Editing Transit-oriented development (section)

== Reception ==
One criticism of transit-oriented development is that it has the potential to spur [[gentrification]] in low-income areas. In some cases, TOD can raise the housing costs of formerly affordable neighborhoods, pushing low- and moderate-income residents farther away from jobs and transit. When this happens, TOD projects can disrupt low-income neighborhoods.<ref>{{cite web
 | url = http://www.dialogue4health.org/pdfs/wf1/transit-oriented-policylink.pdf
 | title = Equitable Development Toolkit: Transit Oriented Development
 | year = 2008
 | access-date = October 12, 2010
 | archive-date = April 6, 2013
 | archive-url = https://web.archive.org/web/20130406022211/http://www.dialogue4health.org/pdfs/wf1/transit-oriented-policylink.pdf
 | url-status = dead
 }}</ref> This can be very concerning due to the fact that lower income people tend to use (and need) transit more than higher income people.<ref>{{Cite journal|last1=Paul|first1=Julene|last2=Taylor|first2=Brian D.|date=2021-06-01|title=Who lives in transit-friendly neighborhoods? An analysis of California neighborhoods over time|journal=Transportation Research Interdisciplinary Perspectives|language=en|volume=10|pages=100341|doi=10.1016/j.trip.2021.100341|s2cid=233580126|issn=2590-1982|doi-access=free|bibcode=2021TrRIP..1000341P }}</ref>

When executed with equity in mind, however, TOD has the potential to benefit low- and moderate-income (LMI) communities: it can link workers to employment centers, create construction and maintenance jobs, and has the potential to encourage investment in areas that have suffered neglect and economic depression.<ref>{{cite web
 | url = http://www.frbsf.org/publications/community/investments/1008/index.html
 | title = Community Investments: Transit-Oriented Development
 | year = 2010
 | author = Federal Reserve Bank of San Francisco }}</ref> Moreover, it is well recognized that neighborhood development restrictions, while potentially in the immediate neighborhood's best interest, contribute to regional undersupply of housing and drive up the cost of housing in general across a region. TOD reduces the overall cost of housing in a region by contributing to the housing supply, and therefore generally improves equity in the housing market. TOD also reduces transportation costs, which can have a greater impact on LMI households since they spend a larger share of their income on transportation relative to higher-income households. This frees up household income that can be used on food, education, or other necessary expenses. Low-income people are also less likely to own personal vehicles and therefore more likely to depend exclusively on public transportation to get to and from work, making reliable access to transit a necessity for their economic success.<ref>{{cite web
 | url = http://www.frbsf.org/publications/community/investments/1008/pdf_soursourian.html
 | title = Equipping Communities to Achieve Equitable Transit-Oriented Development
 | year = 2010
 | author = Federal Reserve Bank of San Francisco }}</ref>