# Rosa Parks railway station area in Paris as an Equitable Transit-oriented development

Ndèye Aïta Cissé, John Renne, Alain L'Hostis

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Ndèye Aïta Cissé, John Renne, Alain L'Hostis. Rosa Parks railway station area in Paris as an Equitable Transit-oriented development. Cities, 2026, Sustainable Transit-Oriented Development: New Perspectives and Advances, 170, pp.37. 10.1016/j.cities.2025.106662. hal-05371784

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# Rosa Parks railway station area in Paris as an Equitable Transit-Oriented Development

Ndèye Aïta Cissé¹, John L. Renne², and Alain L'Hostis¹*

¹Univ Gustave Eiffel, Ecole des Ponts, LVMT, F-77454 Marne-la-Vallée, France

²Tulane University, USA

*Corresponding Author: alain.lhostis@univ-eiffel.fr

## Abstract

The surrounding area of the Rosa Parks railway station, located in the administrative district of Pont de Flandres in the 19th borough of Paris, has witnessed significant growth, transitioning from brownfields to vibrant, mixed-use neighbourhoods. This development includes transforming the Calberson warehouses along Boulevard McDonald, considered as Paris's largest building (615 meters long), into new housing, retail offices, and community facilities. These urban developments have created multiple dynamics in a district with a high proportion of social housing and where the average salary is the lowest in Paris. These evolutions include improving the district's connectivity with a range of public transport services (suburban train, buses and
lightrail) and the development of active modes. Furthermore, the land-
use mix tends to bring daily services closer to residents. The paper
explores three critical aspects of the Rosa Parks area's development.

Firstly we captured the inhabitants' proximity experience through
Transit- oriented development and a 15-min City approaches: in this case
study, the focus is brought to the low income in order to specify their
local mobility experience as an indicator of an Equitable TOD
experience.

Secondly, we investigate the district's embracement of Equitable TOD
principles: this is studied through the percentage of social housing in the
area, the reviewing of policy tools to tackle potential gentrification and
the inhabitants' commitment in the urban development of Rosa Parks
area. Thirdly, we expose the lessons learned from applying these
principles as a framework for social justice and environmental
resilience in urban planning: as part of the study, we present a critical
review of the Rosa Parks neighborhood as an equitable TOD and provide
further recommendations.

Highlights

* Rosa Parks railway station area illustrates the case of an equitable-TOD experience

* Assessing equitable housing policies requires a thorough examination of social housing programs

* A substantial percentage (44% vs 25% in the rest of Paris) of permanent affordable housing

* Current commercial supply is perceived as inadequate by many residents (focus group insight)

* Revenue and cultural preferences influence the perceived liveability of the neighborhood
**Introduction**

Rosa Parks was a pivotal figure in the American Civil Rights Movement, best known for her 1955 act of defiance in Montgomery, Alabama, when she refused to give up her bus seat to a white man. Her arrest sparked the Montgomery Bus Boycott, a protest led by Dr. Martin Luther King Jr. that ultimately led to the desegregation of public buses. Parks' bravery symbolized the struggle for racial justice, earning her the title "Mother of the Civil Rights Movement." The City of Paris named a transport project (light rail and suburban train station) and an urban development programme after Rosa Parks. More than to honor her legacy as a champion of human rights, equality and resistance against oppression, this decision is part of a gender mainstreaming movement launched during the term of former Paris Mayor Bertrand Delanoé (Blanchard, 2017). This crystallizes an understanding of the urban evolution articulated to the railway station project inaugurated in 2015.

<figure><img src="image_2.png" /><figcaption>Figure 1: Location of Rosa Parks neighbourhood, in the North-East of Paris municipality</figcaption></figure>

In geographical terms, the Rosa Parks neighborhood stretches along the Boulevard des Maréchaux in the 19th borough (*Arrondissement*) of Paris between the Saint-Denis Canal and avenue Porte d'Aubervilliers. Our study takes into account the 10 minute walking catchment (Bertolini and Spit 1998; L'Hostis 2016) from Rosa Parks' railway station to assess the TOD experience of the area. In this study, we focus on two hotspots
to assess the equitable TOD experience within the 10 minutes catchment around the Rosa Parks railway station:

* the Rosa Parks neighbourhood: The neighbourhood is centered around Rosa Parks station (RER E), which opened in 2015 and resulted in the area being promoted as a location for a modern urban development. The station is a pivotal multimodal hub, connecting numerous neighbourhoods and providing convenient access to transport links. The neighbourhood undergoes rapid change, with a mixed-use highlighted by the arrival of new businesses, housing and public facilities. In the area, the urban planning is more diverse, with a mix of small buildings and modern mid-rise constructions. The mean of storeys observed is between 4 and 8 storeys. The neighborhood nests a population of young workers but faces some security matters due to the presence of drug users.

<figure><img src="image_3.png" /><figcaption>Figure 2: The areas composing the 10 minutes walking catchment around Rosa Parks railway station - CCBY A.Cisse, 2024</figcaption></figure>

* Cité Michelet: Built in the late 1960s, Cité Michelet is one of the largest social housing complexes in Paris. It comprises 1,791 housing units spread across 16 18-storey towers and one 8-storey block. The estate is often considered a symbol of large-scale Parisian housing, facing significant social challenges such as high unemployment and a high proportion of single-parent families. Renovation work was carried out between 2010 and 2014 to improve the energy performance and appearance of the buildings. The estate is occasionally referenced in reports on sensitive neighbourhoods in the 19th arrondissement due to issues of security and social diversity.

Transit-oriented development (TOD) around railway stations, includes in
its core principle, creation of high-quality public spaces, dense housing,
offices, retail and other amenities. However, unintended consequences
are often gentrification and displacement (Padeiro et al. 2019; Rayle
2015). To address these concerns, the concept of equitable TOD is an
inclusive approach to urban planning that integrates access to public
transportation with affordable housing, economic opportunities, and
sustainable design, to foster diverse and livable communities (Thomas
and Bertolini 2020; Zuk and Carlton 2015).

By building affordable housing and community services near transit
hubs, equitable TOD ensures that low- and moderate-income residents
can enjoy reduced commute times and transportation costs while
minimizing the risk of displacement as neighborhood property values
increase. These developments bring essential services, job
opportunities, and amenities next to residents. This approach enhances
quality of life, reduces car dependency, and promotes environmentally
sustainable transport choices, such as using public transport, walking,
and bicycling. Recent research has quantified transport and built
environment indicators to evaluate equitable TOD effectiveness through
models like the Node-Place-People (NPP model) (Bertolini and Spit 1998).
This approach goes beyond traditional measures by incorporating social
vulnerability indicators – such as income levels, minority status, and car
ownership rates — to identify areas where TOD projects might
inadvertently induce gentrification and displacement (Zhao et al. 2024).

A central feature of equitable TOD is community involvement, engaging local residents in planning processes to create spaces that reflect their needs and cultural identities. By bridging access to transportation, jobs, housing, and community resources, Equitable TODs ultimately seek to improve social equity, giving underserved communities greater mobility, economic stability, and resilience. This strategy creates inclusive, economically diverse and environmentally sound neighborhoods, contributing to the larger goal of social equity in urban development.

While many TODs have been criticized for being associated with
gentrification, this case study highlights a commitment to accessibility
and inclusivity, reinforcing the importance of public transit as a driver
of social equity. By integrating mixed-use development, affordable
housing, pedestrian-friendly infrastructure, and public spaces, this
station serves as more than just a transit hub: it is a vibrant TOD that
connects residents to jobs, amenities, and essential services while
providing affordable housing. This model supports economic resilience
and encourages environmentally sustainable urban living while prioritizing the well-being and inclusion of all members of the community. Drawing these assumptions from initial observations of the area, this paper puts forward a series of propositions that seek to enhance the equitable TOD experience of the surroundings of the Rosa Parks railway station by highlighting areas for improvement. First, the paper presents a literature review that introduces concepts that will structure the analysis of our case study. Then, we present our methodology, which answers, at first, research questions about equitable TOD experience from the perspective of low-income residents' perceptions of Rosa Parks neighborhood proximity experiences. Next, we evaluated Rosa Parks's station surroundings TOD experience by analyzing points of interest, density, and the area's urban design. Finally, we study the equitable TOD experience of the surroundings of Rosa Parks railway station through the distribution of social housing and how it can influence gentrification in the future.

## Literature Review

This section begins by examining the challenges of gentrification associated with TOD and provides a review of the literature on the definitions and principles of equitable TOD. Then, it explores frameworks for assessing equity in TOD, such as the Node-Place model, and concludes by discussing policies and strategies aimed at promoting equity in TODs. For this part, we give an insight on the regulatory tools used in Rosa Parks urban development and dwellers' commitment in urban planning.

## Challenges of Gentrification in TODs

Although TOD has emerged as a popular urban planning strategy, it often raises concerns about gentrification and displacement in low-income communities (Lung-Amam et al. 2019; Padeiro et al. 2019). Gentrification is a process of neighborhood changes that includes economic and demographic shifts in historically disinvested neighborhoods (What Are Gentrification and Displacement – Urban Displacement 2024). Studies have found evidence of transit-induced gentrification near light rail stations, with demographic changes and economic indicators suggesting displacement of low-income and minority populations (Chava and J. L. Renne 2022). However, the relationship between TOD and gentrification is complex, with local dynamics and policies playing significant roles (Padeiro et al. 2019). Challenges in implementing equitable TOD include regulatory issues, planning and design concerns, institutional barriers, and funding
limitations (Rosalin et al. 2019). To mitigate gentrification, researchers recommend inclusive TOD strategies (Chava, Newman, et al. 2019) and affordable housing policies targeted at new dwellings in TODs (Dawkins and Moeckel 2016). Community-based advocacy and organizing have also shown promise in promoting more equitable TOD processes and outcomes (Lung-Amam et al. 2019).

## Definition and Principles of Equitable TOD

Equitable TOD emphasizes the creation of accessible, inclusive and sustainable communities around transit hubs, designed to benefit residents of diverse socioeconomic backgrounds without affecting vulnerable populations (Dawkins and Moeckel 2016; Rayle 2015). Equitable TOD seeks to address issues of transit-induced gentrification, neglect of disadvantaged groups, and poor stakeholder representation (Yip et al. 2024). Core principles include affordable housing, ensuring that low-and moderate-income residents have access to affordable living options near transit to reduce commute times and transportation costs (Padeiro et al. 2019; Pollack et al. 2014).

Another principle is community involvement, which integrates residents' voices in planning processes, fostering a sense of ownership and preventing development that caters only to higher-income groups (Lung-Amam et al. 2019). Equitable TOD also focuses on job accessibility by positioning employment centers and local services within reach, minimizing the need for personal vehicles and promoting environmentally sustainable choices (Cytron 2010). These developments utilize mixed land uses to create vibrant neighborhoods where residential, commercial, and civic spaces coexist, improving quality of life and reducing car dependency (Brooks 2010; Zhang 2009).

## Frameworks and Models for Evaluating TODs

The node-place model has been widely used to evaluate TOD performance, but recent studies have proposed extensions to enhance its effectiveness. These include incorporating demand factors (Liao and Scheuer 2022), system support (Ma et al. 2022), and urban vibrancy (Ouyang et al. 2022). Spatial quality indicators have also been integrated to assess large TODs (Miao 2023). Some researchers have focused on specific aspects, such as compactness and urban structure interactions (Guo et al. 2022), or the importance of place-based factors (Duckworth-Smith and Babb 2015). Others have expanded the model to include ecological considerations (Yang et al. 2024) or network centrality (Dou et
al. 2021). These extended models aim to provide more comprehensive evaluations of TOD performance, considering factors beyond the traditional node and place dimensions, and have been applied in various urban contexts to inform planning policies and decision-making processes. In the node place model (NPM) of Hauts-de-France region several indicators related to accessibility were added (Moinse et al. 2024). The study questioned the influence of urban development in the increase of rail stations ridership. The model bridges a gap in the literature in NPM which had the particularity to overlook accessibility related indicators as walkability, bikeability and the issue of last miles in daily journeys. The inclusion of these factors, added to the quality of rail service and the level of urban development in this study suggested a complete scheme of the dynamics influencing the increase or the decrease of ridership the regional rail stations. In the Node place Ecology model made for the Tokyo Metropolitan area, Yang et al. (2024) highlighted the importance to include ecological considerations in the urban development strategies. As additional indicators, they used walkscore and sustainable energy technology data to classify the different station in the metropolitan area. The findings emphasized a less focused developmental strategy in peripheral areas than in central areas. At this effect, the authors recommended to planners a more robust developmental strategy in the peripheral areas to ensure equitable, sustainable and adaptive planning strategies. To address equity specifically, recent adaptations to the node-place model, such as the Node-Place-People (NPP) model, incorporate social vulnerability metrics into TOD analysis. The NPP model adds a “People” dimension, capturing the social and demographic factors that influence equity outcomes, such as income levels, car ownership, and minority status (Yip et al. 2024). By identifying high-vulnerability areas, the NPP model allows planners to anticipate potential displacement risks and social inequities, guiding equitable TOD planning (Pollack et al. 2014). Additionally, equity-focused TOD frameworks often include measures for affordable housing access and prioritize community engagement, fostering development that aligns with local residents' needs and reduces the likelihood of gentrification (Lung-Amam et al. 2019).

## Policies and Strategies for Promoting Equity in TOD

Building on these foundational ideas, policies and planning strategies for promoting equity and affordable housing in TODs have increasingly emphasized the role of regulatory measures, financial incentives, and
inclusive engagement processes to create genuinely inclusive
communities around railway stations. Inclusionary zoning is a widely
adopted policy that mandates or incentivizes developers to include a
certain percentage of affordable units in new residential developments
within TOD areas (Soursourian 2010). This approach ensures that lower-
income households can benefit from the improved transit access and
neighbourhood amenities without being priced out by rising property
values (Wan 2023).

Another critical strategy is the implementation of anti-displacement funds, where cities or transit agencies set aside financial resources to assist vulnerable residents facing rent increases or potential eviction due to TOD-driven neighbourhood changes (Serrano et al. 2023). Paired with these funds, tenant protection policies, such as rent control and just-cause eviction ordinances, can further help stabilize communities and prevent involuntary displacement (Lung-Amam et al. 2019). Land trusts and long-term affordability covenants have also been recommended as mechanisms to maintain affordable housing options within TOD zones over extended periods, allowing low- and moderate-income families to secure housing near transit for generations (Clagett 2014).

Equitable TOD planning encourages active community participation in decision-making processes to foster a sense of ownership and inclusion. By involving residents and stakeholders from the outset, planners can address community-specific needs, such as access to essential services and cultural preservation, which are often overlooked in traditional TOD models (Brooks 2010). Community land trusts (CLTs) and partnerships with nonprofit organizations can further support the development and preservation of affordable housing, ensuring that community voices are prioritized in TOD projects (Lung-Amam et al. 2019).

Additionally, financial mechanisms such as Tax Increment Financing (TIF) and Land Value Capture (LVC) can help fund TOD projects and offset the costs associated with maintaining affordable housing near transit. These mechanisms capture a portion of the increased land values resulting from transit investments and reinvest them in affordable housing and infrastructure improvements within TOD areas (Moon et al., 2021). For equitable TOD to be sustainable, it requires not only adequate funding but also policy frameworks that continually reassess and adapt to community needs, addressing issues like accessibility for disabled and elderly residents, and incorporating green spaces and schools to foster liveable, family-friendly environments (Bierbaum and Vincent 2013).
Equitable TOD relies on a combination of policy tools, community engagement, and financial strategies that together create a balanced approach to growth. This model prioritizes affordable housing, anti-displacement measures, and access to social services, helping to ensure that TOD projects uplift rather than marginalize low-income and vulnerable communities (Soursourian, 2010; Wan et al., 2023).

## Focus on Regulatory tools in Rosa Parks area

The organisation of public neighbourhood council meetings<fnref n="1" /> is one of the regulatory tools used in the urban development of the area. In our study, we focused on the minutes of public meetings of the Rosa Parks–Macdonald and Pont de Flandre neighbourhood councils, which provide insight into the period preceding the implementation of the Rosa Parks urban development. The first neighbourhood council meeting in the Rosa Parks neighbourhood took place in May 2015. These meetings were held annually for Rosa Parks area, presenting future neighbourhood developments and discussing urban development ideas proposed by residents through the participatory budgeting process. Initial proposals at the start of the project focused on promoting more inclusive urban design for children, as well as the development of green spaces and sports facilities. The issue of commercial amenities in the neighbourhood was mostly raised at the outset of the project. This issue had also been raised at a public meeting of the Pont de Flandre neighbourhood council a few years earlier, in 2010, which had highlighted the lack of shops in the Macdonald area, now the Rosa Parks neighbourhood. Neighbourhood councils give insights of residents' initiatives. In 2017, for instance, a women's exploratory walk was organised to address the issue of women's safety in public spaces.

Neighbourhood councils are therefore a powerful tool for engaging residents in the development of their neighbourhood. However, it could be argued that the socio-economic profile of residents attending these meetings is rarely detailed in the minutes of neighbourhood council public meetings, and that their contribution to the evolution of urban projects lacks specification. The study of the meetings minutes alone do not allow for any conclusions that the council meetings are mostly

<footnote n="1">¹ The organisation consists of a group with eleven volunteer residents, who attend the neighbourhood council's inaugural meeting. The group is selected randomly and there is no requirement for members to have French nationality. A second group of ten people is appointed by the first group of residents following a call for applications. This second group represents associations, local businesses and social actors of the neighbourhood. Neighbourhood councils are an instrument of participatory democracy, providing spaces for information, proposals and dialogue between elected representatives and residents.</footnote>
informative (Noyer 2008), specifically related to the case of the Rosa
Parks urban project as a genuinely collaborative project of community
engagement (Billen 2019).

As another regulatory tool aimed at promoting an equitable TOD
experience, the urban project around the Rosa Parks station includes a
significant amount of social housing, with different status which
depends on the economic profile of the inhabitants. Social housing,
otherwise referred to as low-rent housing, is defined, in France, as
housing constructed with government funding and subject to specific
construction, management, and allocation rules. In addition, rental fees
are subject to regulation, and individuals' access to housing is contingent
upon income limits set by the government. The tool of social housing
is particularly relevant in the context of Paris experiencing a housing
crisis that significantly hinders the most disadvantaged in accessing
affordable housing. The proportion of social housing in Paris
municipality is 1.2 social houses for 10,000 inhabitants (INSEE 2024) with
the mean rental value determined at 9 euros per square meter (INSEE
2024). In comparison, the mean rental value in the 19th borough of Paris
is 21.6 euros per square meter and 25.7 euros per square meter in the rest
of the municipality.

Social housing management is regulated by the Solidarity and Urban Renewal Act (SRU), voted in 2000, and the National Urban Renewal Programme (PNRU). In the area covered by our study, within a 10 minute walking isochrone around Rosa Parks station, 44% of housing is social housing, as compared to 25% in Paris (Arènes 2023)²². This social housing is divided between housing for people in fragile economic situations - called PLAIs (Integration Assistance Loan) - social housing for modest households called PLUS and intermediate social housing PLSs and PLIs schemes (intermediate and social housing loans) - for middle classes. The distribution of these different types of social housing in the area will be examined to answer the research question aiming to characterize the equitable TOD around the station.

Evaluating TODs with the 15-minute city toolbox

Central Business Districts TOD and exclusively residential TOD set apart,

<footnote n="2">² The SRU law states a minimum of 20% of social housing for municipalities with up to 15,000 inhabitants. The 19th borough of Paris counts a much higher rate of social housing with 45.2% of the dwellings</footnote>
many TOD neighborhoods foster a mix of local scale activities, centered
around the residential function, and agglomeration scale activities
centered on commerce or offices. At TOD corridor scale, the
interrelations of these two scales can be complex (Chorus and Bertolini
2016). In order to capture the local practices and perceptions we used
the evaluation methods from the 15-minute cities literature because it
provides suitable concepts and tools to capture the urban dynamics at
local scale. That gives an insight of proximity experience of local
residence and allows a mapping of services located in the
neighbourhood. After having emphasized the functional and normative
dimensions of the 15-minute city in the initial definitions (Moreno et al.
2021), recently Moreno developed the proximity concept in the urban
design based on inhabitants and users perception through the idea of
"happy proximity" (Moreno 2024). Our approach shares this concern
and seeks to understand inhabitants perceptions and practices in a
vibrant neighbourhood by using the Flower of Proximity method
(Büttner et al. 2022). This research tool developed at TUM (Technical
University of Munich) aims at evaluating accessibility to a set of urban
amenities measured through different modes of mobility. In the
approach to assessing accessibility in the surroundings of Rosa Parks'
railway station, using this method in our research has two objectives:

* To acknowledge the place of the railway station and the transport system in inhabitants' daily trips

* To assess the degree of inclusivity of the area through the proximity experience of the most economically vulnerable

Methodology

In 2019, the median income in the area was 39% lower than in other Parisian districts (APUR 2021). The interdecile ratio, defined as the disparity between the upper and lower income brackets within the specified geographical area, is measured at 4.8.

This finding highlights a marked inequality in the income distribution of
the district. This means that our study area is characterised by a low
median income compared with the average for Paris municipality, while
at the same time fostering a significant gap between the highest and
lowest incomes in the area. In fact, 34% of our study area is covered
by the French government's urban policy programme (QPV). This
scheme covers the poorest urban areas with modest and economically
vulnerable communities.

To gain a deeper understanding of the social diversity present within the area, an analysis was conducted on the distribution of social housing. The present study drew upon social housing data to calculate the distribution of housing dedicated to lower income households (PLAI scheme), and housing designated for modest income earners (PLUS schemes) and middle classes (PLSs and PLIs). This exercise provides an insight into the regulatory tools employed by planners to promote social diversity in the area. This stage of the process questions the equitable TOD experience of the area.

The second part of the methodology is an exploratory approach that focuses on the analysis of low-income residents' local mobility practices and experience. A pilot workshop was organized on the basis of the Flower of Proximity methodology (Baquero Larriva and Lamíquiz 2024). The objective of this workshop is to address a critical aspect of our study, namely experiences of proximity in the perspective of low-income inhabitants. This methodology provides insight into the role of transport modes in the daily trips of the inhabitants who participated in the research process.

The third part of the methodology provides an insight into the TOD experience of the surroundings of Rosa Parks' railway station, through the analysis of population and dwelling density, buildings' height measurement, and the land use mix. The objective of this part of the study is to analyze the relationship between land use and the distribution of points of interest across the groups of activities provided by the Flower of Proximity model. The design of the area was assessed utilizing a measurement of its bikeability and walkability.
Participants at pilot workshop: assessing potential gentrification through the lens of low-income residents

<figure><img src="image_4.png" /><figcaption>Figure 3: Pilot workshop - source photo : A. Cissé</figcaption></figure>

Rosa Parks proximity experience was explored during a workshop organized in 2024 in collaboration with a local organization called 'Territoire Zéro Chômeur Longue Durée'. This non-profit organization works at a small scale with neighborhoods. Its purpose is to provide permanent jobs, tailored to local needs, for the 'long-term' unemployed (for 12 months or more). Inhabitants can apply for a job in the program.

The selection of participants was driven by the objective of acquiring in-depth knowledge of the experience of an equitable TOD in the Rosa Parks district, from the perspective of low income residents. The workshop was meant to give information on participants' use of local commercial establishments. The purpose of the workshop was not to provide a comprehensive representation of the demography of the studied area, but rather to stimulate discussion regarding the eventuality for gentrification. This is of particular relevance in the vicinity of the station, with the presence of a significant number of social housing units. Most participants in the workshop are employed through this program and are active members of Rosa Park's neighbourhood. Through their jobs in the *Emile et Rosa* cafe, a workplace designed as part of the program, participants contribute through their jobs, to improve the social dynamics of their living neighborhood. The workshop gathered eight women between the ages of 36 and 66 and two men aged 57 and
Following the conclusion of the workshop, an open forum was initiated with the objective of facilitating an informal discussion regarding the perception of the area's safety and the perception of commercial activity in the area.

**Assessing proximity with the Flower of Proximity methodology**

The workshop is based on a Flowers of Proximity³² methodology,

In the context of the 'Flowers of proximity' workshop, participants were tasked with identifying the points of interest that they would prefer to have closer. The workshop provided a valuable opportunity for the discussion of accessibility issues.

Each mode of transport had its own 'Flower of Proximity.' We focused on active modes and public transport. Informal discussions during the workshop revealed that 2 out of the 10 participants possessed a car and used this mode in very punctual events for longer trips.

<figure><img src="image_5.png" /><figcaption>Figure 4: Flower of Proximity-by walk</figcaption></figure>

We used time radii of 5, 15 and 30 minutes (Baquero Larriva and

<footnote n="3">³ The 'Flowers' (Gil Solá and Vilhelmson 2019) are divided into six petals, each representing a group of interests: Education (orange), Leisure (yellow), Social (pale purple), Work (blue), Shopping (purple), Health and Administration (Green). The gender and age of the participants were asked. We added the Administrative function because the district's socio-economic configuration suggests a link with public services based on practical experiences in life trajectories</footnote>
Lamíquiz 2024). We considered three modes to explore their perception of accessibility to essential needs: walking, cycling, and public transport. The workshop took place in April 2024 and hosted 10 participants, most of whom live in Rosa Parks neighbourhood.

<figure><img src="image_6.png" /><figcaption>Figure 5: Flower of Proximity-by bike</figcaption></figure>

<figure><img src="image_7.png" /><figcaption>Figure 6: Flower of Proximity-by public transport</figcaption></figure>

## Evaluating TOD and equitable TOD experience around Rosa Parks railway station

The methodology was implemented through an evaluation of the Rosa Parks railway station vicinity utilizing a spatial analytical framework. A 10 minute walking isochrone, equivalent to 800 meters, was employed to assess the land use surrounding the railway station and to evaluate walkability, bikeability, and accessible points of interest. The points of
interest were distributed into service categories defined by the Flowers of Proximity. To evaluate the TOD experience of Rosa Parks, several indicators were measured, including density around the railway station, diversity in land use, and the design of public spaces in terms of walkability and bikability. The proximity of categorized points of interest was the focus of the study, which was conducted within a 10 minute walking isochrone. To comprehend the built environment surrounding the station, an analysis was conducted using code from the Transit Oriented Discoveries GitHub repository (Schneider 2024). This exercise was completed by an insight on the height of the buildings provided by the latest French national building data base published in 2024. We used census data from the municipality of Paris to assess the district's density and the area's walkability. To evaluate the area's walkability, we used as indicators the width of pavements, using as a benchmark, French regulations deeming a pavement is walkable if it is greater than or equal to 1.40 meters.

To assess an equitable TOD experience in the area, we calculated the distribution of social housing according to socio-economic background. This measures the social diversity of the area.

# Results

## A focus on Rosa Parks' built environment

The code we used for this analysis (Schneider 2024) was written for the evaluation of stations in the United States but utilizes data from Open Street Maps. We were able to adapt the code to extract information for the surroundings of Rosa Parks' railway station area in Paris. Table 1 shows the land use allocation in the station area. In an 800 meter isodistance perimeter around the railway station, the largest land use, 43%, is allocated to commercial function, followed by residential uses that accounts for 32%. The code initially did not take into account the height of buildings. We completed the results with the surface data of the households in the INSEE grid data 2022 and give a representation of the heights of the buildings to capture the densification in the area. The low percentage for residential use can be attributed to the fact that the height of the building is not factored into the equation. In order to achieve the aforementioned objective, a three-dimensional representation of the designated area was created (Figure 7). This is done in order to visualize the built environment dedicated to housing and to provide a more comprehensive perspective on the density within a 10
minute radius of the railway station. Moreover, the equation overlooked the multifaceted nature of the building, which was illustrated in a map that provided a comprehensive understanding (Figure 8). In addition, multifamily housing may be actually included in the commercial land use Figure 8. Land dedicated to the railway accounts for 6% of the land area and land dedicated for woodland, parks, recreation, and water account for 12% of the area. Education accounts for 4% and industrial is limited to 2%. The area also includes 908 buildings accounting for 1.2 million square meter of building footprint. This accounts for a building footprint coverage of 60% of the total 10 minute catchment area.

As demonstrated by cross referencing Figures 7 and 8, the tallest buildings in the southern entrance of the railway station are designated for residential use. These developments constitute a component of the urban densification programmes initiated with the renewal of the Cité Michelet. This undertaking has yielded 1,800 residential units, distributed across 16 18-storey towers and an 8-storey building, collectively accommodating nearly 4,500 residents. As demonstrated in Figure 8, the building's mixed-use nature is exemplified by the transformation of the Macdonald warehouses, which now serve a combination of residential, commercial and service uses. As demonstrated in Figure 8, a significant proportion of the built environment dedicated to commercial and service-related facilities is categorized as mix-use (in green). The "industrial" area is composed of a business park including CAP 18, one of the last industrial zones still located in Paris, located to the west of the station, and the Paris hospitals laundry facility, located to the east.

<table><caption>Table 1: Land Use Allocation within the Rosa Parks Station Area</caption><thead><tr><td>Land use</td><td>Surface (square meter)</td><td>Percentage</td></tr></thead><tbody><tr><td>Parking Lot</td><td>26,171</td><td>1%</td></tr><tr><td>Residential Area</td><td>983,011</td><td>32%</td></tr><tr><td>Recreation</td><td>51,632</td><td>2%</td></tr><tr><td>Commercial Area</td><td>1,342,651</td><td>43%</td></tr><tr><td>Industrial Area</td><td>65,712</td><td>2%</td></tr><tr><td>Railway Area</td><td>195,136</td><td>6%</td></tr><tr><td>Woodland</td><td>13,710</td><td>1%</td></tr><tr><td>Park</td><td>196,338</td><td>6%</td></tr><tr><td>Education</td><td>116,597</td><td>4%</td></tr><tr><td>Water</td><td>87,572</td><td>3%</td></tr><tr><td>Total</td><td>3,118,087</td><td>100%</td></tr></tbody></table>
Table 2 shows the number of points of interest (POI) or amenities in a catchment area of 800 m distance around the railway station distributed in the six types of points of interest defined by the Flower of Proximity (Baquero Larriva and Lamíquiz 2024). This calculation is based on the census data of permanent facilities (Base permanente des équipements | Insee 2024).

The most prevalent points of interest categories are "Restaurants", which include fast-food outlets, coffee shops and tea shops, followed by non-food specialized stores (clothing, DIY stores, etc.). This demonstrates the vibrancy of the area, with its design oriented to both workers and shoppers.

<figure><img src="image_8.png" /><figcaption>Figure 7: Height's distribution in the built environment - source: National Buildings Database, 2024 - CCBY A.Cissé</figcaption></figure>

<figure><img src="image_9.png" /><figcaption>Figure 8: Land use mix in a 10 minute walking isochrone around Rosa Parks railway station - data source: National Building Database, 2024 - CCBY A.Cissé</figcaption></figure>
<table><caption>Table 2: Breakdown of POIs inside the 800m catchment area, through Flower of Proximity categories. Source: *Base permanente des équipements* | Insee 2024, processed with QGIS, CCBY A. Cissé</caption><thead><tr><th>Category of POI</th><th>POIs</th><th>Count</th></tr></thead><tbody><tr><td rowspan="4">Education</td><td>University</td><td>3</td></tr><tr><td>High school</td><td>6</td></tr><tr><td>Primary school</td><td>8</td></tr><tr><td>Kindergarten</td><td>14</td></tr><tr><td rowspan="6">Leisure</td><td>Theaters</td><td>1</td></tr><tr><td>Cinema</td><td>2</td></tr><tr><td>Libraries</td><td>2</td></tr><tr><td>Swimming Pool</td><td>2</td></tr><tr><td>Sports facilities</td><td>15</td></tr><tr><td>Restaurant/Fast-food/coffee shops</td><td>260</td></tr><tr><td rowspan="4">Social</td><td>Community garden</td><td>2</td></tr><tr><td>Fruits and vegetable store</td><td>2</td></tr><tr><td>Playgrounds</td><td>11</td></tr><tr><td>Parks and green spaces</td><td>14</td></tr><tr><td rowspan="7">Commerce</td><td>Vets</td><td>2</td></tr><tr><td>Supermarkets</td><td>13</td></tr><tr><td>Bank/ATM</td><td>23</td></tr><tr><td>Bakery</td><td>32</td></tr><tr><td>Hairdresser</td><td>41</td></tr><tr><td>Other (book shop, clothing shop..)</td><td>151</td></tr><tr><td>Police center</td><td>1</td></tr><tr><td rowspan="7">Health/Administration</td><td>Services for elderly</td><td>1</td></tr><tr><td>Public services</td><td>3</td></tr><tr><td>Post Office</td><td>5</td></tr><tr><td>Pharmacy</td><td>13</td></tr><tr><td>Healthcare facilities and services</td><td>18</td></tr><tr><td>Services for disabled</td><td>21</td></tr><tr><td>Services for infants</td><td>85</td></tr></tbody></table>

Figure 9 displays the accumulation of 142 kilometers of bikeable paths in an 800 meter isodistance centered on the Rosa Parks railway station. The assessment of the bikeability of the area was conducted with a focus on safety criteria. In this case study, the safety of bikeable paths is evaluated by the absence of conflict with automobiles. Cycleways, which are defined by their separation from car traffic, are observed to be the most fundamental criteria for perception of safety (Krenn et al. 2015; Schmid-Querg et al. 2021). The bus corridors and bike lanes, depicted in purple, were identified as potentially safe cycle paths. It is visible in Figure 9 that bike-friendly bus corridors do not encompass the entire zone, thereby a significant proportion of bikeable paths may be
deemed unsafe. Our measurements indicate that safe and bikeable
paths, incorporating pedestrian areas and living streets, constitute 44%
of the designated cyclable zone.

<figure><img src="image_10.png" /><figcaption>Figure 9: Bikeability index in 800 meter isodistance around Rosa Parks' railway station. CCBY A. Cissé</figcaption></figure>

Around Rosa Parks Station, a high-density, walkable neighborhood

We used the grid data (200 meters x 200meters) from INSEE census data to calculate the dwelling units per hectare. Each data grid represents a 40,000 m2 surface. We divided into four dwelling units to have the number of dwellings per 10,000m2, which is 1ha. In this study, we used as a standard minimum residential density threshold in a TOD area with as minimal indices ranging from 30 to 80 dwellings per hectare around tram or bus stations, from 40 to 110 dwellings/ha around commuter train stations, and from 60 to 150 dwellings/ha around metro or LRT stations (Roy-Baillargeon 2017). The isochrone encompasses a small part of the adjacent neighborhood whose inhabitants use facilities from
the Rosa Parks neighborhood. The Figure 10 shows a significant
dwelling's densification with much more residential units in the south
of the railway station.

<figure><img src="image_11.png" /><figcaption>Figure 10: Urban density distribution around Rosa Parks railway station. CCBY A. Cissé</figcaption></figure>

The mix-use is more important in the north of the railway station,
where we can find offices, the community center, schools, shops, and
restaurants.

<figure><img src="image_12.png" /><figcaption>Figure 11: Walkability around Rosa Parks railway station - Source OSM, CCBY A.Cissé</figcaption></figure>
To explore walkability in the district, we considered the sidewalks width using GIS data. In Figure 11, to assess the area walkability, we highlight accessible sidewalks in green. We considered People with Reduced Mobility (PRM) accessibility norms from French regulations determining sidewalk with width higher or equal to 1.40m as PRM friendly. The walkability around railway station is relatively satisfactory except several parts in the area of the station. The data show a correct accessibility on the sidewalk leading to the southern exit of the railway station. The sidewalk parallel to this one is represented less walkable due to its width less than 1.40m and to the presence of urban furniture that diminishes the sidewalk's width, and therefore, its walkability.

# A pilot workshop to understand Rosa Parks neighbourhood's proximity experience

## Pedestrian proximity in Rosa Parks neighborhood

The results about bicycle proximity were not utilized in the present study, as only one single participant out of ten reported owning a bicycle and/or utilising bicycle-sharing services in their daily commutes. The synthesis of the participant's Flower of Proximity (Figure 12) reveals an accessibility by walk of essential services, such as supermarkets, medical centers, schools, and parks, within a 5-15-minute distance. However, most of workshop's participants do not use immediate services accessible at this time-distance. In a question addressed at the end of the workshop, 6 out of 10 perceived a lower-than-expected dynamism of the district's commercial offering by declaring that they shop and buy only a few of their groceries locally because the products do not match their needs. 3 out of 10 participants declared that they don't buy any of their groceries in the district for the same reason. Even if the surroundings of the train station show a diversity of shops, restaurants and activities, the main criticism of the participants is that the commercial offer does not meet their needs related to their cultural background: several participants would rather walk or travel longer to access food stores that match their needs. They do not find suitable retail variety in Rosa Parks neighbourhood.

The participants expressed what services they would rather have closer and we found that their statements depended on their situation. For some participants who have an immigration background or are digitally excluded, the proximity of public services is essential. Due to their medical conditions, some participants expressed the need for closer, specialized health centers.
## The Role of Public Transport in Rosa Parks district

Public transport bring points of interest closer in terms of time distance. We can observe in this second synthesis of the” Flower of Proximity” in Figure 13 edited by some inhabitants filling in the means of transport used: trips related to health services and public services are shortened by the suburban train RER and the light rail to 5, 15, or 30 minutes. Those means of transport are combined with walking.

<figure><img src="image_13.png" /><figcaption>Figure 12: Synthetic version of participants’ flowers of proximity by walking</figcaption></figure>
<figure><img src="image_14.png" /><figcaption>Figure 13: Synthetic version of participants' flowers of proximity by public transport</figcaption></figure>

The workshop's informal discussions shed light on the vital role of the suburban train and the light rail in a district like Rosa Parks and the border areas. These districts have historically been characterised as landlocked territories; therefore, the train's relevance can be considered strategic in terms of transport and infrastructure (Une nouvelle gare ouvre à Paris aujourd'hui - France Bleu 2015). One of the participants illustrated how the arrival of the suburban train (RER E) in 2015 reduced the time spent going to her former job by one quarter.

Buses are a preferential mode of transport for closer destinations and to reach some metro stations and places that the suburban train or the light rail cannot reach. Similar to the light rail, buses are also part of participants intermodality.

## Security and accessibility experience in the Rosa Parks district

In the course of the workshop, the participants engaged in a discussion concerning their perceptions of the district's safety. Furthermore, they
compared their daily commutes at different times of the day. Six out of ten participants reported feelings of insecurity when undertaking their daily commutes during the morning and afternoon. The consensus expressed was that a pervasive sense of insecurity was experienced in public spaces during evening and night-time hours. The reason cited in the informal discourse that ensued during the workshop was the presence of drug users in public spaces. Furthermore, eight out of ten participants cited the absence of social oversight in public spaces as a salient concern. This result was consistent with the outcomes of the exploratory march organized for women in the district by the city in 2017 and documented in the minutes of the public council meetings. Four out of ten respondents expressed concerns regarding pedestrian safety in the district and the apparent disregard, by cars, for speed limits in designated car zones.

## Evaluation of the social mix through the lens of social housing typology and distribution

We analyzed new and refurbished social housing between 2006 and 2017 in the Rosa Parks surrounding area. The selection of years is contingent upon the availability of data. The analysis is carried out within a 10 minute walking isochrone around the Rosa Parks station comprising Cité Michelet and Rosa Parks neighbourhood. Using data from the social housing census, our objective was to study the distribution of the various categories of social housing, thus facilitating an understanding of the dynamics of the social mix determined by public policy. The construction or renovation of 2,504 social housing units, representing 44% of all the dwellings of the studied area, was undertaken between 2006 and 2017. The proportion of social housing is significant, but we need to investigate the precise programs involved in order to understand which social groups were targeted. We observed a more important concentration of PLAIs social housing in Rosa Parks neighbourhood with 152 dwellings. In Cité Michelet, the concentration is less important with 110 dwelling dedicated to PLAIs social housings

In a general analysis encompassing the surroundings of Rosa Parks rail station, in table 3, we measured 21% of social housing in the PLAI program, aimed at people experiencing economic and/or social vulnerability. The PLUS program, which is designed to promote social diversity and dedicated to modest income earners, above the vulnerability threshold, represent a ratio of 38%. The PLS program, with access conditions that were particularly aimed at the middle classes,
represent a higher percentage, with 41% of the social rental stock built during this period. All three programs produce permanently affordable housing that is not subject to market changes.

On table 3 we also report the same measurements made for all Paris municipality, and France. Overall, the data on the distribution of income-based housing programs for the Rosa Parks TOD area show no significant difference from Paris or France. This means that the social housing policy conducted in the Rosa Park area aligns with the orientations observed elsewhere, in the rest of the municipality and at the national level, in terms of target groups. At the regional level, we can't ignore the debates about the enduring local and regional tension surrounding access to affordable housing (Guibard and Le Goix 2024) and the ability to respond to housing demand in Paris. However, the aim of our investigation is not to assess whether the social housing policy is relevant to address local issues, but rather to determine whether, in the context of the Transit-Oriented Development (TOD) at Rosa Parks, public intervention favors gentrification or not. Based on our measurements in table 3, we can state that Rosa Parks TOD project follows the orientations of a typical Parisian or national social housing district, implementing the national National Urban Renewal Programme (PNRU) that determines the French social housing policy. In this sense, Rosa Parks railway station surroundings can be considered as an equitable TOD case.

<table><caption>Table 3: Rosa Parks TOD typology of social housing programs - Author : A. Cissé - Sources : Funded social housing in Paris, 2024
Data Ministère Territoires, Ecologie, Logement, 2024</caption><thead><tr><th></th><th>PLAIs<br>(lower<br>income,<br>vulnerabl<br>e)</th><th>PLUSs<br>(low<br>middle-<br>class<br>income)</th><th>PLSs + PLIs<br>(middle-class<br>income)</th></tr></thead><tbody><tr><th scope="row">Rosa Parks TOD</th><td>21%</td><td>38%</td><td>41%</td></tr><tr><th scope="row">Paris municipality</th><td>27%</td><td>41%</td><td>32%</td></tr><tr><th scope="row">France</th><td>24%</td><td>51%</td><td>24%</td></tr></tbody></table>

## Discussion: Strengths and challenges for the surroundings of Rosa Parks' railway station
An upgradable TOD experience

The analysis of the area surrounding Rosa Parks railway station reveals evidence of transit-oriented development, characterized by substantial
densification and a diverse range of urban functions. Nevertheless, from
an urban design perspective, there is still potential for enhancement of
the TOD experience. The sense of belonging can be improved by a
better adequacy between commerce and the needs of inhabitants
living in the area. In the study, several participants highlighted the
inaccessibility of some commerce due to high prices and the mismatch of
the commercial offer with their life trajectory and habits. Adequacy
between commercial supply and local needs creates a sense of belonging
(Shaw and Hagemans 2015). The introduction of shops and services
unaffordable for lower-income populations can erode their sense of
belonging to a community. The authors emphasize that securing
affordable housing is not enough to guarantee equity. It is important to
think about providing shops and meeting places to strengthen the sense
of belonging. As a result, the compatibility of equity and TOD cannot be
seen only in terms of guaranteeing a ratio of social housing in station
districts, but also to provide an empowering and relatable environment.
The enhancement of the TOD experience in the vicinity of the station
also requires the improvement of the climatic comfort of public spaces.
These spaces are considered heat islands and are subject to noise
pollution due to their proximity to the main regional ring road (APUR
2021). The addition of further evaluation criteria, beyond those already
employed, could have enriched the study. A comprehensive evaluation
of TOD demands the consideration of additional criteria, including,
among others, an analysis of the destinations accessible via the existing
transport network and a cost-benefit analysis of the savings achieved
through the utilization of public transport for routine trips (Cervero and
Kockelman 1997; Ewing and Cervero 2010; J. Renne 2023). The exclusion
of these criteria from the analysis may be viewed as a limitation, in that
it deprives the study of a more detailed knowledge of the TOD
experience in the vicinity of Rosa Parks station. However, the three-
dimensional assessment of the TOD experience offered by this study may
provide the first steps of a reflection on this part of Paris that is still
evolving.

The surroundings of Rosa Parks railway station as an actual
Equitable TOD experience

The distribution of social housing within the 10 minute isochrone
reveals a housing policy that appears to be favourable for an equitable
TOD experience.

However, while French social housing policy aims to improve access to
housing for the most vulnerable households and to combat residential
segregation by promoting social diversity in socio-economically fragile neighborhoods, and building social housing in areas where there is a paucity of such provision, several researches argue that these measures are not fully effective at reducing inequalities (Ramond and Chapelle 2019). This is primarily attributable to the insufficient allocation of social housing to the most economically disadvantaged households, which consequently fails to fully address the inequalities.

In this study, we decided to analyze the inclusiveness of the area through the proximity pattern of the most economically vulnerable people. The comparatively infrequent utilization of the local commercial offer by the participants in our workshop is predominantly attributable to life trajectories and cultural habits, rather than economic factors. The pursuit of equity within the urban context calls for a corresponding diversification of commercial establishments to align with the multifaceted needs and identities of individuals residing within these environments. Interventions in this domain should not overlook the complex role that retail dynamics play regarding acceleration and slowing eventual gentrification (Chabrol et al., 2014).

## A narrative to rebuild: security, sustainability and legacy

Several factors, including security concerns, noise pollution, and a negative public perception of the spaces available for public use hinder the area's TOD experience. A close interweave between walkability and safety is vital to encourage pedestrian activity and place-making that will structure the district's identity and storytelling. The enhancement of placemaking in the Rosa Parks district has the potential to transcend the prevailing negative perception of public spaces in the neighbourhood, as articulated during the workshop. The following initiative has been identified as a key emerging theme within the neighborhood council debriefing meetings (Mairie 19e 2024). It is noteworthy that the issues of perceived insecurity due to the presence of drug users and the deterioration of public spaces are frequently highlighted in minutes of the public council meetings. The north-east of Paris has a long history of dismantling and relocation of drug users, which began in the 1980s (Costa and Wawrzyniak 2024).
<figure><img src="image_15.png" /><figcaption>Figure 14: View on Rosa Parks railway station with Cité michelet in the background - Authors: A.Cissé and D.Moinse, 2024</figcaption></figure>
<figure><img src="image_16.png" /><figcaption>Figure 15: View on Rosa Parks neighbourhood, Macdonald building - Authors: A.Cisse and D.Moinse, 2024</figcaption></figure>

The area constitutes a recent addition to the outskirts of Paris. It is imperative to ensure that inhabitants are able to engage with the local community. The primary issue is determining the most effective methods to ensure that this narrative is both inclusive and equitable. It would be interesting to see how the district's regional influence develops in the next few years, with the arrival of the T8 light rail planned for 2030 and the extension of the RER E linking Central business districts like La Défense. The study raises several questions. The planned intensification of the node function will increase the land value. What will be the effect of this trend on housing affordability? The
district will benefit from the legacy of the Paris 2024 Olympics with the opening of Adidas Arena Sports Complex (Charreire et al. 2023) in February 2024, which is also meant to be a strong cultural pole with the hosting of cultural events. How will this legacy affect Rosa Park's railway station influence on the Ile-de-France region?

Conclusion

A successful implementation of TOD is contingent upon collaboration between multiple actors and a comprehensive approach that takes into consideration both process and outcome justice (Brooks 2010; Yip et al. 2024). Rating systems and analytical frameworks, such as the Node-Place model and other equity-focused tools, can help evaluate and guide the development of effective and equitable TOD (Pollack et al. 2014; Yip et al. 2024). These principles and frameworks aim to balance transit accessibility with social equity, fostering communities that support economic and social mobility for all residents.

The surroundings of the Rosa Parks railway station offers an illustration of an enhanced TOD experience, underscoring the necessity for a more robust environmental adaptation strategy. Indeed the area is a heat island and faces many challenges, including a commercial supply not adapted to a large part of the residents, that erode its narrative. Despite these limitations, this case study provides an example of an equitable TOD experience, characterized by a substantial ratio – 44% – of permanent affordable housing, not subject to market change. The situation may evolve in the future with a likely increase in the value of the land due to the significant planned development of the transit system. Furthermore, the legacy of the Paris Olympics Games is to increase the influence of Rosa Parks railway station. The aforementioned factors have given rise to concerns regarding the possibility of gentrification in the future. It is therefore incumbent upon the urban authorities to address this risk by leveraging regulatory tools to maintain affordable housing and strive for a more significant role given to commerce as impactful drivers of the area's storytelling.

It is acknowledged that the results of this study may be viewed by certain critics as being somewhat lacking in statistical significance, a conclusion that can be attributed to the relatively modest sample size of the study population. Nevertheless, the impetus for this study stems from an exploratory approach to investigating the nature of this novel urban development, which is presented as a symbol of connectivity and of the experience of proximity.
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