Advantages Of Transit Oriented Development

The town of Halton Hill’s population includes the areas of Georgetown and Acton and other communities such as Erin, Oakville, Burlington and Milton regions. This is what is considered to be my community because these are the many places that I am visiting most often and they are always referred to together as “Halton Hills Region” (p.5, 2011). With the substantial increase in population in the Halton Hills region, more specifically Georgetown, there should be a strong demand for a public transit system to counteract all of the environmental disturbances that are being caused due to this increase. One of the things that is happening is that there are so many trees they are cutting down in order to expand and grow the population with houses being built. Statistics are showing that the population of Halton Hill’s region will expand by 54% over the next 20 years (p.5, 2011). By the year 2031, employment rates will increase by 75%, leaving Halton with 42,100 jobs being offered (p.5, 2011). With this rapid influx of citizens, this will only increase the demands of travel to get to these work places as well as other destinations (p.5, 2011). Over the past couple of year’s the traffic congestion on the major roads in Halton Hills such as Trafalgar Road and Regional Road 25 with individuals trying to get to and from work. There used to be very little traffic in these areas, however since Halton Hill’s has continued to expand, the utilization of automobiles has significantly increased due to the fact there is no public transit system. The Transportation Demand Management in Halton Hill’s is noticing the increase in automobiles stating that there needs to be a major shift in more efficient ways of transportation, yet there still has been nothing improvised (p.7, 2011). The Transportation Demand

The Toronto Transit Commission (TTC) is an open transport office that works transport, tram, streetcar, and paratransit benefits in Toronto, the capital of the territory of Ontario in Canada. It is the most seasoned and biggest of the urban travel specialist organizations in the Greater Toronto Area, with various associations with frameworks serving its encompassing regions.

Improving transit will reduce commute time and amount of cars on the road. Toronto is ranked 47th worst traffic in the world. This means that Toronto has a real traffic problem. We must improve the system. This means, having better bus routes and more buses, more subway lines. Toronto currently has only 4 subway lines. This is nothing compared to New York with 34 lines. If our transit

Transportation in the region has a long and successful past. However, public transportation has consistently taken a back seat to the personal automobile. There has been a strong core of persons who rely on public transportation to achieve mobility, and governmental

From here on, I am going to illustrate my lifestyle in a rural area versus a well developed city. I came from a small village in China. Walking to places has been build on me since I was a little kid; it was one of my habit. Back in the days, nothing seems handy to own. I remembered it was indeed hard to own a small motorcycle, not to speak of cars. On account of that, I treasure walking gratefully. I can walk to my school, relative's house, convenient stores, as well as markets for food. That has been my lifestyle for ten years until I came to the United States. My lifestyle has changed from walking to commuting through buses. San Francisco is a fairly developed city. We can access to every part of SF through muni, and the buses come in very often. Gradually, I start taking the bus to school, to hangouts with friends, and restaurants. I don’t remember when but I started to feel and think buses are so convenient. I rely on buses so much that I became surprisingly lazy. I would choose to take the bus even when the destination is

Many communities a part of metro Atlanta are against the expansion of public transportation since they believe that crime rates increase in their communities. There is also a distorted economic view associated with the main public transportation service. Many natives in Atlanta connect poverty with public transportation, resulting in a higher amount of people choosing to buy and rental vehicles or ride taxis instead of riding Marta. An additional hindrance of the progression of public transportation is gerrymandering, manipulating boundaries in order maintain desired

However through urban planning and development, solutions can be discovered and put into action to allow easier flow into urbanism. Transportation issues for example can be resolved by planning for the future of Los Angeles and by investing in the public transportation system. An example of this would be investing in bike paths, lanes, and routes so that people with low income, such as Hispanic immigrants, can travel to their locations in an easier manner through biking. An investment “to fill in gaps and complete the citywide bike plan” for this method of transportation “calls for nearly 1,700 miles of new and upgraded paths and lanes before 2035,” which can seem difficult but possible (Laura J. Nelson). Biking as a new main method of transportation “can help reduce crashes of all types and assist in reaching an ambitious new city goal of eliminating traffic deaths by 2025” (Laura J. Nelson). A solution to gentrification through urban planning is to instead focus on a new method of development called Asset Based Community Development. Through this different urban revitalization process, an inside out approach is taken where development occurs by focusing on the communities’ assets and building upon them, unlike gentrification. When the community is dedicated and determined to rebuild their torn down neighborhoods, it is possible to bring new life to the neighborhood by focusing on assets such

In urban cities, access to public transportation can mean access to better schools and higher paying jobs. However, this sort of housing can be costly for many families so research would look into Transit Oriented Development (TOD) and usefulness of this to created more affordable housing. Sources would include academic articles on TOD, studies on affordable housing, and research into the effectiveness of projects that have done this combination.

Lauri Monroe SOC 304 2/1/16 First Essay The Stigma of Race and Class When I think about riding the bus, my thoughts are; how long it will take me to get there?

The fist economic concept presented in the article is cost-benefit analysis in regards to adding more density. The newly proposed land use element policy wants to address the demand for housing, employment, and lifestyle choices. They would like to encourage larger open space which could accommodate mixed -use development. This would help reduce the number of residents that commute out of Long Beach for work. The plan would also encourage more section 8 housing projects that can accommodate low income individuals. Majority of residents living in Long Beach believe that this proposal would incur a huge cost on the city. Long Beach is a parking impacted city with poor public transit system. Adding more density would not help the parking crisis that Long Beach faces; it can potentially make it worse. Residents also fear that adding more density in the city could lead to an increase in crime.

The effect of the built environment on transportation and travel behavior is confirmed by more than 200 empirical studies. This literature is summarized in recent reviews by Cao et al. (2009), Heath et al. (2006), Pont et al. (2009), Graham-Rowe et al. (2011), and Salon et al. (2012), and in meta-analyses by Leck (2006) and Ewing and Cervero (2010). If sprawl has any consistently recognized outcome, it is automobile dependence. I would expect to find that, after controlling for other relevant influences, compact urbanized areas have relatively high transit and walking commute mode shares and short drive times to

5 steps that require to drivable suburbs American Dream is partition and land-use rules to permit walkable Urbanism; educating the monetary community; ending subsidies for drivable sub-urbanism. The first step changing the zoning and land use of form based coded. The second step is educating the monetary community. The third step is ending the subsidies affirmative drivable sub-urbanism, creating sprawl pay its own manner. The fourth step is investment. The fifth step intensively manages walkable urban districts to make sure that the required complexes really happen on the bottom. The financing investing within the acceptable infrastructure, significantly rail-based transit” that may even be delineate as adding subsidies for walkable Urbanism; and “intensively managing

Currently the entities developed to increase the success of at-risk populations in San Antonio are dependent upon local, state, federal, and private funding. Research shows that stable housing is an essential part of creating a positive and fluid transition. Although the federal and state governments have created legislation and programs to assist state and local governments ability to provide services for at-risk populations, they are not complete. As a part of community development, Traditional Neighborhood Developments (TNDs) and Transit-Oriented Development (TODs) have been used to revitalize the neighborhood/community through the enhancing the built environment. The idea is that by enhancing and transforming one’s physical environment, you are creating an environment that promotes and nurtures healthy, sustainable, and affordable living. Aside from those services devoted to alleviating current community afflictions, this paper illustrates the possible benefits that combining the elements of TNDs and TODs may have for at-risk populations.

The team addresses that the main purpose of the study is to address long-term inter-regional transportation problems and opportunities and to consider alternative actions to addrees these issues as part of developing an integrated, multi-modal transportation system that permits the capable movement of people and goods, and provides better economic and transportation linkages between urban growth centres in the GTA west study area (figure 1) (Transportation development strategy report, 2012). In order to finalize the purpose of the study, the project team identified the specific transportation problems and opportunities within the study area (Transportation development strategy report, 2012). They developed, assessed and evaluated a range of Area Transportation System Alternatives to address the identified issues relating to transportation, and opportunities presented within the study area (Transportation development strategy report, 2012). Lastly, the team recommended a Transportation Development Strategy based on the Area Transportation System Alternatives supported onward from the assessment (Transportation development strategy report,

The convenience of living in an urban or suburban neighborhood can be appealing to many people. Choosing between areas can sometimes be overwhelming for some individual. People are not only concerned about the safety of a community, but they are also concerned about the environment. Although some neighborhoods might look attractive, people should consider the expense that comes with it, and how commuting will affect them in the long run. Nevertheless, both neighborhoods have their specific advantages and disadvantages. When choosing between an urban or suburban neighborhood, it is important for people to research the community, the expense, and convenience