Impact of transit-oriented development policy scenarios on travel demand measures of mode share, trip distance and highway usage in Maryland

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

“…This may explain why our mode choice model and its travel times were insensitive to the location of the new population and to PT investments (predicting accurate travel times by mode is a challenge worth noting). These results are in line with those of Wang et al (2016) [39] who also noted minimal car mode changes with TOD policy scenarios using a mode choice model. However, predictions by mode choice models may be poor in local TOD areas, while globally predictions may be reasonable.…”

“…Their elasticity measure was based on studies from the United States which may partly explain this difference. In any case this decrease is small and as documented by others [11,20,34,39], urban planning strategies based on investments in PT with populations allocated in their proximity are associated with modest reductions in car travel. The combination of many strategies, including not only PT investments but also the reduction of road capacity and other incentives to reduce car use (e.g., price of car ownership and travel), may be necessary to induce changes that are more important for a metropolis [11,20].…”

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

“…This interpretation is close to the original conceptualization but without the emphasis on community life. Instead, the emphasis is on the means: on land use and transit integration, and the necessary cooperation between multiple actors in different sectors and at different levels of decision-making (Bernstein 2004;Parzen and Sigal 2004;Wang et al 2016). TOD is indeed defined as integrating local and regional planning processes on a range of issues-environmental, social, and economic Autler 2002a, 2002b;Zhou and Zolnik 2013), and integrating transit with mixed-use and high-density development near stations to support the formation of pedestrian-friendly areas (Curtis, Renne, and Bertolini 2016;Khasnabis et al 2010;Lastrape and Lewis 2010;Lewis et al 2012;Marx, Stallsmith, and Zimmerman 2006;Nasri and Zhang 2014;Parker 2002;Porter 1997;Schlossberg and Brown 2004;Schlosser 2009;Schuetz 2015; U.S. Environmental Protection Agency, U.S. Department of Housing and Urban Development 2013; Wood et al 2016).…”

“…TOD is indeed defined as integrating local and regional planning processes on a range of issues-environmental, social, and economic Autler 2002a, 2002b;Zhou and Zolnik 2013), and integrating transit with mixed-use and high-density development near stations to support the formation of pedestrian-friendly areas (Curtis, Renne, and Bertolini 2016;Khasnabis et al 2010;Lastrape and Lewis 2010;Lewis et al 2012;Marx, Stallsmith, and Zimmerman 2006;Nasri and Zhang 2014;Parker 2002;Porter 1997;Schlossberg and Brown 2004;Schlosser 2009;Schuetz 2015; U.S. Environmental Protection Agency, U.S. Department of Housing and Urban Development 2013; Wood et al 2016). From a regional planning perspective, an effort is made to concentrate population and employment growth in transit areas (Wang et al 2016). Yet, in terms of outcomes, TOD generally applies to the planning and development of transit station areas, of which the optimal radius remains a subject of debate (Canepa 2007;Huang et al 2017).…”

A systematic review of the dimensions of transit-oriented urban planning and design = Una revisión sistemática de categorías para la evaluación de la planificación y el diseño urbano orientado al transporte público

“…Interestingly, this subject connects highly divergent interests. Reviewing previous literature reveals a number of TOD-related studies regarding various areas such as Equity, Gentrification, and Displacement (e.g., Saldaña & Wykowski, 2012;Rayle, 2015;Dong, 2017;Deka, 2016;Chava, Newman, & Tiwari, 2018), Green Urbanism and Environmental Protection (e.g., Hua Liu, Te Pai, & Lin, 2018;Motieyan & Mesgari, 2017;Cervero & Sullivan, 2011), Investment, Value Capture, and Employment Pattern (e.g., Yang, Quan, Yan, & He, 2016;Nilsson & Delmelle, 2018;Zhong & Li, 2016;McIntosh et al, 2017;Knowles & Ferbrache, 2015;, Physical Activity and Active Travel (e.g., Chriqui et al, 2016;Fenton, 2012), Environment Health and Energy Consumption (e.g., Chester et al, 2013;Seo, Kim, & Kim, 2013;Kimball et al, 2013;Hasibuan et al, 2014;Leh et al, 2010), Technical Transportation Dimensions (e.g., Mudigonda et al, 2014;De Vos & Witlox, 2013;Wang et al, 2016;Ewing & Cervero, 2010), Social Life, Capital and Residents' Desires (e.g., Kamruzzaman et al, 2014;Fernandez Milan, 2016), which are considered as perfect examples in this respect. However, the above-mentioned studies considerably concentrated on the transportation technical side and urban planning issues.…”