Promoting a new vision of community—walkable, affordable, environmentally sustainable—the urban design idea of transit-oriented development (TOD) extended the land use and transportation nexus. This review article offers a twenty-five-year retrospective of TOD literature, shaped by disciplinary, policy, and practice predilections. Although the “D” in TOD stands for the encompassing notion of “development,” most literature focused on land development in particular. Meanwhile, sustainable or community development ideas languished, and other Ds such as Density, Diversity, and Design served as an operational framework for outcome-based research. We conclude by urging renewed focus in TOD research on the original goal of developing inclusive and sustainable communities.

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This paper examines the relationship between income, vehicle miles traveled (VMT), and greenhouse gas (GHG) emissions for households with varying access to rail transit in four metropolitan areas—Los Angeles, the San Francisco Bay Area, San Diego, and Sacramento—using data from the 2010–2012 California Household Travel Survey. Daily vehicle GHG emissions are calculated using the California Air Resources Board’s 2014 EMFAC (emission factors) model. Two Tobit regression models are used to predict daily VMT and GHG by income, rail transit access (within or outside 0.5 miles of a rail transit station in Los Angeles and the Bay Area, and linear distance to rail in San Diego and Sacramento), and metropolitan area. Comparing predicted VMT and GHG emissions levels, this paper concludes that predicted VMT and GHG emission patterns for rail access vary across metropolitan areas in ways that may be related to the age and connectivity of the areas’ rail systems. The results also show that differences in household VMT due to rail access do not scale proportionally to differences in GHG emissions. Regardless, the fact that GHG emissions are lower near rail transit for virtually all income levels in this study implies environmental benefits from expanding rail transit systems, as defined in this paper.

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The study examines whether GoMonrovia, a public-private partnership between Lyft and the City of Monrovia, provides an effective and equitable first-last mile solution in a suburban setting. Datasets were obtained from Lyft, the American Community Survey, and an online survey. With more than half-a-million rides per year before COVID-19, the program proved to be an attractive mobility option. A large majority (77%) of respondents used GoMonrovia to or from the Monrovia Gold Line Metro station. Significant predictors of first-last mile use of subsidized Lyft rides include not having access to a car and living beyond walking distance from the station.

Hossain or Angela Davis, for instance. The book shows how Davis's involvement in United Nationssponsored research projects and her own experiences of marginalization in the United States helped her adopt a stance of empathetic listening and sisterhood. This contrasts with the historical positioning of white Western feminists, who assumed that they are in a more advanced and liberated position vis-à-vis Bangladeshi women. We are also introduced to less well-known figures such as Faizunnesa Chaudhurani, Sufia Kamal, Shireen Huq, Florence McCarthy, and Taslima Nasreen, who travel and reflect on what they see in other societies. Their voices show the range of opinions and analysis that has informed Bangladeshi-Western entanglements.The only story missing from this book is that of Elora Shehabuddin herself. The book concludes with short profiles of Bangladeshi American feminists, but the omission of her own positionality is a missed opportunity to include her role in holding up mirrors to both Western and Bangladeshi feminists and anti-feminists. Shehabuddin's narrative offers a way for both sides to understand themselves and each other more clearly-thus by writing this book, she becomes part of the story herself.