Chris Hale

TOD Versus TAD: The Great Debate Resolved...(?)

This paper discusses the distinction between transit-oriented development (TOD) and so-called ‘transit-adjacent development’ (TAD)—a label sometimes applied to less-successful TOD efforts. It is suggested that transport performance is the key factor distinguishing between the two outcomes—and that despite complexities, clearer quantitative benchmarks are needed. Much of the literature and discussion on TOD centres around a perceived failing of many TOD project attempts to deliver a ‘genuine transit-oriented outcome’. Often, this discussion has remained at a thematic level, or has rested on subjective qualitative appraisal, or critique of design or built-form outcomes. With a few exceptions, researchers and experts have generally been reluctant to provide a clear benchmark for TOD success or failure—perhaps because so many well-intentioned TOD efforts fall short of initial expectations. This paper puts forward a proposal that mode share should be the apex metric for determining TOD project success or failure. It is suggested that a majority (50%+) of travel movements need to be accommodated by the sustainable modes (walking, cycling, and public transit) for a location to assume the label of ‘genuine TOD’. Equally, other locations that attempt TOD, but do not deliver a sustainable travel majority, might be placed in the ‘TAD’ category. Benchmark figures from international precincts and locales are used to sustain this argument—with reference to the broader planning, urban development, and design contexts in which these ideas sit.

The mega-project as crux of integrated planning: Insights from Munich's central corridor

Abstract This paper discusses the role of large-scale integrated master-planned projects. The Central Corridor project in Munich, Germany is used as a case study. Munichs Central Corridor urban redevelopment is now reaching its mature phases, with many of the individual ‘transit-oriented development’ style precincts in this 8 km east–west axis now either completed or under construction. The blend of mass transit infrastructure, mixed-use development, and the delivery of urban design and public realm upgrades represents an example in which many of the ‘theories’ of transit-oriented development have actually been effectively delivered. In this sense, Munich offers an example of translating ‘goals and rhetoric’ into implemented outcomes. Findings from Munichs approach to planning, infrastructure and major projects are broadened into recommendations for other cities.

New approaches to strategic urban transport assessment

Most transport assessment is generally based on incremental analysis of individual projects with pre-existing planning and political support. Unfortunately, this approach to transport decision-making is unlikely to result in cities being able to meet a comprehensive range of desired urban objectives on a broader-scale over time. Project analysis is generally based on benefit-cost analysis and intermediate metrics (vehicle kilometres travelled, time savings and road user costs). But additional metrics and attributes may be needed to assess goals and performance relating to broader transport outcomes in a metropolitan region and its society, environment and economy. ‘Higher level’ strategic urban transport analysis offers the opportunity of a more strategic platform for metropolitan region-wide transport policy discussion, assessment, planning and network improvements. It may also assist to demonstrate mass transit, walking and cyclings unique opportunities to contribute to better city futures through economic development, sustainability, and lifestyle improvements. In the realm of mass transit, improvements can be delivered by targeted changes in policy, infrastructure and network enhancements, improved service characteristics, better network utilisation, and stronger system financial performance. Performance of passenger rail networks, corridors and proposals is a substantial research focus, but improvements to rail over time should ultimately be reflected in a wider set of outcomes and measurables. This paper reviews established literature and research on transport analysis approaches, to identify key performance indicators at an urban or metropolitan level, metrics on the utilisation and effectiveness of rail mass transit, accessibility indicators, and a handful of broader social, economic and environmental performance indicators.

Metropolitan infrastructure, planning & institutions – a comparative world view

This paper develops inter-relationships between planning ‘culture’, influential institutions and on-the-ground infrastructure-related outcomes in cities. The paper begins with a discussion of general trends across planning cultures and planning rhetoric, alongside tangible drivers of change in city infrastructure. Industry cultures, and the lines of discussion they produce in various locations, are seemingly influenced by person-to-person interaction as much as actual planning documentation or empirical evidence. We then develop a series of ‘reference cities’, which are clustered and cross-analysed primarily according to population scale and growth, and transport mode shares. Further intriguing comparison begins to emerge when attributes such as rail system scale are considered. Five different categories of city are ultimately developed – based on metropolitan population scaling. The paper then re-emphasises leading influences on urban policy and infrastructure outcomes (some are well-known, but others are sometimes either hidden from discussion or treated casually). Initially this involves detailing ‘cultures’ of planning on a linguistic or super-regional basis. It then involves qualitative inquiry into the drivers and priorities of a selection of prominent institutional exemplars in order to allow us clearer reflection on how these influencers might facilitate progress, or otherwise, on issues like smart growth and sustainable infrastructure development. Findings emphasise the idea that planning and infrastructure policy formulation and research should emerge beyond the current tendency for ad hoc and incoherent sources of influence. It should increasingly come from a stronger empirical base – in order to improve the implementation of advanced land use/transport infrastructure concepts in cities facing a globalised world of policy challenges.

Residential Property Values and Mass Transit Service in Brisbane

Abstract The paper reviews the relationship between mass transit service and property values in Brisbane. The results indicate a clear preference in terms of observable price premiums for mass transit among attached housing markets, but results in the traditional detached housing market are less clear-cut. Median income housing consumers are another market segment clearly prepared to pay a premium for mass transit access.