Application of the concept of transit oriented development to a suburban neighborhood

Sohoni, Aditya V.; Thomas, Mariam; Rao, K. V. Krishna

doi:10.1016/j.trpro.2017.05.135

Cited by 15 publications

(10 citation statements)

References 1 publication

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“…Cervero (2002) describes TOD as compact development located near a transit station that promotes active transportation, and is designed with a focus on public space. Sohoni, et al (2017) describe it succinctly as "reconnecting transportation and land use" (p. 3225). The principles of TOD are:…”

Section: Transit Oriented Developmentmentioning

confidence: 99%

“…Operational policy impacts redevelopment potential. After a system is constructed, operational decisions play a large role in ridership and the success of the investment (Sohoni, et al, 2017). One of the most significant operational decisions Metrolinx makes is parking policy, the primary land use around GO rail stations (Metrolinx, 2016).…”

Section: Station Area Parkingmentioning

confidence: 99%

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Evaluating the Viability of Intensification Around Three Suburban GO Stations

Sharp¹

2021

Preprint

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The updated Growth Plan for the Greater Golden Horseshoe (2017) requires all GO rail station areas to achieve a minimum density of 150 residents and jobs combined per hectare. Intensification is unlikely to occur without intentional policy and partnerships to encourage development. Mid-rise buildings, the typical residential form needed to meet the intensification target, are often challenging to develop in suburban areas. Similarly, employment intensification can be challenging to achieve without incentives for office location. Policy, politics and market viability all impact intensification. Changes are needed at the provincial, regional and local level to encourage development. Regulatory changes like zoning, partnerships between Metrolinx and developers and/or financial incentives, such as reduced development charges, should be explored to encourage intensification. Suburban GO rail station intensification is an opportunity to achieve multiple policy goals, such as the creation of walkable, affordable communities that increase housing choice. An article on transit station intensification in the Greater Toronto and Hamilton Area, used the keywords: transit oriented development, intensification, Greater Toronto and Hamilton Area

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Section: Transit Oriented Developmentmentioning

confidence: 99%

Section: Station Area Parkingmentioning

confidence: 99%

Evaluating the Viability of Intensification Around Three Suburban GO Stations

Sharp¹

2021

Preprint

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“…Some research result show that the application of TOD still reaps various challenge factors in various countries, including (1) factors of socio-cultural characteristics of the community of urban areas; (2) political and local government policies, especially noncompliance in implementing regulations, including the potential for high personal and group interests and policies that tend to be ego-sectorial, other than because of political conflicts therein; (3) land ownership is also potentially hamper the application of TOD due to multiplechoice, disputed land, land brokerage, uncontrolled selling prices; (4) the distance of settlements and transit points in high-temperature coastal areas results in people reluctant to walk; (5) the availability of on-line transportation modes is increasingly prevalent in doorto-door service, caused people just wait to be picked up and/or delivered (Thomas et al, 2018); (Thomas, Rao and Sohoni, 2017); (Pan et al, 2017), etc. Based on this, it's necessary to consider implementing TOD Model in other cities in Indonesia.…”

Section: Introductionmentioning

confidence: 99%

The Jakarta Tod Model Application for Typology of Middle Cities (Applied Research Design in Kupang City)

Nope¹,

Suthanaya²,

Wedagama³

et al. 2020

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Realizing the vision of sustainable cities in Indonesia is a necessity. The Indonesian government continues to encourage all parties making various approaches to solving the urban problems to create a livable city in 2045. The TOD is widely recognized by researchers as one of the most feasible and comprehensive sustainable planning approaches. In Indonesia, only Jakarta has begun implementing TOD since 2017. This study aims to obtain respondents' perceptions (government, business actors, and experts) to assess the alignment of the Jakarta TOD Model compared with the key success factor of TOD best practice, also in line with the principles of urban transportation sustainable development. This analysis is quantitative descriptive for hypothesis testing uses non-parametric statistical tests: Independent and Bayesian One-Sample T-Test. The results of the analysis show us that the Jakarta TOD Application Model is not in line yet with the principles of urban and transportation sustainable development. This is caused by several factors of Bayes interpretation. Refers to the result of variable Large Bayes effect analysis (based on Cohen's value d), its need to be rearrangement some regulations and/or policies by considering: an institutional improvement, integrated planning, definition of TOD, partnership patterns, development strategy, sustainable and inclusive development goals.

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“…Regarding the TOD concept, there are no consensus and various subtypes have been defined-pedestrian-oriented vs. transfer oriented; regional vs. neighborhood TOD; transit-adjacent vs. transit-oriented development; and so forth. [7,16,17]. Nevertheless, the principles are well known and generally include a mix land-use (residential and commercial), a certain level of density and a walking distance to a transit station and core commercial area.…”

Section: Introductionmentioning

confidence: 99%

The Potential Impacts of Urban and Transit Planning Scenarios for 2031 on Car Use and Active Transportation in a Metropolitan Area

Martineau

Plante

Dubé

et al. 2020

IJERPH

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Land use and transportation scenarios can help evaluate the potential impacts of urban compact or transit-oriented development (TOD). Future scenarios have been based on hypothetical developments or strategic planning but both have rarely been compared. We developed scenarios for an entire metropolitan area (Montreal, Canada) based on current strategic planning documents and contrasted their potential impacts on car use and active transportation with those of hypothetical scenarios. We collected and analyzed available urban planning documents and obtained key stakeholders’ appreciation of transportation projects on their likelihood of implementation. We allocated 2006–2031 population growth according to recent trends (Business As Usual, BAU) or alternative scenarios (current planning; all in TOD areas; all in central zone). A large-scale and representative Origin-Destination Household Travel Survey was used to measure travel behavior. To estimate distances travelled by mode, in 2031, we used a mode choice model and a simpler method based on the 2008 modal share across population strata. Compared to the BAU, the scenario that allocated all the new population in already dense areas and that also included numerous public transit projects (unlikely to be implemented in 2031), was associated with greatest impacts. Nonetheless such major changes had relatively minor impacts, inducing at most a 15% reduction in distances travel by car and a 28% increase in distances walked, compared to a BAU. Strategies that directly target the reduction of car use, not considered in the scenarios assessed, may be necessary to induce substantial changes in a metropolitan area.

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Application of the concept of transit oriented development to a suburban neighborhood

Cited by 15 publications

References 1 publication

Evaluating the Viability of Intensification Around Three Suburban GO Stations

Evaluating the Viability of Intensification Around Three Suburban GO Stations

The Jakarta Tod Model Application for Typology of Middle Cities (Applied Research Design in Kupang City)

The Potential Impacts of Urban and Transit Planning Scenarios for 2031 on Car Use and Active Transportation in a Metropolitan Area

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