La mobilité des personnes dépend à la fois de l’offre de service de transports, et de l’organisation de notre espace de vie. Nos choix de localisation de résidence, de travail, ainsi que nos choix de déplacement et d’itinéraire dépendent de nos budgets monétaires, temporels et de nos préférences. L’organisation de notre espace de vie a donc de fortes répercussions sur les consommations d’espace et d’énergie. Peut-on concevoir notre espace de vie en 2040 sous une forme plus sobre ? Pour parvenir à un nouvel équilibre, nous proposons, sur le terrain de l’agglomération lilloise, d’appliquer le concept urbanistique théorique du Transit-Oriented-Development et son modèle du Corridor Urbain. Nos objectifs consistent à concentrer les activités de tous types le long des axes de Transports Collectifs lourds existants, ainsi, à redévelopper la métropole dans ses corridors afin de promouvoir une vie de proximité. En limitant l’urbanisation en dehors des espaces de corridors, nous maîtrisons l’étalement urbain et facilitons une mobilité durable. Pour tester un tel scénario, un modèle de simulation intégrée est mis en place incluant à la fois l’usage des espaces et le réseau complet des transports. Trois visions de stratégie territoriale en matière de réaménagement sont testées afin de mesurer les conséquences à long terme sur la morphologie des espaces et sur les mobilités humaines pour des activités diverses, ainsi que les effets environnementaux liés à ces actions. En plus d’enrichir la compréhension du système complexe qu’est la ville, les résultats issus de cette étude prospective apportent des indications pour l’organisation spatiale et pour la conception de la mobilité. / Human mobility depends not only on the supply of transport services, but more indirectly, on the organization of our living space. Our residential and working location, as well as our travelling mode and itinerary choices are based on our monetary and time budgets, besides, personal preferences. Therefore, the organization of our living space has wide implications on the space and energy consumption. Can we design this space in 2040 in a more sustainable way? To achieve a new balance, we propose to apply the theoretical urban concept of Transit-Oriented-Development and the model of Urban Corridor to Lille metropolitan area. We aim at concentrating activities of all kinds along the existing mass transit axis, thus, revitalizing the city within its public transport (PT) corridors so as to promote dense, diverse and designed neighborhoods. By limiting constructions outside PT corridor, we control urban sprawl and encourage short-distanced and less time-consuming travelling patterns. To test this scenario, we set up a land use and transport integrated model including main economic activities, real estate market in addition to the complete transport network. Three visions of redevelopment strategy are tested in order to measure their long-term consequences related to different actions, such as the territorial morphology, the location choices of household and firms, the travel behavior for various activities and associated environmental impacts. By providing a reference for the spatial organization and for the transport services planning, the results stemming from this prospective analysis may also enhance our global understanding of the city - how this complex system works.

Many groups have been pushing for a shift from automotive oriented transportation and land use, to transit-oriented transportation and land use. These groups have many valid reasons. However, just as it is fair to point out issues about auto travel, so too is it fair to see how transit performs at meeting certain goals. This paper examines the important characteristic of accessibility afforded to travelers. This is quantified through the calculation of accessibility indexes for stations, for the specific case of two existing rail systems and four proposed rail extensions in the San Francisco Bay Area. As a whole, the four extensions investigated increase regionwide rail accessibility by 18.5 percent, not an insignificant increase. However, the new stations are on average less accessible than their existing counterparts. Two of the four extensions perform well on accessibility measures, either their stations have high accessibility, or jobs around them contribute to high accessibility for nearby stations. The other two extensions however perform poorly on accessibility measures. In a time of limited resources, the accessibility results clearly indicate how the four extensions should be prioritized. The more successful extensions have good access to activity centers. Extensions having good connectivity with other lines can also enhance accessibility if providing significant travel time savings.

De senaste åren har befolkningen i Stockholms län ökat med ungefär 35 000 personer årligen (Statistiska centralbyrån, 2013). En snabb befolkningsökning ställer krav på dagens samhälle och av den anledningen krävs förutom fler bostäder en utökad kollektivtrafik. Av denna anledning föreslog Socialdemokraterna skapandet av en helt ny tunnelbanelinje, den Lila linjen. Syftet med detta arbete är att bidra med fakta och undersöka stadsutvecklingspotentialen för tre utvalda områden (Hagsätra, Älvsjö och Årstafältet) längs den föreslagna tunnelbanelinjen och vilka av dessa som lämpar sig bäst för exploatering utifrån uppställda kriterier. Vi vill även med detta arbete belysa hur viktig spårinfrastrukturen har varit och är för bostadsbyggandet i Sverige. Studien inleddes med intervjuer och ett urval av aktörer relevanta för Lila linjen. En stor del av det kvalitativa materialet i rapporten baseras på områdesanalyser och på ett fältarbete av områdena berörda av Lila linjen. Besöken har innefattat en typmorfologisk undersökning, där identifiering och definition av bebyggelse skett med syftet att undersöka lämplighet för nyexploatering. Rapporten baseras även på analyser i datorprogrammet Geografiska informationssystem (GIS). Den teoretiska ansatsen bygger dessutom på det amerikanska konceptet Transit Oriented Development (TOD). Det empiriska materialet grundar sig framförallt på tidigare och nuvarande styr- och strategidokument för Stockholm med fokus på transportutveckling och bostadsbyggande. Vår analys bekräftar faktumet att spårinfrastruktur är och har varit viktig för bostadsbyggande i Stockholm. Vi drar av den anledningen slutsatsen att det är av yttersta vikt att trafik- och stadsplanering inte bedrivs som separata element. Slutsaten visar även att de tre utvalda områdena har en potential för stadsutveckling. Avgränsade områden har pekats ut med olika lämplighet för exploatering, detta kan ske dels genom förtätning, nyexploatering och genom transformation. / The population in Stockholm Country has increased by 35 000 inhabitants annually (Statistiska centralbyrån, 2013).  Rapid population growth demands except more housing an expanded public transport. The Social Democrats has therefore proposed a new metro line, also called the Purple line.   The purpose of this master’s thesis is to contribute and examine the potential for urban development in three selected areas (Hagsätra, Älvjsö and Årstafältet) along with the proposed Purple line. The study will examine which of the areas are best suited for exploitation based on a set of criteria’s. We also want to highlight how important transport infrastructure has been for the housing construction in Sweden.   The study began with interviews including a range of stakeholders relevant to the Purple line. The qualitative material in this report is based on an examination of the areas affected by the new metro line. It included a typo morphological study, where we have identified different neighborhood types in order to explore opportunities for new development. The analysis is executed in Geographic Information Systems (GIS). The theoretical approach is based on the American concept Transit Oriented Development (TOD) and urban morphology. The conclusion shows that the three selected areas have the potential for urban development. Each area has been identified and suited with different levels of exploitation which can be done through densification, new development and transformation. Our analysis confirms how important the transportation infrastructure has been and still is for housing in Stockholm, it is therefore crucial not to separate traffic and city planning.

A research report submitted in partial fulfilment of the Degree of Master of Commerce (Applied Development Economics) in the School of Economic and Business Sciences, University of the Witwatersrand / Transit Oriented Development (TOD) in practice dates back to the 1880s. The definition and concept were more recently coined by urban practitioner, Peter Calthorpe in the 1980s. The concept has evolved over time, however, the fundamentals remain universally accepted. TOD is a multidisciplinary tool that can be used for the achievement of social, economic and environmental benefits. It has been observed that the popularity of TOD as an urban transformation tool has increased internationally. The outcomes on the other hand have been varied depending on the unique features of the location where it is implemented. Johannesburg is one of South Africa’s pilot metropolitan areas for TOD. The Corridors of Freedom (CoF) initiative among other things aims to crowd in private sector investment into areas that are in much need of urban renewal. This paper probes the progress that has been made in achieving private sector investment in property development in the CoF between 2013 and 2017. Theories incorporating geographic and economic thought aid the contextualisation of TOD within the greater body of work within the field of development. Results show that there is private participation in the development of high-density, mixed use buildings. It is however argued that developments that have taken place so far rely heavily on the principles of property development as opposed to TOD principles. / NG (2020)

As a response to meet climate targets, transit-oriented development is seen as a tool in Swedish regional development to decrease car dependency. By national infrastructural investments in new train stations, small municipalities are expected to continue the transit-oriented development by plan dense areas with housing in connection to the new train stations. Previous research has shown that sustainable development plans are hard to implement, and that there is a lack of research about the processual dimension of implementing transit-oriented development plans, especially in rural areas. The aim of the thesis is to scrutinise the conditions in which these plans are supposed to be put into place at a municipal level, and in what way municipal interest affect to the implementation. The research question is asking how sustainable development is enacted in practice from the example of transit-oriented developmentin rural areas close to bigger cities. The chosen case studies are two neighbouring municipalities in Västra Götaland region that got new train stations in 2012, according to the planning norm of TOD and due to being located in a designated transport corridor. The empirical data consist of five comprehensive plans and interviews with six municipal politicians. By using a theoretical framework of governmentality studies the rationalities and underlying assumptions that makes the certain enactment of the plans intelligible are analysed. The result show that there are different logics behind the implementation of transit-oriented development plans at the regional and at the municipal level. The rationalities to implement the municipal plans conflict with the stated aim of the plans. When striving for a bigger tax base, the municipalities build housing that attract middle class families, which are the opposite of the dense development close to the train stations that are the goal of the regional plans. Because of interurban competition for a certain population, a sustainable development though transitoriented development can be hard to implement.

Transit-Oriented Development (TOD) is known as a mixed-use development near and oriented to public transport facilities. While TOD has become a predominant model of urban planning based on the idea that there will be both social and economic benefits of implementation, the recent popularity of TOD in many cities has provided a new focus for the gentrification–displacement debate as well as affordability paradox. Furthermore, whereas transportation access is often seen as a pivotal strategy to mitigate neighborhood segregation, equity advocates argue that TOD is a place-based strategy which often neglects low-income resident’s need and thus fails to reduce socio-economic segregation. In this study, the author tries to shed light on these issues by bringing together previously disparate literature on mentioned contradictions and discuss the critic’s concern regarding the newly started TOD project in Rosengård, a low-income neighborhood in Malmö, Sweden, using mixed-method research. The research illustrates how the area has gradually entered into the gentrification process due to the establishment of the new train station, the transformation of the public housing system to the market-led housing stock, and using the ‘Starchitecture’ strategy in designing a spectacular signature architecture. More importantly, in contrast to the media acclamation and vast technical adherence of the planned TOD, the study demonstrates that there is a growing concern of gentrification-induced displacement and shows even at this early stage, how living condition in the area is more inconvenient for original dwellers due to the gradually cutting off parts of necessities.

Transit-oriented development (TOD) or as it is referred to in Sweden ABC (Arbete, Bostad,och Centrum which means work, housing, and city center) is the highly prevailing and excitingconcept of integrating urban communities, activities, people, buildings and public places together.This idea is primarily focused upon the creation of walkable, pedestrian-oriented communities andcycling connections, which are centered among the high-quality train systems.This research has been conducted to provide a comprehensive analysis related to theimplementation of the TOD model within Metro-Manila, by enhancing its railway network toreduce the problem of high traffic congestion and to provide a better service to a larger number ofpassengers. To carry out this research, various ideas were taken from the TOD projects that havebeen implemented within the metro system of Stockholm as an example to be used for Metro-Manila.In order to conduct this study, both quantitative and qualitative research approaches wereutilized to conduct an in-depth analysis of the current conditions of the railway transportationsystem in Metro-Manila. Within the qualitative part of this research, a SWOT analysis and adetailed comparison was also carried out to determine the efficiency of Metro-Manila and the areaswhere it needed significant improvements. Whereas, for the quantitative analysis, a survey wasconducted from both the people of Metro-Manila and Stockholm (i.e., 226 respondents) tounderstand the current situations of these railway networks more appropriately. The survey wasdesigned based on close-ended five (5) points Likert Scale questions. The results of the surveysrevealed that the respondents were mostly satisfied with the metro system in Stockholm andimplementation of the TOD concepts but usually dissatisfied with Metro-Manila railway system.An interview was also conducted with the officials of the Stockholm transport organization (SL)to gather more insight related to the problems within the railway networks.It was revealed from the analysis that Metro-Manila railway network has been facingsevere problems in terms of limited capacity, poor facilities, unavailability of trains, andmismanagement. The analysis also revealed a few problems within the Stockholm metro systemas well. However, to eradicate or mitigate these problems, several strategies and recommendationshave been proposed within this research. Based from the facts the researcher has gathered and ispresented in this research paper, it was evident that implementation of transit-orienteddevelopment, even if its limited to just the basic concepts, will highly be beneficial in botheconomic and societal aspects and its effectively and efficiently is enough to satisfy the needs ofthe daily commuters and would result in a dramatical reduction of traffic congestions.

No description available.

The Los Angeles Adaptive Reuse Ordinance (ARO) is an incentive program that encourages building reuse through regulatory exemptions. The ARO was partially intended to reduce vehicle miles travelled by encouraging mixed commercial and residential uses in existing buildings within Downtown Los Angeles and areas poised for redevelopment (Mayor’s Office of Economic Development, 2004, pp. 22, 51). Researchers and planners claim that the ARO helped to reduce vehicle miles travelled (Bell, 2014; Los Angeles Department of City Planning, 2014d; Bullen & Love, 2009; Bernstein, 2012), but these claims are not supported by discussions of the spatial distribution of ARO projects in relation to transit, or if the ARO accelerated, or hindered, infill transit-oriented development projects. This thesis aims to better understand the contributions of the ARO to transit-oriented growth in the City of Los Angeles. Two methods of analysis are used: a spatial analysis examining the number of ARO projects within a half-mile radius of Metro stations, and a statistical analysis examining the number of new buildings constructed in Downtown Los Angeles from 1985 to 2013. The majority of ARO projects (72%) have been developed within a half-mile radius of Metro rail stations. The ARO appears to have accelerated downtown development activity since its adoption in 1999, reversing a lull in development that had been occurring in the area since the late 1980s. Findings suggest that the ARO has helped to accommodate and spur transit-oriented growth while preserving historic resources in the City of Los Angeles.

Transportation is a function that affects nearly all life decisions, but is often not given much thought by the average individual throughout their daily routines. Most of this complacency streams from the mainstream development patterns in the United States that have changed little from the end of World War II. During the immediate post-war years a perfect mix for suburban living came together: the mass production of automobiles, guaranteed mortgages from the federal government through the G.I. Bill, and in 1956 the passage of the National Interstate and Defense Highways Act. These factors, along with the dominate social paradigm that the "American Dream" was to have a personal front and back yard, helped profoundly transform development in the country. Over half a century later, the United States is now experiencing the consequences of this sprawled, auto-dependent development pattern. Energy prices have increased substantially over the past decade, which were only contained momentarily by a worldwide recession that was arguably caused by the same development patterns. Environmental consequences are becoming increasingly evident, ranging from contaminated storm-water runoff, to global climate change. Similarly, mental and physical health has degraded rapidly, with a soaring depression and obesity rates. The United States can, and should do better than this. Transit Oriented Development (TOD) offers a solution to help alleviate many of the complex issues that many communities must address. While there is no perfect template, TOD is an important step forward for the overall quality of life for individuals throughout the nation. This report will look at the steps that have been taken in the Portland Oregon Metropolitan Area to discourage sprawl development, measuring the effects of their actions on environmental, economic and health factors.