TABLE 11. A TIMELINE MATRIX ON THE DEVELOPMENT OF TOD THEORY/ SOURCE: AUTHORS’ ELABORATION

Development, as a response to a transformation that has already begun8, referring to the car dependency and transformation of the urban space. The timeline of his “lessons learned” from case studies that he emphasizes on his book, “The Pedestrian Pocket”, and later on “The Next American Metropolis” are reflected into the table 11.

Table 11. A timeline matrix on the development of TOD theory/ Source: Authors’ elaboration

Author

Year John Nash 1811

Jonathan Carr

William Owen & Alexander Harvey William Owen & Alexander Harvey Edward Bellamy

Olmstead & Vaux

Ebenezer Howard

1875 Bedford Park Developing near Transport and rail, providing services near the station as a service to people

1880 Planning Utopia Nature in connection to the city (Later Garden cities)

1888 Port Sunlight Cities with a focus on activities and public building connected by narrow paths

1888 Utopia standards People and nature connected by preserving 1/10 of land for recreation and urban parks

1869 Riverside Community The satellite city connected with the city by shaded parkway and narrow streets

1898 Project

Contribution to theory Bristol, England Picturesque aesthetics of planning with nature in mind, connected by transport (Walking)

Garden cities “A city focused on a garden surrounded by

8 The pedestrian pocket refers to a response that the book defines as: the movement of people from the city center to the

suburb, ending to the phenomena of sprawl and depending entirely on the car movement.

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Sam Bass Warner

Howard & Cadbury

Lewis Mumford & Raymond Unwin Barry Parker

1900 Boston The two-part city, the working city and the sleeping city connected by a transit development

1903 Letchworth The first Garden city of residential areas connected by rail

1910

1920 Manchester Satellite connection of a landscaped highway connection for people and cars “Princess Parkway”

Robert Moses

1939 New York city Cities and automobile should be one. (Transitoriented development)

Jane Jacobs 1961

Leon Krier 1970-

1980 Seaside Community People should be able to feel human, neighborhoods should provide transportation alternatives within a 10mile radius of walking

public buildings, and of which would radiate a series of avenues leading to residential areas connected by rail and surrounded by a minimal greenbelt“

Theory Garden cities should focus on pedestrian transport

“The death and life of great American cities“ Cities, neighborhoods should be pedestrian to preserve the core of their values

The basic premise is that urban growth should be concentrated around stations to encourage transit use, and that transit lines should be constructed to connect present and planned clusters of development (Bossard, 2010). Global politicians and planners support this system in order to promote public transit use and minimize greenhouse gas emissions while also giving better mobility options for

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today's various lifestyles and business practices. A transit station has a particular advantage over other methods of urban development in that it naturally draws residents and businesses.

4.3 Theory unveiling, Defining TOD

Transit-oriented development is founded on the premise that people of all income levels may live and work in places with interconnected transportation networks that give extra mobility alternatives, allowing them to make some daily journeys via transit, walking, or bicycling instead of driving (CTOD, 2010).

“Changing the character of cities in order to make them more accessible and mobile is the goal of transit-oriented development” . “It is feasible to build towns and metropolises that rely on public transportation and organize their lives around centrally located rail or bus terminals that serve as community centers by combining transportation and urban land use.” (Zarba, 2017).

“Transit-oriented development (TOD) has been identified as a type of sustainable urban transportation that fosters greater levels of human interaction“ (Bernick M, 1997). TOD is defined as "a compact, mixed-use neighborhood centered on a transit station that intentionally encourages residents, employees, and visitors to drive less and rely more on public transportation" (Bernick M, 1997, p. 5). TOD communities have the potential to develop activity rings around transportation routes. This kind of sustainable urban transportation is viewed as a remedy for both traffic congestion and the environmental challenges associated with transportation (Cervero R, 2008).

“TOD promotes mixed use in buildings, high density and pedestrian- friendly development around transit to promote transit riding, increase walk and bicycle travel, and other alternatives to car use. Aims to promote development without adding to sprawl, freeing open space and adding public transportation” (Dittmar H. G., 2003, p. 98)

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