Editing Transit-oriented development (section)

===North America===

====Canada====
All major Canadian cities have transit oriented development policies and implementations. The main purposes of these policies has been to kerb suburban sprawl, and to increase housing supply amidst a housing crisis. In addition, it comes in response to a shifting population demographic that prefers high density living.<ref>{{Cite web |title=Transit Oriented Communities |url=https://www.metrolinx.com/en/about-us/doing-business-with-metrolinx/development-opportunities/transit-oriented-communities |access-date=2024-10-17 |website=www.metrolinx.com |language=en}}</ref><ref name=":2" />

Some cities, such as Toronto, Ottawa, and especially Vancouver, have a long history of building new communities near transit, and they often plan development and rapid transit simultaneously.<ref name=":4">{{Cite web |title=Why Ottawa built an LRT station in the middle of nowhere |work=ottawacitizen |url=https://ottawacitizen.com/news/local-news/bowesville-ottawas-lrt-station-to-nowhere}}</ref><ref>{{Cite web |title=Canada's Most Important Transit Oriented Development {{!}} UrbanToronto |url=https://urbantoronto.ca/news/2024/05/canadas-most-important-transit-oriented-development.56024 |access-date=2024-10-17 |website=urbantoronto.ca}}</ref><ref name=":2" /><ref name=":3" /><ref name="BC Business" /> Others, such as Calgary and Montréal, have only implemented TOD policies recently, and there is some debate as to whether it is better to build new transit to existing high density neighbourhoods, or build high density neighbourhoods near existing transit.<ref>{{cite journal |last1=Cournoyer-Gendron |first1=Maude |title=The Transit-Oriented Development Model in Montreal (Canada): Mobilizing a Concept and Negotiating Urban Development at the Local and Metropolitan Scale |journal=Environnement Urbain |date=2017 |volume=12 |doi=10.7202/1050578ar }}</ref>{{multiple image
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 | image1    = Marine Drive Stn.jpg
 | caption1  = [[Marine Drive station]] in Vancouver on opening day (2009)
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 | caption2  = High-rises have since been built around the station (2018).
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=====Calgary, Alberta=====
Calgary's Transit Oriented Development (TOD) has been evolving largely around stations along Calgary's Light Rail Transit (LRT) system, also known as the [[CTrain]] network. Although Calgary's CTrain system has been around since 1981, TOD activity has been fairly recent, with much of development taking place since 2010. Most of the transit oriented development has taken place along the LRT system's [[Red Line (CTrain)|Red Line]] especially around stations of the northwest leg with areas around stations at Brentwood, Dalhousie, and Banff Trail having seen the most development. [[Brentwood station (Calgary)|Brentwood Station]] for example, with multi-building developments such as University City, has seen almost 900 residential units<ref>{{cite web|url=https://calgary.skyrisecities.com/database/projects/university-city |title=University City |publisher=Calgary.skyrisecities.com |access-date=3 March 2021}}</ref><ref>{{cite web|url=https://calgary.skyrisecities.com/database/projects/brio |title=Brio |publisher=Calgary.skyrisecities.com |access-date=3 March 2021}}</ref> built in the last eight years within the 600m radius of Brentwood station, as well as proposed developments that are in the works. On the south leg of the Red Line the massive Midtown Station proposal is a reversal from previous TOD builds where development is built around existing stations. In the case of Midtown Station,<ref>{{cite web|url=https://calgary.skyrisecities.com/forum/threads/midtown-station-multiple-buildings-ibi-group-midtown-station.31616/ |title=Midtown Station |date=September 28, 2020 |publisher=Calgary.skyrisecities.com |access-date=3 March 2021}}</ref> the proposal is along the CTrain line, but includes building a new station solely for the purpose of serving the development.

For The City of Calgary, TOD's are an ongoing process, but the city has published policy guidelines and implementation strategies for Transit Oriented Development.<ref>{{cite web|url=https://www.calgary.ca/content/dam/www/pda/pd/documents/transit-oriented-development/tod-implentation-strategy.pdf |title=Transit Oriented Development Implementation Strategy |publisher=City of Calgary |access-date=3 March 2021}}</ref><ref>{{cite web|url=https://www.calgary.ca/content/dam/www/pda/pd/documents/transit-oriented-development/tod-policy-guidelines.pdf |title=Transit Oriented Development Policy Guidelines |publisher=City of Calgary |access-date=3 March 2021}}</ref>

=====Edmonton, Alberta=====
Most of the suburban high rises were not along major rail lines like other cities until recently, when there has been incentive to do so. [[Century Park, Edmonton|Century Park]] is a growing condo community in southern Edmonton at the south end of the [[Edmonton LRT]] system. It will include low to high rise condos, recreational services, shops, restaurants, and a fitness centre. Edmonton has also had a transit-proximate development for some time in the northeastern suburbs at [[Clareview station|Clareview]] which includes a large park and ride, and low rise apartments among big box stores and associated power center parking. Edmonton is also looking into some new TODs in various parts of the city. In the northeast, there are plans to redevelop underutilized land at two sites around existing LRT, Fort Road and [[Stadium station (Edmonton)|Stadium station]].<ref>{{cite web |url=http://www.edmonton.ca/city_government/planning_development/old-town-fort-road-redevelopment.aspx |title=Old Town Fort Road Redevelopment |publisher=City of Edmonton |access-date=October 21, 2010 |url-status=dead |archive-url=https://web.archive.org/web/20100922103220/http://edmonton.ca/city_government/planning_development/old-town-fort-road-redevelopment.aspx |archive-date=September 22, 2010 |df=mdy-all }}</ref><ref>{{cite web |url=http://www.edmonton.ca/city_government/planning_development/stadium-station-transit-oriented-development.aspx |title=Stadium Station Transit Oriented Development |publisher=City of Edmonton |access-date=October 21, 2010 |url-status=dead |archive-url=https://web.archive.org/web/20101122075058/http://edmonton.ca/city_government/planning_development/stadium-station-transit-oriented-development.aspx |archive-date=November 22, 2010 |df=mdy-all }}</ref> In the west, there is plans to have some medium density condos in the [[Glenora, Edmonton|Glenora neighborhood]] along a future LRT route as well as a TOD in the southeast in the [[Strathearn, Edmonton|Strathearn neighborhood]] along the same future LRT on existing low rise apartments.

===== Kitchener-Waterloo =====
The [[Ion rapid transit|Ion light rail]] line in [[Regional Municipality of Waterloo|Kitchener-Waterloo]] initiated large amounts of new construction along the corridor, despite the city region being the smallest in North America to host a tramway. The first stage of the line created 19 000 new housing units along its length, as well as large scale industrial and commercial developments, valued at $5 billion.<ref>{{Cite web |title=In five years, ION light rail transformed Waterloo Region – Around the Region |url=https://aroundtheregion.ca/in-five-years-ion-light-rail-transformed-waterloo-region/ |access-date=2024-10-17 |website=aroundtheregion.ca}}</ref>

=====Montreal, Quebec=====
[[File:Solar Uniquartier.jpg|thumb|Transit oriented developed next to [[Du Quartier]] station]]
According to the Metropolitan Development and Planning Regulation<ref>[http://www.voirvert.ca/nouvelles/actualites/un-premier-plan-d%E2%80%99amenagement-durable-pour-le-grand-montreal Un premier plan d’aménagement durable pour le Grand Montréal {{!}} Voir vert - Le portail du bâtiment durable au Québec]. Voirvert.ca. Retrieved on December 6, 2013.</ref> as of late 2011, 40% of new households will be built as TOD neighborhoods.

=====Ottawa, Ontario=====
Ottawa encourages high density development within 600m of all rapid transit stations, including both the bus rapid transit [[Transitway (Ottawa)|Transitway]] and the city's [[O-Train|urban rail]] system, with the goal of creating feature complete mixed use communities within walking distance to transit. The city simultaneously discourages auto oriented development, such as parking lots, in the same areas.<ref>{{Cite web |last=Planning |first=Development and Building Department |date=2023-09-18 |title=Development Guidelines |url=https://ottawa.ca/en/planning-development-and-construction/community-design/design-and-planning-guidelines/completed-guidelines/transit-oriented-development-guidelines/development-guidelines#section-530c0a44-ebba-467d-851d-b4826f5273e3 |access-date=2024-10-17 |website=ottawa.ca |language=en}}</ref>

This has had the effect of creating many tower clusters far outside the city centre, with stations like [[Lincoln Fields station|Lincoln Fields]] and [[Lycée Claudel station|Lycée Claudel]] having entire neighbourhoods appear around them.<ref name=":2">{{Cite web |date=2019-06-10 |title=Autowa no more? Transit-oriented developments key in switching Ottawa away from car city · OttawaStart.com |url=https://ottawastart.com/autowa-no-more-transit-oriented-developments-key-in-switching-ottawa-away-from-car-city/ |access-date=2024-10-17 |website=OttawaStart.com |language=en-ca}}</ref><ref name=":4" />

=====Toronto, Ontario=====
Toronto has a longstanding policy of encouraging new construction along the route of its primary [[Yonge–University–Spadina line|Yonge Street subway line]].<ref name=":3">{{cite journal|last1=Cervero|first1=Robert|title=Urban Transit in Canada: Integration and Innovation at its Best|journal=Transportation Quarterly|date=1986|volume=40|issue=3|pages=293–316 |hdl=2027/mdp.39015021808582?urlappend=%3Bseq=307 |hdl-access=free }}</ref> Most notable are the development of the [[Yonge and Eglinton]] area in the 1960s and 1970s; and the [[North York Centre|present development]] of the 2&nbsp;km of the Yonge Street corridor north of Sheppard Avenue, which began in the late 1980s. In the period since 1997 alone the latter stretch has seen the appearance of a major new [[Empress Walk|shopping centre]] and the building and occupation of over twenty thousand new units of [[Condominium (living space)|condominium]] housing. Since the opening of the [[Sheppard line|Sheppard subway line]] in 2002, there is a [[Condominium (living space)|condominium]] construction boom along the route on Sheppard Avenue East between Yonge Street and Don Mills Road.

In addition to the subway, transit oriented development has also started to be prioritised for regional rail stations, such as [[East Harbour Transit Hub|East Harbour GO]].
[[File:Yonge Street 2022.jpg|thumb|Yonge Street and the transit oriented development along it.]]
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=====Vancouver, British Columbia=====
Vancouver has a strong history of creating new development around its [[SkyTrain (Vancouver)|SkyTrain]] lines<ref name="BC Business">{{cite web|title=Why TransLink is a Leader in Transit-Oriented Development|url=https://www.bcbusiness.ca/why-translink-is-a-leader-in-transit-oriented-development|website=BC Business|date=April 15, 2016 |access-date=6 March 2018}}</ref> and building regional town centres at major stations and transit corridors.<ref name="CityLab">{{cite web|last1=Bula|first1=Frances|title=Vancouver's Canada Line Is a Model of Transit-Oriented Development|url=https://www.citylab.com/transportation/2014/02/vancouvers-canada-line-model-transit-oriented-development/8437/|website=CityLab|publisher=Citiscope|access-date=6 March 2018}}</ref> In addition, the [[Government of British Columbia]] has legislated policy that all development within 800m of rail, and within 400m of bus interchanges, must be high density.<ref>{{Cite web |title=B.C. government introduces bill encouraging creation of more housing near transit hubs |url=https://www.cbc.ca/news/canada/british-columbia/bc-legislation-transit-hubs-1.7023133}}</ref> Of note is the [[Metrotown, Burnaby|Metrotown]] area of the suburb of [[Burnaby]], [[British Columbia]] near the [[Metrotown station|Metrotown SkyTrain Station]]. The areas around stations have spurred the development of billions of dollars of high-density real estate, with multiple high-rises near the many stations,<ref name="BC Business"/><ref name="CityLab"/> prompting concerns about rapid [[Gentrification of Vancouver|gentrification]].<ref>{{cite journal|last1=Jones|first1=Craig|title=Transit-Oriented Development and Gentrification in Metro Vancouver's Low-Income SkyTrain Corridor|journal=Neighbourhood Change|date=July 2015|url=http://neighbourhoodchange.ca/documents/2015/07/vancouvers-skytrain-corridor.pdf|access-date=6 March 2018}}</ref>

=====Winnipeg, Manitoba=====
There is currently one TOD being built in Winnipeg beside the [[Winnipeg Rapid Transit|rapid transit corridor]]. It is known as The Yards at Fort Rouge,<ref>{{Cite web |url=http://winnipeg.ca/ppd/planning/Secondary_Plans/FortRougeYards/BackgroundStudy-FortRougeYards-June-04.pdf |title=Fort Rouge Yards Concept Plan |access-date=April 27, 2018 |archive-date=April 27, 2018 |archive-url=https://web.archive.org/web/20180427121956/http://winnipeg.ca/ppd/planning/Secondary_Plans/FortRougeYards/BackgroundStudy-FortRougeYards-June-04.pdf |url-status=dead }}</ref> and was spearheaded by the developer Gem Equities. In phase two of the southwest rapid transit corridor, there will be four more TODs.<ref>{{cite web|title=Transportation Master Plan|url=http://transportation.speakupwinnipeg.com/files/2011/11/2011-11-01-TTRWinnipegTMP-Final-Report.pdf|access-date=July 27, 2014|archive-url=https://web.archive.org/web/20150412194703/http://transportation.speakupwinnipeg.com/files/2011/11/2011-11-01-TTRWinnipegTMP-Final-Report.pdf|archive-date=April 12, 2015|url-status=dead|df=mdy-all}}</ref> This phase is an interesting example of the use of fine arts in parallel with transit planning, making several of the stations sites for public art related to the social history of the area.<ref>{{Cite news|url=https://www.winnipegfreepress.com/our-communities/souwester/News-in-brief-City-seeking-public-art-for-southwest-rapid-transitway-412915793.html|title=News in brief: City seeking public art for southwest rapid transitway|author=<!--Staff writer(s); no by-line.-->|date=2017-02-06|work=Winnipeg Free Press|access-date=2018-04-27}}</ref>

====United States====

=====Arlington County, Virginia=====
{{Multiple image|direction=vertical|align=right|275px|image1=ArlingtonTODimage3.jpg|caption1=Aerial view of [[Rosslyn-Ballston corridor]] in [[Arlington County, Virginia]]. High density, mixed use development is concentrated within ¼–½ mile from the [[Rosslyn (WMATA station)|Rosslyn]], [[Court House (WMATA station)|Court House]] and [[Clarendon (WMATA station)|Clarendon]] [[Washington Metro]] stations (shown in red), with limited density outside that area.|image2=Ballston TOD.jpg|caption2=Street-level view of the area around the [[Ballston–MU station]], also in Arlington County, Virginia. Note the mixed-use development (from left to right: ground floor [[retail]] under apartment building, office buildings, shopping mall (at the end of the street), apartment building, office building with ground floor retail), [[pedestrian]] oriented facilities including wide sidewalk, and [[bus stop]] facility in the center distance. [[Parking]] in this location is limited, relatively expensive, and located underground.}}
For over 30 years, the government has pursued a [[Urban planning|development strategy]] of concentrating much of its new development within {{convert|1/4|to|1/2|mi|m}} from the county's [[Washington Metro]] [[rapid transit]] stations and the high-volume bus lines of [[Virginia State Route 244|Columbia Pike]].<ref>{{cite web|url=http://www.arlingtonva.us/Departments/CPHD/planning/CPHDPlanningSmartGrowth.aspx |title=Smart Growth : Planning Division : Arlington, Virginia |publisher=Arlingtonva.us |date=March 7, 2011 |access-date=November 4, 2011}}</ref> Within the transit areas, the government has a policy of encouraging [[mixed-use development|mixed-use]] and [[Walkability|pedestrian-]] and transit-oriented development.<ref name="arlingtonva.us">{{Cite web |url=http://www.arlingtonva.us/departments/CPHD/planning/powerpoint/rbpresentation/rbpresentation_060107.pdf |title=30 Years of Smart Growth - Arlington County's Experience with Transit Oriented Development in the Rosslyn-Ballston Metro Corridor |access-date=June 8, 2013 |archive-date=September 24, 2011 |archive-url=https://web.archive.org/web/20110924171835/http://www.arlingtonva.us/departments/CPHD/planning/powerpoint/rbpresentation/rbpresentation_060107.pdf |url-status=dead }}</ref> Some of these "[[urban village]]" communities include [[Rosslyn, Arlington, Virginia|Rosslyn]], [[Ballston, Virginia|Ballston]], [[Clarendon, Arlington, Virginia|Clarendon]], [[Courthouse, Arlington, Virginia|Courthouse]], [[Pentagon City, Arlington, Virginia|Pentagon City]], [[Crystal City, Virginia|Crystal City]], [[Lyon Village, Arlington, Virginia|Lyon Village]], [[Shirlington, Arlington, Virginia|Shirlington]], [[Virginia Square, Virginia|Virginia Square]], and [[Westover, Arlington, Virginia|Westover]].

In 2002, Arlington received the [[United States Environmental Protection Agency|EPA]]'s National Award for Smart Growth Achievement for "Overall Excellence in [[Smart Growth]]" — the first ever granted by the agency.<ref>{{cite web|url=http://www.epa.gov/smartgrowth/arlington.htm|title=Arlington County, Virginia – National Award for Smart Growth Achievement – 2002 Winners Presentation|publisher=Epa.gov |date=June 28, 2006 |access-date=November 4, 2011}}</ref>

In September 2010, [[Arlington County, Virginia]], in partnership with [[Washington, D.C.]], opened [[Capital Bikeshare]], a [[bicycle sharing system]].<ref name=grist>{{cite web|url=http://www.grist.org/article/2010-09-20-washington-d.c.-launches-the-nations-largest-bike-share-program/|title=Washington, D.C., launches the nation's largest bike share program|author=Matt Martinez|date=September 20, 2010|publisher=[[Grist (magazine)|Grist]]|access-date=April 14, 2011}}</ref><ref name=NYT092010>{{cite news|work=[[The New York Times]]|url=http://green.blogs.nytimes.com/2010/09/20/bike-sharing-expands-in-washington/|title=Bike Sharing Expands in Washington|author=J. David Goodman|date=September 20, 2010|access-date=April 14, 2011}}</ref><ref>{{cite news|url=http://www.myfoxdc.com/dpp/traffic/arlington-joins-dc-in-bike-sharing-program-092010|title=Arlington Joins DC in Bike-Sharing Program|publisher=MyFoxDC.com|date=September 20, 2010|access-date=April 14, 2011}}</ref> By February 2011, Capital Bikeshare had 14 stations in the [[Pentagon City]], [[Potomac Yard]], and [[Crystal City, Virginia|Crystal City]] neighborhoods in Arlington.<ref name=grist/> Arlington County also announced plans to add 30 stations in fall 2011, primarily along the densely populated corridor between the [[Rosslyn, Virginia|Rosslyn]] and [[Ballston, Virginia|Ballston]] neighborhoods, and 30 more in 2012.<ref name=expansion>{{cite web|title=Arlington votes (sort of) to expand CaBi; more places likely to follow|url=http://www.thewashcycle.com/2011/10/arlington-votes-to-add-more-cabi-stations-sort-of.html|work=TheWashCycle|access-date=October 17, 2011}}</ref>

===== New Jersey =====
[[New Jersey]] has become a national leader in promoting [[Transit village#New Jersey_Transit_Village_Initiative|Transit Village]] development through a program known as the [http://www.state.nj.us/transportation/community/village/ Transit Village initiative]. The [[New Jersey Department of Transportation]] established the Transit Village Initiative in 1999, offering multi-agency assistance and grants from the annual $1 million Transit village fund to any municipality with a ready to go project specifying appropriate mixed land-use strategy, available property, station-area management, and commitment to affordable housing, job growth, and culture. Transit village development must also preserve the architectural integrity of historically significant buildings.<ref>{{Cite web |title=Transit Village Initiative Overview, Community Programs |url=https://www.state.nj.us/transportation/community/village/ |access-date=2023-09-17 |website=www.state.nj.us}}</ref> Transit Village districts are defined by the half mile radius surrounding the transit station. To become a Transit Village, towns must meet the following criteria: have existing transit, demonstrate a willingness to grow, adopt a transit-oriented-development redevelopment plan or zoning ordinance, identify specific TOD sites and projects, identify bicycle and pedestrian improvements, and identify "place making" efforts near the transit station, such as community events, celebrations, and other cultural or artistic events.<ref>{{Cite web |title=Criteria and Scoring Guide, Transit Village Initiative, Community Programs |url=https://www.state.nj.us/transportation/community/village/criteria.shtm |access-date=2023-09-17 |website=www.state.nj.us}}</ref>

Since 1999 the state has made 35 Transit Village designations, which are in different stages of development:

[[Pleasantville, New Jersey|Pleasantville]] (1999), [[Morristown, New Jersey|Morristown]] (1999), [[Rutherford, New Jersey|Rutherford]] (1999), [[South Amboy, New Jersey|South Amboy]] (1999), [[South Orange, New Jersey|South Orange]] (1999), [[Riverside Township, New Jersey|Riverside]] (2001), [[Rahway, New Jersey|Rahway]] (2002), [[Metuchen, New Jersey|Metuchen]] (2003), [[Belmar, New Jersey|Belmar]] (2003), [[Bloomfield, New Jersey|Bloomfield]] (2003), [[Bound Brook, New Jersey|Bound Brook]] (2003), [[Collingswood, New Jersey|Collingswood]] (2003), [[Cranford, New Jersey|Cranford]] (2003), [[Matawan, New Jersey|Matawan]] (2003), [[New Brunswick, New Jersey|New Brunswick]] (2005), [[Journal Square, Jersey City|Journal Square/Jersey City]] (2005), [[Netcong, New Jersey|Netcong]] (2005), [[Elizabeth, New Jersey|Elizabeth/Midtown]] (2007), [[Burlington, New Jersey|Burlington City]] (2007), the [[Orange, New Jersey|City of Orange Township]] (2009), [[Montclair, New Jersey|Montclair]] (2010), [[Somerville, New Jersey|Somerville]] (2010), [[Linden, New Jersey|Linden]] (2010), [[West Windsor, New Jersey|West Windsor]] (2012), [[East Orange, New Jersey|East Orange]] (2012), [[Dunellen, New Jersey|Dunellen]] (2012), [[Summit, New Jersey|Summit]] (2013), [[Plainfield, New Jersey|Plainfield]] (2014), [[Park Ridge, New Jersey|Park Ridge]] (2015), [[Irvington, New Jersey|Irvington]] (2015), [[Hackensack, New Jersey|Hackensack]] (2016), [[Long Branch, New Jersey|Long Branch]] (2016), [[Asbury Park, New Jersey|Asbury Park]] (2017), [[Newark, New Jersey|Newark]] (2021), and [[Atlantic City, New Jersey|Atlantic City]] (2023).<ref>{{Cite web |title=Frequently Asked Questions, Transit Village Initiative, Community Programs |url=https://www.state.nj.us/transportation/community/village/faq.shtm |access-date=2023-09-17 |website=www.state.nj.us}}</ref>

[[File:Queensboro Plaza from Astoria Line, September 2018.JPG|thumb|Long Island City, a transit-oriented community with the [[Queensboro Plaza station|Queensboro Plaza]] subway station shown, one of the many subway stations in Long Island City]]

=====New York City=====

Many neighborhoods in New York City are close to a New York City Subway station, this allows easy transport throughout the cities’ neighborhoods and central business districts. To maximize the usage of the New York City Subway, many subway stations are surrounded by transit-oriented development, with high-density residential and commercial buildings surrounding the subway station. Neighborhoods include, but are not limited to, [[Downtown Brooklyn]], [[Midtown Manhattan]], [[Long Island City]], and [[Sunnyside, Queens|Sunnyside]].<ref>{{Cite web|date=2018-01-25|title=NYC Subway Neighborhoods: Which Have Best and Worst Access? {{!}} StreetEasy|url=https://streeteasy.com/blog/nyc-subway-neighborhoods-best-worst-access/|access-date=2021-12-01|website=StreetEasy Blog|language=en-US}}</ref> Many downtowns in the [[New York metropolitan area|Greater New York Area]] also are walkable with a central [[regional rail]] station.

=====Pittsburgh, Pennsylvania=====
The [[East Liberty (Pittsburgh)|East Liberty]] neighborhood is nearing completion of a $150 million Transit Oriented Development centered around the reconfigured East Liberty Station on the city's [[Martin Luther King Jr. East Busway]].<ref>{{Cite web|url=http://triblive.com/news/allegheny/9263121-74/east-liberty-center|title = Welcome}}</ref><ref>{{Cite web|url=http://www.post-gazette.com/local/east/2015/01/09/New-platforms-at-East-Liberty-Station-to-open-tomorrow/stories/201501090226|title = New busway platforms at East Liberty Station to open tomorrow}}</ref> The development included improved access to the station with a new pedestrian bridge and pedestrian walkways that increase the effective walkshed of the station. The East Busway is a fixed guideway route that offers riders an 8-minute ride from East Liberty to Pittsburgh's Downtown.

=====Salt Lake City Metro Area, Utah=====
The [[Salt Lake City metropolitan area|Salt Lake City Metro Area]] has seen a strong proliferation of transit-oriented developments due to the construction of new transit lines within the [[Utah Transit Authority]]'s [[TRAX (light rail)|TRAX]], ''[[FrontRunner]]'' and streetcar lines. New developments in [[West Valley City, Utah|West Valley]], [[Farmington, Utah|Farmington]], [[Murray, Utah|Murray]], [[Provo, Utah|Provo]], [[Kaysville, Utah|Kaysville]], [[Sugarhouse (Salt Lake City)|Sugarhouse]] and [[downtown Salt Lake City]] have seen rapid growth and construction despite the economic downturn. The population along the [[Wasatch Front]] has reached 2.5 million and is expected to grow 50% over the next two decades. At 29.8%, Utah's population growth more than doubled the population growth of the nation (13.2%), with a vast majority of this growth occurring along the Wasatch Front.

Transportation infrastructure has been vastly upgraded in the past decade as a result of the [[2002 Olympic Winter Games]] and the need to support the growth in population. This has created a number of transit-oriented commercial and residential projects to be proposed and completed.

=====San Francisco Bay Area, California=====
The [[San Francisco Bay Area]] includes nine counties and 101 cities, including [[San Jose, California|San Jose]], [[San Francisco]], [[Oakland, California|Oakland]] and [[Fremont, California|Fremont]]. Local and regional governments<ref>{{usurped|1=[https://web.archive.org/web/20090607015259/http://www.bayareavision.org/index.html San Francisco Bay Area Vision Project]}}. Bayareavision.org. Retrieved on December 6, 2013.</ref> encourage transit-oriented development to decrease traffic congestion, protect natural areas, promote public health and increase housing options. The region has designated {{usurped|1=[https://web.archive.org/web/20100126212409/http://www.bayareavision.org/pda/ Priority Development Areas]}} and {{usurped|1=[https://web.archive.org/web/20100126212349/http://www.bayareavision.org/pca/ Priority Conservation Areas]}}. Current population forecasts<ref>[http://www.abag.ca.gov/planning/currentfcst/ Projections 2009] {{Webarchive|url=https://web.archive.org/web/20160313081311/http://www.abag.ca.gov/planning/currentfcst/ |date=March 13, 2016 }}. Abag.ca.gov (May 15, 2008). Retrieved on 2013-12-06.</ref> for the region predict that it will grow by 2 million people by 2035 due to both the natural birth rate and job creation, and estimate that 50% of this growth can be accommodated in Priority Development Areas through transit-oriented development.

Major transit village projects have been developed over the past 20 years at several stations linked to the [[Bay Area Rapid Transit]] (BART) system. In their 1996 book, ''Transit Villages in the 21st Century'', [[Michael S. Bernick|Michael Bernick]] and [[Robert Cervero]] identified emerging transit villages at several BART stations, including [[Pleasant Hill / Contra Costa Centre (BART station)|Pleasant Hill / Contra Costa Centre]], [[Fruitvale (BART station)|Fruitvale]], [[Hayward (BART station)|Hayward]] and [[Richmond Station (California)|Richmond]].<ref>{{cite book |last1=Bernick|first1=Michael|last2=Cervero|first2=Robert|title=Transit Villages in the 21st Century |date=1997 |publisher=McGraw Hill |location=New York|isbn=9780070054752}}</ref> [[MacArthur station (BART)|MacArthur Station]] is a relatively new development, with construction beginning in 2011 and scheduled for completion after 2019.<ref>{{Cite web|url=http://macarthurstation.com/masterplan.php|title=Master Plan|website=MacArthur Station|access-date=June 2, 2017}}</ref>

=====Chicago=====
Chicago passed its first TOD ordinances in 2013. The city of Chicago started building TODs around rail stations throughout the metropolitan area. There have been concerns that these TODs were excluding minorities since most of the TODs were built in mainly white areas therefore leaving minorities out of the picture when it came to access to transit oriented development neighborhoods.<ref>{{Cite web|url=https://nextcity.org/urbanist-news/chicago-hopes-to-center-equity-in-its-transit-oriented-development|title=Chicago Hopes to Center Equity in Its Transit-Oriented Development|website=nextcity.org}}</ref> The 2020 eTOD Policy Plan was created to fix the issues from the previous TOD plans, by creating more TOD developments in minority areas.<ref>{{Cite web|date=2020-09-15|title=Chicago releases first-ever equitable transit-oriented development plan|url=https://chi.streetsblog.org/2020/09/14/city-releases-first-ever-equitable-transit-oriented-development-plan/|access-date=2021-12-08|website=Streetsblog Chicago|language=en-US}}</ref>