A Twenty-Five-Year Biography of the TOD Concept: From Design to Policy, Planning, and Implementation

Jamme, Huê-Tâm; Rodríguez, Janet Delgado; Bahl, Deepak; Banerjee, Tridib

doi:10.1177/0739456x19882073

Cited by 57 publications

(34 citation statements)

References 111 publications

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“…Mit Fragen nach Erreichbarkeit, Fußgänger freundlichkeit, Nutzungsmischung und Dichtewerten geht Transit-Oriented Development dabei über das bloße Bauen von Wohnhäusern und Parkplätzen für Berufspendlerinnen und -pendler in der Nähe eines Schienenanschlusses hin aus. TOD-Projekte zielen auf eine enge Verknüpfung von verdichtetem Wohnen und Arbeiten mit einer guten lokalen Infrastrukturausstattung, attraktiven öffentlichen Räumen und einer weit gefächerten Auswahl an Mobilitätsoptionen ab (Jamme/Rodriguez/Bahl et al 2019).…”

Section: Abstract: Transit-oriented Development Operationalisation Classi Cation Settlement Development Transport Development North Rhineunclassified

Bewertung und Klassifizierung von Bahnhaltepunkten in Nordrhein-Westfalen. Ein methodischer Ansatz zur Operationalisierung von „Transit-Oriented Development“

Eichhorn¹,

Gerten²,

Diller³

2021

RuR

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Mit dem Konzept des Transit-Oriented Development (TOD) wird das Ziel verfolgt, neue Wohn- und Gewerbenutzungen an regional integrierten Standorten zu entwickeln, die den zukünftigen Bewohnerinnen und Bewohnern sowie den Beschäftigten eine gute lokale Infrastrukturausstattung, abwechslungsreiche öffentliche Räume sowie attraktive Mobilitätsalternativen zur Nutzung des eigenen Kraftfahrzeugs anbieten. In diesem Beitrag wird eine zur Operationalisierung von Transit-Oriented Development entwickelte Methodik vorgestellt und zur Bewertung und Klassifizierung von 747 nordrhein-westfälischen Bahnhaltepunkten angewandt. Mithilfe der operationalisierten TOD-Dimensionen können für Nordrhein-Westfalen fünf Cluster gebildet werden. Die Ergebnisse zeigen, dass sich die Cluster mit überdurchschnittlich hohen TOD-Werten in den Dimensionen Destination Accessibility, Density und Diversity vorwiegend im Rhein-Ruhr-Raum sowie in den solitären Städten des Landes finden lassen. In den peripheren Räumen treten hauptsächlich die Cluster mit geringeren TOD-Werten auf. Die Ergebnisse weisen darauf hin, dass es eine Diskrepanz zwischen der Verfügbarkeit von potenziell entwickelbaren Flächen und dem TOD-Grad gibt. Im Umfeld der Haltepunkte der hochleistungsfähigen Bahnstrecken in Regionen mit hoher Wohnungsnachfrage stehen kaum Flächenpotenziale zur Verfügung. Große Flächenpotenziale gibt es hingegen an den Haltepunkten mit geringen TOD-Werten und einem geringeren Druck auf dem Wohnungsmarkt. Die Cluster ermöglichen es, spezifische Handlungsempfehlungen für die Stadtplanung und politische Entscheidungen zu formulieren, um eine erfolgreiche Implementation von Transit-Oriented Development zu unterstützen.

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Section: Abstract: Transit-oriented Development Operationalisation Classi Cation Settlement Development Transport Development North Rhineunclassified

Bewertung und Klassifizierung von Bahnhaltepunkten in Nordrhein-Westfalen. Ein methodischer Ansatz zur Operationalisierung von „Transit-Oriented Development“

Eichhorn¹,

Gerten²,

Diller³

2021

RuR

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“…Considering the distribution of inhabitants and activities, variations in accessibility can affect the functioning of a city in planned or unintentional ways. The first is the case for transit-oriented developments (TODs), which concentrate higher densities and attractive functions in areas where existing or new transport systems grant higher levels of accessibility (see Jamme et al [43] for a review of the concept); the stations and the stops along a certain infrastructure have a different potential for development, depending on the available transport services and on the surrounding land uses (what Bertolini [44] considers in his Node-Place model), suggesting different forms to propose new urban developments along transport corridors [45]. For example, the city of Curitiba intentionally increased urban density along the BRT corridors of the city, promoting a pioneering form of transit oriented development already in the late 1960s [46][47][48].…”

Section: Urban Mobility and Socio-spatial Concerns: An Analytical Framentioning

confidence: 99%

Socio-Spatial Concerns in Urban Mobility Planning: Insights from Competing Policies in Quito

2020

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Socio-spatial concerns are gaining increasing attention in the design of interventions for urban mobility. This is especially true in contexts traditionally characterized by structural inequality and high levels of poverty, in which transport can be a decisive contributor to development thanks to its contribution to a higher social inclusion. Amongst them, Latin America has emerged as a significant laboratory for urban and transport policy due not only to its socioeconomic conditions but also to the implementation of different mobility strategies based on the construction of traditional and innovative infrastructures such as subways and bus rapid transit (BRT) systems. These two transport systems can be complementary or alternative to each other: this depends not only on their transport capacity, their economic sustainability, and to their levels of public acceptability but also on social, political, and spatial features of the setting they serve. This paper intends to discuss the socio-spatial consequences that interventions based on different transport systems can generate, examining them in the city of Quito, Ecuador. The discussion is based on the implementation of the existing BRT network and of a subway line under construction. Reconstructing two contrasting transport policies developed in the city in the last 25 years, this paper proposes an overview of the socio-spatial concerns that influenced and were influenced by urban mobility planning in Quito. To do so, this paper reviews and compares the socio-spatial concerns related to BRT and subway corridors, considering their accessibility, the wider urban transformations they promote, their economic sustainability, and the overall public acceptability, estimating to what extent these have influenced the decision to implement a certain transport policy.

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“…La integración del transporte público y del uso del suelo es clave para encauzar el desarrollo urbano hacia futuros más sustentables. Estrategias como el desarrollo urbano orientado al transporte (DOT) promueven la concentración de densidades elevadas en zonas altamente accesibles mediante el transporte público, para garantizar un uso más eficiente del suelo, permitiendo que las funciones que generan más viajes se concentren en la proximidad del transporte masivo y así se reduzca la dependencia del automóvil (Jamme, Rodriguez, Bahl, y Banerjee, 2019). A pesar de que Europa y Norte América tengan más experiencias en este sentido (Newman y Kenworthy, 1996), la planificación integrada de transporte y usos de suelo ha sido impulsada también en países de América Latina, por ejemplo, como estrategia para mejorar el acceso a oportunidades urbanas y reducir las desigualdades socioespaciales existentes (Cervero, 2013;Vecchio, Tiznado-Aitken y Hurtubia, 2020).…”

Section: Introductionunclassified

Estaciones como nodos y lugares: el potencial del tren para el desarrollo urbano orientado al transporte en Santiago, Chile

Vecchio

2021

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In Latin American cities, the train has played a less relevant role in recent decades as a structuring element of urban development. As with other means of mass transportation, railroads can be the object of strategies that foster the integration of public transport and land use, to guide urban development towards more sustainable futures. Considering that in Chile suburban rail services are gradually being reactivated around the main cities, it is worth asking whether rail transport can contribute to forms of transport-oriented urban development in the Chilean context as well. In this way, this article actually explores the urban role of train stations and their potential as options of transit-oriented development. Focusing on the case of Santiago, the article analyzes train stations by applying the node-place model, which examines each of them based on their role as a node (i.e., how many destinations they allow reaching) and as a place (considering the diversity and intensity of activities that take place in their vicinity). The results show the limited urban role that railway stations play in the context of Chilean capital, highlighting a certain homogeneity with respect to the levels of accessibility or the appeal of the urban environments of each station. The application of the node-place model shows that the train has an untapped potential for the urban development of the places it crosses throughout Santiago, and confirms the potential role of stations as small polarities at the neighborhood and municipal scale.

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A Twenty-Five-Year Biography of the TOD Concept: From Design to Policy, Planning, and Implementation

Cited by 57 publications

References 111 publications

Bewertung und Klassifizierung von Bahnhaltepunkten in Nordrhein-Westfalen. Ein methodischer Ansatz zur Operationalisierung von „Transit-Oriented Development“

Bewertung und Klassifizierung von Bahnhaltepunkten in Nordrhein-Westfalen. Ein methodischer Ansatz zur Operationalisierung von „Transit-Oriented Development“

Socio-Spatial Concerns in Urban Mobility Planning: Insights from Competing Policies in Quito

Estaciones como nodos y lugares: el potencial del tren para el desarrollo urbano orientado al transporte en Santiago, Chile

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