Planning TOD with Land Use and Transport Integration: a Review

Transit Oriented Development (TOD) implementation in urban development is globally adopted by many countries in the world in a rapid manner. However, the city and regional acute problems is still propagating. An in-depth study to examine this problem is required. Thus, this paper review various study related to the integration of land use and transport with TOD. The subject of the paper will be described as follow: Method, criteria and indicators of TOD'S research, Reviewing the strategic plan and the public transport plan in the worldwide, and Cross-continent comparison of integration planning. In conclusion, practice and integration of TOD through land use and transportation is an alternative solution in acquiring the objective of the master plan and to solve urban issues such as urban congestion, reduce travel time, and car dependency.


Introduction
Transit-oriented development (TOD) is a notionoriented city-region development to provide maximum access to passengers (Curtis & Scheurer, 2010;Hasibuan & Soemardi, 2014), especially public transport such as trains and bus with the purpose of the creation of comfortable atmosphere with friendly environment and are equipped with various facilities such as parking, parks, offices, and more, this requires a mix of residential and commercial areas of the compact and the mixture to facilitate become a base for the development of public transport transit area-based (Cervero & Dai 2014).
TOD, in general, is the part of the public transport system (Black et al. 2016). The positive results of TOD was obtained by a city include: creating a healthy environment due to the declining number of pollution (Dou et al. 2016), the city's economic efficiency due to the increasingly large amounts of transportation costs and speed the travel time (Li et al. 2013), the creation of the city transportation system efficiency because of the many passengers who switch from private cars topublic vehicles and reduced congestion (Boschmann & Brady 2013), and land use had inflicted because of area around the station settings appropriate allocation that is compact and mixed (Ratner & Goetz 2013).

Urban Planning and TOD
The concept of TOD is very closely related to urban planning because it is a derivation from the movement of The Garden City Movement was popularized by Ebenezer Howard in the late 19th century (Black et al. 2016). Howard called on to decentralize the cities too dense. The concept now known as classic town plans are characterized by a pattern of radial road pattern grid which converges on a focal point or in town centers. The master plan includes the urban garden, and put forward the use of the public (Arrington & Cervero 2008). The road is designed to achieve a balance between pedestrian and vehicular, accommodate trees, sidewalks, and street furnishing while also providing visibility and ride comfort and on-street parking. The buildings directly facing made to roads with features that create the excitement of public spaces.
A TOD generally have an embodiment in the form of the commercial core with the distance reached by residents, a grid-shaped road network well connected, the width of the road that are not too large with parking on a side street as a buffer for the pedestrian, a back-lot alley, land use mixedresidential use, with different types of density (Dorsey & Mulder 2013). The area resembles the traditional community form TOD with unique characteristics and different where the transit station and its surrounding areas became the focal point (Ulloa 2011). 1.2 Integration land use and transport using TOD concept Transit Oriented Development is a part of urban development with emphasis on a growth point to minimize the occurrence of sprawl (Zhang 2008). Through the concept of TOD, a city developed at some points grow, which is the point of rest mass transportation. Consequently, there is the division point of growth based on the route to public transportation stops (Xie & Levinson 2009). This concept is also a regional design that makes up an accessibility network in regional scale and it becomes an integrated union. The unity was formed through an integrated transport network and land use that creates a territorial integration (Wieberneit 2007).
The station area was developed by integrated TOD and pedestrian-oriented creates an environment with convenient, secure, fun and sufficient for the pedestrian walkable environment) (Wey & Chiu 2013). The mixture of various function's activities generates a shorter trip and quickly. These functions are the land use includes commercial area center, offices, retail, services, and localities with a population density of medium to high density and public open space (Wey 2015). In thetransportation point of view,TOD involved the inhabitants in the everyday interaction and reduce auto-oriented activities. Inhabitants who have limitations in the use of private vehicles (due to economic reasons, the age of children or the elderly) still had access to many facilities and meet his needs (Vos et al. 2014).

The research problem
Urban transportation activities have a significant effect on the increase of traffic congestion and air pollution. There are solutions that have been implemented, but still limited to practical approaches. Furthermore, the problems of urban transport need to be reviewed through a systemic approach, namely, the establishment of the urban transport system in a macro integrates aspects of land use and transportation. The current paradigm of the cities in the world in addressing the problems is by starting to implement innovative strategies through the application of the integration system concepts. One of them is the concept of Transit Oriented Development (TOD).

The objectives of research
The objective of this paper is to encourage application of TOD as one of the alternative solutions in addressing the problems of congestion and pollution of the city through the integration between the transport nodes with land use in adjecent of the station. This paper emphasizes the study of linkages characteristics-based TOD transit area to encourage movement of ridership using mass transit.

The methods
This paper provides evidence of integration between transport and land use with TOD from literature by formulating a long list indicators of the district-based TOD through study literature regarding TOD practices in cities in the world. The formulation of the protracted lists is done by a qualitative descriptive analysis technique through the theoretic approach to the concept of TOD. The formulation of the protracted lists, which is performed to confirm suitability indicator concepts for the TOD was adapted in the local context. The stakeholders are the key to understanding the characteristics of the area and transportation. Formulation of criteria-based TOD area is obtained using descriptive method and comparative analysis between existing conditions of the area with TOD indicator that has been deduced from the study of literature.

Result and discussion
3.1 Planning and assessment of TOD research in the last 5 years covermethods, criteria and indicators.
Efforts to develop a TOD research has been discussed in some study and continue to grow in accordance with developments in the public transport sector. This section discuss some of the studies (See Table 1).
A study by Atkinson-Palombo & Kuby (2011) about TOD discusses TOD typologies, several stations classified based on the type of overlay zoning, the method used was factor analysis and cluster analysis with the result that is ranking from low to high advance TOD each station, although data based on multi-criteria but in separate discussions and after that created relationship between LRT and TOD.
Prasertsubpakij & Nitivattananon (2012) measured metro station in Bangkok metropolis, Thailand by measuring TOD access, various values of some variable research made the comparison using the accessibility score, T-test, and t-significant values. Data collection was obtained from questionnaire with approximately 600 respondents.
Binglei & Chuan (2013) measured the TOD mode analysis with DEA (data envelopment analysis) mathematical formula using software. This study obtained the ranking by making evaluation of actual TOD with land use and urban rail transit as variables.
In his study, FARD (2013) found the TOD index using SMCA (spatial multi-criteria analysis) i.e. counting criteria and indicator of spatial data, the results obtained are TOD level based on the potential area for construction of the new station. His study is equipped with hot-spot analysis techniques to observe potential differences between areas.
Ratner & Goetz (2013) divided type of TOD based on urban structure and land use, the study elaborated data of land use and urban form in the comparison of Denver area. The results are the typology and its impact on the development of Denver city, the study emphasize on descriptive variables and describing the relationships between variables. TOD typologies were introduced by Kamruzzaman & Baker (2014) i.e. categorizing each TOD based on cluster analysis and node place typology. The multinomial logistic regression is applied as statistical analysis to obtain TOD cluster. TOD level is not very clearly presented in the final value yet elaborated based on the typology of each station, where the variable based on typology research is taken. (2015) which discussed TOD composite study stated TOD index findings using weighted method from each of the criteria indicators followed by the assessment of each station based on the gained index, the study orientation is in Stenberg, Netherlands, using multicriteria analysis using ArcGIS and ILWISS software to produce TOD score map. Papa & Bertolini (2015) compared the value of TOD between 6 metropolitan areas in Europe, the study using node-place model with various indicator TOD and rail-based accessibility. The study observe existing area of the metropolitan with the result that accessibility is higher in urban areas. Table 1. Method, criteriaand indicators of TOD research Vale (2015) studied TOD classification to obtain the relationship between land use, transport, and pedestrian accessibility. The node-place model, pedestrian shed ratio with cluster analysis wes implemented in the study. GIS application was complemented in the study. Based on the analysis of three values, the study concluded a balanced place-node is not necessarily.

Study of Singh
Higgins & Kanaroglou (2016) discussed the performance of TOD based on inputs and outcomes. They applied latent class model-based clustering with multi-criteria research method. The study also outlined the type of station, based on the concept, and a significant level of the statistical indicators of each variable. 3.2 The strategic plan and the public transport plan worldwide.
Some of the strategy plan and public transport plan that implement TOD in transit areas in the world is a lesson that is applicable taken in real life, in the form of policies and actual implementation of the strategy as well as the contributing factors, in the form of the circulation which also passing the urban area (See Table 2).
Dorsey & Mulder (2013) describe a strategic plan and public transport in Ogden, Utah, USA. The strategic plan aim is to balance three things that are important in the development of the city, namely private aspects, society and Government. All three components should work in harmony to achieve the goal of moving the city in the future. . The public transportation applied in the routes which being developed is able to commute the people and conjugates with other means of transportation. This is important to evoke the impression of a comfortable environment of the city as well as the awareness of the social interaction.
North-Pas-de-Calais region in French practices development using TOD for many years (Feudo 2014). Application of TOD in this region is expected to be made as the model for other cities development in France that offer mixed land use, locations near the point of transit, reduce land consumption, punctuality of transportation, and good quality of life in urban areas. Policy integration between land use and transport on the view of regional planning implementation emphasize in supporting the activities near transit corridors to encourage the use of urban transport.
In Brisbane, Queensland, Australia, the strategy plan objective is to make Australia a strong, intelligent, green, and healthy nationby reducing congestion and by cutting one-third of the current carbon emissions (Kamruzzaman & Baker 2014).  The strategic plan and the public transport plan as above facilitate the development of better land use through transportation activities in the existing corridors. Therefore, future planning of the corridors can be developed for long term anticipation of a growing urban area.
A new paradigm of urban strategy plan of Sejong City, South Korea, focuss on the construction of the city that reflects the experience of Korea. The public transportation system was implemented to provide service which support the development by establishing stations located along the routes of pedestrian, bicycle paths, on-site retail community, and public facilities (Kwon, 2015).

Cross-continent comparison of the transport and land use integration with TOD
TOD has been applied in many parts of the world, it was originated in USA, further spread to Europe, Australia and Asia. Each country has different characteristics in applying TOD. This section explained the successfull implementation of TOD with combines land use and transport (See Table 3).
USA is an excellent model of TOD application by the case of New York City (Loo et al. 2010) and San Jose (Mathur & Ferrell 2013).. Integration of transport and land use in TOD underscore the serious interest to the mixed land use because it is expected to maintain the traffic flow of passanger. Extensive network and high transit ridership of New York residents supported by the provision of heavy rail system. TOD is implemented within the transit are in which the interaction between modes of transportation is occured, such as bus and ferries.
TOD in the San Jose is served by a complete transit system using light rail line, commuter rail service and Rapid Transit District (BART). Integration of land use and transport is done by exposing both into a cooperative development on the station. The transit system was built by having the 67 of train that operates on the working days and 62 of train on the weekend. The interval time each train is 15 minutes. The stations located at the intersection of two major highways. The application of TOD integration in Scania region, Sweden is carried out by the regional strategy to move the accessibility based on sustainable social facilities and environment (Qviström 2015). The point is the development of the city structure as the engine of growth towards sustainability and efficient, with no appeal of social and environmental.  Table 3. Cross-continent comparison of integration planning of transport and land use with TOD practice In line with Scania, Lisbon, Portugal also apply TOD integration through planning suburban areas and strengthen the outskirts of the city as the main place of transportation interchanges. Transport and land use are the key features of urban development in Lisbon (Vale 2015). Therefore, the application of urban planning in surrounding area of the station is important for the station sustainability.
Perth and Sydney experience of integration TOD is by applying a relation between form, use, transportation, density, urban development and the effect on the behaviour of human as the dominant factor. TOD in Perth started since the opening of the Mandurah railway station in 2007. Integration of TOD in transportation planning rejuvinates the quality of urban planning and social life of the community. The planning emphasize on the creation of a mixed use and density of settlements, other plan emphasize to attract pedestrian, i.e. putting the station on the intersection of the main distributor roads and freeways. The station also serve users of private car and service a bus feeder system along the distributor in suburban areas.
TOD and smart city was implemented in Sydney, Australia. TOD is in adjecent with the smart city movement where the concept of adaptation from beyond and performed by adjusting with the local conditions (Black et al. 2016) Fig. 7. Integration planning of TOD in Sydney. Source (Olaru et al. 2011). . Integration planning of TOD in Sydney put on the land use development that located along the bus way or public transport lanes outside of the city. In addition, planning suburban road by implementing the transit way or a bus rapid route.
Cities in Asia have been an orientation to transit, such as Seoul, Korea and Shenzhen, China. In Seoul, TOD is integrated through the application of compact land use patterns (Sung & Oh 2011).
The planning of the quality and quantity of the TOD services is done through the creation of the features of the urban design and road network in the surroundingarea of the train stop. The city government manage the rapid growth by emphasizing the concentration of areas within a radius of 1 km from the train station. Integration of TOD in China stressed on the development of the area around the station with prioritizing land quota and applying special zone (Li et al. 2013). It connects two adjacent cities to evoke the tourism industry and urban development.

Finding
The concept of TOD ensure the existence of urban transport sustainability by integrating transportation networks to the growth of the city. This objective is manifested through the centralization of activities and developments around transit area. The concentration of activities near transit area will encourage the use of TOD. Therefore, it can gradually reduce car dependence.
Identification of the integration between transport and land usewith TOD in various cities of the world shows the transit area has an affinity towards many commuters. The transit area with a compact and diverse land use, which also completed with pedestrian path access, significantly able to attract larger numbers of commuters and it helps to decrease traffic congestion and environmental pollution.
TOD is an alternative to encourage the attainment of sustainable urban development where the principles of planning and designing adjusted for the purposes of the development level of the strategic urban environment.

Conclusion
Efforts to address problems of congestion and air pollution have been performed by the City Governments globally by implementing transport strategy. One of the above mentioned strategy is transport system plan-based mass transit in the city or regional scale. This planning is supported by structuring space and providing a connecting mode of transportation to facilitate passenger accessibility from origin to their destination. However, the provision of mass public transport alone is not enough to cope with the urban problems such as congestion and pollution. A solution is required, in which the solution musta able to integrate land use and transport. One of the best solution is Transit Oriented Development (TOD).
Based on a review of the previos studies incorporated in this paper, practice and integration of TOD through land use and transportation showed that TOD can be the alternative solution in addressing the problems of developing urban area. The implementation of TOD is able to reduce congestion by facilitating the population preference of public transport compare to private modes of transportation and improved environmental quality. However, of course, it takes a strong commitment and consistency of the stakeholders to be involved in the implementation of TOD in a persistent manner.