Editing Transit-oriented development (section)

=== 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 |url-access=subscription }}</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>