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Transit oriented Development
- 1. Management and PredictionDemand Homework : TOD Kwikiriza Bruce Chris Universiteit Hasselt December 18, 2015
- 2. Management and PredictionDemand Contents 1 Introduction 2 Planning Sustainability and Development of TODs 3 How TOD effects are measured 4 Case Studies 5 Thank you 6 References
- 3. Management and PredictionDemand Introduction Introduction Transit-oriented development (TOD) definition Mixed-use of residential and commercial area designed to maximize access to public transport (Newman & Kenworthy, 1988) often incorporates features to encourage ridership compact, mixed-use development near transit facilities and high-quality walking environments (Cervero, 2008) should be developed in higher density places.
- 4. Management and PredictionDemand Introduction Figure 1 Focusing on density places
- 5. Management and PredictionDemand Introduction Types of TOD According to Dittmar & Poticha, (2004), TODs include the following: urban neighborhood urban downtown/urban center suburban town center suburban neighborhood neighborhood transit zone commuter town. special use/employment district mixed-used corridor
- 6. Management and PredictionDemand Introduction Figure 2 TODs development & planning
- 7. Management and PredictionDemand Introduction Scientific questions What are the goals of TOD? How to implement and plan for TOD? How are the TOD goals measured? What indicators are used to measure the effects of TOD? Which effects must be taken into account?
- 8. Management and PredictionDemand Introduction Objectives/Goals of TOD Enhance livability, Foster wider housing choices, Provide private development opportunities, safer neighborhoods, Reduce parking requirements, Improve air quality Promote intermodal integration.
- 9. Management and PredictionDemand Introduction It increases ridership Reduces automobile dependence item Increases sustainability. Promotes the integration of land use and transit facilities. It increases accessibility. Pedestrian safety since there is no traffic congestion It Reduces congestion on the road network It reduces travel time
- 10. Management and PredictionDemand Planning Considerations while planning for TODs According to Boarnet & Compin, (1999) variables that should be considered when planning for and implementing development around transit station areas include: Population and employment density Intensity and diversity of land uses Parking availability Physical design of the street connectivity and accessibility Exhibit Compact Building Design
- 11. Management and PredictionDemand Planning Provide ranges of housing types Promote “walkable” neighborhoods Exhibit a distinct sense of place Preserve open space Utilize existing development Provide transportation choices Practice fair decision-making Promote stakeholder participation
- 12. Management and PredictionDemand Planning Aspects to be focused on by Developers before Commisioning the Project (TODs) High density places with rail stops and bus stops The environmental and design factors are important aspects in contributing to the success of TOD projects. Assistance and cooperation of government agencies. The presence of adequate policies to address issues of traffic pollution and congestion (Cervero & Day, 2008) . Public and private sector involvement The transit agencies and local land use promoters of TOD. Funding (Intensive capital)
- 13. Management and PredictionDemand Planning Sustainability and Development of TODs Diversity (Land use mix) commercial Services retail services jobs community infrastructure(Cervero, & Kockelman, 1997) open space (Recreation)
- 14. Management and PredictionDemand Planning Sustainability and Development of TODs Density(Land use) Higher density residential uses increase vitality (Liveliness) provide more convenient access to public transport services. According to(Weisbrod & Treys, (2008) the following baseline density guidelines have been proposed. activity centers: 40–120 dwellings per hectare (net) or greater suburban and neighborhood locations: 30–80 dwellings per hectare (net) or greater priority transit corridors: 40 dwellings per hectare (net) or greater
- 15. Management and PredictionDemand Planning Sustainability and Development of TODs Design(Ensuring development features) High-quality subtropical design maximizes public amenities like schools, hospitals etc. Quality of streets pedestrian connectivity Walking and cycling lanes high levels of accessibility
- 16. Management and PredictionDemand Planning Sustainability and Development of TODs Barriers that Hinder the development of TODs The transit agencies developers under appreciate ability to overcome the land assembly. Project financing barriers (Limited intensive capital) Problem of converting capital investment into positive operating returns Public sector involvement and TOD developers are discouraged by, community opposition to high-density places. unattractive locations and heavily industrialised neighborhoods. Fixation on automobile-oriented design (McNulty et al, 1997).
- 17. Management and PredictionDemand Planning Sustainability and Development of TODs Importance of TOD It increases ridership / public transport It increases revenues to Government. It reduces automobile usage It reduces the volume of vehicles It reduces congestion on the road It offers a wide variety of housing/residential houses.
- 18. Management and PredictionDemand Planning Sustainability and Development of TODs It reduces rent rates and thus increase in property values(Cervero et al., 2002) TODs contributes to a greater mix of land uses It acts as a recreation centre like BART’s Pleasant Hill station. Increases the amount of housing, office space, and community retail in close proximity to the station (Cervero et al., 2002) Reduces emission pollution
- 19. Management and PredictionDemand Planning Sustainability and Development of TODs Effects of Transit oriented development Increases accessibility Increases ridership Reduce highway transportation costs and externalities such as road maintenance and infrastructure expenses, as well as Reduce emission pollution Reduce noise pollution Reduce fuel consumption. It reduces transportation costs because of housing location choices (Weisbrod & Treyz,2003). 5% reduction in commute time has the same effect as a 1.5% decrease in rent or 28% reduction in home value (Weisbrod & Treyz,2003).
- 20. Management and PredictionDemand Planning Sustainability and Development of TODs Negative Effects of TODs Delays due to many stops hence increases travel time Over crowding of passagers Public transport is expensive Higher level of crime (Dittmar & Poticha, 2004) Deterioration of livability values due to increased density Increase on real estate prices. Inconsistency in the time schedule (time table)
- 21. Management and PredictionDemand How TOD effects are measured Ridership Vehicle ownership Resident commuting Transport-related perceptions of residents Travel Behaviour CO2 emissions (computed) Park space
- 22. Management and PredictionDemand How TOD effects are measured Accessibility Vehicles kilometres travelled (VKT) Frequency of public transit usage Street Quality Pedestrian accessibility (pedestrian shed) Amount and quality of public space(networks) Infrastructural distribution and Development
- 23. Management and PredictionDemand How TOD effects are measured Livability The Local Economy Number of jobs by type Vacancy rate Quality of transit service Quality of life (resident perceptions) Home ownership vs. rental Weekly housing expenses Quality of Education Income levels
- 24. Management and PredictionDemand How TOD effects are measured Congestion Pollution energy(fuel) consumption (computed) Percent of land cover as green space Percent of land cover as trees Accelerating and Decelerating
- 25. Management and PredictionDemand How TOD effects are measured Development Property value Population and housing density Land cover/land use distribution Parking inventory The Social Environment Policy abidance e.g stockholm congestion pricing
- 26. Management and PredictionDemand How TOD effects are measured Level of Congestion convenient comfortable fast Travel time
- 27. Management and PredictionDemand Case Studies United States of America Today, more than 100 TODs exist within the US mainly around heavy, light and commuter rail stations. (Cervero 1994) In the United States, 37.4% of TODs surround heavy rail 31.3% light rail 21.8% commuter rail 7.8% bus 1.7% surround ferry transit (Cervero, 2001).
- 28. Management and PredictionDemand Case Studies According to (Dittmar & Poticha, 2004) residents of TOD-like neighborhoods in the San Francisco Bay Area had almost half the vehicle miles traveled (VMT) per year. with exponential population growth such as Charlotte, NC; Seattle; Denver and Houston have major TOD thus travel time has reduced(Baldassare, Knight et al. 1979). Both Charlotte and Houston have new (since 2004) light rail systems whose ridership have exceeded their projections and as a result automobile dependence has decreased.
- 29. Management and PredictionDemand Case Studies TODs were encouraged by local transit agencies hence increased transit Ridership which in turn reduced greenhouse gas emissions, relieved congestion, and promoted healthier lifestyles. study found that TOD improved the effectiveness of transit investments by 20%-40% (Parsons & Douglas, 1996)
- 30. Management and PredictionDemand Case Studies TOD facilitates economic development and raise revenues for the agency. (Arrington and Cervaro, 2008) They achieved the following objectives Promoted public transport(ridership) Enhanced livability, Fostered wider housing choices, Provided private development opportunities Reduced parking requirements, Improved air quality Promoted intermodal integration.
- 31. Management and PredictionDemand Case Studies Rosslyn-Ballston Redevelopment Corridor Established in May, 1996. As of 2004, the corridor had more than 21 million square feet of office space. Retail and commercial 3,000 hotel rooms and 25,000residences (Parsons & Douglas, 1996). The corridor covers 2 square miles compared to approximately 14 square miles of a comparable suburban layout. Between 1991 and 2002, Metro ridership within the corridor doubled with nearly 50% of residents commuting by transit
- 32. Management and PredictionDemand Case Studies During the planning stages, County officials focused on the following principles: Exhibit Compact Building Design Provide ranges of housing types Promote “walkable” neighborhoods Exhibit a distinct sense of place Preserve open space
- 33. Management and PredictionDemand Case Studies Utilize existing development Provide transportation choices Practice fair decision-making Promote stakeholder participation In a national survey of 90 transit agencies, nearly half of the agencies reported having regional vision, policy, or plan in place that calls for compact development organized around transit.” (Cervero 2001)
- 34. Management and PredictionDemand Case Studies In San Diego, the density threshold for residential dwellings is 18 per acre in an urban TOD serving light rail and 12 units per acre in neighborhood TODs where bus service is the major transit mode. In Portland, Oregon,values range from 12 to 30 units for light rail districts based on the distance to the station 12 to 24 units per acre for bus districts based on distance from the stop. (Parsons & Douglas 1996)
- 35. Management and PredictionDemand Case Studies Between 1991 and 2002, Metro ridership within the corridor doubled with nearly 50 % of residents commuting by transit. Arlington County planners state that when residents are involved in developing plans they are more supportive of dense development. Arlington expanded its density bonus provisions allowing 25 percent more density. In 2002, the Arlington Corridor was selected by the U.S. Environmental Protection Agency (EPA) as the recipient of the National Award.
- 36. Management and PredictionDemand Case Studies Curitiba, Brazil Curitiba is the capital of Paraná, one of Brazil’s most southern states. City planning began nearly three centuries ago when city leaders first established building regulations The number of trees that could be cut was limited and required that homes have roofs made of tile, not wood. During the second half of the 19th century, Curitiba’s population tripled due in part to immigrants from Japan, Lebanon and Syria. Many of Curitiba’s sister cities experienced high unemployment rates,impoverished conditions, and congestion.
- 37. Management and PredictionDemand Case Studies From 1950 and 1990, Curitiba experienced high rates of growth going from 300,000 residents to 2.1 million. Once an agricultural center, Curitiba became an industrial and commercial powerhouse. To accommodate this growth. Curitiba made the decision to plan for the mobility of people rather than cars. Giving both pedestrians and mass transit priority over automobiles in highly congested corridors. Between 1974 and 1995, the city’s accessibility network developed dramatically.
- 38. Management and PredictionDemand Case Studies Today, it includes high-capacity buses operating on dedicated transit ways, express bus service, orbital routes that connect bus ways, Curitiba has over 100 feeder lines that run between low-density neighborhoods and trunk line services. The network passes through 13 municipalities carrying 2.4 million passengers per day with 34 terminals over 385 lines (Parsons Brinckerhoff Quade & Douglas, 1996) Curitiba had the following policies and goals to achieve after developing TODs
- 39. Management and PredictionDemand Case Studies Transit corridors zoned for mixed-use residential and office development to guarantee that buildings both produce and attract trips Density bonuses that encourage retail shops and restaurants on the first two floors of all buildings fronting on the transit ways Areas outside the transit corridors zoned for residential neighborhoods Large-scale shopping centers only allowed in transit corridors Public housing for low-income families built along the transit ways
- 40. Management and PredictionDemand Case Studies In downtown, a restricted parking supply with a pedestrian environment emphasized the following Walkability Traffic congestion reduction increased density more open space private funding support job creation intense community involvement were all a part of vision or goal .
- 41. Management and PredictionDemand Case Studies Emery Station, Emeryville The Emery Station has 20-acres of mixed-use development in the East Bay area. Initiated by Amtrak, construction of the rail station In 1998 as a result of negotiations between the City of Emeryville and Chevron who previously owned the land then it started . Anchored by an Amtrak station that makes 13 daily round trips, The TOD currently includes 550,000 square feet of office and 150 residential units and ground-floor retail. Residential units consist of lofts, town homes and senior housing.
- 42. Management and PredictionDemand Case Studies More than $200 million invested in the station The City also completed pedestrian bridge over the Amtrak tracks to a nearby mixed-use center. BART station is two miles away, the City of Emeryville saw fit to provide its residents and businesses with access to BART. shuttle bus that connects the development to the McArthur BART Station operating from 5:45 a.m. to 9:30 p.m. every 15 minutes. Figure 2.2 and Figure 2.3 are before and after photos of the Emery Station development.
- 43. Management and PredictionDemand Case Studies Emery Station before development Figure 1 Emery Station before development
- 44. Management and PredictionDemand Case Studies Emery Station after development Figure 2 Emery Station after development
- 45. Management and PredictionDemand Case Studies Kelvin Grove Urban Village(KGUV) Located in Brisbane Australia Designed as suitable and mixed use development Brisbane Metropolitan area has a population of approximately 1.9m KGUV spans over 16.57 Ha of land area The mixed use development consists of educational, residential, commercial, recreational, retail and office land use. KGUV is an educational based mixed use development
- 46. Management and PredictionDemand Case Studies Mixed land uses at KGUV Table 1 showing mixed land uses at KGUV
- 47. Management and PredictionDemand Case Studies Transport facilities at KGUV KGUV is well connected to arterial roads Has an internal street network forming grid patterns with parks and open spaces It has side walks on both sides of all streets and through parks and cycle lanes. This encourages,support walking and cycling Number of car spaces restricted to one space per 30m2 for all non residential development. Rstricted parking facilities to discourage drivers from driving their cars Promote the use of suitable modes of public transport like walking, cycling and use of public transport
- 48. Management and PredictionDemand Case Studies Aerial overview of KGUV Figure 3 Aerial overview of KGUV
- 49. Management and PredictionDemand Case Studies Figure1 shows an overview of KGUV the public transport corridors and its proximate transit stops. Yellow lines show the transport corridors Blue symbols indicate the location of the bus stops or bus way stations catering for KGUV users. KGUV is served by 16 bus services including 9 express and very high frequency services.
- 50. Management and PredictionDemand Case Studies In conclusion, TOD has reduced traffic congestion,increased Ridership, increased the quality of life and encourages bicycling and walking further more government and TOD agencies has earned revenue if form of conducting economical business like shops,recreation centers,rentals and house and land value. Therefore it would be recommended that countries that have not yet implemented TODS to plan and implement them for the betterment of traffic congestion reduction.
- 51. Management and PredictionDemand Thank you thank you ....
- 52. Management and PredictionDemand References Baldassare, M., R. Knight, and S. Swan (1979), Urban Service and Environmental Stressor:The Impact of the Bay Area Rapid Transit System on Residential Mobility.Environment and Behavior. 11(4): p. 435-450. Boarnet, M. G., & Compin, N. S. (1999). Transit-oriented development in San Diego County: the incremental implementation of a planning idea. Journal of the American Planning Association, 65(1), 80-95. Cervero, R., & Kockelman, K. (1997). Travel demand and the 3Ds: density, diversity, and design. Transportation Research Part D: Transport and Environment, 2(3), 199-219. Cervero, R.(2001), Transit-Oriented Development in the United States: Experiences,Challenges, and Prospects, in Transit Cooperative Research Program Report 102.
- 53. Management and PredictionDemand References Cervero, R., & Day, J. (2008). Sub urbanization & transit-oriented development in China.Transport Policy,15(5), 315-323. Dittmar, H., & Poticha, S. (2004). Defining transit-oriented development: The new regional building block. The new transit town: Best practices in transit-oriented development, 20-55. McNulty, S. A., Porter, W. F., Mathews, N. E., & Hill, J. A. (1997). Localized management for reducing white-tailed deer populations. Wildlife Society Bulletin, 265-271.
- 54. Management and PredictionDemand References Newman, P. W., & Kenworthy, J. R. (1988). The transport energy trade-off: fuel-efficient traffic versus fuel-efficient cities. Transportation Research Part A: General, 22(3), 163-174. Parsons Brinckerhoff Quade & Douglas (1996), I., Public Policy and Transit-Oriented Development: Six International Case Studies, in Transit Cooperative Research Program Report 16, Transportation Research Board. p. 1-173. Weisbrod, G., Vary, D., & Treyz, G. (2003). Measuring economic costs of urban traffic congestion to business. Transportation Research Record: Journal of the Transportation Research Board, (1839), 98-106.