Light Rail and Land Use Change: Rail Transit’s Role in Reshaping and Revitalizing Cities

Higgins, Christopher D.; Ferguson, Mark; Kanaroglou, Pavlos

doi:10.5038/2375-0901.17.2.5

Cited by 51 publications

(52 citation statements)

References 28 publications

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“…Cervero (1984) notes that growth potential is strongest when LRT is deployed in dense, economically robust, central areas. This notion is supported by several other studies indicating that land use impacts tend to occur in growing areas pre-disposed to high-density development (Handy, 2005), near the central business district (CBD) (Shen, 2013), and with available land and transit-oriented development (TOD)-supportive policies in place (Higgins, Ferguson, & Kanaroglou, 2014). For example, Portland's east-side LRT line did not initially have the economic vitality or TOD-oriented planning necessary to support the desired high-density growth (Dueker & Bianco, 1999).…”

Section: Introductionmentioning

confidence: 66%

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The effect of light rail transit on land-use development in a city without zoning

Lee¹,

Sener

2017

JTLU

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Light rail transit (LRT) has become a popular strategy to improve accessibility and mobility in the United States. It has also been touted as a tool to spur urban growth, higher-density development, and revitalization in large, auto-dependent cities like Houston, Texas. Although traditionally known as sprawling and highly autooriented, Houston has greatly expanded its light rail system in recent years. The city is also unique in that it is by far the largest city in the United States without zoning ordinances.The city of Houston is used as a case study to examine land-use development around LRT stations. Analysis of parcel-level land-use data from 2005-2014 revealed a spike in commercial development along the original light rail corridor, approximately 4 to 10 years after its opening. Land-use development along the newer light rail corridors was more modest and not considerably different than the control corridors. Small changes in the levels of high-density residential housing and land-use mix near light rail stations indicated that efforts to encourage transit-oriented development have not yet had much effect.

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Section: Introductionmentioning

confidence: 66%

“…In some cases, rather than attracting new development, LRT may redistribute development toward station areas (Handy, 2005;Higgins et al, 2014). There was a substantial increase in development following the expansion of Denver's LRT system, with much of that growth focused in the revitalized downtown area (Ratner & Goetz, 2013).…”

Section: Introductionmentioning

confidence: 99%

The effect of light rail transit on land-use development in a city without zoning

Lee¹,

Sener

2017

JTLU

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“…Regional lines are low density and thus have an opportunity for growing; also there is an opportunity to use them to test and new technologies before implementation. One of the studies show that rail transit system has to have high levels of initial ridership, so it is essential that it is located along a corridor with high levels of existing demand (Higgins at al, 2014). And, it is often the potential for promoting transit-oriented land use change that emerges as a central planning consideration for achieving long-term ridership goals.…”

Section: Tabela 3: Frekvence -Država Kot Akter Reševanja Stan Problementioning

confidence: 99%

Trust in a viable real estate economy with disruption and blockchain

Veuger

2018

121

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Centre for Real Estate -in daily speaking 'CEJ' -is the new centralized real estate centre in the Danish public authority, Capital Region of Denmark. Since 1 January 2017, more than 700 employees have been part of the centre, which has the task of creating, operating and optimizing the buildings owned by the regional authority. The trusted FM partnerThe Capital Region is responsible of hospitals, mental health services, research, disability services, social services and solving environmental tasks. The building stock is approx. 2 million m 2 with a portfolio consisting of more than 750 single buildings at more than 70 locations. The strategic ambition in CEJ is to become the trusted partner for the regions core businesses and not as de facto the default FM organization. In this article we share our first experiences as inspiration to others who are considering a change process from decentral to central facilities management. The preparationsThe corporate management decided in 2015 that the preparations of a centre for real estate should take place in 2016 and 1 of January 2017 was set as the formal opening day. Mogens Kornbo started as CEO of CEJ the 1. March 2016 and during the spring, summer and fall the contours of CEJ started to settle. The centre should be a real estate and facilities management centre, the hospitals etc. should hand over responsibilities together with employees and budgets and a process was started to prepare and motivate the 720 employees who was about to change their organizational association and become the vast majority of the CEJ employees. An important part of the preparations was the constellation of the organizational structure. It consists of a CEO and deputy with representation in the corporate management, supported by administrative staff and 5 units of  System and processes  Planning and building projects  Operation and technique  Energy and environment  Logistics and supply chain The REFM scopeCEJ´s is set out to be a Real Estate FM (REFM) centre that unites ownership, investment and operational optimization in one and the same organization. The responsibilities are in general the physical environment and the technical services related to operation of buildings including: indoor and outdoor building maintenance, technical service, outdoor areas, fire and safety, indoor environment, waste handling parking and environment. In the future we might grow with other FM services, but currently cleaning, catering, receptions, guard etc. is not included in our responsibilities. These FM tasks remain for the time being in the core business organizations. Corporate economy, IKT and HR on are also not the responsibility of CEJ, as the region has other centres with this as their resort. 9The financial basisThe economic negotiations were challenging and they still are. Top management at the hospitals accepted or even supported the idea of a central real estate organization, but like in all other situations where resources are limited; there were at times hard negotiations about transfer...

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“…Among the competing transit technologies such as rapid rail, light rail, and express bus, these alternative options can provide high quality service in terms of reliability, speed, safety, reduced travel time and-with a greater probability-act as a substitute for private car usage. As a consequence, rapid rail systems have become a preferred policy approach to avoid road congestion and other detrimental effects of urban sprawl (Higgins, Ferguson, & Kanaroglou, 2014;May, 2013). This constructs a framework for the current study focusing on sustainability impact assessment of high-speed rail provisions on land-use, in line with the tendency of compact development in TS presented in Table 4. A wide variety of studies deal with the evaluation of transportation impacts on land-use, land development and environment (Bohman & Nilsson, 2016;Dröes & Rietveld, 2015), on certain externalities (i.e.…”

Section: Evaluation Methodology: Impact Assessment Of Transport-land-mentioning

confidence: 99%

Scenario Analysis of Alternative Land Development Patterns for the Leipzig-Halle Region: Implications for Transport-Land-Use Sustainability

Ustaoglu

Williams

Petrov

2017

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The objective of this paper is to present alternative land development scenarios for the sustainability impact assessment of transport-land-use relationship in the Leipzig-Halle Region. Using the MOLAND Model that was applied to a declining urban region for the first time, two different land-use scenarios were developed representing a baseline dispersed development and an alternative compact development case. The assessment of land-use-transport relationships is carried out incorporating the use of social, economic and environmental indicators. The impacts and indicators were specified and evaluated subject to a quantitative and qualitative assessment. The findings imply that a compact development scenario is preferable over dispersed development scenario in terms of potential quantitative data on the benefits to the environment and society. In contrast, dispersed development in the baseline case indicates the costs of such development exceed the benefits. The results of this type of scenario analysis provide an objective evidence basis in policy evaluation and decisions regarding future urban developments. This research was developed from several scenarios created with the key stakeholders of the Leipzig-Halle Region from research originally conducted as part of the PLUREL Project in 2012 and updated in 2016. It aims at contributing to literature by providing a sustainability assessment framework for rapid rail infrastructure provision that incorporates socio-economic and environmental impact assessment of alternative future urban form scenarios into the analysis. In addition, due to MOLAND features, it provides the opportunity for the sustainability impact assessment of different forms of urban development linked with transport infrastructure provision in the Region and compare the findings with other case study areas in Europe and internationally.

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Light Rail and Land Use Change: Rail Transit’s Role in Reshaping and Revitalizing Cities

Abstract: Abstract

Cited by 51 publications

References 28 publications

The effect of light rail transit on land-use development in a city without zoning

The effect of light rail transit on land-use development in a city without zoning

Trust in a viable real estate economy with disruption and blockchain

Scenario Analysis of Alternative Land Development Patterns for the Leipzig-Halle Region: Implications for Transport-Land-Use Sustainability

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