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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.

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.

As a result of rapid urbanization and motorization in China, numerous mega-cities have emerged, and large numbers of people live and work in the city centers. Consequently, developing a public transport-oriented urban structure and promoting sustainable development are major planning strategies for the country. To understand the impact of rail transit on motorization in a high-density city center, we conduct a household travel survey in three neighborhoods around metro stations in the central area of Shanghai. We examine the car buying and commuting behavior of those Shanghai “original” residents who lived there when the city began growing, engulfing them in the center. Studies have shown that 40% of commuters in the city center commute outward, following a virtually reversed commute pattern, and the factors significantly affecting their car purchasing choice include their attitude toward cars and transit, household incomes, ownership of the apartments they live in, and the distance between family members’ workplaces and nearest metro stations. Despite easy access to the metro from their home in the city center, those who purchase their apartment units also likely own a car, while those who rent their apartment units are less likely to own a car; however, these odds are still higher than for those who live in an apartment unit inherited from their relatives or provided by their company. In the city center, if a family owns a car, then that car would almost certainly be used for daily commuting. A multinomial logistic model is applied to examine the factors influencing the tendency for using cars. The results show that people’s choices of commuting by alternative modes rather than cars are also shaped by their attitude toward public transportation, but other factors can also subtly change people’s commuting behavior under certain conditions. The commuting distance discourages people from walking and taking buses (but not metro). As the egress distance to the workplace increases, the metro becomes less appealing than cars. Mixed land use encourages people to walk or take buses instead of driving. Older people prefer riding buses and walking to driving, and female respondents tend to prefer walking, cycling, and riding the metro to driving compared to male respondents. These findings contribute to understanding the behavior of people who are familiar with public transportation and how to encourage them to switch from driving cars to alternative transport modes.

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.

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.

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.

The urbanization challenges in the megacities of Pakistan necessitate the implementation of comprehensive sustainable development practices to effectively address contemporary urban issues. Transit-oriented development (TOD) is a globally accepted device in achieving sustainable urban development through transport and land use integration. Evaluating the levels of TOD built in present conditions is essential for productive TOD planning, as it enables the prioritization of development interferences. In this context, we utilized a methodology to evaluate the levels of TOD (TOD-ness) present near transportation nodes through a TOD index. It utilizes ArcGIS and spatial multi-criteria analysis (SMCA) to determine the extent of TOD-supporting qualities around a transit node and identifies areas for potential improvements in transit orientation. The methodology was executed in the megacity of Lahore, situated in Pakistan. A TOD index was computed for areas surrounding the 26 LRT and 27 BRT stations along two existing corridors. The findings suggest that the TOD concept is feasible for Pakistani megacities, and urban decision makers can utilize the TOD index results to facilitate urban- or regional-level planning, funding, and investment policies. Furthermore, these findings offer valuable insights into the transportation obstacles and potential opportunities in similar developing cities in South Asia.

The recent decades have witnessed a growing trend towards transit-oriented development (TOD) to achieve sustainable development through maintaining the integration between land use and transport systems. It is believed that measuring the TOD level ‘TOD-ness’ is important for TOD planning. However, it has been found that the spatial studies and quantitative methods that comprehensively measure TOD-ness are still limited. Furthermore, some methods do not have standard frameworks, and they vary according to the research context and orientation. Accordingly, the major focus of this paper is related to the multi-criteria decision making (MCDM), quantitative measuring methods that prioritize potential areas for intervention. Based on a systematic review, this paper aims to evaluate the existing studies published between 2000 and 2020 in relation to TOD-ness measurement and its operationalization. This systematic review is an attempt to present the dominant methodologies used and analyse their pros and cons. Accordingly, the paper introduces a theoretical review of the TOD concept, its evolution and methods employed from the previous studies. Then, an analytical review is conducted for the eligible records, that are extracted from eight databases according to certain criteria. Finally, it is expected that the outcomes of the research will provide insight for further studies, in addition to presenting the best-adopted methods and assisting in developing MCDM models that measure TOD-ness quantitively.

Urbanization has posed significant challenges to cities globally, including urban sprawl, traffic congestion, reduced livability, and poor walkability. In Doha, Qatar’s capital, these issues are particularly pronounced in the West Bay Central Business District (CBD). Transit-Oriented Development (TOD) is widely recognized as a key strategy to advance sustainable urbanism and mitigate such challenges. This study employs the Integrated Modification Methodology (IMM) to systematically assess the urban design and spatial configuration of West Bay through observational analysis. The research aims to reassess the urban form and enhance transit integration through a multi-stage, iterative process, focusing on critical determinants such as compactness, complexity, and connectivity. The analysis is structured around five essential design dimensions: (i) walkability, (ii) ground-level land use balance, (iii) mixed-use and public spaces, (iv) inter-modality and transport hubs, and (v) the public transportation network. Findings reveal key urban design deficiencies, including limited intermodal connectivity, insufficient green open spaces, and a lack of diverse land use around the metro station. To address these gaps, the study proposes a set of context-sensitive policy and design guidelines to support TOD-based regeneration. This research contributes directly to SDG 11: Sustainable Cities and Communities, and supports SDG 9 and SDG 13 through its emphasis on infrastructure integration and climate-responsive planning. The findings offer practical insights for urban planners, developers, and policymakers engaged in sustainable urban transformation.