Measuring transit-oriented development in algerian light rail transit lines by using hybrid multi-criteria decision making and open data sources

2021 ◽  
Author(s):  
D. Boulbazine ◽  
A. Kebiche
Keyword(s):  
Decision Making ◽  
Open Data ◽  
Data Sources ◽  
Light Rail ◽  
Rail Transit ◽  
Multi Criteria Decision Making ◽  
Light Rail Transit ◽  
Transit Oriented Development

scholarly journals Developers' perspectives on transit-oriented development in Edmonton, Alberta

2021 ◽  
Author(s):  
Trevor McPherson
Keyword(s):  
Land Use ◽  
Key Words ◽  
Critical Role ◽  
Light Rail ◽  
Rail Transit ◽  
Light Rail Transit ◽  
Transit Oriented Development ◽  
Transit Network ◽  
The City ◽  
Insight Into

Edmonton is currently implementing a plan to significantly expand its light rail transit network. Transit expansion is part of a larger plan to encourage transit-oriented development (TOD) around new and existing transit stations and precipitate a shift towards more dense, efficient land use. Transit technology and routes were then selected, in part, based on their perceived ability to facilitate TOD, and the City has also created the TOD Guidelines and created the TOD Manager position to advance their land use goals. This research includes interviews with 6 developers who are currently undertaking large TOD projects to understand their perceptions of TOD as an investment in the Edmonton, and how effectively municipal decisions have facilitated TOD. The TOD Manager was interviewed, as he plays a critical role in facilitating TOD in Edmonton, as was a planner from the City of Edmonton to provide insight into TOD from a planning perspective and the development approvals process. Key words: urban planning, transit-oriented development (TOD), light rail transit (LRT), Edmonton

scholarly journals The Color of Health: Residential Segregation, Light Rail Transit Developments, and Gentrification in the United States

2019 ◽  
Vol 16 (19) ◽  
pp. 3683 ◽  
Author(s):  
Shadi O. Tehrani ◽  
Shuling J. Wu ◽  
Jennifer D. Roberts
Keyword(s):  
United States ◽  
Residential Segregation ◽  
Low Income ◽  
Traffic Congestion ◽  
The United States ◽  
Careful Consideration ◽  
Light Rail ◽  
Rail Transit ◽  
Light Rail Transit ◽  
Transit Oriented Development

As the modern urban–suburban context becomes increasingly problematic with traffic congestion, air pollution, and increased cost of living, city planners are turning their attention to transit-oriented development as a strategy to promote healthy communities. Transit-oriented developments bring valuable resources and improvements in infrastructure, but they also may be reinforcing decades-old processes of residential segregation, gentrification, and displacement of low-income residents and communities of color. Careful consideration of zoning, neighborhood design, and affordability is vital to mitigating the impacts of transit-induced gentrification, a socioeconomic by-product of transit-oriented development whereby the provision of transit service “upscales” nearby neighborhood(s) and displaces existing community members with more affluent and often White residents. To date, the available research and, thus, overall understanding of transit-induced gentrification and the related social determinants of health are limited and mixed. In this review, an overview of racial residential segregation, light rail transit developments, and gentrification in the United States has been provided. Implications for future transit-oriented developments are also presented along with a discussion of possible solutions.

scholarly journals The Social Justice Impact of the Transit-Oriented Development

Societies ◽  
2020 ◽  
Vol 11 (1) ◽  
pp. 1
Author(s):  
Seunghoon Kim
Keyword(s):  
Sustainable Development ◽  
Propensity Score ◽  
Propensity Score Matching ◽  
Smart Growth ◽  
Light Rail ◽  
Rail Transit ◽  
Light Rail Transit ◽  
Transit Oriented Development ◽  
The Social ◽  
Random Location

Transit-oriented development (TOD) is often considered a solution for automobile dependency in the pursuit of sustainability. Although TOD has shown various benefits as sustainable development and smart growth, there are potential downsides, such as transit-induced gentrification (TIG). Even if there were no displacement issues with TIG, existing residents could be disadvantaged by a TOD due to affordability problems. This study focuses on these potential affordability issues and aims to evaluate the effects of TOD using residents’ discretionary income (DI) as an indicator of affordability. The light rail transit-oriented development (LRTOD) in Phoenix, AZ, is selected because of the timing of the introduction of development and the simplicity of the light rail transit line. In order to counteract problems induced by a non-random location of TODS, propensity score matching is used. The results indicate that LRTOD can give benefit to all TOD residents. Moreover, the effects of LRTOD on discretionary income of various types of households are not statistically significantly different. We have identified the different magnitudes of the effects of TOD between propensity score matching (PSM)-controlled and uncontrolled models. These indicate the existence of the selection bias of TOD implementation, justifying the adoption of the PSM method.

scholarly journals Developers' perspectives on transit-oriented development in Edmonton, Alberta

2021 ◽  
Author(s):  
Trevor McPherson
Keyword(s):  
Land Use ◽  
Key Words ◽  
Critical Role ◽  
Light Rail ◽  
Rail Transit ◽  
Light Rail Transit ◽  
Transit Oriented Development ◽  
Transit Network ◽  
The City ◽  
Insight Into

Edmonton is currently implementing a plan to significantly expand its light rail transit network. Transit expansion is part of a larger plan to encourage transit-oriented development (TOD) around new and existing transit stations and precipitate a shift towards more dense, efficient land use. Transit technology and routes were then selected, in part, based on their perceived ability to facilitate TOD, and the City has also created the TOD Guidelines and created the TOD Manager position to advance their land use goals. This research includes interviews with 6 developers who are currently undertaking large TOD projects to understand their perceptions of TOD as an investment in the Edmonton, and how effectively municipal decisions have facilitated TOD. The TOD Manager was interviewed, as he plays a critical role in facilitating TOD in Edmonton, as was a planner from the City of Edmonton to provide insight into TOD from a planning perspective and the development approvals process. Key words: urban planning, transit-oriented development (TOD), light rail transit (LRT), Edmonton

scholarly journals Performance evaluation and alternative optimization model of light rail transit network projects: A real case perspective

2019 ◽  
Vol 46 (9) ◽  
pp. 836-846 ◽  
Author(s):  
Xin Luan ◽  
Lin Cheng ◽  
Yan Song ◽  
Chao Sun
Keyword(s):  
Decision Making ◽  
Public Transportation ◽  
Matrix Analysis ◽  
Light Rail ◽  
Rail Transit ◽  
Light Rail Transit ◽  
Assessment Index ◽  
Transit Network ◽  
Modeling Analysis ◽  
Assessment Index System

Light rail transit network is essential to the development of urban public transportation, and the aim of this study is to provide a scientific, efficient, and new methodology to measure and assess the pros and cons of various planning schemes for light rail transit (LRT) network, which can help guide the process of alternative prioritization and decision-making support. More specifically, through establishing the multi-attribute assessment index system, and pondering the combinational weighting model (consistent matrix analysis and information entropy methods), a data-driven and flexible multi-criteria matter-element decision-making (MCMEDM) model for LRT network optimization is constructed in this work. Furthermore, objectivity, impartiality, rationality, and validity of the proposed model are discussed and verified by a didactical case with real datasets in Jining, China. The modeling analysis (quantitative procedures) results and findings reveal that this approach is reliable and applicable to appraise and prioritize the LRT networks, avoiding the decision biases due to human or other factors. Additionally, the proposed framework can offer urban planners, managers, decision and policy makers the appropriate comments and suggestions of identifying the superior alternative (project), as well as serve as a guideline or reference for other cities.

Office Rent Premiums with Respect to Light Rail Transit Stations

2015 ◽  
Vol 2500 (1) ◽  
pp. 110-115 ◽  
Author(s):  
Arthur C. Nelson ◽  
Dejan Eskic ◽  
Shima Hamidi ◽  
Susan J. Petheram ◽  
Reid Ewing ◽  
...  
Keyword(s):  
Real Estate ◽  
Metropolitan Area ◽  
Real Estate Market ◽  
Commercial Real Estate ◽  
Light Rail ◽  
Rail Transit ◽  
Light Rail Transit ◽  
Transit Oriented Development ◽  
Transit Station ◽  
Office Rent

It seems an article of faith that because ridership catchment receives the largest share of riders within the first 0.5 mi (0.80 km), the design of transit-oriented development should be limited to 0.5 mi (0.80 km). But design of transit-oriented development requires another consideration: how the commercial real estate market responds. Unfortunately, much of the research into the commercial real estate value or rent premiums associated with transit station proximity is designed to reinforce the 0.5-mi (0.80 km) presumption. This paper reviews the literature and implications of ridership studies and research into commercial value and rent premiums with respect to distance from a transit station. The paper then reports research into transit station–related office rent premiums in the Dallas, Texas, metropolitan area. To the authors' knowledge, this study is the largest of its type undertaken on this question. Among the findings are that the premium extends 1.85 mi (2.98 km) from transit stations, with 25% of the premium—not a trivial amount— existing to 0.93 mi (1.50 km), with higher shares closer to the stations. The paper offers a reconsideration of both worker-based ridership and research on commercial real estate premiums to suggest that planning areas for transit-oriented development may extend beyond 0.5 mi (0.80 km), perhaps to 1 mi (1.61 km).

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