Transit-oriented Development Index Research Articles

Measuring the Transit-Oriented Development (TOD) Levels of Pakistani Megacities for TOD Application: A Case Study of Lahore

The urbanization challenges in the megacities of Pakistan necessitate the implementation of comprehensive sustainable development practices to effectively address contemporary urban issues. Transit-oriented development (TOD) is a globally accepted device in achieving sustainable urban development through transport and land use integration. Evaluating the levels of TOD built in present conditions is essential for productive TOD planning, as it enables the prioritization of development interferences. In this context, we utilized a methodology to evaluate the levels of TOD (TOD-ness) present near transportation nodes through a TOD index. It utilizes ArcGIS and spatial multi-criteria analysis (SMCA) to determine the extent of TOD-supporting qualities around a transit node and identifies areas for potential improvements in transit orientation. The methodology was executed in the megacity of Lahore, situated in Pakistan. A TOD index was computed for areas surrounding the 26 LRT and 27 BRT stations along two existing corridors. The findings suggest that the TOD concept is feasible for Pakistani megacities, and urban decision makers can utilize the TOD index results to facilitate urban- or regional-level planning, funding, and investment policies. Furthermore, these findings offer valuable insights into the transportation obstacles and potential opportunities in similar developing cities in South Asia.

The positive impact of transit-oriented-development characteristics on Metro Station usage: A case study of Tehran's metro stations and TOD index calculation

Transit-Oriented Development (TOD) facilitates the creation of more walkable cities. To implement TODs, urban planners need a mechanism to delineate TOD levels so they can envision future planning trajectories. This study offers an approach to developing scores for TODs within Tehran, a metropolitan area with metro stations and Bus Rapid Transit that facilitate public transportation usage. TODs exhibit distinct characteristics when compared to other areas within a city. Furthermore, TODs vary in their levels of integration across transit, commerce, and residential, necessitating policies specific to each TOD. The main objective is 1) To identify the factors that best define TODs for metro stations and 2) To develop a TOD index to measure the TOD score. We used three different spatial units of measurement to define a range of metrics to identify how effective TODs work with different characteristics. The spatial units include: 1. Thiessen polygons 2. the walkable distance of the transit nodes and 3. Thiessen polygons without the walkable distances. The main criteria we used are travel behavior, walkability, accessibility, transportation inclusivity, network attribute, trip generation rate, and land use. The metrics are weighted based on the correlation results with the usage rate. A Negative Binomial regression was developed to find the metrics that are significantly influential on the usage rate of the metro stations. Results indicate that all criteria except the land use are significantly correlated with the usage rate of metro stations.

An Overview of TOD Level Assessment Around Rail Transit Stations

AbstractBy integrating land use and transportation systems, transit-oriented development (TOD) focuses on transit and land development, development potential, and the balance between transportation and land use. The TOD level assessment not only helps optimize existing TODs but also guides TOD planning. Based on previous literature, methods for assessing TOD around rail transit stations can be roughly divided into three categories: TOD index, the node-place model, and the data envelopment analysis (DEA) model. The TOD index aggregates indicators from different dimensions into a single value for evaluation. The node-place model emphasizes transportation, land use, and the balance between them, as well as expansion factors. And the DEA model is suitable for situations without input indicator weights or consideration of different units of measurement. TOD indicators are the basis of the evaluation, and in both the TOD index and node-place models, indicator weights are mostly determined by using subjective methods. Furthermore, a limited number of studies to date have pre-evaluated the implementation of TOD at rail stations under construction or in planning. This paper aims to assess the level of TOD areas at the rail transit station level, which can help in constructing the evaluation index system, selecting TOD stations, and optimizing them.

Accessibility and Land Use Effect of Residential Area with Different TOD Typology to Value Creation

TOD (Transit Oriented Development) is the planning design focusing on integrated transportation and land use in an area with certain radii. There are many transits node which is being designed as TOD, which varies into many typologies. Indication of TOD measurement from TOD ideal, can be measure from accessibility factor and land use factor. There is an indication that each TOD area will give different output (value creation) related to accessibility and land use function. Many studies states about the TOD in different city. where this paper will analyse many areas within the same city. The method is analysing the area into TOD index using AHP, then measuring the value creation with summation of real land and building priceThen analyse the correlation between TOD index and value creation. The study case locations is in Lebak Bulus, Dukuh Atas and Kelapa Gading. The identification of value creation will be useful as an input to the urban planners or policy makers for designing more targeted strategies. The discoveries made in comparative context differ from those made in prior studies. This paper is thus believed to make a new contribution to the existing TOD categorized with additional input related to value creation inside.

A Case Study of Tramline Analysis with Transit-Oriented Development Approach: Bursa T2 Tramline

The article highlights the importance of transportation systems in urbanization processes, especially in densely populated cities where the need for transportation and infrastructure systems arises as cities spread towards their peripheries. Public transportation systems' priority transportation policies are developed by local governments to meet accessibility at the optimum level, minimize harmful environmental effects, and save time and cost. Transit-oriented development (TOD) is a planning approach adopted in many cities to reduce private vehicle use by developing public transit stations around high-density mixed land use and walkable environments. This study assesses the potential for TOD development at eleven stations of the T2 tram line on the Bursa-Istanbul road, using the 6Ds of built environment variables as indicators and GIS methods and applications to measure all spatial indicators. TOD indexes were examined for each station to identify potential improvement strategies, and each station was classified as having a high, medium, or low TOD index. By understanding the specific strategies for different TOD indices, this article aims to support development areas to improve local urban development towards higher TOD levels.

Revolutionizing TOD Planning in a Developing Country: An Objective-Weighted Framework for Measuring Nodal TOD Index

Transit-oriented development (TOD) is a planning strategy that combines land use and transportation planning to promote economic, environmental, and social sustainability. While developed cities have embraced TOD, developing cities need to adopt it faster. This has resulted in a need for robust TOD measurement frameworks for developing countries. Furthermore, existing frameworks often use subjective weightage for different TOD indicators, which can lead to human biases. To address these issues, the authors aimed to develop a more robust and objective framework for measuring TOD in developing cities, particularly Dhaka, Bangladesh. The authors used density, diversity, destination accessibility, and design criteria to select eight indicators for measuring TOD. However, a buffer radius of 800 meters was taken for each of the 17 stations to calculate TOD. An objective-weighted spatial multi-criteria analysis (OSMCA) was used to evaluate the framework. The model’s robustness was assessed by analyzing the sensitivity of eight TOD scenarios and identifying hotspot clusters using statistical methods. Additionally, the authors ranked the stations based on the highest TOD score and compared TOD with developed and developing cities to gain planning insights. They proposed three different TOD planning methodologies for nodes that emphasize the importance of design, destination access, and density for (re)development, zoning, and affordable housing policies in Dhaka’s regions. Finally, the study discussed limitations and future research priorities.

A framework to measure transit-oriented development around transit nodes: Case study of a mass rapid transit system in Dhaka, Bangladesh.

Transit-oriented development (TOD) is a tool that aids in achieving sustainable urban development. It promotes economic, environmental, and social sustainability by integrating land use and transportation planning. Many researchers have investigated mass rapid transit (MRT) station regions for TOD in developed cities. However, in a developing city such as Dhaka, measuring node-based TOD (TOD index) during MRT construction has been disregarded in planning future land use. Furthermore, no prior research on quantitative TOD measurement in Dhaka exists. As a result, we developed a framework for both quantitative and spatial node-based TOD measurement based on the four Ds (density, diversity, destination accessibility, and design) of the TOD concept. With 17 stations under construction, MRT 6 was selected as our study area. The TOD index was measured by nine indicators based on the four criteria (4Ds), spatially in the geographic information system (GIS). After calculating the indicators, the TOD index for each station's 800m buffer was estimated using the spatial multi-criteria analysis (SMCA). A sensitivity analysis of four TOD scenarios was performed to check the model's robustness. Additionally, a heatmap of the TOD index for MRT 6 was created for informed planning and policymaking. Furthermore, statistically significant hotspots (both Getis Org Gi* and Anselen Local Moran Statistics) and hotspot clusters were identified. Finally, we illustrate the station-based ranking based on the maximum TOD score. In addition, a detailed spider-web of nine indicators for 17 stations depicts sustainable TOD planning. However, regarding density and diversity, sustainable development and (re)development policies should be implemented not only for MRT 6 but for all Dhaka's TOD regions.

Measuring metro stations pedestrian accessibility in Noida using transit-oriented development index

Measuring metro stations pedestrian accessibility in Noida using transit-oriented development index

Measuring Transit-Oriented Development (TOD) levels: Prioritize potential areas for TOD in Alexandria, Egypt using GIS-Spatial Multi-Criteria based model

In various countries around the world, Transit-Oriented Development (TOD) is getting more attention as one of the most comprehensive planning approaches that can stimulate sustainable development, by encouraging the integration of land-use and transport systems. It is believed that measuring the levels of TOD based on existing potential is a prerequisite for TOD planning, as it facilitates the prioritization of development interventions. In this vein, this study aims to identify and prioritize potential areas for TOD in the City of Alexandria, Egypt. This was done using spatial statistical analysis with combined models of Geographic Information System (GIS) and Spatial Multi-Criteria Analysis (SMCA). The combined models can reach a comprehensive value depicting the existing levels of TOD in an area-wide context, via an index (potential TOD index). Using this index, TOD levels were measured over 6 districts and 109 sub-districts (shyakhat), covering approximately 340 km2. Using nine potential indicators, the scores of the potential TOD index, which indicates the degree of suitability of bus stations as potential TODs, were determined. The results showed that some areas were highly suitable for TOD and had great potential in terms of re-development.

An extended node-place model for comparative studies of transit-oriented development

A commonly used quantitative method for evaluating the status quo in transit-oriented development (TOD) is the node-place (NP) model. However, NP-derived models seldom consider the compactness of station areas and their interactions with urban structures. This work extended the NP model by introducing two concepts of compactness and urban vibrancy. Moreover, a scoring approach was proposed to measure the overall TOD level to facilitate inter-city comparison. This work conducted a comparative study of two megacities, Guangzhou and Shenzhen, and found that Shenzhen is better in overall TOD performance. When examining specific dimensions of performance using clustering methods, we found significant discrepancies in both cluster characteristics and spatial distributions, with Guangzhou exhibiting a core-periphery spatial pattern and Shenzhen a polycentric structure. We observed a significant correlation between the TOD index and urban vibrancy in both cities. This study contributes to a more targeted TOD policy by supporting the decision-making process.

A TOD index integrating development potential, economic vibrancy, and socio-economic factors for encouraging polycentric cities

There has been a significant amount of research on the methods that city planners can use to identify and pursue opportunities for Transit-Oriented Development (TOD). This research has been primarily centred on population density, walkability, land-use diversity, and available parking around potential transit nodes, all of which are often aggregated into a single TOD Index. However, a major attribute omitted in these index calculations is development potential. To efficiently assess the benefits of TOD for a given area, city planners must focus on whether there are development opportunities around transit nodes that could encourage polycentric development. We propose a TOD Index that focuses on integrating socio-environmental characteristics, economic vibrancy, and development potential for TOD projects around transit systems. The index comprises three layers, that, in tandem, will enable the potential maximization of transit use: (1) socio-environmental characteristics, (2) economic vibrancy, and (3) development potential. We use the city of Montreal to demonstrate how the new index works and how it can be adapted to other cities.

Underlying Mechanisms of Transit-Oriented Development: A Conceptual System Dynamics Model in Qatar

Transit-Oriented Development (TOD) is an urban planning approach that facilitates the achievement of sustainable development goals from an urban planning and transportation perspective. Developed countries are moving rapidly to integrate TOD principles into the urban fabric. On the other hand, developing countries face challenges in attempting to implement TOD and introduce new transportation modes. The present research study analyzes the concept of TOD from a systematic perspective, providing an in-depth analysis of the interrelation of the three subsystems of TOD: sustainable transportation, built environment, and socio-economic development. The authors posit that the appropriate application of TOD requires not only that one evaluate the existing conditions of the urban fabric, but also that one assess the typical causality characteristics of the TOD index, as well as investigate the dynamicity of these interacting factors as they change over time. This approach should allow policymakers to better understand the interrelations among the built environment, transportation, and socio-economic aspects of TOD, ultimately enabling them to provide appropriate and focused policies. In this research study, a conceptual system dynamics model for TOD is developed, taking into consideration the needs of a sustainable built environment, a sustainable transportation system, and a sustainable economy. The main findings therefore relate causality effects among multiple variables, including transportation, urban and socio-economic subsystems. The model developed in this study was developed in the State of Qatar, a small country in the Arabian Gulf, but has broader implications as it could be implemented in other countries with conditions similar to those prevailing in Qatar.

Evaluating TOD in the context of local area planning using mixed-methods

In this paper, we developed a three-step methodology for evaluating Local Area Planning (LAP) projects prepared to promote sustainable transit-oriented development (TOD). Using data from the Indian city of Ahmedabad, we quantified LAP-TOD indicators to evaluate TOD levels before and after LAP implementation around the planned metro corridors. We conducted expert interviews and reviewed LAP documents to better understand the results of these TOD indices and develop policy recommendations to strengthen LAPs. In our quantitative analysis, we found that normalized post-LAP TOD index scores for the studied metro station areas ranged from 0.12 to 0.30. These scores are low, and there is much room for improvement, considering that the highest normalized TOD index score that can be achieved is 1. Through interviews with carefully selected experts, we were able to get a comprehensive picture of the different opinions on local development challenges around metro stations. In reviewing policy documents, we identified several important gaps in the LAPs. We conclude that our contextual mixed-methods approach proved to be useful in this LAP-TOD planning project, as it revealed converging and conflicting results from the qualitative and quantitative analysis. Thus, this study contributes to the existing literature on LAP-TOD by arguing that a combination of both methods is best suited to capture all relevant elements and provide a sufficient basis for policy recommendations.

Visualisasi Peta Skematik dan Story Map MRT dan LRT Jakarta

Keberadaan MRT dan LRT Jakarta bertujuan untuk melakukan perubahan pada pola penggunaan transportasi, dari transportasi pribadi menjadi transportasi umum. Berdasarkan data Menteri Perhubungan, hanya 32% warga Jakarta yang sehari-harinya menggunakan transportasi umum. Untuk meningkatkan minat pengguna transportasi umum, maka dibutuhkan informasi yang lengkap mengenai berbagai pilihan akses transportasi. Tujuan kegiatan ini yaitu untuk menampilkan informasi peta jaringan MRT/LRT Jakarta dan peta interaktif story map hasil analisis Transit-Oriented Development (TOD) dan service area pada tiap stasiun sebagai penunjang perencanaan guna mencapai transportasi yang berkelanjutan. Peta jaringan MRT/LRT Jakarta dibuat dengan melakukan proses skematisasi, yaitu mengubah peta konvensional menjadi peta skematik yang umumnya digambar lurus dengan sudut tertentu dan banyak digunakan dalam sistem transportasi kota. Peta interaktif story map dibuat melalui platform ESRI Story Map. Visualisasi analisis indeks TOD pada stasiun MRT Jakarta menggunakan hasil perhitungan yang sudah dilakukan oleh Siburian (2020), sedangkan visualisasi analisis indeks TOD pada stasiun LRT Jakarta merupakan hasil perhitungan yang diolah oleh penulis. Nilai indeks TOD dihitung berdasarkan metode Singh (2015) dengan 8 parameter. Hasil perhitungan menunjukkan bahwa dua stasiun memiliki indeks level tinggi, tiga stasiun dengan level sedang, dan satu stasiun tergolong memiliki level TOD rendah. Kegiatan ini menghasilkan sebuah website yang tersusun atas dua halaman yaitu halaman beranda dan halaman peta. Halaman beranda berisi informasi umum seperti sejarah, tarif, dan waktu perjalanan kereta. Sedangkan halaman peta merupakan halaman inti dari website yang disajikan dalam bentuk peta statik skematik dan peta interaktif story map. Data spasial terkait titik-titik penting, rute perjalanan, kependudukan, serta penggunaan lahan divisualisasikan pada peta sebagai fitur spasial. Berdasarkan hasil evaluasi dari pengguna, website yang dihasilkan mampu menyajikan informasi dengan tepat, baik, dan mudah untuk operasikan.

Transit oriented development and retail: Is variation in success explained by a gap between theory and practice?

Central to the concept of Transit Oriented Development (TOD) is a retail core situated around stations. However, successful retail near light rail transit stations has been elusive. Despite significant implications for land use, transportation, and economic development planning, little research exists to explain the gap between TOD concept and reality. We hypothesize that the density, diversity, and design characteristics central to the theory of TODs drive retail success. We implement a TOD Index proposed in the literature to score 474 light rail station areas in 11 metropolitan areas according to the presence and magnitude of those density, diversity, and design characteristics. A series of robustly-developed multilevel models support our hypothesis: TOD Index scores significantly predict station area retail employment, ceteris paribus. An evaluation of its subcomponents individually (block size, which relates to walkability; land use mix; and activity density) suggests activity density may be the driving force in this relationship. Our research works to move the conversation away from an assumption that transit stations and retail naturally co-exist and toward more intentional station area design choices demonstrated to drive retail employment.

Determining transit nodes for potential transit-oriented development: Along the LRT corridor in Addis Ababa, Ethiopia

The aim of transit-oriented development (TOD) is to create a livable urban environment by improving the integration between land-use and transportation systems. The capital city of Ethiopia, Addis Ababa, aims to promote a sustainable transportation system by launching its first light rail transit (LRT) network to control the current pattern of increased congestion and the need for mass transport. Planning for TOD around existing transit stations helps achieve improved transit choice and encourages local economic development. Therefore, this article proposes a methodology to quantitatively measure the existing TOD in terms of a TOD index within the walkable distance of transit nodes by measuring the criteria that define TOD levels. The TOD index is calculated for areas of 22 stations on the East-West LRT line of Addis Ababa. Depending on the value of the TOD index, certain stations are identified to have a potential TOD but poor transit accessibility. With these results, the recommendation to improve TOD planning can become accurate for each station, depending on its relevant factors. Such results also help identify each station's potential for TOD planning and its improvements toward future local developments.

Impact of Transit-Oriented Development on Residential Property Values around Urban Rail Stations

Few previous studies have linked transit-oriented development (TOD) patterns and property values at the station level in the Chinese context. Using Shanghai as a case study, we obtained 21,094 transaction records within the 800 m radius catchment areas of 280 urban rail stations from a local property agency. A performance-based TOD indicator framework was established to capture built-environment features for density, diversity, and design dimensions. Using open-source geospatial data, we generated a series of TOD indicators for each station catchment area and further developed a composite TOD index with information entropy weighting. The results of multilevel regression models showed that within urban rail station catchment areas, residential properties with higher TOD levels were positively associated with higher value. In addition, increasing pedestrian and bike accessibility and integrating diversified urban functions around stations could create more value for nearby residential properties.

Identifying Urban Structure Based on Transit-Oriented Development

The fast development of urbanization has led to imbalances in cities, causing congestion, pollution, and urban sprawl. In response to the growing concern over the distribution of demand and supply, a more coordinated urban structure is addressed in comprehensive planning processes. In this study, we attempt to identify urban structure using a Network–Activity–Human model under the Transit-Oriented Development (TOD) concept, since TOD is usually regarded as an urban spatial planning tool. In order to explore the strengths and weaknesses of the urban structure, we define the TOD index and unbalance degree and then classify the urban areas accordingly. We take the city of Beijing as a case study and identify nine urban types. The results show a hierarchical urban structure: the city center covers most of the hotspots which display higher imbalances, the surroundings of the city center are less developed, and the city edges show higher potentials in both exploitation and transportation development. Moreover, we discuss the extent to which the spatial scale influences the unbalance degree and apply a sensitivity analysis based on the goals of different stakeholders. This methodology could be utilized at any study scale and in any situation, and the results could offer suggestions for more accurate urban planning, strengthening the relationship between TOD and spatial organization.

Transit oriented development among metro station areas in Shanghai, China: Variations, typology, optimization and implications for land use planning

Transit Oriented Development (TOD), the integration of transport system with land use, has gained considerate priorities in planning strategies towards urban sustainability. To accrue a better overall leverage of the benefits arising from TOD practice, it is necessary to explore the variations and typology among TODs. This paper extends the classic ‘node (transport) – place (land use)’ model by incorporating the oriented characteristics that represent the morphological and functional ties between transport and land use. The model is applied to the case of Shanghai, China. Fuzzy AHP (Analytic Hierarchy Process) is used to construct the indicators system of each dimension (node, tie and place) in the model and typology among TODs is divided by SOM (self-organizing map). We find that the TOD index value declines from the urban center to the outskirts of the city obviously. Four typologies are identified among TODs, including the Integrated (all high node, tie and place index value), the Functionally place-developed (low node index value and high tie and place index value), the Morphologically node-developed (high node index value and low tie and place index value) and the Dispersed (all low node, tie and place index value). Based on the evaluation, we put forward an optimization plan for the areas with low TOD index values, which are consistent with the planned lines under construction. All the methods demonstrated in this study are easy to perform and can be widely applied to the assessment of TOD typologies worldwide. This study produces some generalized knowledge that are useful for implementing TOD practice within land use planning.

Development of a TOD Index through Spatial Analyses and HFIS in Tehran, Iran

AbstractThe contemporary world possesses characteristics such as urbanism and expansion of cities that require a specific type of planning. Transit-oriented development (TOD) planning has emerged a...