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{{Short description|Urban planning prioritising transit}}
{{Use mdy dates|date=January 2017}}
{{Sustainable_transport_sidebar}}
[[File:Arlington County - Virginia.jpg|thumb|The local government of [[Arlington County, Virginia]] encourages transit-oriented development within {{convert|1/4|to|1/2|mi|m}} from the county's [[Washington Metro]] [[rapid transit]] stations, with [[mixed-use development]], [[bikesharing]] and [[walkability]].]] 
In urban planning, '''transit-oriented development''' ('''TOD''') is a type of [[Real estate development|urban development]] that maximizes the amount of [[Residential area|residential]], [[business]] and [[leisure]] space within [[Pedestrian|walking]] distance of [[public transport]].<ref>{{cite book|last1=Calthorpe|first1=Peter|author-link=Peter Calthorpe|title=The Next American Metropolis: Ecology, Community, and the American Dream|date=1993|publisher=Princeton Architectural Press|location=New York|isbn=9781878271686}}</ref><ref>{{cite book |last1=Cervero |first1=Robert |author-link=Robert Cervero |title=Transit Oriented Development in America: Experiences, Challenges, and Prospects |date=2004 |publisher=Transit Cooperative Research Program, Report 102 |isbn=978-0-309-08795-7 |location=Washington |display-authors=etal}} [https://www.valleymetro.org/sites/default/files/legacy-images/uploads/general_publications/TCRP-Report-102_TOD-in-the-US-Experiences-Challenges-and-Prospects_10-04.pdf] {{Webarchive|url=https://web.archive.org/web/20210206040056/https://www.valleymetro.org/sites/default/files/legacy-images/uploads/general_publications/TCRP-Report-102_TOD-in-the-US-Experiences-Challenges-and-Prospects_10-04.pdf|date=February 6, 2021}}</ref> It promotes a symbiotic relationship between dense, compact urban form and public transport use.<ref>{{Cite book|title=Encyclopedia of the City|last=Caves|first=R. W.|publisher=Routledge|year=2004|isbn=978-0415862875|pages=676}}</ref> In doing so, TOD aims to increase [[public transport]] ridership by reducing the use of private cars and by promoting sustainable urban growth.<ref>Robert Cervero, Chris Ferrell and Steven Murphy (2002). [http://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rrd_52.pdf Transit-Oriented Development and Joint Development in the United States: A Literature Review], Research Results Digest Number 52, Transit Cooperative Research Program.</ref>

TOD typically includes a central transit stop (such as a [[train station]], or [[light rail]] or [[bus]] stop) surrounded by a [[Urban density|high-density]] [[Mixed-use development|mixed-use]] area, with lower-density areas spreading out from this center, serving as part of an [[integrated transport network]]. TOD is also typically designed to be more [[Walkability|walkable]] than other [[built-up area]]s, by using smaller [[City block|block sizes]] and reducing the land area dedicated to [[Car|automobiles]].<ref>{{Cite web|url=http://www.sustainablecitiesinstitute.org/topics/land-use-and-planning/transit-oriented-development-(tod)|title=Transit-Oriented Development (TOD)|website=www.sustainablecitiesinstitute.org|access-date=December 15, 2016|archive-url=https://web.archive.org/web/20161220173407/http://www.sustainablecitiesinstitute.org/topics/land-use-and-planning/transit-oriented-development-(tod)|archive-date=December 20, 2016|url-status=dead|df=mdy-all}}</ref><ref>{{Cite web|url=https://www.itdp.org/library/standards-and-guides/transit-oriented-development-are-you-on-the-map/what-is-tod/|title=What is TOD?|website=Institute for Transportation and Development Policy|date=July 24, 2014 }}</ref> Areas that center a transit station as a hub while building residential-focused TOD development in the immediate area are known as [[Transit village|transit villages]].

The densest areas of TOD are normally located within a radius of {{frac|1|4}} to {{frac|1|2}} mile (400 to 800 m) around the central transit stop, as this is considered to be an appropriate scale for [[pedestrian]]s, thus solving the [[Last mile (transport)|last mile problem]].

{{TOC limit|3}}

==Description==
[[File:Transit Oriented Development.png|thumb|left|Transit Oriented Development]]

Many of the [[new town]]s created after [[World War II]] in [[Japan]], [[Sweden]], and [[France]] have many of the characteristics of TOD communities. In a sense, nearly all communities built on [[Land reclamation|reclaimed land]] in the [[Netherlands]] or as [[exurban]] developments in [[Denmark]] have had the local equivalent of TOD principles integrated in their planning, including the promotion of [[bicycle]]s for local use.

In the United States, a half-mile-radius circle has become the de facto standard for rail-transit catchment areas for TODs. A half mile (800 m) corresponds to the distance someone can walk in 10 minutes at {{Convert|3|mph|abbr=on}} and is a common estimate for the distance people will walk to get to a rail station. The half-mile ring is a little more than {{Convert|500|acres|km2|abbr=on}} in size.<ref>{{cite news|url=http://www.uctc.net/access/42/access42_halfmiletods.shtml|title=Is a Half-Mile Circle the Right Standard for TODs?|last1=Guerra|first1=Erick|last2=Cervero|first2=Robert|author-link2=Robert Cervero|work=ACCESS, [[University of California, Berkeley]]|date=Spring 2013|number=42|access-date=June 7, 2013|archive-url=https://web.archive.org/web/20130804141425/http://www.uctc.net/access/42/access42_halfmiletods.shtml|archive-date=August 4, 2013|url-status=dead|df=mdy-all}}</ref>

Transit-oriented development is sometimes distinguished by some planning officials from "[[transit-proximate development]]" because it contains specific features that are designed to encourage public transport use and differentiate the development from [[urban sprawl]]. A few examples of these features include mixed-use development that will use transit at all times of day, excellent [[pedestrian facilities]] such as high quality [[pedestrian crossing]]s, narrow streets, and tapering of buildings as they become more distant from the public transport node. Another key feature of transit-oriented development that differentiates it from "transit-proximate development" is reduced amounts of [[parking]] for personal vehicles.

Transit-oriented development has many benefits including but not limited to:
* Easy access to transit, making it easy to get around without a car.
* Dense, due to TODs being made for getting around transportation, other than private vehicles, allowing access to stores and private business.
* Improved access to jobs and city services.
* Increased population near transit stops, such as a commuter rail stop, which ultimately increases transit ridership across the board.<ref>{{Cite journal|last1=Mudigonda|first1=Sandeep|last2=Ozbay|first2=Kaan|last3=Ozturk|first3=Ozgur|last4=Iyer|first4=Shrisan|last5=Noland|first5=Robert B.|date=2014-01-01|title=Quantifying Transportation Benefits of Transit-Oriented Development in New Jersey|url=https://doi.org/10.3141/2417-12|journal=Transportation Research Record|language=en|volume=2417|issue=1|pages=111–120|doi=10.3141/2417-12|s2cid=110775275|issn=0361-1981}}</ref>

Opponents of compact, or transit oriented development typically argue that Americans, and persons throughout the world, prefer low-density living, and that any policies that encourage compact development will result in substantial [[utility]] decreases and hence large social welfare costs.<ref>{{cite journal|last1=Moore|first1=Adrian.T.|last2=Staley|first2=Samuel.R.|last3=Poole|first3=Robert.W.|title=The role of VMT reduction in meeting climate change policy goals|journal=Transportation Research Part A: Policy and Practice |date=2010|volume=44|issue=8|pages=565–574|doi=10.1016/j.tra.2010.03.012|bibcode=2010TRPA...44..565M }}</ref> Proponents of compact development argue that there are large, often unmeasured benefits of compact development<ref>{{cite journal|last1=Winkelman|first1=S.|last2=Bishins|first2=A.|title=Planning for economic and environmental resilience|journal=Transportation Research Part A: Policy and Practice|date=2010|volume=44|issue=8|pages=575–586|doi=10.1016/j.tra.2010.03.011|bibcode=2010TRPA...44..575W }}</ref> or that the American preference for low-density living is a misinterpretation made possible in part by substantial local government interference in the land market.<ref>{{cite book|last1=Levine|first1=Jonathan|title=Markets and Choices in Transportation and Metropolitan Land Use|date=2006|publisher=Resources for the Future|location=Washington|isbn=978-1933115153}}</ref><ref>{{cite journal|last1=Boarnet|first1=Marlon|title=A Broader Context for Land Use and Travel Behavior, and a Research Agenda|journal=Journal of the American Planning Association|date=Summer 2011|volume=77|issue=3|pages=197–213|doi=10.1080/01944363.2011.593483|s2cid=153346863}}</ref>

==In cities==
Many cities throughout the world are developing TOD policy. [[Toronto]], [[Portland, Oregon|Portland]], [[Montreal]], [[San Francisco]], and [[Vancouver]] among many other cities have developed, and continue to write policies and strategic plans, which aim to reduce [[automobile dependency]] and increase the use of public transit.

===Latin America===
[[File:Onibus Pinheirinho Curitiba.jpg|thumb|299x299px|[[Curitiba]]'s [[Rede Integrada de Transporte|RIT]] in Praça do Japão]]

====Curitiba, Brazil====
One of the earliest and most successful examples of TOD is [[Curitiba]], [[Brazil]].<ref>{{cite web
 |url        = http://www.ippuc.org.br/pensando_a_cidade/index_zoneamento_ingles.htm
 |title      = Citizine Information, Zoning and Land Use in Curitiba (Ingles)
 |date       = January 2006
 |access-date = 28 February 2018
}}{{Dead link|date=July 2018 |bot=InternetArchiveBot |fix-attempted=no }}</ref>
Curitiba was organized into transport corridors very early on in its history. Over the years, it has integrated its zoning laws and transportation planning to place high-density development adjacent to high-capacity transportation systems, particularly its [[Rede Integrada de Transporte|BRT corridors]]. Since the failure of its first rather grandiose city plan due to lack of funding, Curitiba has focused on working with economical forms of infrastructure, so it has arranged unique adaptations, such as bus routes (inexpensive infrastructure) with routing systems, limited access and speeds similar to subway systems. The source of innovation in Curitiba has been a unique form of participatory city planning that emphasizes public education, discussion and agreement.<ref>{{cite book |last1=Cervero|first1=Robert|title=The Transit Metropolis: A Global Inquiry |date=1998 |publisher=Island Press |location=Washington|isbn=9781559635912}}</ref>

====Guatemala City, Guatemala====

In an attempt to control the rapid growth of [[Guatemala City]], the long-time mayor, [[Álvaro Arzú]], implemented a plan to control growth based on transects along important arterial roads and exhibiting transit-oriented development (TOD) characteristics. The plan adopted POT (Plan de Ordenamiento Territorial) aims to allow the construction of taller mixed-use building structures right by large arterial roads. The buildings would gradually decrease in height and density as distance would increase from arterial roads.<ref>{{cite web |url=http://pot.muniguate.com/ |title=:::... Plan de Ordenamiento Territorial - Tú eres la Ciudad, Municipalidad de Guatemala, cumple ... |language=es |publisher=Pot.muniguate.com |access-date=July 8, 2009 |archive-date=July 21, 2009 |archive-url=https://web.archive.org/web/20090721165845/http://pot.muniguate.com/ |url-status=dead }}</ref> That is being implemented simultaneously with a [[bus rapid transit]] (BRT) system, called [[Transmetro]].

====Mexico City, Mexico====

Mexico City has battled pollution for years. Many attempts have been made to orient citizens towards public transportation. Expansion of metro line, both subway and bus, have been instrumental. Following the example of Curitiba, many bus-lines were created on many of Mexico City's most important streets. The bus-line has taken two lanes from cars to be used only by the bus-line, increasing the flow for bus transit. The city has also made great attempts at increasing the number of bike lanes, including shutting down entire roads on certain days to be used only by bikers.

Car regulations have also increased in the city. New regulations prevent old cars from driving in the city, other cars from driving on certain days. Electric cars are allowed to be driven every day and have free parking. Decreasing the public space allocated to cars and increasing regulations have become a great annoyance among daily car users. The city hopes to push people to use more public transport.

===North America===

====Canada====
All major Canadian cities have transit oriented development policies and implementations. The main purposes of these policies has been to kerb suburban sprawl, and to increase housing supply amidst a housing crisis. In addition, it comes in response to a shifting population demographic that prefers high density living.<ref>{{Cite web |title=Transit Oriented Communities |url=https://www.metrolinx.com/en/about-us/doing-business-with-metrolinx/development-opportunities/transit-oriented-communities |access-date=2024-10-17 |website=www.metrolinx.com |language=en}}</ref><ref name=":2" />

Some cities, such as Toronto, Ottawa, and especially Vancouver, have a long history of building new communities near transit, and they often plan development and rapid transit simultaneously.<ref name=":4">{{Cite web |title=Why Ottawa built an LRT station in the middle of nowhere |url=https://ottawacitizen.com/news/local-news/bowesville-ottawas-lrt-station-to-nowhere}}</ref><ref>{{Cite web |title=Canada’s Most Important Transit Oriented Development {{!}} UrbanToronto |url=https://urbantoronto.ca/news/2024/05/canadas-most-important-transit-oriented-development.56024 |access-date=2024-10-17 |website=urbantoronto.ca}}</ref><ref name=":2" /><ref name=":3" /><ref name="BC Business" /> Others, such as Calgary and Montréal, have only implemented TOD policies recently, and there is some debate as to whether it is better to build new transit to existing high density neighbourhoods, or build high density neighbourhoods near existing transit.<ref>{{Cite journal |last=Cournoyer-Gendron |first=Maude |date=2017-06-15 |title=The Transit-Oriented Development Model in Montreal (Canada): Mobilizing a Concept and Negotiating Urban Development at the Local and Metropolitan Scale |url=https://journals.openedition.org/eue/1871#tocto1n3 |journal=Environnement Urbain / Urban Environment |language=fr |volume=12 |issn=1916-4645 }}</ref>{{multiple image
 | direction = vertical
 | align = right
 | width     = 
 | image1    = Marine Drive Stn.jpg
 | caption1  = [[Marine Drive station]] in Vancouver on opening day (2009)
 | image2    = Marine Drive station, January 2018.jpg
 | caption2  = High-rises have since been built around the station (2018).
}}

=====Calgary, Alberta=====
Calgary's Transit Oriented Development (TOD) has been evolving largely around stations along Calgary's Light Rail Transit (LRT) system, also known as the [[CTrain]] network. Although Calgary's CTrain system has been around since 1981, TOD activity has been fairly recent, with much of development taking place since 2010. Most of the transit oriented development has taken place along the LRT system's [[Red Line (CTrain)|Red Line]] especially around stations of the northwest leg with areas around stations at Brentwood, Dalhousie, and Banff Trail having seen the most development. [[Brentwood station (Calgary)|Brentwood Station]] for example, with multi-building developments such as University City, has seen almost 900 residential units<ref>{{cite web|url=https://calgary.skyrisecities.com/database/projects/university-city |title=University City |publisher=Calgary.skyrisecities.com |access-date=3 March 2021}}</ref><ref>{{cite web|url=https://calgary.skyrisecities.com/database/projects/brio |title=Brio |publisher=Calgary.skyrisecities.com |access-date=3 March 2021}}</ref> built in the last eight years within the 600m radius of Brentwood station, as well as proposed developments that are in the works. On the south leg of the Red Line the massive Midtown Station proposal is a reversal from previous TOD builds where development is built around existing stations. In the case of Midtown Station,<ref>{{cite web|url=https://calgary.skyrisecities.com/forum/threads/midtown-station-multiple-buildings-ibi-group-midtown-station.31616/ |title=Midtown Station |date=September 28, 2020 |publisher=Calgary.skyrisecities.com |access-date=3 March 2021}}</ref> the proposal is along the CTrain line, but includes building a new station solely for the purpose of serving the development.

For The City of Calgary, TOD's are an ongoing process, but the city has published policy guidelines and implementation strategies for Transit Oriented Development.<ref>{{cite web|url=https://www.calgary.ca/content/dam/www/pda/pd/documents/transit-oriented-development/tod-implentation-strategy.pdf |title=Transit Oriented Development Implementation Strategy |publisher=City of Calgary |access-date=3 March 2021}}</ref><ref>{{cite web|url=https://www.calgary.ca/content/dam/www/pda/pd/documents/transit-oriented-development/tod-policy-guidelines.pdf |title=Transit Oriented Development Policy Guidelines |publisher=City of Calgary |access-date=3 March 2021}}</ref>

=====Edmonton, Alberta=====
Most of the suburban high rises were not along major rail lines like other cities until recently, when there has been incentive to do so. [[Century Park, Edmonton|Century Park]] is a growing condo community in southern Edmonton at the south end of the [[Edmonton LRT]] system. It will include low to high rise condos, recreational services, shops, restaurants, and a fitness centre. Edmonton has also had a transit-proximate development for some time in the northeastern suburbs at [[Clareview station|Clareview]] which includes a large park and ride, and low rise apartments among big box stores and associated power center parking. Edmonton is also looking into some new TODs in various parts of the city. In the northeast, there are plans to redevelop underutilized land at two sites around existing LRT, Fort Road and [[Stadium station (Edmonton)|Stadium station]].<ref>{{cite web |url=http://www.edmonton.ca/city_government/planning_development/old-town-fort-road-redevelopment.aspx |title=Old Town Fort Road Redevelopment |publisher=City of Edmonton |access-date=October 21, 2010 |url-status=dead |archive-url=https://web.archive.org/web/20100922103220/http://edmonton.ca/city_government/planning_development/old-town-fort-road-redevelopment.aspx |archive-date=September 22, 2010 |df=mdy-all }}</ref><ref>{{cite web |url=http://www.edmonton.ca/city_government/planning_development/stadium-station-transit-oriented-development.aspx |title=Stadium Station Transit Oriented Development |publisher=City of Edmonton |access-date=October 21, 2010 |url-status=dead |archive-url=https://web.archive.org/web/20101122075058/http://edmonton.ca/city_government/planning_development/stadium-station-transit-oriented-development.aspx |archive-date=November 22, 2010 |df=mdy-all }}</ref> In the west, there is plans to have some medium density condos in the [[Glenora, Edmonton|Glenora neighborhood]] along a future LRT route as well as a TOD in the southeast in the [[Strathearn, Edmonton|Strathearn neighborhood]] along the same future LRT on existing low rise apartments.

===== Kitchener-Waterloo =====
The [[Ion rapid transit|Ion light rail]] line in [[Regional Municipality of Waterloo|Kitchener-Waterloo]] initiated large amounts of new construction along the corridor, despite the city region being the smallest in North America to host a tramway. The first stage of the line created 19 000 new housing units along its length, as well as large scale industrial and commercial developments, valued at $5 billion.<ref>{{Cite web |title=In five years, ION light rail transformed Waterloo Region – Around the Region |url=https://aroundtheregion.ca/in-five-years-ion-light-rail-transformed-waterloo-region/ |access-date=2024-10-17 |website=aroundtheregion.ca}}</ref>

=====Montreal, Quebec=====
According to the Metropolitan Development and Planning Regulation<ref>[http://www.voirvert.ca/nouvelles/actualites/un-premier-plan-d%E2%80%99amenagement-durable-pour-le-grand-montreal Un premier plan d’aménagement durable pour le Grand Montréal | Voir vert - Le portail du bâtiment durable au Québec]. Voirvert.ca. Retrieved on December 6, 2013.</ref> as of late 2011, 40% of new households will be built as TOD neighborhoods.

=====Ottawa, Ontario=====
Ottawa encourages high density development within 600m of all rapid transit stations, including both the bus rapid transit [[Transitway (Ottawa)|Transitway]] and the city's [[O-Train|urban rail]] system, with the goal of creating feature complete mixed use communities within walking distance to transit. The city simultaneously discourages auto oriented development, such as parking lots, in the same areas.<ref>{{Cite web |last=Planning |first=Development and Building Department |date=2023-09-18 |title=Development Guidelines |url=https://ottawa.ca/en/planning-development-and-construction/community-design/design-and-planning-guidelines/completed-guidelines/transit-oriented-development-guidelines/development-guidelines#section-530c0a44-ebba-467d-851d-b4826f5273e3 |access-date=2024-10-17 |website=ottawa.ca |language=en}}</ref>

This has had the effect of creating many tower clusters far outside the city centre, with stations like [[Lincoln Fields station|Lincoln Fields]] and [[Lycée Claudel station|Lycée Claudel]] having entire neighbourhoods appear around them.<ref name=":2">{{Cite web |date=2019-06-10 |title=Autowa no more? Transit-oriented developments key in switching Ottawa away from car city · OttawaStart.com |url=https://ottawastart.com/autowa-no-more-transit-oriented-developments-key-in-switching-ottawa-away-from-car-city/ |access-date=2024-10-17 |website=OttawaStart.com |language=en-ca}}</ref><ref name=":4" />

=====Toronto, Ontario=====
Toronto has a longstanding policy of encouraging new construction along the route of its primary [[Yonge–University–Spadina line|Yonge Street subway line]].<ref name=":3">{{cite journal|last1=Cervero|first1=Robert|title=Urban Transit in Canada: Integration and Innovation at its Best|journal=Transportation Quarterly|date=1986|volume=40|issue=3|pages=293–316|issn=0278-9434}}</ref> Most notable are the development of the [[Yonge and Eglinton]] area in the 1960s and 1970s; and the [[North York Centre|present development]] of the 2&nbsp;km of the Yonge Street corridor north of Sheppard Avenue, which began in the late 1980s. In the period since 1997 alone the latter stretch has seen the appearance of a major new [[Empress Walk|shopping centre]] and the building and occupation of over twenty thousand new units of [[Condominium (living space)|condominium]] housing. Since the opening of the [[Sheppard line|Sheppard subway line]] in 2002, there is a [[Condominium (living space)|condominium]] construction boom along the route on Sheppard Avenue East between Yonge Street and Don Mills Road.

In addition to the subway, transit oriented development has also started to be prioritised for regional rail stations, such as [[East Harbour Transit Hub|East Harbour GO]].
[[File:Yonge Street 2022.jpg|thumb|Yonge Street and the transit oriented development along it.]]
{{clear right}}

=====Vancouver, British Columbia=====
Vancouver has a strong history of creating new development around its [[SkyTrain (Vancouver)|SkyTrain]] lines<ref name="BC Business">{{cite web|title=Why TransLink is a Leader in Transit-Oriented Development|url=https://www.bcbusiness.ca/why-translink-is-a-leader-in-transit-oriented-development|website=BC Business|date=April 15, 2016 |access-date=6 March 2018}}</ref> and building regional town centres at major stations and transit corridors.<ref name="CityLab">{{cite web|last1=Bula|first1=Frances|title=Vancouver's Canada Line Is a Model of Transit-Oriented Development|url=https://www.citylab.com/transportation/2014/02/vancouvers-canada-line-model-transit-oriented-development/8437/|website=CityLab|publisher=Citiscope|access-date=6 March 2018}}</ref> In addition, the [[Government of British Columbia]] has legislated policy that all development within 800m of rail, and within 400m of bus interchanges, must be high density.<ref>{{Cite web |title=B.C. government introduces bill encouraging creation of more housing near transit hubs |url=https://www.cbc.ca/news/canada/british-columbia/bc-legislation-transit-hubs-1.7023133}}</ref> Of note is the [[Metrotown, Burnaby|Metrotown]] area of the suburb of [[Burnaby]], [[British Columbia]] near the [[Metrotown station|Metrotown SkyTrain Station]]. The areas around stations have spurred the development of billions of dollars of high-density real estate, with multiple high-rises near the many stations,<ref name="BC Business"/><ref name="CityLab"/> prompting concerns about rapid [[Gentrification of Vancouver|gentrification]].<ref>{{cite journal|last1=Jones|first1=Craig|title=Transit-Oriented Development and Gentrification in Metro Vancouver's Low-Income SkyTrain Corridor|journal=Neighbourhood Change|date=July 2015|url=http://neighbourhoodchange.ca/documents/2015/07/vancouvers-skytrain-corridor.pdf|access-date=6 March 2018}}</ref>

=====Winnipeg, Manitoba=====
There is currently one TOD being built in Winnipeg beside the [[Winnipeg Rapid Transit|rapid transit corridor]]. It is known as The Yards at Fort Rouge,<ref>{{Cite web |url=http://winnipeg.ca/ppd/planning/Secondary_Plans/FortRougeYards/BackgroundStudy-FortRougeYards-June-04.pdf |title=Fort Rouge Yards Concept Plan |access-date=April 27, 2018 |archive-date=April 27, 2018 |archive-url=https://web.archive.org/web/20180427121956/http://winnipeg.ca/ppd/planning/Secondary_Plans/FortRougeYards/BackgroundStudy-FortRougeYards-June-04.pdf |url-status=dead }}</ref> and was spearheaded by the developer Gem Equities. In phase two of the southwest rapid transit corridor, there will be four more TODs.<ref>{{cite web|title=Transportation Master Plan|url=http://transportation.speakupwinnipeg.com/files/2011/11/2011-11-01-TTRWinnipegTMP-Final-Report.pdf|access-date=July 27, 2014|archive-url=https://web.archive.org/web/20150412194703/http://transportation.speakupwinnipeg.com/files/2011/11/2011-11-01-TTRWinnipegTMP-Final-Report.pdf|archive-date=April 12, 2015|url-status=dead|df=mdy-all}}</ref> This phase is an interesting example of the use of fine arts in parallel with transit planning, making several of the stations sites for public art related to the social history of the area.<ref>{{Cite news|url=https://www.winnipegfreepress.com/our-communities/souwester/News-in-brief-City-seeking-public-art-for-southwest-rapid-transitway-412915793.html|title=News in brief: City seeking public art for southwest rapid transitway|author=<!--Staff writer(s); no by-line.-->|date=2017-02-06|work=Winnipeg Free Press|access-date=2018-04-27}}</ref>

====United States====

=====Arlington County, Virginia=====
{{Multiple image|direction=vertical|align=right|275px|image1=ArlingtonTODimage3.jpg|caption1=Aerial view of [[Rosslyn-Ballston corridor]] in [[Arlington County, Virginia]]. High density, mixed use development is concentrated within ¼–½ mile from the [[Rosslyn (WMATA station)|Rosslyn]], [[Court House (WMATA station)|Court House]] and [[Clarendon (WMATA station)|Clarendon]] [[Washington Metro]] stations (shown in red), with limited density outside that area.|image2=Ballston TOD.jpg|caption2=Street-level view of the area around the [[Ballston–MU station]], also in Arlington County, Virginia. Note the mixed-use development (from left to right: ground floor [[retail]] under apartment building, office buildings, shopping mall (at the end of the street), apartment building, office building with ground floor retail), [[pedestrian]] oriented facilities including wide sidewalk, and [[bus stop]] facility in the center distance. [[Parking]] in this location is limited, relatively expensive, and located underground.}}
For over 30 years, the government has pursued a [[Urban planning|development strategy]] of concentrating much of its new development within {{convert|1/4|to|1/2|mi|m}} from the county's [[Washington Metro]] [[rapid transit]] stations and the high-volume bus lines of [[Virginia State Route 244|Columbia Pike]].<ref>{{cite web|url=http://www.arlingtonva.us/Departments/CPHD/planning/CPHDPlanningSmartGrowth.aspx |title=Smart Growth : Planning Division : Arlington, Virginia |publisher=Arlingtonva.us |date=March 7, 2011 |access-date=November 4, 2011}}</ref> Within the transit areas, the government has a policy of encouraging [[mixed-use development|mixed-use]] and [[Walkability|pedestrian-]] and transit-oriented development.<ref name="arlingtonva.us">{{Cite web |url=http://www.arlingtonva.us/departments/CPHD/planning/powerpoint/rbpresentation/rbpresentation_060107.pdf |title=30 Years of Smart Growth - Arlington County’s Experience with Transit Oriented Development in the Rosslyn-Ballston Metro Corridor |access-date=June 8, 2013 |archive-date=September 24, 2011 |archive-url=https://web.archive.org/web/20110924171835/http://www.arlingtonva.us/departments/CPHD/planning/powerpoint/rbpresentation/rbpresentation_060107.pdf |url-status=dead }}</ref> Some of these "[[urban village]]" communities include [[Rosslyn, Arlington, Virginia|Rosslyn]], [[Ballston, Virginia|Ballston]], [[Clarendon, Arlington, Virginia|Clarendon]], [[Courthouse, Arlington, Virginia|Courthouse]], [[Pentagon City, Arlington, Virginia|Pentagon City]], [[Crystal City, Virginia|Crystal City]], [[Lyon Village, Arlington, Virginia|Lyon Village]], [[Shirlington, Arlington, Virginia|Shirlington]], [[Virginia Square, Virginia|Virginia Square]], and [[Westover, Arlington, Virginia|Westover]].

In 2002, Arlington received the [[United States Environmental Protection Agency|EPA]]'s National Award for Smart Growth Achievement for "Overall Excellence in [[Smart Growth]]" — the first ever granted by the agency.<ref>{{cite web|url=http://www.epa.gov/smartgrowth/arlington.htm|title=Arlington County, Virginia – National Award for Smart Growth Achievement – 2002 Winners Presentation|publisher=Epa.gov |date=June 28, 2006 |access-date=November 4, 2011}}</ref>

In September 2010, [[Arlington County, Virginia]], in partnership with [[Washington, D.C.]], opened [[Capital Bikeshare]], a [[bicycle sharing system]].<ref name=grist>{{cite web|url=http://www.grist.org/article/2010-09-20-washington-d.c.-launches-the-nations-largest-bike-share-program/|title=Washington, D.C., launches the nation's largest bike share program|author=Matt Martinez|date=September 20, 2010|publisher=[[Grist (magazine)|Grist]]|access-date=April 14, 2011}}</ref><ref name=NYT092010>{{cite news|work=[[The New York Times]]|url=http://green.blogs.nytimes.com/2010/09/20/bike-sharing-expands-in-washington/|title=Bike Sharing Expands in Washington|author=J. David Goodman|date=September 20, 2010|access-date=April 14, 2011}}</ref><ref>{{cite news|url=http://www.myfoxdc.com/dpp/traffic/arlington-joins-dc-in-bike-sharing-program-092010|title=Arlington Joins DC in Bike-Sharing Program|publisher=MyFoxDC.com|date=September 20, 2010|access-date=April 14, 2011}}</ref> By February 2011, Capital Bikeshare had 14 stations in the [[Pentagon City]], [[Potomac Yard]], and [[Crystal City, Virginia|Crystal City]] neighborhoods in Arlington.<ref name=grist/> Arlington County also announced plans to add 30 stations in fall 2011, primarily along the densely populated corridor between the [[Rosslyn, Virginia|Rosslyn]] and [[Ballston, Virginia|Ballston]] neighborhoods, and 30 more in 2012.<ref name=expansion>{{cite web|title=Arlington votes (sort of) to expand CaBi; more places likely to follow|url=http://www.thewashcycle.com/2011/10/arlington-votes-to-add-more-cabi-stations-sort-of.html|work=TheWashCycle|access-date=October 17, 2011}}</ref>

===== New Jersey =====
[[New Jersey]] has become a national leader in promoting [[Transit village#New Jersey_Transit_Village_Initiative|Transit Village]] development through a program known as the [http://www.state.nj.us/transportation/community/village/ Transit Village initiative]. The [[New Jersey Department of Transportation]] established the Transit Village Initiative in 1999, offering multi-agency assistance and grants from the annual $1 million Transit village fund to any municipality with a ready to go project specifying appropriate mixed land-use strategy, available property, station-area management, and commitment to affordable housing, job growth, and culture. Transit village development must also preserve the architectural integrity of historically significant buildings.<ref>{{Cite web |title=Transit Village Initiative Overview, Community Programs |url=https://www.state.nj.us/transportation/community/village/ |access-date=2023-09-17 |website=www.state.nj.us}}</ref> Transit Village districts are defined by the half mile radius surrounding the transit station. To become a Transit Village, towns must meet the following criteria: have existing transit, demonstrate a willingness to grow, adopt a transit-oriented-development redevelopment plan or zoning ordinance, identify specific TOD sites and projects, identify bicycle and pedestrian improvements, and identify "place making" efforts near the transit station, such as community events, celebrations, and other cultural or artistic events.<ref>{{Cite web |title=Criteria and Scoring Guide, Transit Village Initiative, Community Programs |url=https://www.state.nj.us/transportation/community/village/criteria.shtm |access-date=2023-09-17 |website=www.state.nj.us}}</ref>

Since 1999 the state has made 35 Transit Village designations, which are in different stages of development:

[[Pleasantville, New Jersey|Pleasantville]] (1999), [[Morristown, New Jersey|Morristown]] (1999), [[Rutherford, New Jersey|Rutherford]] (1999), [[South Amboy, New Jersey|South Amboy]] (1999), [[South Orange, New Jersey|South Orange]] (1999), [[Riverside Township, New Jersey|Riverside]] (2001), [[Rahway, New Jersey|Rahway]] (2002), [[Metuchen, New Jersey|Metuchen]] (2003), [[Belmar, New Jersey|Belmar]] (2003), [[Bloomfield, New Jersey|Bloomfield]] (2003), [[Bound Brook, New Jersey|Bound Brook]] (2003), [[Collingswood, New Jersey|Collingswood]] (2003), [[Cranford, New Jersey|Cranford]] (2003), [[Matawan, New Jersey|Matawan]] (2003), [[New Brunswick, New Jersey|New Brunswick]] (2005), [[Journal Square, Jersey City|Journal Square/Jersey City]] (2005), [[Netcong, New Jersey|Netcong]] (2005), [[Elizabeth, New Jersey|Elizabeth/Midtown]] (2007), [[Burlington, New Jersey|Burlington City]] (2007), the [[Orange, New Jersey|City of Orange Township]] (2009), [[Montclair, New Jersey|Montclair]] (2010), [[Somerville, New Jersey|Somerville]] (2010), [[Linden, New Jersey|Linden]] (2010), [[West Windsor, New Jersey|West Windsor]] (2012), [[East Orange, New Jersey|East Orange]] (2012), [[Dunellen, New Jersey|Dunellen]] (2012), [[Summit, New Jersey|Summit]] (2013), [[Plainfield, New Jersey|Plainfield]] (2014), [[Park Ridge, New Jersey|Park Ridge]] (2015), [[Irvington, New Jersey|Irvington]] (2015), [[Hackensack, New Jersey|Hackensack]] (2016), [[Long Branch, New Jersey|Long Branch]] (2016), [[Asbury Park, New Jersey|Asbury Park]] (2017), [[Newark, New Jersey|Newark]] (2021), and [[Atlantic City, New Jersey|Atlantic City]] (2023).<ref>{{Cite web |title=Frequently Asked Questions, Transit Village Initiative, Community Programs |url=https://www.state.nj.us/transportation/community/village/faq.shtm |access-date=2023-09-17 |website=www.state.nj.us}}</ref>

[[File:Queensboro Plaza from Astoria Line, September 2018.JPG|thumb|Long Island City, a transit-oriented community with the [[Queensboro Plaza station|Queensboro Plaza]] subway station shown, one of the many subway stations in Long Island City]]

=====New York City=====

Many neighborhoods in New York City are close to a New York City Subway station, this allows easy transport throughout the cities’ neighborhoods and central business districts. To maximize the usage of the New York City Subway, many subway stations are surrounded by transit-oriented development, with high-density residential and commercial buildings surrounding the subway station. Neighborhoods include, but are not limited to, [[Downtown Brooklyn]], [[Midtown Manhattan]], [[Long Island City]], and [[Sunnyside, Queens|Sunnyside]].<ref>{{Cite web|date=2018-01-25|title=NYC Subway Neighborhoods: Which Have Best and Worst Access? {{!}} StreetEasy|url=https://streeteasy.com/blog/nyc-subway-neighborhoods-best-worst-access/|access-date=2021-12-01|website=StreetEasy Blog|language=en-US}}</ref> Many downtowns in the [[New York metropolitan area|Greater New York Area]] also are walkable with a central [[regional rail]] station.

=====Pittsburgh, Pennsylvania=====
The [[East Liberty (Pittsburgh)|East Liberty]] neighborhood is nearing completion of a $150 million Transit Oriented Development centered around the reconfigured East Liberty Station on the city's [[Martin Luther King Jr. East Busway]].<ref>{{Cite web|url=http://triblive.com/news/allegheny/9263121-74/east-liberty-center|title = Welcome}}</ref><ref>{{Cite web|url=http://www.post-gazette.com/local/east/2015/01/09/New-platforms-at-East-Liberty-Station-to-open-tomorrow/stories/201501090226|title = New busway platforms at East Liberty Station to open tomorrow}}</ref> The development included improved access to the station with a new pedestrian bridge and pedestrian walkways that increase the effective walkshed of the station. The East Busway is a fixed guideway route that offers riders an 8-minute ride from East Liberty to Pittsburgh's Downtown.

=====Salt Lake City Metro Area, Utah=====
The [[Salt Lake City metropolitan area|Salt Lake City Metro Area]] has seen a strong proliferation of transit-oriented developments due to the construction of new transit lines within the [[Utah Transit Authority]]'s [[TRAX (light rail)|TRAX]], ''[[FrontRunner]]'' and streetcar lines. New developments in [[West Valley City, Utah|West Valley]], [[Farmington, Utah|Farmington]], [[Murray, Utah|Murray]], [[Provo, Utah|Provo]], [[Kaysville, Utah|Kaysville]], [[Sugarhouse (Salt Lake City)|Sugarhouse]] and [[downtown Salt Lake City]] have seen rapid growth and construction despite the economic downturn. The population along the [[Wasatch Front]] has reached 2.5 million and is expected to grow 50% over the next two decades. At 29.8%, Utah's population growth more than doubled the population growth of the nation (13.2%), with a vast majority of this growth occurring along the Wasatch Front.

Transportation infrastructure has been vastly upgraded in the past decade as a result of the [[2002 Olympic Winter Games]] and the need to support the growth in population. This has created a number of transit-oriented commercial and residential projects to be proposed and completed.

=====San Francisco Bay Area, California=====
The [[San Francisco Bay Area]] includes nine counties and 101 cities, including [[San Jose, California|San Jose]], [[San Francisco]], [[Oakland, California|Oakland]] and [[Fremont, California|Fremont]]. Local and regional governments<ref>[http://www.bayareavision.org/index.html San Francisco Bay Area Vision Project] {{webarchive|url=https://web.archive.org/web/20090607015259/http://www.bayareavision.org/index.html |date=June 7, 2009 }}. Bayareavision.org. Retrieved on December 6, 2013.</ref> encourage transit-oriented development to decrease traffic congestion, protect natural areas, promote public health and increase housing options. The region has designated [https://web.archive.org/web/20100126212409/http://www.bayareavision.org/pda/ Priority Development Areas] and [https://web.archive.org/web/20100126212349/http://www.bayareavision.org/pca/ Priority Conservation Areas]. Current population forecasts<ref>[http://www.abag.ca.gov/planning/currentfcst/ Projections 2009] {{Webarchive|url=https://web.archive.org/web/20160313081311/http://www.abag.ca.gov/planning/currentfcst/ |date=March 13, 2016 }}. Abag.ca.gov (May 15, 2008). Retrieved on 2013-12-06.</ref> for the region predict that it will grow by 2 million people by 2035 due to both the natural birth rate and job creation, and estimate that 50% of this growth can be accommodated in Priority Development Areas through transit-oriented development.

Major transit village projects have been developed over the past 20 years at several stations linked to the [[Bay Area Rapid Transit]] (BART) system. In their 1996 book, ''Transit Villages in the 21st Century'', [[Michael S. Bernick|Michael Bernick]] and [[Robert Cervero]] identified emerging transit villages at several BART stations, including [[Pleasant Hill / Contra Costa Centre (BART station)|Pleasant Hill / Contra Costa Centre]], [[Fruitvale (BART station)|Fruitvale]], [[Hayward (BART station)|Hayward]] and [[Richmond Station (California)|Richmond]].<ref>{{cite book |last1=Bernick|first1=Michael|last2=Cervero|first2=Robert|title=Transit Villages in the 21st Century |date=1997 |publisher=McGraw Hill |location=New York|isbn=9780070054752}}</ref> [[MacArthur station (BART)|MacArthur Station]] is a relatively new development, with construction beginning in 2011 and scheduled for completion after 2019.<ref>{{Cite web|url=http://macarthurstation.com/masterplan.php|title=Master Plan|website=MacArthur Station|access-date=June 2, 2017}}</ref>

=====Chicago=====
Chicago passed its first TOD ordinances in 2013. The city of Chicago started building TODs around rail stations throughout the metropolitan area. There have been concerns that these TODs were excluding minorities since most of the TODs were built in mainly white areas therefore leaving minorities out of the picture when it came to access to transit oriented development neighborhoods.<ref>{{Cite web|url=https://nextcity.org/urbanist-news/chicago-hopes-to-center-equity-in-its-transit-oriented-development|title=Chicago Hopes to Center Equity in Its Transit-Oriented Development|website=nextcity.org}}</ref> The 2020 eTOD Policy Plan was created to fix the issues from the previous TOD plans, by creating more TOD developments in minority areas.<ref>{{Cite web|date=2020-09-15|title=Chicago releases first-ever equitable transit-oriented development plan|url=https://chi.streetsblog.org/2020/09/14/city-releases-first-ever-equitable-transit-oriented-development-plan/|access-date=2021-12-08|website=Streetsblog Chicago|language=en-US}}</ref>

===Asia and Oceania===

====Hong Kong====
[[File:Union Square Overview 201008.jpg|thumbnail|300px|[[Union Square (Hong Kong)|Union Square]], a transit-oriented development centred on [[Kowloon station (MTR)|Kowloon station]], Hong Kong]]
[[File:ShatinTownCentre 20070831.jpg|thumbnail|[[Sha Tin]] town centre, built around the [[Sha Tin station|Sha Tin railway station]]]]
Compared to other developed economies, the car ownership rate in Hong Kong is very low, and approximately 90% of all trips are made by public transport.<ref>{{cite web|title=Provision of Public Transport Services|url=http://www.td.gov.hk/en/publications_and_press_releases/publications/free_publications/the_third_comprehensive_transport_study/5_coordination_of_different_transport_modes/|website=The Third Comprehensive Transport Study|publisher=Transport Department}}</ref>

In the mid-20th century, no railway was built until an area was well developed. However, in recent decades, [[Hong Kong]] has started to have some TODs, where a railway is built simultaneously with residential development above or nearby, dubbed the "Rail plus Property" (R+P) Model.<ref>{{Cite web|url=https://www.mckinsey.com/industries/capital-projects-and-infrastructure/our-insights/the-rail-plus-property-model|title=The 'Rail plus Property' model: Hong Kong's successful self-financing formula|website=McKinsey & Company|language=en|access-date=2018-09-06}}</ref> Examples include:

* [[LOHAS Park]]
* [[Olympian City]]
* [[Tung Chung]]
* [[Union Square (Hong Kong)|Union Square]]
The Rail plus Property model, which captures the [[value capture]] of land surrounding new public transport, allows Hong Kong to be one of the world's few profitable public transit systems, generating a profit of $1.5 billion in 2014.<ref>{{Cite web |title=The 'Rail plus Property' model: Hong Kong's successful self-financing formula {{!}} McKinsey |url=https://www.mckinsey.com/capabilities/operations/our-insights/the-rail-plus-property-model |access-date=2022-12-10 |website=www.mckinsey.com}}</ref>

====Malaysia====
{{main|Bandar Malaysia}}
[[Bandar Malaysia]] is an upcoming development by [[1Malaysia Development Berhad|1Malaysia Development Berhad (1MDB)]].<ref>{{Cite web|title=Hiatus for Bandar Malaysia project|url=https://www.thestar.com.my/business/business-news/2021/07/16/hiatus-for-bandar-malaysia-project|access-date=2021-12-10|website=The Star|language=en}}</ref>

====Indonesia====
Transit oriented development (TOD) areas are urban areas designed to integrate transit functions with people, activities, buildings and public spaces that aim to optimize access to public transportation. In Jakarta, [[ MRT Jakarta|PT MRT Jakarta]] (Perseroda) will build TOD areas at five points along the south-north corridor of [[Jakarta MRT|MRT Jakarta]]. The five points are [[Blok M BCA MRT station|Blok M]], [[Lebak Bulus Grab MRT station|Lebak Bulus]] and [[Fatmawati Indomaret MRT station|Fatmawati]] in [[South Jakarta]], as well as [[Dukuh Atas TOD|Dukuh Atas]] and [[Istora Mandiri MRT station|Istora Senayan]] in [[Central Jakarta]]. Each area has its own theme and concept according to the characteristics and needs of the local community. The TOD area is expected to provide benefits to the community, such as reducing congestion and air pollution, increasing a healthy and active lifestyle, expanding employment and economic opportunities, and creating added value for property. 

One example of the [[Dukuh Atas TOD]] is the transport hub that is being built by PT Moda Integrasi Transportasi Jabodetabek (MITJ) on Jalan Blora, in front of Sudirman Station. Transport hubs are vehicle exchange points and transit points where there is community interaction using transit. This transport hub will be a 20-storey building containing the Jakarta MRT office and other facilities. This transport hub will also be connected to the 250-meter Multipurpose Crossing Bridge (JPM) which connects various modes of public transportation in the Dukuh Atas area. The transport hub is expected to be operational in 2023. 

Many TOD are now being constructed in [[Jabodetabek|Greater Jakarta]] metro area such as [[Citra Sentul Raya]] and [[Dukuh Atas TOD]]. TOD are also being constructed in cities like [[Surabaya]], [[Medan]], and [[Palembang]].<ref>{{cite news|url=https://www.thejakartapost.com/news/2019/01/09/developers-see-2019-as-good-year-for-building-near-transit-stops.html|title=Developers see 2019 as good year for building near transit stops|newspaper=The Jakarta Post|access-date=8 August 2019}}</ref>

====Thailand====
There has been a proposal to develop Transit-Oriented Development (TOD) around [[MRT (Bangkok)|mass transit stations]] in Bangkok, as well as around high-speed rail stations in cities such as Ayutthaya, Khon Kaen, [[Makkasan station|Makkasan]], Pattaya, and Si Racha. In addition, there have been proposals for TOD around main regional railway stations. The TOD proposal aims to create walkable, mixed-use communities centered around transit stations, taking advantage of their convenient transportation access. This development is expected to bring a range of benefits, including increased economic activity, reduced traffic congestion, and improved quality of life for residents.<ref>{{Citation|title=A Study on Transit Oriented Development in Thailand Executive Summary Report Chon Buri (Pattaya) TOD Prototype|url=http://www.thailandtod.com/wp-content/uploads/2022/06/TOD-Pattaya.pdf|date=May 2021}}</ref><ref>{{Citation|title=A Study on Transit Oriented Development in Thailand Executive Summary Report Khon Kaen TOD Prototype|url=http://www.thailandtod.com/wp-content/uploads/2022/06/TOD-Khon-Kaen.pdf|date=May 2021}}</ref><ref>{{Citation|title=A Study on Transit Oriented Development in Thailand Executive Summary Report Phra Nakhon Si Ayutthaya TOD Prototype|url=http://www.thailandtod.com/wp-content/uploads/2022/06/TOD-Ayutthaya.pdf|date=May 2021}}</ref><ref>{{Citation|title=Makkasan TOD Thailand - Aravia|date=February 8, 2021 |url=https://www.aravia.com.hk/si-racha-tod-thailand/}}</ref><ref>{{Citation|title=Si Racha TOD Thailand - Aravia|date=February 8, 2021 |url=https://www.aravia.com.hk/makkasan-tod-thailand/}}</ref><ref>{{Citation|title=High Speed Rail Project Construction In Chonburi Linked To Three Major Airports Expected To Start This October|url=https://www.itc.travel/thailand-news/view?slug=High-speed-rail-project-construction-in-Chonburi-linked-to-three-major-airports-expected-to-start-this-October|date=June 8, 2021}}</ref><ref>{{Citation|url=http://www.thailandtod.com/|title=Thailand TOD}}</ref><ref>{{Citation|title=ร่างแผนแม่บท TOD ประเทศไทย
|url=http://www.thailandtod.com/wp-content/uploads/2020/09/%E0%B9%81%E0%B8%9C%E0%B9%88%E0%B8%99%E0%B8%9E%E0%B8%B1%E0%B8%9A%E0%B8%9B%E0%B8%A3%E0%B8%B0%E0%B8%81%E0%B8%AD%E0%B8%9A%E0%B8%81%E0%B8%B2%E0%B8%A3%E0%B8%AA%E0%B8%B1%E0%B8%A1%E0%B8%A1%E0%B8%99%E0%B8%B2.pdf|date=September 28, 2020|publisher=Thailandtod}}</ref><ref>{{citation|title=ส่องแนวคิดพัฒนาเมืองด้วย 5 สถานีรถไฟฟ้าต้นแบบ TOD|url=https://condotiddoi.com/readarticle.php?articleid=4485|date=September 16, 2020}}</ref>

==== Australia ====

===== Melbourne, Victoria =====
[[File:Chatswood railway station and Metro Residences tower 1.jpg|thumb|[[Chatswood railway station|Chatswood Station]] in [[Sydney]]. Trains run through the integrated station, shopping and apartment complex]]
{{main|Melbourne 2030}}
[[Melbourne]], [[Victoria (Australia)|Victoria]] is expected to reach a population of 5 million by 2030 with the overwhelming majority of its residents relying on private automobiles. Since the turn of the century, sporadic efforts have been made by various levels of government to implement transit-oriented development principles. However, a lack of commitment to funding public transport infrastructure, resulting to overcrowding and amending zoning laws has dramatically slowed progress toward [[Sustainability|sustainable development]] for the city.<ref>{{Cite web|last=Planning|date=2017-03-08|title=Melbourne 2030: Planning for sustainable growth|url=https://www.planning.vic.gov.au/policy-and-strategy/planning-for-melbourne/melbournes-strategic-planning-history/melbourne-2030-planning-for-sustainable-growth|access-date=2021-12-10|website=Planning|language=en}}</ref>

===== Milton, Queensland =====
[[Milton, Queensland|Milton]], an inner suburb of [[Brisbane]], has been identified as Queensland's first transit-oriented development under the Queensland Government's [[South East Queensland Regional Plan]]. [[Milton railway station, Brisbane|Milton railway station]] will undergo a multimillion-dollar revamp as part of the development of [[The Milton Residences]] to promote and encourage residents to embrace rail travel. This will include a new ticketing office, new public amenities, increased visibility across platforms and new and improved access points off Milton Road and Railway Terrace.<ref>[http://www.themilton.com.au/transit-oriented-development.html Transit Oriented Development, Sustainable City Living] The Milton. Retrieved on November 20, 2013.</ref>

===== Sydney, New South Wales =====
The [[New South Wales]] state government has actively encouraged developments around stations on the [[Sydney Trains]] and [[Sydney Metro]] networks through its Priority Precincts plan.<ref>{{Cite web|url=https://www.smh.com.au/national/nsw/more-density-around-rail-stations-and-new-schemes-for-renters-nsw-housing-plan-20170319-gv19u2.html|title=More density around rail stations and new schemes for renters: NSW housing plan|date=March 19, 2017}}</ref> Several stations such as [[Chatswood, New South Wales|Chatswood]], [[Burwood, New South Wales|Burwood]], [[Parramatta]] and [[Rhodes, New South Wales|Rhodes]] have large scale apartment developments built within close proximity during the 2010s. New apartment and office tower developments along the future Sydney Metro stations are being planned as integrated developments with the stations themselves. Examples of this include [[Victoria Cross railway station|Victoria Cross Station]] and [[Crows Nest railway station|Crows Nest Station]] whilst existing stations such as [[Castle Hill, New South Wales|Castle Hill]] and [[Epping, New South Wales|Epping]] have also had intensified development.<ref>{{Cite web|url=https://infrastructuremagazine.com.au/2017/11/03/sydney-stations-chosen-for-mass-transit-oriented-developments/|title=Sydney stations chosen for mass-transit-oriented developments|date=November 3, 2017}}</ref>

===== Newcastle, New South Wales =====
[[File:Honeysuckle station, Newcastle light rail, 27-Jan-19.jpg|thumb|Honeysuckle Station, part of the [[Newcastle Light Rail]], in front of new mixed-use urban developments]]
[[Honeysuckle, Newcastle|Honeysuckle]] is an [[urban renewal]] developed on 50 hectares of former industrial land in [[Newcastle, New South Wales|Newcastle]], NSW.<ref name=":1">{{Cite web |title=Honeysuckle, Newcastle |url=https://www.hccdc.nsw.gov.au/projects/honeysuckle |access-date=2024-01-20 |website=Hunter and Central Coast Development Corporation |language=en}}</ref>  This project, carried out by the [[Honeysuckle Development Corporation]], has at its core the emerge of mixed residential and commercial areas commutable to the [[Newcastle Light Rail]] and other alternative transport methods.<ref name=":1" />

===Europe===
[[File:Ørestad Karen Blixen Parc.jpg|thumb|Karen Blixen Park, [[Ørestad]] (Copenhagen), Denmark]]
The term transit-oriented development, as a US-born concept, is rarely used in Europe, although many of the measures advocated in US transit-oriented development are also stressed in Europe. Many European cities have long been built around transit systems and there has thus often been little or no need to differentiate this type of development with a special term as has been the case in the US. An example of this is Copenhagen's [[Finger Plan]] from 1947, which embodied many transit-oriented development aspects and is still used as an overall planning framework today. Recently, scholars and technicians have taken interest in the concept, however.<ref>{{cite web |url=https://www.colloquium.fr/ei/cm.esp?id=565&pageid=_3ET0UVLVD |title=Buftod 2012 |access-date=2012-02-21 |url-status=dead |archive-url=https://archive.today/20120715054755/https://www.colloquium.fr/ei/cm.esp?id=565&pageid=_3ET0UVLVD |archive-date=July 15, 2012 |df=mdy-all }}</ref>
====Dublin, Ireland====

The area around [[Connolly station]], in Dublin's City Centre is a candidate for much needed mixed use development. Additionally, sketches for the area around [[Heuston railway station]] as-well as regional city stations in [[Cork Kent railway station|Cork]], [[Limerick Colbert railway station|Limerick]], [[Galway railway station|Galway]] and [[Waterford Plunkett railway station|Waterford]] have been drawn up in [[Iarnród Eireann|Iarnród Eireann's]] strategy 2027.<ref>{{Cite web |title=Iarnród Eireann Strategy 2027 |url=https://www.irishrail.ie/Admin/IrishRail/media/Content/About%20Us/IE-Strategy-2027_Final_One-Page_20210114.pdf |website=irishrail }}</ref> which also includes plans for the expansion of the [[Dublin Area Rapid Transit]] through the DART+ programme. 

'''Galway, Ireland''' 

Galway County Council have created an Urban Framework Plan for the [[Townland|townlands]] of Garraun North and South, located west of [[Oranmore]], home to [[Oranmore railway station]] and is less than 10km (6.2 miles) from [[Galway]] city centre. The plan describes Garraun as a "Flagship development for County Galway, setting new standards in sustainable contemporary living, and with excellent access to public transport."<ref>{{Cite web |title=Garraun Urban Framework Plan |url=https://www.galway.ie/en/media/Garraun%20Framework_1.pdf |website=Galway.ie }}</ref> 

The plan includes an expansion of the station's car park to two stories and green space above, which will roll down into a public park. The plan describes three-storey mixed use buildings on the main road and lots of residential space. South of the railway station, an "EcoPark" is planned. 

====Paris, France====
[[Image:La Défense vue depuis la Tour Eiffel.png|thumb|right|[[La Défense]] district, west of central Paris

]]
Whereas the city of Paris has a centuries-long history, its main frame dates to the 19th century. The [[Paris Métro|subway network]] was made to solve both linkage between the five main train stations and local transportation assets for citizens. The whole area of Paris City has metro stations no more than 500 metres apart. Recent bicycle and car rental systems ([[Velib]] and [[Autolib]]) also ease travel, in the very same way that TOD emphasizes. So do the new trams linking suburbs close to Paris proper, and tramline 3 around the edge of the city of Paris.

The [[La Défense]] area is an example of a large scale transit-oriented district.<ref>{{Cite web | url=https://hal.archives-ouvertes.fr/hal-01138076/document | title=Characterising Transit Oriented Development in the Paris metropolitan region: what type of TOD are they? | first1=Alain | last1=L’Hostis | first2=Sébastien | last2=Darchen | date=2015-04-01 | publisher=HAL Open Science}}</ref><ref>{{Cite web|url=https://humantransit.org/2009/07/how-paris-is-like-los-angeles.html|title = How Paris is Like Los Angeles (Via New York)|date = July 23, 2009}}</ref>

====Stedenbaan, Netherlands====
In the southern part of the [[Randstad]] a neighborhood according to the principles of TOD will be built.{{Citation needed| date=July 2024}}

===Iran===
In [[Isfahan]] the subway is used for a TOD program.<ref>{{cite web | url=https://www.imna.ir/news/716920/%D9%BE%D8%B1%D9%88%DA%98%D9%87-TOD-%D8%A8%D8%B1%D8%A7%DB%8C-%D9%86%D8%AE%D8%B3%D8%AA%DB%8C%D9%86-%D8%A8%D8%A7%D8%B1-%D8%AF%D8%B1-%D8%B4%D9%87%D8%B1-%D8%A7%D8%B5%D9%81%D9%87%D8%A7%D9%86-%D8%A7%D8%AC%D8%B1%D8%A7-%D9%85%DB%8C-%D8%B4%D9%88%D8%AF | title=پروژه Tod برای نخستین‌بار در شهر اصفهان اجرا می‌شود | date=January 3, 2024 }}</ref>

== Impacts ==

=== Environmental ===
TOD has been shown to reduce multiple types of emissions in Los Angeles during life-cycle assessments; greenhouse gasses, respiratory irritants, and smog forming emissions can be reduced by approximately 30% in TOD when compared to lower density areas. This is attributed to various factors including residents having more travel options, reduced travel distances for everyday activities, and higher density housing reducing energy use per residence.<ref name=":0a">{{Cite journal |last1=Nahlik |first1=Matthew J. |last2=Chester |first2=Mikhail V. |date=September 2014 |title=Transit-oriented smart growth can reduce life-cycle environmental impacts and household costs in Los Angeles |url=https://linkinghub.elsevier.com/retrieve/pii/S0967070X14001036 |journal=Transport Policy |language=en |volume=35 |pages=21–30 |doi=10.1016/j.tranpol.2014.05.004|hdl=2286/R.I.25791 |hdl-access=free }}</ref> In Dhaka TOD can also aid in reducing travel related {{CO2}} emissions on a community level, specifically for work and school trips, due to residents traveling less distance to these locations. And it is suggested that the improvements in public transportation, pedestrian, and bicycle infrastructure that are associated with TOD and related policies may improve these reductions within Dhaka and other developing cities.<ref>{{Cite journal |last1=Ashik |first1=F.R. |last2=Rahman |first2=M.H. |last3=Kamruzzaman |first3=M. |date=April 2022 |title=Investigating the impacts of transit-oriented development on transport-related {{CO2}} emissions |url=https://linkinghub.elsevier.com/retrieve/pii/S1361920922000578 |journal=Transportation Research Part D: Transport and Environment |language=en |volume=105 |pages=103227 |doi=10.1016/j.trd.2022.103227|s2cid=247431376 }}</ref> However, TOD has also been found to be a major contributor to the urban heat island effect in Brisbane both having higher temperature and more rapidly increasing temperatures than non-TOD areas. This difference has been linked to TOD having a larger portion of non-porous land and less natural spaces, which must be considered when planning TOD.<ref>{{Cite journal |last1=Kamruzzaman |first1=Md. |last2=Deilami |first2=Kaveh |last3=Yigitcanlar |first3=Tan |date=January 2018 |title=Investigating the urban heat island effect of transit oriented development in Brisbane |url=https://linkinghub.elsevier.com/retrieve/pii/S0966692317303460 |journal=Journal of Transport Geography |language=en |volume=66 |pages=116–124 |doi=10.1016/j.jtrangeo.2017.11.016|bibcode=2018JTGeo..66..116K |s2cid=76650660 }}</ref>

=== Economic ===
TOD, specifically along light rail transit lines, have been seen to increase the amount of new businesses in Phoenix within one mile of a station, with businesses in the knowledge, service, and retail industries experiencing 88%, 40%, and 24% more new starts respectively than non-TOD areas. However, a decrease in manufacturing facilities has also been noted in TOD; similar results are likely to be seen in other U.S. cities.<ref>{{Cite journal |last=Credit |first=Kevin |date=October 2018 |title=Transit-oriented economic development: The impact of light rail on new business starts in the Phoenix, AZ Region, USA |url=http://journals.sagepub.com/doi/10.1177/0042098017724119 |journal=Urban Studies |language=en |volume=55 |issue=13 |pages=2838–2862 |doi=10.1177/0042098017724119 |bibcode=2018UrbSt..55.2838C |s2cid=158281230 |issn=0042-0980}}</ref> The value of condominiums in San Diego generally increases with decreasing distance from light rail transit stations, increasing walkability of neighborhoods, and increasing available services. This points to TOD as a preferable style of neighborhood to people, showing that market-driven creation of TOD neighborhoods may be possible in U.S. metropolitan areas.<ref>{{Cite journal |last=Duncan |first=Michael |date=January 2011 |title=The Impact of Transit-oriented Development on Housing Prices in San Diego, CA |url=http://journals.sagepub.com/doi/10.1177/0042098009359958 |journal=Urban Studies |language=en |volume=48 |issue=1 |pages=101–127 |doi=10.1177/0042098009359958 |pmid=21174895 |bibcode=2011UrbSt..48..101D |s2cid=22511401 |issn=0042-0980}}</ref> Resident expenses in TOD have been shown to be lower in well developed areas in spite of the generally higher rental costs due to lower energy use and travel costs, in Los Angeles the savings are around $3100 per year for one household.<ref name=":0a" />

=== Social ===
The studies on social impacts of TOD can be classified into three aspects. Behavioral impacts, psychological impacts and social impacts related to TOD induced gentrification and social inequality The social impact of TOD is categorized into three aspects:<ref>{{Cite journal |last1=Wang |first1=Fenglong |last2=Zheng |first2=Yuya |last3=Wu |first3=Wenjie |last4=Wang |first4=Donggen |date=2022-12-01 |title=The travel, equity and wellbeing impacts of transit-oriented development in Global South |url=https://www.sciencedirect.com/science/article/pii/S1361920922003388 |journal=Transportation Research Part D: Transport and Environment |language=en |volume=113 |pages=103512 |doi=10.1016/j.trd.2022.103512 |bibcode=2022TRPD..11303512W |s2cid=253516615 |issn=1361-9209}}</ref>

* Behavioral impacts that are related to the effect on car use and travel behavior. First, since lowering car dependency and car ownership is one of the major goals of TOD, the existing studies consistently showed that TOD was negatively associated with car ownership.<ref>{{Cite journal |last1=Combs |first1=Tabitha S. |last2=Rodríguez |first2=Daniel A. |date=2014-11-01 |title=Joint impacts of Bus Rapid Transit and urban form on vehicle ownership: New evidence from a quasi-longitudinal analysis in Bogotá, Colombia |url=https://www.sciencedirect.com/science/article/pii/S0965856414002055 |journal=Transportation Research Part A: Policy and Practice |language=en |volume=69 |pages=272–285 |doi=10.1016/j.tra.2014.08.025 |bibcode=2014TRPA...69..272C |issn=0965-8564}}</ref><ref>{{Cite journal |last1=Huang |first1=Xiaoyan |last2=Cao |first2=Xinyu (Jason) |last3=Yin |first3=Jiangbin |last4=Cao |first4=Xiaoshu |date=2017-05-01 |title=Effects of metro transit on the ownership of mobility instruments in Xi'an, China |journal=Transportation Research Part D: Transport and Environment |series=Land use and transportation in China |language=en |volume=52 |pages=495–505 |doi=10.1016/j.trd.2016.09.014 |issn=1361-9209|doi-access=free |bibcode=2017TRPD...52..495H }}</ref><ref>{{Cite journal |last1=Huang |first1=Xiaoyan |last2=(Jason) Cao |first2=Xinyu |last3=Yin |first3=Jiangbin |last4=Cao |first4=Xiaoshu |date=2019-09-01 |title=Can metro transit reduce driving? Evidence from Xi'an, China |url=https://www.sciencedirect.com/science/article/pii/S0967070X1630796X |journal=Transport Policy |language=en |volume=81 |pages=350–359 |doi=10.1016/j.tranpol.2018.03.006 |s2cid=158433875 |issn=0967-070X}}</ref><ref>{{Cite journal |last1=Zhang |first1=Yingjie |last2=Zheng |first2=Siqi |last3=Sun |first3=Cong |last4=Wang |first4=Rui |date=2017-05-01 |title=Does subway proximity discourage automobility? Evidence from Beijing |url=https://www.sciencedirect.com/science/article/pii/S1361920915302261 |journal=Transportation Research Part D: Transport and Environment |series=Land use and transportation in China |language=en |volume=52 |pages=506–517 |doi=10.1016/j.trd.2016.11.009 |bibcode=2017TRPD...52..506Z |issn=1361-9209}}</ref> Other studies focus on the influence of TOD on residents’ travel behaviors. Though it seems self-evident that residents living in TOD areas are easier and thus more likely to travel by public transport, the existence of residential differences and the TOD-reduced gentrification make the linkages between TOD and public travel trips complex.<ref>{{Cite journal |last=Cao |first=Xinyu (Jason) |date=2015-10-01 |title=Heterogeneous effects of neighborhood type on commute mode choice: An exploration of residential dissonance in the Twin Cities |url=https://www.sciencedirect.com/science/article/pii/S0966692315001738 |journal=Journal of Transport Geography |language=en |volume=48 |pages=188–196 |doi=10.1016/j.jtrangeo.2015.09.010 |bibcode=2015JTGeo..48..188C |issn=0966-6923}}</ref><ref>{{Cite journal |last1=Kamruzzaman |first1=Md. |last2=Baker |first2=Douglas |last3=Washington |first3=Simon |last4=Turrell |first4=Gavin |date=2013-12-01 |title=Residential dissonance and mode choice |url=https://www.sciencedirect.com/science/article/pii/S0966692313001737 |journal=Journal of Transport Geography |language=en |volume=33 |pages=12–28 |doi=10.1016/j.jtrangeo.2013.09.004 |bibcode=2013JTGeo..33...12K |s2cid=153613438 |issn=0966-6923}}</ref><ref>{{Cite journal |last1=Kumar |first1=Santosh |last2=Vijay Kumar |first2=T V |date=October 2018 |title=A novel quantum-inspired evolutionary view selection algorithm |journal=Sādhanā |language=en |volume=43 |issue=10 |doi=10.1007/s12046-018-0936-5 |s2cid=255485307 |issn=0256-2499|doi-access=free }}</ref>
* Psychological impacts related to the subjective well-being and other sentiments. Studies on the psychological impacts of TOD mainly focus on subjective [[well-being]], especially satisfaction with the travel domain and the life in general. First, a series of studies have examined the effects of TOD on travel satisfaction. While traveling by public transit is usually less pleasant compared with driving or active travel, TOD as a well-defined transit area is likely to generate more comfortable traveling experiences.<ref>{{Cite journal |last1=Majumdar |first1=Bandhan Bandhu |last2=Jayakumar |first2=Malavika |last3=Sahu |first3=Prasanta K. |last4=Potoglou |first4=Dimitris |date=2021-09-01 |title=Identification of key determinants of travel satisfaction for developing policy instrument to improve quality of life: An analysis of commuting in Delhi |url=https://www.sciencedirect.com/science/article/pii/S0967070X21001931 |journal=Transport Policy |language=en |volume=110 |pages=281–292 |doi=10.1016/j.tranpol.2021.06.012 |s2cid=236234705 |issn=0967-070X}}</ref><ref>{{Cite journal |last1=Olsson |first1=Lars E. |last2=Gärling |first2=Tommy |last3=Ettema |first3=Dick |last4=Friman |first4=Margareta |last5=Fujii |first5=Satoshi |date=2013-03-01 |title=Happiness and Satisfaction with Work Commute |url=https://doi.org/10.1007/s11205-012-0003-2 |journal=Social Indicators Research |language=en |volume=111 |issue=1 |pages=255–263 |doi=10.1007/s11205-012-0003-2 |issn=1573-0921 |pmc=3560964 |pmid=23378683}}</ref><ref>{{Cite journal |last1=Wang |first1=Fenglong |last2=Wang |first2=Donggen |date=2020 |title=Changes in residential satisfaction after home relocation: A longitudinal study in Beijing, China |url=http://journals.sagepub.com/doi/10.1177/0042098019866378 |journal=Urban Studies |language=en |volume=57 |issue=3 |pages=583–601 |doi=10.1177/0042098019866378 |bibcode=2020UrbSt..57..583W |s2cid=203274610 |issn=0042-0980}}</ref> Likewise, residents living within the TOD area tended to be more satisfied with public commuting.<ref>{{Cite journal |last=Wu |first=Wenjie |date=2014 |title=Does Public Investment Improve Homeowners' Happiness? New Evidence based on Micro Surveys in Beijing |url=http://journals.sagepub.com/doi/10.1177/0042098013484530 |journal=Urban Studies |language=en |volume=51 |issue=1 |pages=75–92 |doi=10.1177/0042098013484530 |bibcode=2014UrbSt..51...75W |s2cid=154641432 |issn=0042-0980}}</ref> Nonetheless, since travel is an important life domain, satisfaction with public transport system is expected to significantly contribute to overall wellbeing.
* Impacts related to social inequality and TOD-induced gentrification. TOD is usually associated with regeneration of the old urban land use and increasing housing values, it may crowd out the low-income groups and cause large-scale residential mobility, significant neighborhood change and considerable upgrading of the TOD areas.<ref>{{Cite journal |last1=Cervero |first1=Robert |last2=Murakami |first2=Jin |date=2009 |title=Rail and Property Development in Hong Kong: Experiences and Extensions |url=http://journals.sagepub.com/doi/10.1177/0042098009339431 |journal=Urban Studies |language=en |volume=46 |issue=10 |pages=2019–2043 |doi=10.1177/0042098009339431 |bibcode=2009UrbSt..46.2019C |s2cid=155004592 |issn=0042-0980}}</ref><ref>{{Cite journal |last1=Yang |first1=Linchuan |last2=Chau |first2=K. W. |last3=Szeto |first3=W. Y. |last4=Cui |first4=Xu |last5=Wang |first5=Xu |date=2020-08-01 |title=Accessibility to transit, by transit, and property prices: Spatially varying relationships |url=https://www.sciencedirect.com/science/article/pii/S1361920920305745 |journal=Transportation Research Part D: Transport and Environment |language=en |volume=85 |pages=102387 |doi=10.1016/j.trd.2020.102387 |bibcode=2020TRPD...8502387Y |s2cid=225520960 |issn=1361-9209}}</ref> Accordingly, TOD-induced gentrification is an emerging topic in transportation research in the recent decade.<ref>{{Cite journal |last1=Dawkins |first1=Casey |last2=Moeckel |first2=Rolf |date=2016-09-02 |title=Transit-Induced Gentrification: Who Will Stay, and Who Will Go? |url=http://www.tandfonline.com/doi/full/10.1080/10511482.2016.1138986 |journal=Housing Policy Debate |language=en |volume=26 |issue=4–5 |pages=801–818 |doi=10.1080/10511482.2016.1138986 |hdl=1903/21508 |s2cid=35874559 |issn=1051-1482|hdl-access=free }}</ref><ref>{{Citation |last=Delmelle |first=Elizabeth C. |title=Chapter Six - Transit-induced gentrification and displacement: The state of the debate |date=2021-01-01 |url=https://www.sciencedirect.com/science/article/pii/S2543000921000275 |work=Advances in Transport Policy and Planning |volume=8 |pages=173–190 |editor-last=Pereira |editor-first=Rafael H. M. |access-date=2023-07-07 |series=Social Issues in Transport Planning |publisher=Academic Press |language=en |doi=10.1016/bs.atpp.2021.06.005 |editor2-last=Boisjoly |editor2-first=Geneviève}}</ref>

== Reception ==
One criticism of transit-oriented development is that it has the potential to spur [[gentrification]] in low-income areas. In some cases, TOD can raise the housing costs of formerly affordable neighborhoods, pushing low- and moderate-income residents farther away from jobs and transit. When this happens, TOD projects can disrupt low-income neighborhoods.<ref>{{cite web
 | url = http://www.dialogue4health.org/pdfs/wf1/transit-oriented-policylink.pdf
 | title = Equitable Development Toolkit: Transit Oriented Development
 | year = 2008
 | access-date = October 12, 2010
 | archive-date = April 6, 2013
 | archive-url = https://web.archive.org/web/20130406022211/http://www.dialogue4health.org/pdfs/wf1/transit-oriented-policylink.pdf
 | url-status = dead
 }}</ref> This can be very concerning due to the fact that lower income people tend to use (and need) transit more than higher income people.<ref>{{Cite journal|last1=Paul|first1=Julene|last2=Taylor|first2=Brian D.|date=2021-06-01|title=Who lives in transit-friendly neighborhoods? An analysis of California neighborhoods over time|journal=Transportation Research Interdisciplinary Perspectives|language=en|volume=10|pages=100341|doi=10.1016/j.trip.2021.100341|s2cid=233580126|issn=2590-1982|doi-access=free|bibcode=2021TrRIP..1000341P }}</ref>

When executed with equity in mind, however, TOD has the potential to benefit low- and moderate-income (LMI) communities: it can link workers to employment centers, create construction and maintenance jobs, and has the potential to encourage investment in areas that have suffered neglect and economic depression.<ref>{{cite web
 | url = http://www.frbsf.org/publications/community/investments/1008/index.html
 | title = Community Investments: Transit-Oriented Development
 | year = 2010
 | author = Federal Reserve Bank of San Francisco }}</ref> Moreover, it is well recognized that neighborhood development restrictions, while potentially in the immediate neighborhood's best interest, contribute to regional undersupply of housing and drive up the cost of housing in general across a region. TOD reduces the overall cost of housing in a region by contributing to the housing supply, and therefore generally improves equity in the housing market. TOD also reduces transportation costs, which can have a greater impact on LMI households since they spend a larger share of their income on transportation relative to higher-income households. This frees up household income that can be used on food, education, or other necessary expenses. Low-income people are also less likely to own personal vehicles and therefore more likely to depend exclusively on public transportation to get to and from work, making reliable access to transit a necessity for their economic success.<ref>{{cite web
 | url = http://www.frbsf.org/publications/community/investments/1008/pdf_soursourian.html
 | title = Equipping Communities to Achieve Equitable Transit-Oriented Development
 | year = 2010
 | author = Federal Reserve Bank of San Francisco }}</ref>

==History==
{{Redirect|Transit city|the Canadian public transport development plan|Transit City}}
TOD began in 1993 with the publication of [[Peter Calthorpe]]'s book ''The Next American Metropolis''. Calthorpe and his colleagues based their theory on the ideals of the [[Garden city movement]].<ref>{{cite web |last1=Carlton |first1=Ian |title=Histories of Transit-Oriented Development: Perspectives on the Development of the TOD Concept |date=2007 |url=http://www.reconnectingamerica.org/assets/Uploads/20090211TODhistories.pdf |access-date=25 May 2022}}</ref>

A '''transit city''' is a type of city designed around the use of [[public transport]]. In such cities, urban development is centered around rail stations or tramlines.<ref name=":0">{{Cite book|last=Schiller|first=Preston L.|url=https://www.worldcat.org/oclc/659549750|title=An introduction to sustainable transportation : policy, planning and implementation|date=2010|publisher=Earthscan|others=Bruun, Eric Christian., Kenworthy, Jeffrey R., 1955-|isbn=978-1-84977-502-1|location=London|pages=|oclc=659549750}}</ref>

The transit city emerged in the industrial world around 1850, due to the advent of new transport technologies - the [[Steam locomotive|steam train]] and [[Tram|electric tram]]. This facilitated faster travel, leading to larger cities, although most locations still remained within walking or bicycle distance.<ref name=":0" /> During the period from 1850 to 1940, it was the dominant type of city in industrialized countries. In less-developed parts of the world, however, mass transit technology was not adopted as greatly, with many cities remaining [[Walking city|walking cities]] up until the 1970s onwards, when they transformed directly into [[Automotive city|automotive cities]].<ref name=":0" />

==See also==
{{col-begin}}

{{col-break}}
'''General:'''
* [[Integrated ticketing]]
* ''[[Principles of intelligent urbanism]]''
* [[Smart growth]]
* [[Sustainable transport]]
* [[Urban consolidation]]
* [[Value capture]]

{{col-break}}
'''Urban planning by mode prioritised:'''
* {{Annotated link|Automotive city}}
* {{Annotated link|Bicycle-friendly}}
*{{Annotated link|Carfree city}}
*{{Annotated link|Complete streets}}
*{{Annotated link|Living street}}
* {{Annotated link|Pedestrian village}}
* {{Annotated link|Street hierarchy}}

{{col-break}}
'''Transit:'''
* {{Annotated link|Streetcar suburb}}
* {{Annotated link|Transit mall}}
* {{Annotated link|Transit metropolis}}
* {{Annotated link|Transit-proximate development}}
* {{Annotated link|Transit village}}

{{col-end}}

==References==
{{Reflist|30em}}

== External links ==
* [http://www.tod.org Transit Oriented Development Institute]
* [https://web.archive.org/web/20080915112310/http://www.calgary.ca/todplanning/ Transit Oriented Development in Calgary, Alberta, Canada]
* {{in lang|fi}} [https://web.archive.org/web/20071214225628/http://www.kaleva.fi/plus/index.cfm?j=698874 Transit oriented development growing in USA]
* [https://www.psrc.org/sites/default/files/tsdluguidancepaper.pdf Transit-Supportive Densities and Land Uses] {{Webarchive|url=https://web.archive.org/web/20220119105314/https://www.psrc.org/sites/default/files/tsdluguidancepaper.pdf |date=January 19, 2022 }}
* [https://go.itdp.org/display/live/TOD+Standard TOD Standard: Version 2.0], [[Institute for Transportation and Development Policy]] (ITDP), November 2013.
* [http://www.frbsf.org/publications/community/investments/1008/index.html Federal Reserve Bank of San Francisco ''Community Investments'': Special Issue on TOD]
* [https://www.academia.edu/2391463/From_Intentions_to_Consequences_San_Diego_TOD_Design_Guidelines_and_Rio_Vista_West_Project ''From Intentions to Consequences: San Diego TOD Design Guidelines and Rio Vista West Project''] by Aseem Inam ([[American Planning Association]]).
* [http://onlinepubs.trb.org/onlinepubs/shrp2/SHRP2_S2-C16-RR-1.pdf Effect of Smart Growth Policies on Travel Demand], [[Transportation Research Board]], SHRP 2 Report S2-C16-RR-1, 2014.
* [http://www.gao.gov/assets/670/666992.pdf Multiple Factors Influence Extent of Transit-Oriented Development], [[Government Accountability Office|U.S. Government Accountability Office]], November 2014.
* [http://www.trb.org/Publication/Blurbs.154989.aspx Transit-Oriented Development in the United States: Experiences, Challenges, and Prospects]{{Dead link|date=September 2018 |bot=InternetArchiveBot |fix-attempted=yes }}, Transit Cooperative Research Program, TCRP Report 102, 2004.
* [https://islandpress.org/books/transit-metropolis The Transit Metropolis: A Global Inquiry], Robert Cervero, 1998.

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