Case Studies for Transit Oriented Development

A good transit-oriented development is in a position of offering the desired benefits that accrue from livable societies. A combination of applicability that has the possibility working without a car, a combination of housing types and transit options, high level of community within the society and having a sense of place (TOD, March 2009). There is a wide range of services that impact on the transit-oriented development. The services include the fast increasing traffic in the country, increasing desire for a high quality of life, variation in the family structures and the increasing national support for Smart Growth. The cars are argued to be a part of life in most of the less dense parts of life as transit requires high density. It is termed to as of no concern to invest in transit for some areas, it hence better to plan for presence of cars.

TOD has the capability of producing lower greenhouse gas emissions; 43 percent less, it makes it possible for one to walk and bike among other active lifestyles and it adds value to lifestyle. With the changing lifestyle and the increasing desire for convenient and more affordable choices, research has shown that by the year 2030 a quarter of the population is looking forward to rent or otherwise to buy a house (TOD advocate, 2010). Transit has demonstrated to create value that is easily acquired and invested again in societies as it focuses more on development and business activity as well as the tax issue in a manner that enables one is keen on focused value strategies. Proven value strategies are like the property and sales revenues, fare box revenues, integrated development and public-private partnerships.

The Rosslyn Ballston Corridor located in Arlington, VA, demonstrates the manner in which TOD is able to allow access to great development in an active society that issues benefits to residents of all forms. Initially, it was of a minimal density with the focus being turned to rail stations and the private sector. High level of development has been made since. The evaluated land in the stations has grown to 80 percent in a period of ten years, 33 percent of revenues leading to minimal property tax.

The variations of the population and the real estate market have given the chance to the growth and direct it to the society close to transit (Cervero, 2004). This opportunity ought to be utilized considering their sustainability, cheapness, and long term solutions as well as climate change and reliance. The most effective plans have a visible time frame and mode of implementation which in effect add value to the infrastructure. The stations plans are the most successful in enabling a high level of development chances like a wide area of the parking lot or poorly utilized land are the least useful for advancement.

In the Portland’s Orenco Station planning procedures are handled with keen hands. The advancement of the system is fostered by perfect models for a better growth. An important method that is applied by the Portland in the area is the rezoning of the land that is next to the rail stations so as to enable the establishment of an integrated transit-oriented development. In most instances that stations have been identified as being a mixed use town locality. This has been well advanced as a result of the New Urbanism program that is well interfaced and contrasting varied forms of housing for business and personal application.  In phoenix, the effect of a proposition that is form based coding is similar to rezoning. The owner of property may complain that the form that is being applied for is based on a code that may lead to a reduction of the value of the property.

The Orenco is among the fore front stations in the locality as well as other places. It provides a better specified aspect of the program. Its density is big enough that the American suburbs. It is as a result of the TOD that several measures were taken so as to alleviate the risk.  Most noticeable is the dynamic market that was established and conserves its interests. The company would then work towards achieving its goals hence playing a vital role in the new zoning and attaining the vision of the community.

For the promotion of this the company ought to have control of its operations, of concern is the sold off control that are related to the parcels (Mehaffy M. 2003). This was a fault that the company had faced and would much to improve upon it. Another thing is the acquisition of a design of the density that are composed of a better characteristics and services. The team that is involved is similarly supposed to be skilled and have a wide range of experience. This team should be under that control of an efficient and effective jurisdiction.   

A rigid composition of land applicability and its transit plan may meet these problems through the provision of a developed and cheap mobility choice for the society. In the past, most of the planners and advocates have been involved in the promotion of a ‘transit-oriented development’ as an important factor for acquiring a sustainable and equitable land use form or patterns (Hank Dittmar, 2004). TOD planning has been keen on the beginning of the trip attributed as a dense residential locality and integrated applicability of advancement. Moreover, the promotion of TOD means that there should be more money for planning and building. Funding ought to come from the government. The government can promote TOD through the developers as well as the public sector wants. The governments have been involved in station-planning, initiation of zoning incentives.


As demonstrated above TODs have the capability to offer a high potential and mixed-use advancement so as to establish a better and sustainable locality. TOD practices have continued to get a stable basis in the urban centers of most countries. There are many centers for the TODs and each varies in shape and size. Most of them are located in large rail cities. TOD is basically a concept that just a reality that is getting prominent in the developing world. The main challenge is for the TOD planning and their implementation is the acquisition of funds from the local government or other transit agencies. The best TOD starts with a vision and continues to execution through proper planning with proper structures thus the success it already has acquired. These rail systems can be argued that the environmental and sustenance of the choice is not that effective considering the pollution and expensive nature of the system. One does not get support for the building of a dense and transit-oriented location using buses; it has no relation to technology but mobility.

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