The facts, figures, and inferences in chapter 7 regarding municipal behavior toward transit-oriented housing opportunities illustrate many points. Still, there is much that even a careful statistical analysis might miss or misunderstand. For that reason, we also explored what we could learn by talking to real planners about these issues. The case of San Diego is interesting and useful for several reasons. First, the San Diego Trolley is the oldest of the current generation of light rail projects in the United States. Unlike many newer systems, the age of San Diego’s rail transit (the South Line opened in 1981) allows time for land use planning to respond to the fixed investment. Second, the San Diego system is no stranger to modern transit-based planning ideas. The San Diego City Council approved a land-use plan for their stations that includes many of the ideas promoted by transit-oriented development (TOD) advocates (City of San Diego, 1992). Third, the light rail transit (LRT) authority in San Diego County, the Metropolitan Transit Development Board (MTDB), is often regarded as one of the more successful municipal LRT agencies. The initial parts of the MTDB rail transit system were constructed strictly with state and local funds, using readily available, relatively low-cost technology (Demoro and Harder, 1989, p. 6). Portions of San Diego’s system have high fare-box recovery rates, including the South Line, which in its early years recovered as much as 90 percent of operating costs at the fare box (Gómez-Ibáñez, 1985). All of these factors make San Diego potentially a “best-case” example of TOD implementation. When generalizing from this case study, it is important to remember that the transit station area development process in San Diego is likely better developed than in many other urban areas in the United States. The results from San Diego County can illustrate general issues that, if they have not already been encountered, might soon become important in other urban areas with rail transit systems. Also, given San Diego County’s longer history of both LRT and TOD when compared with most other regions, any barriers identified in San Diego County might be even more important elsewhere.
Ecosystem Services Changes on Farmland in Response to Urbanization in the Guangdong–Hong Kong–Macao Greater Bay Area of China