Abstract Station-nearness principles as we will discuss in this paper, deals with the coordination of urban functions with the public transportation network. When we talk about functions, we mean residences, workplaces, commercial services, entertainment venues, places of culture, etc. These functions should be high density, there should be a mix of them and they should be pedestrian friendly in nature. Effective integration of functions around train stations brings many benefits and is one of the best means by which you can increase public transport use and increase the accessibility for people in a region. More and more, cities in North America, Europe and other places, are exploring the idea of how this concept can be applied. The Copenhagen region as we will discuss, has placed station-nearness principles at the forefront of their finger plan. Since the Copenhagen region has applied these principles, they have seen clear results with increased public transit ridership, as well on the overall, an increase in the standard of living. As many places are exploring the concept, not everyplace has been able to make the concept work. When we look at Scania, the concept is under utilized to a degree. There continues to be many populated and dense areas in Scania where the coordination of urban functions with public transit is lacking. The automobile is also gaining stronger competition over public transportation; this is a concern in terms of the sustainable future and quality of life for the region. It is not always the solution to simply expand the public transportation network, rather it can be significant to explore more upon the concept of station-nearness principles so that the existing public transit network can be made more effective. It is important to compare places, see in our case study how the concept has worked in the Copenhagen region and look into why the concept is lacking in Scania, as well, what can be done to implement it more in Scania. It is also important how the Öresund region as whole, can play a role with developing the concept, as well, how the concept can benefit the Öresund region vice versa.

This thesis identifies and explores the effects that new parking strategies and policies could have on transit-oriented development (TOD) success levels. Additionally, it makes the case for TOD parking regulation reform, and is designed to educate planners and stakeholders on how to successfully and responsibly shape parking regulation in the planning and implementation process, so that land use in the region allows the synergistic provision of sustainable transportation specifically to the Boston region. Transit-Oriented Development is viewed and defined differently throughout research and literature, with its most common traits being compact, mixed use development near transit facilities and high-quality walking environments. Due to automobile dependency in the United States, developments (including TOD) are required to provide a specific level of parking to accommodate automobile usage. Excessive provision of parking decreases urban density, walkability, housing affordability, and transit ridership. In order to comply with governmental regulations and still meet TOD goals and objectives, expensive measures such as parking garages are implemented to accommodate automobile users, leading to a less affordable development and smaller profit margins for developers. An assessment of land use characteristics around transit stations, literature pertaining to TOD and current parking regulations and policies is conducted. Best practices and strategies are proposed with the overall goal of decreasing automobile-dependency and its impacts on the urban environment. Due to TOD’s heavy reliance on extensive transit systems, the focus of the study is specifically on the 101 cities and towns in the Boston metropolitan region. Somerville, MA, which contains previous transit-oriented developments and future projects in the design process, is used as a case study for transit-oriented development.

No description available.

Cette thèse croise les concepts de planification, de gouvernance et de transit-oriented development (TOD) par une étude de la production, de la mise en débat et de l'adoption du plan métropolitain d'aménagement et de développement (PMAD) de la Communauté métropolitaine de Montréal (CMM). Elle expose les résultats de quatre années de recherche qualitative sur les impacts de l'épisode du PMAD et de la stratégie TOD de la CMM sur les pratiques planificatrices et les processus décisionnels du Grand Montréal à l'échelle métropolitaine. Elle révèle que la planification métropolitaine et l'objectif de coordination du transport et de l'aménagement en général ainsi que le PMAD et le concept de TOD en particulier y sont des instruments de gouvernance. Les chapitres 2, 3 et 4 présentent la problématique, le terrain d'enquête et la démarche méthodologique de cette recherche. Le chapitre 5 relate l'épisode du PMAD en analysant son contenu, les procédures par lesquelles la CMM l'a produit, mis en débat et adopté, les réactions des parties prenantes de la région quant à ces aspects et la façon dont elles comptent assurer le suivi de sa mise en œuvre. Le chapitre 6 illustre comment cet épisode a fait du PMAD un instrument de gouvernance pour le Grand Montréal en décortiquant le rôle de la participation publique, des médias, des acteurs des milieux régional et local, des élus, de la CMM et de la société civile de la région au sein de ce processus de changement de registre de la planification et de la gouvernance les déployant sur des bases plus stratégiques et collaboratives. Le chapitre 7 montre que cet épisode a aussi fait du TOD un instrument de gouvernance pour le Grand Montréal en détaillant les tenants et aboutissants du processus d'appropriation, de marchand(is)age et d'instrumentalisation du concept par les élites politiques et techniques à des fins de marketing territorial et de construction de capital politique ouvrant la voie à la stabilisation d'une gouvernance en matière d'aménagement métropolitain. Il se dégage de cette thèse que ces profondes transformations que subissent actuellement la planification et la gouvernance exacerbent le caractère symbiotique de la relation qui les unit. / This dissertation crosses the concepts of planning, governance and transit-oriented development (TOD) through a study of the production, debate and adoption of the Montreal Metropolitan Community (MMC)'s Metropolitan Land Use and Development Plan (MLUDP). It presents the results of four years of qualitative research on the impacts of the MMC's MLUDP episode and TOD strategy on the Greater Montreal Area's metropolitan planning practices and decision-making processes. It reveals that metropolitan planning and the transportation-land use coordination objective in general as well as the MLUDP and the TOD concept in particular are governance instruments for the region. Chapters 2, 3 and 4 present the problem, field of investigation and methodology of this research. Chapter 5 describes the MLUDP episode by analysing its content, the procedures by which the MMC produced, debated and adopted it, the area’s stakeholders' reaction to these issues and how they intend to ensure the monitoring of its implementation. Chapter 6 illustrates how this episode has made the MLUDP a governance instrument for the Greater Montreal Area by scrutinising the role of public participation, the media, stakeholders of the local and regional scales, the elected officials, the MMC and the area's civil society in this process of registry change for planning and governance deploying them on more strategic and collaborative bases. Chapter 7 shows that this episode also made TOD a governance instrument for the Greater Montreal Area by detailing the ins and outs of the process of appropriation, bargaining/merchandising and instrumentalisation of the concept by the political and technical elites for territorial marketing and political capital construction purposes paving the way for the stabilisation of a governance on metropolitan land use and development. It emerges from this dissertation that the profound transformations currently affecting planning and governance exacerbate the symbiotic nature of the relationship that unites them.

臺北都會區的土地利用，受到周圍環境變遷的影響，造成都市迅速擴張，產生許多邊緣城市的問題，面對都市成長所造成的外部性，為了解決都市蔓延與都市再生的問題，國內有許多研究提倡大眾運輸導向發展 (Transit Oriented Development, TOD)的理念，依據交通部的統計資料，捷運的使用率逐年提高，而臺北都會區大眾捷運系統路網，自西元1988年起陸續全面動工，分別於1996年3月至2013年11月完工通車，屬於發展成熟的交通路網，TOD的發展模式與場站周邊土地使用息息相關，因此，本研究參考國內外相關文獻關於TOD規劃設計的要素，以臺北捷運系統已通車路網103個捷運場站周邊500公尺為範圍，界定出與TOD規劃相關聯的指標，依捷運場站特性區分出不同的場站類型，就各個不同類型的場站分別提出TOD規劃的策略。 依實證結果，本研究提出核心商業型捷運站應強調都市設計，降低建蔽率，以增加開放空間；轉運中心型捷運站建議加寬人行道寬度，進行土地整合，提供外部公共空間和步行系統的連通設施，周邊地區利用公有土地，開闢公共設施；行政服務型捷運站可以朝多元化休閒、公益、商業的需求方向規劃；鄰近都市型捷運站可以藉由都市計畫調整商業區的劃設比例，增加公共設施的開闢率，提高都市服務設施；地區服務型捷運站可著重於遊憩規劃，強調良好的都市環境設計、街道與公共設施，提供具質量的自然環境、行人連結道，改善鄰里社區轉乘或步行至車站的便利性與連結性；產業發展型捷運站應透過都市計畫調整土地使用分區，增加住宅、商業、公園、廣場、綠地等土地使用類型，對於老舊之工業區並運用市地重劃等方式轉型為住、商、休憩均可使用之土地發展型態。每種類型的場站都能發展成為TOD捷運場站，但是，必須運用TOD的發展特性，進行場站及周邊土地使用之調整規劃。本研究提供TOD的關聯指標，以這些指標，可以評估各類型捷運場站的TOD如何發展，另外，提供一個經驗性的檢證，探討採用TOD的運作方式，如何形塑不同車站區域的長期發展策略。 / The land usage within the metropolitan areas of Taipei has promoted the rapid expansion of the city due to environmental changes and causing problems for the neighboring satellite cities. In order to solve the question of city expansion and renovation, many within the nation have set forth the concept of Transit Oriented Development (TOD). According to statistical data from the Ministry of Transportation, usage of mass rapid transit has increased annually and since the start of the Taipei Metropolitan Rapid Transit System in 1988 with lines finished and operating respectively from March of 1996 to November of 2013, it has become a mature and steadily growing traffic network. The framework behind TOD and the land usage along the stations are tightly linked, hence this paper taking into account both national and international related research on TOD related factors, focuses on the surrounding 500 meters alongside each of the 103 stations within the Taipei Metropolitan Rapid Transit highlighting TOD planning related markers according to station types and setting forth strategies for TOD planning. According to results, this research suggests that core business stations should emphasize city planning in order to lower building obstructions hence increasing open spaces; transit stations are suggested to increase the width of pedestrian walks providing open access to public areas; public service stations can follow a multi-directional approach based on recreation, philanthropy, and business; suburban stations can adjust business sector ratios to increase the area of public facilities with the application of city planning; local area stations can focus on leisure with emphasis on city environmental planning in regards to streets and public facilities providing a quality natural environment and pedestrian walkways improving the convenience of transfers and traffic to or from stations; industrial development stations should adjust land allocation through city planning increasing the number of residential dwellings, businesses, parks, squares, green areas, and so forth, but older industrial areas can be transformed for residential, business, or leisure purposes via methods such as rezoning to become land development models. Every type of station has the potential to become a TOD transit station, but measures must take into account the developmental characteristic of TOD to carry out station or adjoining land usage planning. This research provides TOD related markers to evaluate future development of transit stations and additionally first-hand verification of how the appliance of TOD can shape long term development strategy for different forms of transit areas.

Ce mémoire porte sur la dynamique de transformation des centres commerciaux dans la région de Montréal sous l’impulsion de la construction du Réseau express métropolitain (REM) et du prolongement de la ligne bleue de métro. Nous présentons d’abord les différentes phases de l’évolution des centres commerciaux, tant en Amérique du Nord que dans la région de Montréal. Nous élaborons ensuite la problématique de l’arrimage entre l’aménagement du territoire et la planification du transport sous la forme particulière du transit-oriented development (TOD). Les TOD permettent d’envisager le redéveloppement des centres commerciaux en pôles multifonctionnels accessibles en transport collectif. Notre travail de recherche tente de répondre à la question suivante : La construction prochaine des stations du REM et de la ligne bleue de métro incitera-t-elle les centres commerciaux à proximité à se transformer en TOD? Pour y répondre, nous développons un cadre méthodologique qui s’appuie sur deux stratégies de recherche principales. La première propose une analyse de contenu par le biais d’un inventaire des projets de transformation des centres commerciaux prévus, projetés ou discutés publiquement. Les projets sont décrits suivant des catégories de transformation associées aux TOD que sont le bâti, les usages, le design, l’expérience, le milieu de vie et l’accessibilité, et regroupés en six zones géographiques à Montréal, Laval et Longueuil. La deuxième stratégie vient compléter la première en procédant à une série d’entretiens semi-dirigés avec des acteurs privés et publics liés à des centres commerciaux. Cette stratégie permet de mieux comprendre la richesse de perspectives et les nuances de la dynamique de transformation à l’œuvre. Les résultats montrent que la moitié des projets de transformation sont reliés à des nouvelles infrastructures de transport collectif, dont une majorité avec le REM. De plus, ces projets affichent certaines caractéristiques associées aux TOD telles que la densité et la mixité des usages, tandis que peu de projets proposent des aménagements favorisant les déplacements actifs. Au total, l’étude met en évidence le lien entre la construction d’infrastructures de transport collectif structurantes et la densification des centres commerciaux, en particulier par l’ajout d’une fonction résidentielle. / This master’s thesis is concerned with the transformation’s dynamic of shopping malls in the Montreal region in relation with the construction of the Réseau express métropolitain (REM) and the extension of the Blue line of metro. We first review the different phases of evolution of shopping malls, both in North America and in the Montreal region. We then elaborate on the relationship between urban land management and transport planning, especially in the form of transit-oriented development (TOD). The TOD concept helps consider the redevelopment of shopping malls in multifunctional hub accessible in transit. This thesis tries two answer one main question, namely: Will the construction of the REM and the extension of the blue line of subway spur the redevelopment of shopping malls into TOD’s? To answer this question, we develop a methodological framework that relies on two complementary research strategy. The first one is a content analysis which takes the form of an inventory of shopping malls transformation projects anticipated, projected, or discussed publicly in Montreal, Laval and Longueuil. Projects are described using a few transformation categories (built form, functions, design, experience, living environment and accessibility), which are characteristics of TOD projects. The second strategy build on semi-structured interviews with private and public actors directly or indirectly linked to shopping malls. This strategy helps understand our subject’s complex dynamics by putting forward a rich array of perspectives. Our results shows that half of the projects identified are linked to the construction of a transit equipment, most of them being in proximity to a REM station. These projects have some characteristics commonly associated with TODs, like density and diversity of functions, while they seldom plan for active infrastructure. Our study shows a link between the construction of a structuring transit infrastructure and the densification of shopping malls, especially by adding a residential function.

No description available.