Measuring the Success of Transit-Oriented Development: Retail Market Dynamics and Other Key Determinants

  the TOD paradigm, even assuming TOD’s need for major land use and transportation restructuring can be accomplished. Urban models, even new activity-based models, may not be able to predict consumer demand for new types of housing and the mix of activities that can be accommodated in TOD. The model may be capable of prediction, but the data needed to validate the model may not exist.

Planners thus face a dilemma. Local government policy makers will continue to feel public and federal government pressure for answers to the congestion and air quality problems. They will probably continue to embrace TOD and its concomitant requirements for major transit investments. But these polices will be established without clear proof that the investments will produce commensurate public benefits.

Notes

1. Personal communication from Prof. Genevieve Giuliano, University of Southern California School of Urban and Regional Planning.

References

American LIVES, Inc. 1995. New Urbanism Study: "Revitalizing Suburban Communities?", San Francisco, CA.

Berman, Michael Aaron. 1996. The Transportation Effects of Neo-Traditional Development. Journal of Planning Literature 10,4: 347-63.

Bernick, Michael, and Robert Cervero. 1996. Transit Villages in the 21st Century. New York: McGraw-Hill.

Boarnet, Marlon G., and Sharon Sarmiento. 1998. Can Land-use Policy Really Affect Travel Behavior? A Study of the Link between Non-work Travel and Land-use Characteristics. Urban Studies 35,7: 1155-69.

Calthorpe, Peter. 1993. The Next American Metropolis: Ecology, Community, and the American Dream. New York: Princeton Architectural Press.

Cervero, Robert, and Kara Kockelman. Travel Demand and t

 << 上一页  [21] [22] [23] [24] 下一页