Re-examination of the standards for transit oriented development influence zones in India

Abstract

Transit oriented development (TOD) is a land-use and transport integrated urban planning strategy that is highly acclaimed for promoting sustainable city development. This review aims to identify the problems regarding adoption of TOD standards or guidelines formulated by developed countries in developing countries, such as India, and the necessity of conducting adaptability studies on TOD influence areas. The existing studies show that the size of the influence area varies among different cities and travel modes. Accordingly, no single size influence zone is suitable for all cases. This review highlights the necessity of carefully considering the spatial extent of influence areas and modes other than walking as access or egress modes in the Indian context. Moreover, this review aims to provide insight on how to plan TOD in the context of developing countries, because the mobility patterns in these countries differ considerably from those in the developed world.

Transit-Oriented Development in Doha: The Case of the Al Sadd Neighborhood and Hamad Hospital Metro Station

“…However, for a major city, the development of transit systems prior to or along with the creation of the urban fabric can prove beneficial in later development plans; see Figure 3 Transit-oriented development has also been defined by [24] as "Concentrated mix of moderately dense and pedestrian friendly development around transit stations to promote transit riding, increased walk and cycle travel and other alternatives to use of private cars" A given neighborhood with a radius on the order of 400 m should incorporate cycling and pedestrian networks, with tram and/or bus stops at the edges. Neighborhoods whose radius is closer to 800 m should be accessible via tram, metro routes and/or bus stops at the periphery of the neighborhood [25]. These ideas are illustrated in Figure 4.…”

A new binary genetic programming approach to design public transportation systems according to transit-oriented development criteria

“…To verify the efficiency of the introduced binary GP (hereafter BGP) approach, we compared its classification performance with that of attained using the classical decision tree (DT) and state of the art random forest (RF) models developed as the benchmarks in this study. To the best of the authors' knowledge, only a few TOD examinations have been conducted for Turkish and Indian cities [e.g., 18,[35][36][37][38]. The present study is the foremost research that investigates TOD classification in a tram and BRT systems.…”

If you build it, they will change: Evaluating the impact of commuter rail stations on real estate values and neighborhood composition in the Rotterdam–The Hague metropolitan area, the Netherlands

“…Land value uplift around rail infrastructure is a common way for planners and policymakers to assess the success of transit-oriented development (TOD). Since the TOD aims to create more desirable places to live by developing mixed-use, compact, livable, and pedestrian-friendly transit-oriented community growth, the value of these benefits is expected to be capitalized into the prices of nearby properties, especially when the new rail service provides a substantial benefit to the community (Ann, Jiang, & Yamamoto, 2019;Higgins & Kanaroglou, 2016;Zhang, Meng, Wang, & Xu, 2014). Land value uplift related to rail transit can also provide a convincing rationale for engaging in land value capture, a mechanism by which the public sector seeks to recapture the value of benefits received by property owners or developers due to infrastructure improvements, and use these revenues to fund such improvements (Higgins & Kanaroglou, 2016;McIntosh, Newman, Trubka, & Kenworthy, 2017;Zhao & Levinson, 2012).…”