidisciplinary and multiscalar approach that defies any reduction to a single discipline, research method, or scale of analysis. Such an understanding that grapples with the complexities and multiple adaptations within the immediate vicinity of transit nodes has remained underexplored in the studies of TOD beyond the global North

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  Smart Growth and Sustainable Transport in Cities

  Theory and Application

  • Amir Shakibamanesh, Mahshid Ghorbanian, Seyed Navid Mashhadi Moghadam(Authors)
  • 2019(Publication Date)
  • Routledge

    (Publisher)

  Utilizing mixed-use and high-density construction –Accommodating the population within a walking distance of public transport stations –Identifying mixed-use areas –Promoting the dense and mixed-use nature of new and infill developments –Maintaining and enhancing the connections among streets and sidewalks –Emphasizing the importance of pavements in street standards   Transit-oriented development –Reconsidering transit bus routes as necessary and coordinating bus schedules in order to maximize the number of users –Establishing links among bus and subway stations to encourage more walking activities between public transit stations and destinations Designing pedestrian-oriented commercial areas Creating a sense of place and security –Encouraging people to walk through the creation of diverse street spaces with shops, restaurants, public arts and other uses –Preventing the construction of faceless buildings (without doors and windows) –Allotting the ground floors of buildings to stores and retail activities –Reducing the size of blocks –Removing parking between buildings and sidewalks

  –Maintaining access to vehicles for all residential units, health centres, parking lots, firefighting and any other types of users and activities that need access to cars in the feasibility studies of traffic transfer to surrounding streets

  Ensuring the safety of pedestrians and non-motorized vehicles Removing the sense of fear for pedestrians and cyclists in their daily trips –Creating pedestrian crossings at appropriate distances –Taking into account factors such as on-street parking, sidewalks, narrow streets, small blocks, street grids and bike lane zoning laws in new developments

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  Shaping Holland

  Regional Design and Planning in the Southern Randstad

  • Jeroen van Schaick, Francisco Colombo, Peter Witsen(Authors)
  • 2022(Publication Date)
  • Routledge

    (Publisher)

  Homes, offices and public facilities had to be built where they were easily accessible by high-quality regional public transport services – which were few and far between. The step to transit-oriented development meant investment in light rail, but the financing model for real estate is completely different from that for infrastructure. Both sectors have their own logic. There was real risk that property developers would wait for passenger numbers to increase, whereas those additional passenger numbers were needed before public investments could be made in rail and station infrastructure. The essence of Stedenbaan was to package both types of investment in a single programme. __ Takeaways from this chapter Using public transport as a backbone for urban development is a proven strategy for sustainable growth. Various forms of transit-oriented development have been developed and put into practice in urban regions all over the world, often focusing on the area around the railway station itself or on investment in the physical rail infrastructure. A strong integrated approach is based on the knowledge that daily life involves trips on a regional scale. In this chapter we see what regional design can contribute to this approach. Regional design helps complex alliances of public and private parties to stay on course over a long period, even in times of political turmoil. At the scale of regional public transport systems there is often no metropolitan authority with the power to make decisions and carry them through. In this chapter we show various ways in which progress can still be made at the local and regional levels. Design studios can act as catalysts in these processes. Spatial design offers a new interpretation of the existing territory. For example, until the beginning of this century the whole system of public transport along the ‘old’ rail infrastructure in the Southern Randstad had never been graphically represented as a coherent urban area

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  America's Urban Future

  Lessons from North of the Border

  • Ray Tomalty, Alan Mallach(Authors)
  • 2016(Publication Date)
  • Island Press

    (Publisher)

  At the site level, the transit authority, municipal planners, and developers have worked together to design new communities around transit stations rather than considering transit as an afterthought (figure 6-5). Transit rights-of-way are protected, and land is dedicated for future station use. City planners work with developers and the transit authority to shape development near the region’s extensive transit lines, even in low-density suburban subdivisions. Following a set of provincial transit-supportive guidelines, land uses are distributed to take advantage of the proximity of transit services, with higher-density housing, office buildings, retail centers, and senior citizens’ residences closest to the rapid bus stations. Collector streets are laid out to facilitate feeder buses, and sidewalks in residential subdivisions are required to facilitate pedestrian access to transit stops on main streets. Restaurants, banks, and day-care facilities are encouraged to locate in employment centers to minimize the incentive for employees to drive to consumer services. Park-and-ride facilities are limited to end-of-line stations so as to avoid compromising the pedestrian-friendly design around transit stations and to encourage riders to use feeder transit or walk or bike to the stations. 8 FIGURE 6-4. Dense development around Metrotown SkyTrain Station, a suburban node in Vancouver Source: freewindv7, flickr. FIGURE 6-5. Employment development around a Tunney’s Pasture Transitway Station in suburban Ottawa Source: Steve Brandon, flickr. Transit-Supportive Parking Policies The availability and price of car parking is an important factor in the choice of transportation mode. As noted in chapter 4, the downtowns of Canadian cities tend to have significantly fewer parking spaces per employee than US cities. This difference reflects a deliberate policy aimed at reducing car use in the most congested central-city areas, where transit alternatives are readily available

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  Integrated Transport

  From Policy to Practice

  • Moshe Givoni, David Banister, Moshe Givoni, David Banister(Authors)
  • 2010(Publication Date)
  • Routledge

    (Publisher)

  ‘Integrating land use and transport planning’ is often put forward as a policy objective, but relatively little follows in practice at the strategic level (which most affects the volume and mode of travel). Traditional tenets of preventing urban sprawl remain in place, reinforced by more recent initiatives to resist car-dependent developments, utilizing previously developed (brownfield) sites and raising housing densities. But too often new development is spread between towns in an area, following the historical settlement pattern or more recent shifts in the residential population. Decisions made on the location of all types of new development have a key impact on the numbers of trips, the modes used and the distances travelled. Too often the lack of integration results in more, not less travel.

  Planning and managing development in relation to a range of variables, including settlement size; development location; the transport network; density, jobs-housing balance; accessibility; mixed uses; site location; neighbourhood design and street layout; traffic demand management and parking (our suggested 11 themes), can help in moving towards greater sustainability in travel lifestyles. But the key question here is whether a clearer understanding of the relationships is sufficient to provide integration. There is also a need to change the culture of dependence on transport in all its forms, so that the total amount of travel is reduced. A key element here may be the concept of ‘unnecessary mobility’, where some trips can be reduced in volume relative to others which have more value. In a carbon and resource constrained world, more understanding is required of the types of trips that can be reduced. The various responsibilities for a changed approach also require some further thought. Integration means moving from cooperation and consultation to working more effectively together across disciplines, towards clearly defined objectives (e.g. sustainable transport), and this requires support from government at all levels, and from businesses and local communities. The problem is not only physical, but one that addresses social and cultural values, and motivations for travel.

  Although the approach taken in this chapter is rather prescriptive in terms of what can be done within the existing decision frameworks, the messages are clear. Too often in the past the different traditions of transport planners and those of urban and regional planners have followed different and often conflicting paths. Now, more than ever, it is important to bring the professions and traditions together so that they can work more effectively in a coherent manner to achieve sustainable transport and land use systems. A very important part of this is in procedural and institutional practice, as multidisciplinary working is critical to the better integration of the planning and transport disciplines.

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