Impacts of Rail Transit Accessibility on Firm Spatial Distribution: Case Study in the Metropolitan Area of Washington, DC

2019 ◽  
Vol 2673 (11) ◽  
pp. 220-232
Author(s):  
Hiroyuki Iseki ◽  
Hyunjoo Eom
Keyword(s):  
Metropolitan Area ◽  
Industrial Development ◽  
Public Transit ◽  
Agglomeration Economies ◽  
Rail Transit ◽  
Washington Dc ◽  
Transit Oriented Development ◽  
Industry Agglomeration ◽  
Positive Effects ◽  
Agglomeration Effects

Agglomeration economies can arise in areas with high concentrations of firms, which can be facilitated by improved transportation accessibility. Accessibility can be improved by public transit infrastructure, especially in combination with careful planning for transit-oriented development (TOD) that creates compact, high density, mixed-use, and pedestrian-friendly built environments in proximity to public transit infrastructure. Although the literature on TOD has increasingly shown positive effects on residential development and property values, its effects on commercial and industrial development, location of firms, and associated agglomeration economies are less clear and require more empirical study. This study analyzes firm location patterns by industry/sector in the metropolitan area of Washington, DC and examines whether significant spatial clusters have developed in relation to: 1) the presence of Metrorail stations; and 2) the presence of specific industry firms in the earlier year, using kernel density analysis and multinomial logit (MNL) regression. The analysis results indicated that firms in certain industries, such as finance and insurance/real estate and public administration, are more likely to benefit from proximity to Metrorail stations than other industries. Furthermore, firms in several industries show the effects of agglomeration within the same industry while several combinations of industries exhibit cross-industry agglomeration effects. The findings of this study contribute to the understanding of which industry sectors are more likely to be located in proximity to rail transit stations and TOD areas and to the understanding of agglomeration effects within the same industry and between different industries.

Effects of bus transit-oriented development (BTOD) on single-family property value in Seattle metropolitan area

Urban Studies ◽  
2017 ◽  
Vol 55 (13) ◽  
pp. 2960-2979 ◽  
Author(s):  
Qing Shen ◽  
Simin Xu ◽  
Jiang Lin
Keyword(s):  
Metropolitan Area ◽  
Local Governments ◽  
Sustainable Urban Development ◽  
Transit Oriented Development ◽  
Single Family ◽  
Transit System ◽  
Bus Transit ◽  
Positive Effects ◽  
Hedonic Price Analysis ◽  
Price Premiums

Transit-Oriented Development (TOD) is considered to be a powerful model intended to achieve sustainable urban development. A well-designed TOD enhances the accessibility of different kinds of activities, reduces transportation costs and improves the comfort and safety of travel for the neighbourhood as whole, thereby increasing the willingness to pay for real estate properties located nearby. This study examines the housing price premiums of bus transit-oriented development (BTOD), a particular type of TOD that has become quite common in practice, especially in cities where public transportation is provided primarily through a bus system instead of a metro or light rail system. BTOD projects are built at major nodes of a bus network and typically include housing units and commercial services. Our research focuses on four completed BTODs in the Seattle metropolitan area, and employs data on sales prices, physical attributes, neighbourhood characteristics and location features for almost 7000 single-family homes located within a 1.5-mile radius. Using Hedonic price analysis, we find that these BTODs have generated significant positive effects on the values of adjacent homes, especially those located within 0.5 miles. Results from a more sophisticated longitudinal analysis using the data for Renton, one of the BTODs, confirm the price premiums while gaining additional insights about the temporal variations. These findings have an important policy implication, which is especially relevant for cities with an extensive bus transit system: local governments can generate additional tax revenues while advancing sustainability through bus transit-oriented developments.

scholarly journals Does zoning help or hinder transit-oriented (re)development?

Urban Studies ◽  
2017 ◽  
Vol 55 (8) ◽  
pp. 1672-1689 ◽  
Author(s):  
Jenny Schuetz ◽  
Genevieve Giuliano ◽  
Eun Jin Shin
Keyword(s):  
Land Use ◽  
Los Angeles ◽  
Built Environment ◽  
Metropolitan Area ◽  
Rail Transit ◽  
Transit Oriented Development ◽  
Land Use Patterns ◽  
Use Patterns ◽  
New Development ◽  
Land Use Policies

Despite its reputation as a car-oriented city, the Los Angeles metropolitan area has made substantial investments in developing rail transit since 1990. Most new stations were added to an already dense built environment, with auto-oriented zoning and established land use patterns. In this paper we ask whether redevelopment is occurring around Los Angeles rail stations, and whether zoning and related policies are facilitating or constraining transit-oriented development. We conduct case studies of five stations, documenting zoning near stations, as well as the amount and type of new development after stations opened. Results illustrate that incompatible zoning and related land use policies may constrain growth near stations, but TOD-friendly zoning alone is not sufficient to spur development.

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).

scholarly journals Do Rail Transit Stations Affect the Population Density Changes around Them? The Case of Dallas-Fort Worth Metropolitan Area

2021 ◽  
Vol 13 (6) ◽  
pp. 3355
Author(s):  
Saad AlQuhtani ◽  
Ardeshir Anjomani
Keyword(s):  
Population Density ◽  
Metropolitan Area ◽  
Positive Impact ◽  
Rail Transit ◽  
Fort Worth ◽  
Transit Oriented Development ◽  
Transit Systems ◽  
The One ◽  
Block Groups ◽  
Area Development

This study investigates changes in population density in 454 block groups within a one-mile buffer around rail transit stations (the study area) in the Dallas-Fort Worth (DFW) metropolitan area. The research uses three analysis approaches to explore a correlation between proximity to rail stations and population density changes. Changes in population density between 2000 and 2014 are calculated. Changes in population density in the study area are compared to the remainder of the block groups within the four counties served by the same rail transit systems. An innovative approach is employed to select the best regression model using the data of the study area. A relationship between the independent variables and the changes in population density is formulated. The proximity of block groups in the study area to the nearby highway ramps or city centers is also investigated during the study period. Results show that it has a positive impact on population density. Changes in population density within the block groups located beyond the one-mile buffer, especially toward outlying areas, are greater than those within the one-mile buffer. Unexpectedly, it is found that an increase in the percentage of employed and white residents leads to an increase in population density. Other interesting results show that the number of jobs is in inverse proportion to the population density. However, block groups that are developed as part of transit-oriented development (TOD) are dramatically higher in population density than the other block groups. These results represent a beneficial contribution to the field of urban planning. Urban planners and policymakers can also use the findings to adopt specific policies for increasing density, advancing rail transit systems’ success, increasing transit usage, and sustaining station area development.

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