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Transportation and Aging Policy
Published in Helen K. Kerschner, Nina M. Silverstein, Introduction to Senior Transportation, 2018
Helen K. Kerschner, Nina M. Silverstein
Consistent with an integrated approach to senior transportation planning is the concept of Transit-Oriented Development (TOD). As Brook (2010) describes, TOD is a community development model focused on nurturing healthy people and places and better connecting them to one another through a robust, “multi-modal” transportation network (p. 7). TOD encourages collaboration between multiple stakeholders, including transportation and planning practitioners, elected officials, non-profit organizations, community-based advocates, for-profit and non-profit developers, financial institutions, the philanthropic sector, and service providers.
Issues faced while applying transit oriented development principles in an urban area—a case of Kochi city
Published in Sheela Evangeline, M.R. Rajkumar, Saritha G. Parambath, Recent Advances in Materials, Mechanics and Management, 2019
Eunice Sara Jojee, Priyanjali Prabhakaran
TOD is defined as a compact and dense development around a transit station which provides all different variable opportunities like shop, work, reside, entertainment, dine, at the shortest walk able distance of 500–800 m radius, creating sustainable and living communities integrating landuse and transportation planning. TOD is assumed to be a development pertaining to a transit line alone, however it is important to note that, the Planning for successful TOD, is equally important to densification of the surrounding influence area.
Public transport and the environment
Published in Corinne Mulley, John D. Nelson, Stephen Ison, The Routledge Handbook of Public Transport, 2021
Transit-oriented development (TOD) is a community-based strategy highly dependent on public transport development. The key to TOD is to integrate dense and diverse land uses around a highly accessible public transport location with a walkable environment (Cervero, 2004; Curtis, 2012; Loo & Banister, 2016). The fundamental elements of TOD are the “3Ds” – density, diversity and design (Cervero & Kockelman, 1997). Overall, dense development, mixed land uses and a people-centric design of the built environment are favourable conditions. Essentially, TOD and public transport are used to be mutually reinforcing. On the one hand, TOD provides denser and more diverse opportunities around public transport stations, which can sustain public transport ridership and support its long-term viability, while, on the other hand, public transport provides sustainable, accessible and high-capacity travel modes to accommodate the travel demand of passengers and residents in TOD communities. To deliver the associated environmental benefits effectively, TOD needs to be supported by the use of sustainable transport alternatives (i.e. public and active transport) (Cervero & Sullivan, 2011; Loo & du Verle, 2017; Loo & Tsoi, 2018; Litman & Steele, 2017). In this context, Ewing and Cervero (2010) integrated two other components to make the “5Ds” (i.e. distance to transit and destination accessibility). “Distance to transit” and “destination accessibility” highlight the fundamental principle of developing an accessible public transport and pedestrian network for connecting to the transit location and nearby activity opportunities. The goal is to encourage public and active transport. Ogra and Ndebele (2014) also incorporated demand management to form the “6Ds”. “Demand management” refers to the ability to accommodate the existing and future demand of different transport modes, such as the allocation/expansion of public transport facilities and parking infrastructure. These three elements are largely related to the public transport dimension.
Impact of bus rapid transit in shaping transit-oriented development: evidence from Lahore, Pakistan
Published in Journal of Asian Architecture and Building Engineering, 2023
Muhammad Nadeem, Mihoko Matsuyuki, Shinji Tanaka
TOD is considered a form of urban development that enhances residential and commercial places within walkable distances from transit stations (Chen et al. 2021; Lamour, Morelli, and Marins 2019). Generally, TOD offers higher density, mixed-use, walkable urban development near mass transit stations, and encourages the use of public transit and walking rather than automobiles (Nasri and Zhang 2014; Rahman, Yasmin, and Eluru 2019). As TOD consists of various aspects such as urban development and infrastructure in the station area, it is created through land use control to restrict/guide urban development and infrastructure development by the private sector (Lyu, Bertolini, and Pfeffer 2016; Pojani and Stead 2014; Renne 2017). To consider how land use control and infrastructure development promote TOD, understanding what urban fabric is created and what aspects of TOD are lacking in the station area without these factors is essential.
Transit-oriented development in developing countries: A qualitative meta-synthesis of its policy, planning and implementation challenges
Published in International Journal of Sustainable Transportation, 2022
Mohammad Hamed Abdi, Patxi J. Lamíquiz-Daudén
TOD policies have proved to be beneficial for health, environment, economy, and society (Higgins & Kanaroglou, 2016). Transit-oriented areas produce less air pollution (Loo et al., 2017), since walking and cycling in TODs is economically valuable and less costly even than public transport (Victoria Transportation Policy Institute, 2010). Furthermore, according to Newman and Kenworthy (1998), it tends to foster a sense of community producing social benefits. Initiated by Peter Calthorpe, as a new urbanist, the key idea was based on movement and urban structure linkage, in line with Smart Growth and New Urbanism in nature (Dunphy & Porter, 2006; Xu et al., 2017) in order to fight against car dependence and its hostile impacts (Goetz, 2013; Shibley, 1998). It also fits with other recent trends in urbanism, such as the new role of streets as public spaces with multiple purposes (Park et al., 2019).
Are transit-adjacent developments effective neighborhood design models to help meet the recommended weekly physical activity levels? The case of Abu Dhabi
Published in International Journal of Sustainable Transportation, 2021
Allan Ribeiro Pimenta, Praveen K. Maghelal, Khaled Alawadi
The implementation of effective TOD is complex and takes time since this process involves political, social, environmental, economic, and cultural interests. Jacobson and Forsyth (2008) highlight the importance of design at human scale to enhance TOD performance, such as wide availability of public spaces, street furniture, green areas, public activities, adequate lighting, and connected pedestrian network. Thus, TOD can mitigate various urban issues such as automobile-dependency, traffic congestion, greenhouse gas emissions, urban sprawl, and eventually enhance physical activity levels. However, it is still unclear if residing in such TODs and using transit does increase levels of physical activity, especially due to self-selection issues when analyzing the built environment (Guan & Wang, 2019). However, these self-selection issues are not compelling in the Eastern world, such as the UAE, since residential and transportation mode choices are probably constrained than Europe and North America, where most studies considering self-selection issues have been undertaken (Wang & Lin, 2014).