Editing Transit-oriented development (section)

=== Social ===
The studies on social impacts of TOD can be classified into three aspects. Behavioral impacts, psychological impacts and social impacts related to TOD induced gentrification and social inequality The social impact of TOD is categorized into three aspects:<ref>{{Cite journal |last1=Wang |first1=Fenglong |last2=Zheng |first2=Yuya |last3=Wu |first3=Wenjie |last4=Wang |first4=Donggen |date=2022-12-01 |title=The travel, equity and wellbeing impacts of transit-oriented development in Global South |url=https://www.sciencedirect.com/science/article/pii/S1361920922003388 |journal=Transportation Research Part D: Transport and Environment |language=en |volume=113 |pages=103512 |doi=10.1016/j.trd.2022.103512 |bibcode=2022TRPD..11303512W |s2cid=253516615 |issn=1361-9209|url-access=subscription }}</ref>

* Behavioral impacts that are related to the effect on car use and travel behavior. First, since lowering car dependency and car ownership is one of the major goals of TOD, the existing studies consistently showed that TOD was negatively associated with car ownership.<ref>{{Cite journal |last1=Combs |first1=Tabitha S. |last2=Rodríguez |first2=Daniel A. |date=2014-11-01 |title=Joint impacts of Bus Rapid Transit and urban form on vehicle ownership: New evidence from a quasi-longitudinal analysis in Bogotá, Colombia |url=https://www.sciencedirect.com/science/article/pii/S0965856414002055 |journal=Transportation Research Part A: Policy and Practice |language=en |volume=69 |pages=272–285 |doi=10.1016/j.tra.2014.08.025 |bibcode=2014TRPA...69..272C |issn=0965-8564|url-access=subscription }}</ref><ref>{{Cite journal |last1=Huang |first1=Xiaoyan |last2=Cao |first2=Xinyu (Jason) |last3=Yin |first3=Jiangbin |last4=Cao |first4=Xiaoshu |date=2017-05-01 |title=Effects of metro transit on the ownership of mobility instruments in Xi'an, China |journal=Transportation Research Part D: Transport and Environment |series=Land use and transportation in China |language=en |volume=52 |pages=495–505 |doi=10.1016/j.trd.2016.09.014 |issn=1361-9209|doi-access=free |bibcode=2017TRPD...52..495H }}</ref><ref>{{Cite journal |last1=Huang |first1=Xiaoyan |last2=(Jason) Cao |first2=Xinyu |last3=Yin |first3=Jiangbin |last4=Cao |first4=Xiaoshu |date=2019-09-01 |title=Can metro transit reduce driving? Evidence from Xi'an, China |url=https://www.sciencedirect.com/science/article/pii/S0967070X1630796X |journal=Transport Policy |language=en |volume=81 |pages=350–359 |doi=10.1016/j.tranpol.2018.03.006 |s2cid=158433875 |issn=0967-070X|url-access=subscription }}</ref><ref>{{Cite journal |last1=Zhang |first1=Yingjie |last2=Zheng |first2=Siqi |last3=Sun |first3=Cong |last4=Wang |first4=Rui |date=2017-05-01 |title=Does subway proximity discourage automobility? Evidence from Beijing |url=https://www.sciencedirect.com/science/article/pii/S1361920915302261 |journal=Transportation Research Part D: Transport and Environment |series=Land use and transportation in China |language=en |volume=52 |pages=506–517 |doi=10.1016/j.trd.2016.11.009 |bibcode=2017TRPD...52..506Z |issn=1361-9209|url-access=subscription }}</ref> Other studies focus on the influence of TOD on residents’ travel behaviors. Though it seems self-evident that residents living in TOD areas are easier and thus more likely to travel by public transport, the existence of residential differences and the TOD-reduced gentrification make the linkages between TOD and public travel trips complex.<ref>{{Cite journal |last=Cao |first=Xinyu (Jason) |date=2015-10-01 |title=Heterogeneous effects of neighborhood type on commute mode choice: An exploration of residential dissonance in the Twin Cities |url=https://www.sciencedirect.com/science/article/pii/S0966692315001738 |journal=Journal of Transport Geography |language=en |volume=48 |pages=188–196 |doi=10.1016/j.jtrangeo.2015.09.010 |bibcode=2015JTGeo..48..188C |issn=0966-6923|url-access=subscription }}</ref><ref>{{Cite journal |last1=Kamruzzaman |first1=Md. |last2=Baker |first2=Douglas |last3=Washington |first3=Simon |last4=Turrell |first4=Gavin |date=2013-12-01 |title=Residential dissonance and mode choice |url=https://www.sciencedirect.com/science/article/pii/S0966692313001737 |journal=Journal of Transport Geography |language=en |volume=33 |pages=12–28 |doi=10.1016/j.jtrangeo.2013.09.004 |bibcode=2013JTGeo..33...12K |s2cid=153613438 |issn=0966-6923}}</ref><ref>{{Cite journal |last1=Kumar |first1=Santosh |last2=Vijay Kumar |first2=T V |date=October 2018 |title=A novel quantum-inspired evolutionary view selection algorithm |journal=Sādhanā |language=en |volume=43 |issue=10 |doi=10.1007/s12046-018-0936-5 |s2cid=255485307 |issn=0256-2499|doi-access=free }}</ref>
* Psychological impacts related to the subjective well-being and other sentiments. Studies on the psychological impacts of TOD mainly focus on subjective [[well-being]], especially satisfaction with the travel domain and the life in general. First, a series of studies have examined the effects of TOD on travel satisfaction. While traveling by public transit is usually less pleasant compared with driving or active travel, TOD as a well-defined transit area is likely to generate more comfortable traveling experiences.<ref>{{Cite journal |last1=Majumdar |first1=Bandhan Bandhu |last2=Jayakumar |first2=Malavika |last3=Sahu |first3=Prasanta K. |last4=Potoglou |first4=Dimitris |date=2021-09-01 |title=Identification of key determinants of travel satisfaction for developing policy instrument to improve quality of life: An analysis of commuting in Delhi |url=https://www.sciencedirect.com/science/article/pii/S0967070X21001931 |journal=Transport Policy |language=en |volume=110 |pages=281–292 |doi=10.1016/j.tranpol.2021.06.012 |s2cid=236234705 |issn=0967-070X}}</ref><ref>{{Cite journal |last1=Olsson |first1=Lars E. |last2=Gärling |first2=Tommy |last3=Ettema |first3=Dick |last4=Friman |first4=Margareta |last5=Fujii |first5=Satoshi |date=2013-03-01 |title=Happiness and Satisfaction with Work Commute |url=https://doi.org/10.1007/s11205-012-0003-2 |journal=Social Indicators Research |language=en |volume=111 |issue=1 |pages=255–263 |doi=10.1007/s11205-012-0003-2 |issn=1573-0921 |pmc=3560964 |pmid=23378683}}</ref><ref>{{Cite journal |last1=Wang |first1=Fenglong |last2=Wang |first2=Donggen |date=2020 |title=Changes in residential satisfaction after home relocation: A longitudinal study in Beijing, China |url=http://journals.sagepub.com/doi/10.1177/0042098019866378 |journal=Urban Studies |language=en |volume=57 |issue=3 |pages=583–601 |doi=10.1177/0042098019866378 |bibcode=2020UrbSt..57..583W |s2cid=203274610 |issn=0042-0980|url-access=subscription }}</ref> Likewise, residents living within the TOD area tended to be more satisfied with public commuting.<ref>{{Cite journal |last=Wu |first=Wenjie |date=2014 |title=Does Public Investment Improve Homeowners' Happiness? New Evidence based on Micro Surveys in Beijing |url=http://journals.sagepub.com/doi/10.1177/0042098013484530 |journal=Urban Studies |language=en |volume=51 |issue=1 |pages=75–92 |doi=10.1177/0042098013484530 |bibcode=2014UrbSt..51...75W |s2cid=154641432 |issn=0042-0980|url-access=subscription }}</ref> Nonetheless, since travel is an important life domain, satisfaction with public transport system is expected to significantly contribute to overall wellbeing.
* Impacts related to social inequality and TOD-induced gentrification. TOD is usually associated with regeneration of the old urban land use and increasing housing values, it may crowd out the low-income groups and cause large-scale residential mobility, significant neighborhood change and considerable upgrading of the TOD areas.<ref>{{Cite journal |last1=Cervero |first1=Robert |last2=Murakami |first2=Jin |date=2009 |title=Rail and Property Development in Hong Kong: Experiences and Extensions |url=http://journals.sagepub.com/doi/10.1177/0042098009339431 |journal=Urban Studies |language=en |volume=46 |issue=10 |pages=2019–2043 |doi=10.1177/0042098009339431 |bibcode=2009UrbSt..46.2019C |s2cid=155004592 |issn=0042-0980|url-access=subscription }}</ref><ref>{{Cite journal |last1=Yang |first1=Linchuan |last2=Chau |first2=K. W. |last3=Szeto |first3=W. Y. |last4=Cui |first4=Xu |last5=Wang |first5=Xu |date=2020-08-01 |title=Accessibility to transit, by transit, and property prices: Spatially varying relationships |url=https://www.sciencedirect.com/science/article/pii/S1361920920305745 |journal=Transportation Research Part D: Transport and Environment |language=en |volume=85 |pages=102387 |doi=10.1016/j.trd.2020.102387 |bibcode=2020TRPD...8502387Y |s2cid=225520960 |issn=1361-9209|url-access=subscription }}</ref> Accordingly, TOD-induced gentrification is an emerging topic in transportation research in the recent decade.<ref>{{Cite journal |last1=Dawkins |first1=Casey |last2=Moeckel |first2=Rolf |date=2016-09-02 |title=Transit-Induced Gentrification: Who Will Stay, and Who Will Go? |url=http://www.tandfonline.com/doi/full/10.1080/10511482.2016.1138986 |journal=Housing Policy Debate |language=en |volume=26 |issue=4–5 |pages=801–818 |doi=10.1080/10511482.2016.1138986 |hdl=1903/21508 |s2cid=35874559 |issn=1051-1482|hdl-access=free }}</ref><ref>{{Citation |last=Delmelle |first=Elizabeth C. |title=Chapter Six - Transit-induced gentrification and displacement: The state of the debate |date=2021-01-01 |url=https://www.sciencedirect.com/science/article/pii/S2543000921000275 |work=Advances in Transport Policy and Planning |volume=8 |pages=173–190 |editor-last=Pereira |editor-first=Rafael H. M. |access-date=2023-07-07 |series=Social Issues in Transport Planning |publisher=Academic Press |language=en |doi=10.1016/bs.atpp.2021.06.005 |editor2-last=Boisjoly |editor2-first=Geneviève|url-access=subscription }}</ref>