From transit-adjacent to transit-oriented development

Renne, John L.

doi:10.1080/13549830802522376

Cited by 157 publications

(92 citation statements)

References 6 publications

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“…TOD is a new neighbourhood planning concept characterised by -3 D's‖ (density, diversity, design/street network) that are centred on high frequency transit stop (Bertolini et al, 2009;Cervero and Kockelman, 1997;Renne, 2009;Rohe, 2009). It is conceptualised that an enhancement of residential density would increase transit use; the diversification of land uses would enhance public transport passenger convenience; and pedestrian oriented walkways (e.g.…”

Section: Transit Oriented Development (Tod)mentioning

confidence: 99%

Residential dissonance and mode choice

Kamruzzaman

Baker

Washington

et al. 2013

Journal of Transport Geography

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Residential dissonance refers to the mismatch in land-use patterns between individuals' preferred residential neighbourhood type and the type of neighbourhood in which they currently reside. Current knowledge regarding the impact of residential dissonance is limited to short-term travel behaviours in urban vs. suburban, and rural vs. urban areas. Although the prevailing view is that dissonants adjust their orientation and lifestyle around their surrounding land use over time, empirical evidence is lacking to support this proposition. This research identifies both short-term mode choice behaviour and medium-term mode shift behaviour of dissonants in Transit Oriented Development (TODs) vs.non-TOD areas in Brisbane, Australia. Natural groupings of neighbourhood profiles (e.g. residential density, land use diversity, intersection density, cul-de-sac density, and public transport accessibility levels) of 3957 individuals were identified as living either in a TOD (510 individuals) or non-TOD (3447 individuals) areas in Brisbane using the TwoStep cluster analysis technique. Levels of dissonance were measured based on a factor analysis of 16 items representing the travel attitudes/preferences of individuals. Two multinomial logistic (MNL) regression models were estimated to understand mode choice behaviour of (1) TOD dissonants, and (2) non-TOD dissonants in 2009, controlling for sociodemographics and environmental characteristics. Two additional MNL regression models were estimated to investigate mode shift behaviour of (3) TOD dissonants, and (4) non-TOD dissonants between 2009 and 2011, also controlling for socio-demographic, changes in socio-demographic, and built environmental factors. The findings suggest that travel preference is relatively more influential in transport mode choice decisions compared with built environment features. Little behavioural evidence was found to support the adjustment of a dissonant orientation toward a particular land use feature and mode accessibility they represent (e.g. a modal shift to greater use of the car for non-TOD dissonants). TOD policies should focus on reducing the level of dissonance in TODs in order enhance transit ridership. Keywords:Residential dissonance; transit oriented development; travel behaviour change; residential self-

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Section: Transit Oriented Development (Tod)mentioning

confidence: 99%

Residential dissonance and mode choice

Kamruzzaman

Baker

Washington

et al. 2013

Journal of Transport Geography

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“…The big difference in mode share between TOD and TAD (e.g. auto mode shares in TAD and TOD are 68% and 25%, respectively) is observed in other studies (Renne, 2009;Renne and Ewing, 2013), sometimes less dramatically-approximately 70% (TOD) vs. 85% (non-TOD) (Kamruzzaman et al, 2013;Jeihani et al, 2013).…”

Section: Resultsmentioning

confidence: 80%

“…This study has an advantage in considering all the stations in eight urban areas in the U.S. while the majority of them are limited to one region or a few (Atkinson-Palombo and Kuby, 2011;Duncan, 2010;Hale, 2014;Jeihani et al, 2013;Kamruzzaman et al, 2015;Vale, 2015;Ngo, 2012;Pollack et al, 2014;Renne, 2009;Zamir et al, 2014). Renne and Ewing (2013) cover 54 regions across the U.S., but this study utilizes a more objective and systematic analysis-the hierarchical cluster analysis.…”

Section: Resultsmentioning

confidence: 99%

How Does Transportation Affordability Vary Among TODs, TADs, and Other Areas

Scheer¹,

Ewing²,

Park³

et al. 2017

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Type of Report and Period CoveredFinal Report 14. Sponsoring Agency Code Supplementary Notes AbstractTransit-oriented development (TOD) has gained popularity worldwide as a sustainable form of urbanism; it concentrates development near a transit station so as to reduce auto-dependency and increase ridership. Existing travel behavior studies in the context of TOD, however, are limited in terms of small sample size, inconsistent TOD classification methods, and failure to control for residential self-selection. Thus, this study has three research questions. First, how can we distinguish between Transit-oriented development (TOD) and Transit-adjacent development (TAD)? Second, how do travel behaviors vary between TODs and TADs? Third, how does transportation affordability vary between TODs and TADs? This study utilizes cluster analysis to classify station area types and propensity score matching to control residential self-selection. From cluster analysis with built-environment factors-density, diversity, and walkability-in a half-mile buffer, this study classifies existing station areas as TOD, TAD or Hybrid types. After controlling for residential self-selection, it shows that a TOD motivates its residents to walk more and take transit more while using personal vehicles less. The significant difference between TOD and TAD in both VMT and the number of auto trips demonstrates that TODs make the personal vehicle trips shorter and fewer. Travel behavior in the Hybrid type demonstrates the possibility of gradual and practical change. Finally, the percentage of household income spent on transportation is lower in TOD households than TAD households. This shows that a TOD household is likely to save enough money on vehicle ownership and use that, while it likely spends more on transit, the final result is a significantly lower financial burden from transportation.17.

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“…Apresentando uma grande diversidade de sub-categorias, como transit-supportive development ou transit villages, pode ser definido como o processo pelo qual uma área localizada na envolvente de uma estação de transportes colectivos passa a apresentar um elevado grau de mixidade de funções e usos do solo, e a favorecer o uso dos transportes colectivos por quem frequenta a dita zona (residentes, trabalhadores, outros utentes) (Belzer e Autler, 2002). Quanto ao transit-adjacent development (TAD), surgiu como uma variante menos conseguida, traduzindo-se pela simples adjacência geográfica entre o programa de intensificação urbana e os transportes, mas sem ligação directa entre um e outro, sem aproveitamento das vantagens da proximidade dos transportes, e muitas vezes mais concebidos para automóveis do que para usos pedonais (Belzer e Autler, 2002, Renne, 2008.…”

Section: Definições E Diversidade Dos Modos De Articulaçãounclassified

“…Até que distância se deve considerar o raio de influência da estação? A noção de proximidade carece de precisão, podendo ser de um quarto de milha (5 minutos a pé) à volta da estação (Bernick e Cervero, 1997) ou de 800 metros (Renne e Wells, 2005, Renne, 2008, Olaru, Smith e Taplin, 2011. Até que distância dos centros (principal e secundários) um programa operacional integrado se mantém pertinente?…”

Section: Os Desafios Da Implementação De Políticas De Articulaçãounclassified

Conciliar os transportes e o ordenamento urbano: avanços recentes e aplicabilidade em áreas metropolitanas portuguesas

Padeiro¹

2012

CCT

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Transit-oriented planning has been one of the most popularized methods of public intervention during the last decades. Its main goal consists of hampering urban sprawl, which is generally considered excessive. In this paper 2 , a literature review is made on transit oriented planning, and some lines of thought are outlined about its conditions of applicability in Portugal. First, the diversity of its definitions is highlighted, as well as the implementation challenges (1). Second, the relationship between transit-oriented planning and the economic/environmental/social dimensions is analyzed (2). Finally, the Portuguese case is questioned, suggesting the need for an evolution of the public action tools in urban planning and transport decisions (3).Keywords: Transports; Urban Planning; Transit-oriented Development; Land Use; Mobility. IntroduçãoA articulação entre os sistemas de transporte e o planeamento urbano tem vindo nas últimas décadas a ganhar protagonismo na retórica urbanística e na literatura científica. Não sendo uma problemática nova, tem sido no entanto fortemente mobilizada num contexto de forte expansão urbana facilitada pela generalização do uso do automóvel e pelo investimento que constantemente privilegiou as redes viárias, inclusive nos países da Europa ocidental com longa tradição em matéria de transportes públicos (Figueira de Sousa e Nunes da Silva, 2005; Larroque, Margairaz e Zembri, 2002;Hart, 1993). Aproximar os territórios habitados e as redes continua a ser visto como um meio de garantir uma maior rentabilidade e uma diminuição dos riscos financeiros do sector dos transportes colectivos estruturalmente deficitários, bem como de limitar o crescimento das manchas urbanas geralmente considerado excessivo por várias razões de ordem ambiental, económica, estética e social.Os transportes constituem um elemento central do funcionamento das cidades (Rodrigue, Comtois e Slack, 2009), e o seu papel tem acompanhado os avanços teóricos da economia espacial e da geografia urbana. De facto, a sua relação com o espaço encontra-se no ponto de convergência de todos os modelos explicativos da localização urbana, desde Von Thünen até à Nova Economia Geográfica (Krugman, 1991a), pela vantagem diferencial que constitui uma localização próxima da rede, e pela concorrência que logicamente se produz à sua volta. O tamanho das cidades tem estado sempre subordonado aos limites dados aos (e pelos) meios de 1 jmpadeiro@campus.ul.pt. 2 Este texto insere-se no âmbito de um projecto de investigação financiado pela FCT (Fundação para a Ciência e a Tecnologia), "Instrumentos de planeamento e integração transporte-ordenamento: contributo para a análise da implementação e dos efeitos de políticas integradas", no âmbito de uma bolsa de pós-doutoramento (SFRH/BPD/75833/2011).

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From transit-adjacent to transit-oriented development

Cited by 157 publications

References 6 publications

Residential dissonance and mode choice

Residential dissonance and mode choice

How Does Transportation Affordability Vary Among TODs, TADs, and Other Areas

Conciliar os transportes e o ordenamento urbano: avanços recentes e aplicabilidade em áreas metropolitanas portuguesas

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