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Hindawi Journal of Advanced Transportation Volume 2018, Article ID 6701484, 10 pages https://doi.org/10.1155/2018/6701484 Research Article Efficiency Assessment of Transit-Oriented Development by Data Envelopment Analysis: Case Study on the Den-en Toshi Line in Japan Jing Guo ,1 Fumihiko Nakamura ,2 Qiang Li ,3 and Yuan Zhou4 1 Graduate School of Environmental Studies, Nagoya University, D2-1Furo-cho, Chikusa-ku, Nagoya 464-8603, Japan 2Institute of Urban Innovation, Yokohama National University, 79-5 Tokiwadai, Hodogaya, Yokohama 240-8501, Japan 3College of Resources Science and Technology, Beijing Normal University, 19 Xinjiekouwai Street, Beijing 100875, China 4Department of Geographical Sciences, University of Maryland-College Park, College Park, MD 20742, USA Correspondence should be addressed to Qiang Li; [email protected] Received 20 November 2017; Revised 28 March 2018; Accepted 15 April 2018; Published 15 May 2018 Academic Editor: Taku Fujiyama Copyright © 2018 Jing Guo et al. Tis is an open access article distributed under the Creative Commons Attribution License, which permits unrestricted use, distribution, and reproduction in any medium, provided the original work is properly cited. Transit-Oriented Development (TOD) is an urban planning approach that encourages a modal shif from private to public transportation. Tis shif can generate additional benefts from a sustainability perspective. Tis study aims to assess the efciency of TOD by applying the data envelopment analysis (DEA) method. Te ridership of public transportation is considered as the direct output characteristic of TOD efciency, and nine indicators of ridership are selected as inputs on the basis of the core concepts of TOD. Tese concepts include density, diversity, and design (3Ds). Te Tokyu Den-en Toshi Line in Japan is presented as a typical case of TOD because this line includes TOD and non-TOD stations. Assessing and comparing the results of all railway stations reveal that almost all indicator values of non-TOD stations are higher than those of TOD stations. Te results suggest that TOD planning and programs are inefcient in terms of ridership generation. Tis implication, however, may be attributed to the inadequacy of the selected indicators for TOD assessment. Te results obtained afer adding operation year as input indicators and removing transfer station show that TOD stations perform efciently and in accordance with expectations. Tis response indicates that the inclusion of infuential factors is necessary for equitable TOD assessment. Terefore, other infuential factors must be considered when evaluating the efciency of TOD-based stations with diferent inherent attributes. In addition, the design input with the largest impact on all inefcient units was identifed, suggesting that management of bus service and railway system should be well enhanced. 1. Introduction TOD aims to encourage the use of public transportation [4] by increasing population density and mixed land use Transportation infrastructure is one of the most important in areas surrounding transportation hubs and by promoting components of urban development. Te efcient develop- connectivity between stations and trip origins/destinations. ment and implementation of a transportation infrastructure Although the formal term of TOD was not introduced plan are necessary to solve trafc congestion, greenhouse until 1993 [5], its underlying principle has been applied gas emissions, and other environmental consequences that and implemented as a solution to urban growth challenges accompany rapid urbanization and motorization [1]. From since the late 19th and early 20th centuries, mainly in the the perspective of sustainable and integrated urban devel- United States and Europe [6]. Later, in 1997, the density, opment, the imbalance between land use and transportation diversity, and design (3D) framework of TOD was proposed systems is the most critical factor that afects the efciency and explained [7]. In several American cities, the 3D-based of transportation infrastructure. Transit-Oriented Develop- TOD plan has increased the ridership and modal shares ment (TOD) strategy has been proposed as an efcient of public transport and has decreased vehicle mileage by approach to solve this imbalance [2, 3]. 3%–5% [8, 9]. Accordingly, the TOD concept has been 2 Journal of Advanced Transportation appliedwithanemphasisonthe3Dframeworkinurban providing new empirical additions. Te various defnitions and transport planning worldwide. However, its efciency in for TOD generally state that TOD should promote compact practical applications may sometimes not meet expectations and highly mixed-use development around transit hubs and [10]. Te low utilization of public transport cannot achieve should include accessible and walkable neighborhoods [18, the sustainable cycle of land–people–transport [11]. In other 19]. words, whether or not the TOD strategy can play its due Existing studies have demonstrated that TOD provides roleinurbanplanningandmanagementisinconclusive. numerous advantages, such as facilitating polycentric cities Terefore, evaluating the efciency of TOD is a necessary and regions, mitigating urban sprawl, boosting public trans- challenge faced by urban administrators and policy makers port ridership, increasing bike usage and walkability, accom- who aim to successfully implement, enhance, and improve modating economic growth, and creating sustainable neigh- TOD. borhoods [6]. Te most important function of TOD is to To respond to such a demand, this study selects the reduce trafc congestion and increase public transit use in appropriate indicators that refect the 3D concept of TOD areas experiencing accelerated urban development [25, 27, in practice. Tis study assesses the efciency of a railway 28]. TOD has attracted increasing attention as a solution to system that was developed on the basis of the 3D framework the challenges of urban growth given its widely recognized of TOD. Furthermore, it provides advice to improve the benefts. TOD implementation, however, is not always suc- factorsthatmostsignifcantlyinfuencetheefciencyof cessful. Tus, several studies have evaluated the efciency of TOD. In this study, data envelopment analysis (DEA), which TOD (e.g., [9, 21]). Most existing research applied single and was frst proposed by Charnes et al. in 1978, is applied several indicators to measure the outcomes or benefts that [12, 13]. Since its introduction, DEA has been widely used TOD provides in terms of travel behavior, economics, and to measure the relative efciency of various organizations, environment [28, 29]. Ridership is one of most representative referred to as decision-making units (DMU), with multiple indicators of TOD outcome [25]. Renne and Wells monitored inputs and outputs [14–17]. DEA can identify the input thesuccessofTODthroughasurveythatincludedand with the largest impact on an inefcient unit. Such input summarized the various indicators of the infuences and can provide guidelines to policy makers. One line of the themostusefulindicatorsofTOD[3].However,thisstudy Japanese railway system is presented as a case study. In Japan, quantifed TOD in the form of a single indicator and provided theintegrationofthetransportsystemandlandusehas a limited explanation for the ridership efciency of TOD. been practiced since the 1910s. Tis practice is consistent In addition, it lost meaningful information for the aspects with the concept of TOD. Afer more than a century, the that contribute to the success or failure of TOD. Te multi- country has recognized advancements in railway operation indicator evaluation method involves weight setting for each and management. Te efciency evaluation of TOD cases in indicator. However, weight setting in existing studies is ofen Japan can provide essential guidance or experiences for future empirical or less objective and could provide biased results. transport and urban planning in other countries, especially in In the past decade, DEA has been widely used to measure developing countries experiencing rapid urbanization. the efciency of diferent models of transportation system operations or management [30]. Te most signifcant advan- 2. Literature Review tage of DEA over traditional weight-based methods is that DEA does not require weight parameters to measure ef- Te integration of transportation and land use dates back to ciency. Researchers have employed DEA to address two main the post-World War II era, when planners in Europe, most research topics. One topic is the analysis and comparison of notablyinStockholm[18]andCopenhagen[19],ledsubur- the efciency of frms, networks, or nations in the feld of ban development into satellite areas along transit corridors. economics and management science [31–33]. Only a small Since the 1990s, a series of new concepts and approaches, such part of related works has focused on the evaluation of the as the Smart Growth concept [20, 21] and New Urbanism operational performance and management of railways [30]. approach [22], for the integration of transportation and land Te other topic is the selection of the optimal solution for usehaveemergedtocombatuncontrolledurbansprawl[6]. actual operations in vehicle dispatching and route planning TOD is also gaining popularity as an approach to promote [34, 35]. Up to now, DEA has not been applied in the smart growth and sustainable development in the metropoli- assessment of transportation strategy, at least in terms of tan areas of many developed and developing countries [23– TOD.

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