Transit Oriented Development

10 Key excerpts on "Transit Oriented Development"

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  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(Authors)
  • 2016(Publication Date)
  • Routledge

    (Publisher)

  TODs are now the focus of a lot of strategic urban planning. The market is now exercising a bigger role in urban development and the financial logic of TOD is coming to the fore. However there are many TODs that do not happen despite the strategic and financial opportunities being available. The four part strategy developed here is suggested to facilitate TODs. Thus this chapter would suggest that each city reviews its planning and transport strategies to ensure it has:

  1. A strategic planning framework that asserts where centres need to occur, in what density and mix;
  2. A strategic planning framework that links its centres with a rapid transit base, almost invariably with electric rail;
  3. A statutory planning base that requires development to occur at the necessary density and design in each centre, preferably with a specialized development agency; and
  4. A public-private funding mechanism that enables the transit and the TOD to be built or refurbished through a linkage between the transit and the centres it will service.

  Passage contains an image

  Chapter 3 Public Transport and Sustainable Urbanism: Global Lessons

  Robert Cervero

  DOI: 10.4324/9781315550008-4

  Transit Oriented Development (TOD) is a viable model for transportation and land-use integration in many developed and rapidly developing cities of the world. TOD is a straightforward concept: concentrate a mix of moderately dense and pedestrian-friendly development around transit stations to promote transit riding, increased walk and bicycle travel, and other alternatives to the use of private cars. In a way, Asian cities have historically been transit oriented; featuring fine-grain mixes of land uses, plentiful pathways for pedestrians and cyclists, and ample transit services on major roads. However, the recent ascendancy in car ownership and rising incomes are unravelling the historical transit-supportive urban forms of many Asian cities, giving rise to an increasingly car-dependent built form. By focusing new construction and redevelopment in and around transit nodes, TOD is viewed as a promising tool for curbing sprawl and the car dependence it spawns. By channelling public investments into struggling inner-city settings, some hope TOD can breathe new life and vitality into areas of need. And by creating more walkable, mixed-use neighbourhoods with good transit connectivity, TOD is thought to appeal to the lifestyle preferences of a growing demographic, like childless couples, young professionals and empty-nesters.

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  21st Century Geography: A Reference Handbook

  • Joseph P. Stoltman(Author)
  • 2011(Publication Date)
  • SAGE Publications, Inc

    (Publisher)

  Again, the United States stands as "exhibit A" in this regard. Unlike the populations of its European counter- parts, the population of the United States is growing. However, the retiring baby boom generation is leading the demand for high-density, mixed-use development, which has become the fastest growing sector of the real estate market. With an estimated 70% of the U.S. population consisting of singles and empty-nest households, the opportunity now exists for a significant change to the con- ventional planning wisdom (Ziegler, 2009). Simple attempts to increase density are not enough, however, as higher densities without concomitant improvements to the transportation sector may well only serve to increase con- gestion and exacerbate existing problems. Thus, transit- oriented development must not solely be devised around high population densities within walking distance of tran- sit stops. Rather, TOD development must be a complete package filled with amenities for pedestrians, such as wide sidewalks, outdoor cafes, shops, benches, and tree-lined streetscapes. Again, geographers' understanding of the need to develop a sense of place at such TOD sites will provide the integration of movement, landscape, accessi- bility of services, and community. Those components will be joined by additional considerations of the benefits of higher densities and perhaps compel the development of TODs, resulting in the establishment of urban growth boundaries and urban service districts. An urban growth boundary is simply a line on a map that shows the boundary between land that is available for concentrated development and land that is to be kept more open and rural, characterized by farms or natural environ- ments. Similarly, an urban service district is an area within which services such as water and sewer will be provided.

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  Urban and Regional Policy and its Effects

  Building Resilient Regions, Volume IV

  • Margaret Weir, Nancy Pindus, Howard Wial, 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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  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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  The Urban Rail Development Handbook

  • Daniel Pulido, Georges Darido, Ramon Munoz-Raskin, Joanna Moody(Authors)
  • 2018(Publication Date)
  • World Bank

    (Publisher)

  https://escholarship.org/uc/item/9qt5s3h9. Salat, Serge, and Gerald Ollivier. 2017. “Transforming the Urban Space through Transit-Oriented Development: The 3V Approach.” Working Paper, World Bank Group, Washington, DC. https:// openknowledge.worldbank.org/handle/10986/26405. 650 | THE URBAN RAIL DEVELOPMENT HANDBOOK Scott, Marcia, Theodore Patterson, and Natasha Nau. 2013. Formulating a Framework to Plan for Complete Communities in Delaware. University of Delaware Institute for Public Administration. http://www.ipa.udel.edu/publications/DelDOT_report-web.pdf. Smart Growth America. 2016. “Empty Spaces: Real Parking Needs at Five TODs.” University of Utah, College of Architecture and Planning. https://smartgrowthamerica.org/resources/empty-spaces -real-parking-needs-five-tods/. Suzuki, Hiroaki, Robert Cervero, and Kanako Iuchi. 2013. Transforming Cities with Transit: Transit and Land-Use Integration for Sustainable Urban Development. Washington, DC: World Bank. https://openknowledge.worldbank.org/handle/10986/12233. Suzuki, Hiroaki, Jin Murakami, Yu-Hung Hong, and Beth Tamayose. 2015. Financing Transit-Oriented Development with Land Values: Adapting Land Value Capture in Developing Countries. Urban Development Series. Washington, DC: World Bank. https://openknowledge.worldbank.org /handle/10986/21286. TCRP (Transit Cooperative Research Program). 2004. Transit-Oriented Development in the United States: Experiences, Challenges, and Prospects . Report 102. Washington, DC: Transportation Research Board. http://onlinepubs.trb.org/Onlinepubs/tcrp/tcrp_rpt_102.pdf. UN-Habitat and International City Leaders. 2015. “The City Prosperity Initiative: 2015 Global City Report.” UN-Habitat, Nairobi; International City Leaders, Toronto. https://unhabitat.org /wp-content/uploads/2016/02-old/CPI_2015%20Global%20City%20Report.compressed.pdf. Victoria Transport Policy Institute. 2014. “Universal Design.” In TDM Encyclopedia .

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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)
  • Taylor & Francis

    (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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  Transforming Cities with Transit

  Transit and Land-Use Integration for Sustainable Urban Development

  • Hiroaki Suzuki, Robert Cervero, Kanako Iuchi(Authors)
  • 2013(Publication Date)
  • World Bank

    (Publisher)

  Sometimes the square doubles as a place for farmers to sell their produce or street artists to perform, changing chameleon-like from an open-air market one day to a concert venue the next. The assortment of flower stalls, sidewalk cafes, newsstands, and outdoor vendors dotting the square, combined with the musings and conversations of residents sitting in the square, retirees playing chess, and everyday encounters among friends, adds color and breathes life into the community. A community’s rail sta- tion and its surroundings are thus more than a jumping off point to catch a train—they should also be the kinds of places people are naturally drawn to. If done well, TODs are “places to be,” not “places to pass through” (Berto- lini and Spit 1998). Development of Hammarby Sjöstad. The first generation of TOD in metro- politan Stockholm was on former greenfields, such as Vällingby and Kista. More recently, a push has been made to redevelop brownfields. The most notable example is Hammarby Sjöstad, an eco-community that has taken form along a recently built inner-ring tramway. The development of Hammarby Sjöstad marked an abrupt shift in Stockholm’s urban planning practice. For decades, new towns had been built on peripheral greenfield sites. Hammarby Sjöstad is one of several “new-towns/in-towns” created based on Stockholm’s 1999 city plan, which set forth a vision of “building the city inward.” 58 Transforming Cities with Transit Consisting of some 160 hectares of brownfield redevelopment, Ham- marby Sjöstad stands as Stockholm’s largest urban regeneration project to date. Because the project focuses on a new inner-city transit line and is designed for energy self-sufficiency and minimal waste, it has been called a “green TOD” (Cervero and Sullivan 2011). Just as the greenfield town of Vällingby pioneered TOD, Hammarby Sjöstad is a paragon of TOD with green urbanism and green architecture (table 2.2).

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  Integrated Transport

  From Policy to Practice

  • Moshe Givoni, David Banister, Moshe Givoni, David Banister(Authors)
  • 2010(Publication Date)
  • Taylor & Francis

    (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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