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This article examines the impact of Phoenix’s light rail system, which opened in 2008, on new firm formation in specific industries. Individual business data from 1990–2014 are used in a quasi-experimental adjusted-interrupted time series (AITS) regression to compare the impact of the transit system’s construction on new business starts in ‘treatment’ and ‘control’ areas before and after the opening of the line. Findings show that the transit adjacency is worth an 88% increase in knowledge sector new starts, a 40% increase in service sector new starts and a 28% increase in retail new starts at the time the system opened, when compared with automobile-accessible control areas. However, the light rail also appears to suffer from a ‘novelty factor’ – after the initial increase in new establishment activity in adjacent block groups, the effect diminishes at the rate of 8%, 6% and 7% per year, respectively. The results also provide insight into the spatial extent of light rail impacts to new business formation, with areas 1 mile from stations observing 21% fewer retail new business starts and 12% fewer knowledge sector new starts than areas within a quarter of a mile of stations. 本文考察了亚利桑那州凤凰城 2008 年开通的轻轨对特定产业新公司组建的影响。我们在准实 验性的调整-中断时间序列(AITS)回归中运用1990-2014年的各企业数据，比较了轻轨开通前后 轨道交通体系建设对“影响” 区和“参照” 区新企业创立的影响。研宄结果表明，在轻轨开通 时，与依赖汽车的参照区相比，临近轨道交通站使知识型行业的新创企业增加了 88% , 使服务 业新创企业增加了 40% , 使零售业新创企业增加了 28%。但是，轻轨看来也受“新奇因素”的 影响一一临近轨道交通站的区域组经历了最初的新创企业增长后，其效应随后分别以每年 8%、6% 和 7% 的速度递减。研宄结果也说明了轻轨影响新企业组建的空间范围一一距离轨道交通站 1 英里范围的区域与距离轨道交通站 1/4 英里范围的区域相比，零售业新增企业要少 21% , 知识型行业新增企业要少12%。

Recent literature argues that many transit-oriented development (TOD) projects have failed because their approaches focus on “one-size-fits-all” technical provisions and/or pay little attention to local socio-cultural suitability. Through a sociological institutionalism lens, this article examines how the local socio-cultural characteristics of people reshape mobility culture in transit areas and lead to the potential emergence of locally based TOD concepts. Our discussions are guided by the socio-cultural mobility analysis framework, an extended version of the original mobility culture theory. This analytical framework divides mobility culture into land use, housing, and transport dimensions. Five TOD potential areas located in the periphery of Greater Jakarta, Indonesia, are presented as a research window in which data and information are collected through a mixture of primary surveys and documentary reviews. This article reveals that housing preference emerges as the most important aspect of reshaping mobility culture in transit areas in Indonesia.

This research measures the influence of transit-oriented development (TOD) on the San Diego, CA, condominium market. Many view TOD as a key element in creating a less auto dependent and more sustainable transport system. Price premiums indicate a potential for a market-driven expansion of TOD inventory. A hedonic price model is estimated to isolate statistically the effect of TOD. This includes interaction terms between station distance and various measures of pedestrian orientation. The resulting model shows that station proximity has a significantly stronger impact when coupled with a pedestrian-oriented environment. Conversely, station area condominiums in more auto-oriented environments may sell at a discount. This indicates that TOD has a synergistic value greater than the sum of its parts. It also implies a healthy demand for more TOD housing in San Diego.

Numerous metropolises worldwide have adopted transit-oriented development (TOD) as a sustainable urban development tactic. And the node-place model is the most commonly used model for TOD typology. However, the spatial vitality, one of the most fundamental aspects of TOD, has not been systematically taken into account in the node-place model. Therefore, this article introduces vitality as a third dimension into node-place model and develops the node-place-vitality (NPV) model, aiming to comprehensively re-classify and re-evaluate TOD performance. The independent weight coefficient method is used to compute place values, node values, vitality values, and overall TOD degree. Moreover, the categorization of TOD typologies makes use of the K-means++ clustering approach. The model is employed in a case study in Wuhan, China. The results show that the TOD degree exhibits a spatial discrepancy, characterized as “high-medium-low” from the center to the periphery, not only in the whole city but also in the three towns. The geographical characteristics of TOD degree within station catchment area are revealed by the heat map. Five TOD types are identified and they present obvious spatial differentiation. The approach proposed in this paper furnishes urban planners and decision-makers with a scientific instrument for assisting TOD planning and strategies designing.

Over the past three decades, Transit-Oriented Development (TOD), with transit as its central tenet, has emerged as a pivotal urban policy driving sustainable and intelligent urban growth, drawing significant attention from researchers and practitioners worldwide. TOD involves creating high-density, mixed-use, pedestrian-friendly urban areas around transit stations to enhance transit accessibility, promote social cohesion, and improve housing conditions. However, the global implementation of TOD has encountered challenges across various domains including transportation, housing, and employment, thereby exacerbating inequities within the built environment. This study adopts a TOD perspective to comprehensively review the equity impacts of urban rail transit (URT) station areas on the built environment, with a particular focus on social, travel, perception, health, and spatial dimensions, and their impacts on promoting or hindering equitable outcomes among diverse societal groups. Utilizing a scoping review methodology, the study encapsulates the progress and themes in the field, employing a systematic approach to meticulously analyze the outcomes of each research theme. The findings reveal that URT station areas have positive impacts on economic growth and property values. However, they can also contribute to gentrification, exacerbating disparities between different societal groups in station and non-station areas, along with an unequal distribution of resources and opportunities. Additionally, while these station areas encourage pedestrian activity and public transportation usage, they also carry the potential for environmental pollution, raising concerns about spatial accessibility and facility convenience, thereby impacting environmental equity. This study employs comprehensive and critical theoretical analyses, utilizing intricate methods and detailed indicators, to elucidate disparities in equity outcomes of URT station areas across different societal groups. The crucial challenge in future research lies in integrating the concept of equity into TOD planning strategies. This study aims to provide standardized and harmonized criteria for guiding equitable TOD planning policies, thereby enhancing the scientific basis and effectiveness of planning strategies. Ultimately, it seeks to offer theoretical insights towards the creation of a more equitable and inclusive urban built environment in the future.

This study investigates the determinants of user satisfaction in last-mile connectivity (LMC) within the framework of Transit-Oriented Development (TOD) in Tier 2 Indian cities. With increasing urban sprawl and a growing need for efficient multimodal integration, understanding LMC user experience is critical. A structured survey was administered to 400 respondents across Jaipur, Bhopal, Coimbatore, and Nagpur, focusing on accessibility, affordability, safety, reliability, comfort, and overall satisfaction. Using reliability tests and exploratory factor analysis, the study identifies key latent constructs influencing satisfaction. Results show that safety, accessibility, and reliability are the strongest predictors of positive LMC experiences. Income and gender also influence satisfaction levels. Given the urgent need for low-emission, climate-resilient transport systems, the findings provide policymakers with actionable insights to enhance LMC and promote sustainable, climate-conscious urban mobility within TOD frameworks in emerging cities.

Transit-oriented development (TOD) has been widely accepted in recent years as an important urban development policy. This article reviews the existing TOD literature pertinent to conditions in China, introduces TOD practices in China, and evaluates land development impacts of TOD across 50 Chinese cities that either have metro systems already or expect to have operating metro systems by 2020. The evaluation analysis contributes to the existing literature because most research on TOD in Chinese cities has focused on large, national or provincial capitals such as Beijing, Shanghai, and/or Guangzhou. Based on simulation analysis, we evaluate TOD's land development impacts across all Chinese cities that are expected to have metro systems by 2020. Our results show that the second- as well as the third-class cities of China will have more potential for TOD implementation than the first-class cities in the next five years.

Transit oriented development (TOD) is a land-use and transport integrated urban planning strategy that is highly acclaimed for promoting sustainable city development. This review aims to identify the problems regarding adoption of TOD standards or guidelines formulated by developed countries in developing countries, such as India, and the necessity of conducting adaptability studies on TOD influence areas. The existing studies show that the size of the influence area varies among different cities and travel modes. Accordingly, no single size influence zone is suitable for all cases. This review highlights the necessity of carefully considering the spatial extent of influence areas and modes other than walking as access or egress modes in the Indian context. Moreover, this review aims to provide insight on how to plan TOD in the context of developing countries, because the mobility patterns in these countries differ considerably from those in the developed world.

Urbanization, typically in Asia, faces an ever-increasing trend leading to various problems affecting urban areas. Challenges in achieving a sustainable and resilient urban setting has become increasingly difficult, with Urban Heat Island (UHI) as one of the leading causes. Non-sustainable and resilient lifestyle of urban dwellers has led to an increase in UHI intensity. Solutions are then proposed in each sector, as TOD has emerged as a solution in the transportation sector making it more efficient and sustainable. However, TOD impact on UHI is still rarely explored. This research analyzes the influence of some of the key variables in indicating UHI in Jakarta City. The result shows that NDVI and NDBI have an opposite influence in UHI, as increase in vegetation helps reduce UHI and built-up increase UHI intensity, it is especially sensitive in TOD areas. LOS shows a relatively uniform negative influence in all areas, with the largest impact in Affected TOD. This research emphasizes the importance of good planning in TOD development to reduce the UHI effect, as well as the need to increase green open spaces and efficient public transportation systems. These findings provide valuable insights for policy makers in designing effective UHI mitigation strategies in Jakarta.

Hefei, the capital city of Anhui Province, China, has been experiencing rapid development due to fast population growth and continuous city expansion since 2010. The Hefei government began to operate the subway system in 2017 and introduced the concept of transit-oriented development (TOD) as a strategy to reduce traffic pressure and environmental pollution. By 2020, there were 77 TODs in operation. However, some TODs could not attract enough public transport passengers or increase the economic activities. This study analyzed the Hefei City TOD network and tried to identify TODs that need development priority among the existing TODs to guide the efficient allocation of resources for the development of the TOD network. First, this study measured the accessibility and activity intensity at each TOD by using the node–place model. Second, the 77 existing TODs were divided into 4 priority levels by applying the silhouette method. Level 1 and level 2 TODs have development priority and are referred to as “Unstable TODs” and “Unbalanced TODs,” respectively. Finally, this paper provides some strategies for developing these priority TODs.