a decrease in manufacturing facilities has also been noted in TOD; similar results are likely to be seen in other U.S. cities. The value of condominiums in San Diego generally increases with decreasing distance from light rail transit stations, increasing walkability of neighborhoods, and increasing available services. This points to TOD as a preferable style of neighborhood to people, showing that market-driven creation of TOD neighborhoods may be possible in U.S. metropolitan areas. Resident expenses in TOD have been shown to be lower in well developed areas in spite of the generally higher rental costs due to lower energy use and travel costs, in Los Angeles the savings are around $3100 per year for one household. Receptions One criticism of transit-oriented development is that it has the potential to spur gentrification in low-income areas. In some cases, TOD can raise the housing costs of formerly affordable neighborhoods, pushing low- and moderate-income residents farther away from jobs and transit. When this happens, TOD projects can disrupt low-income neighborhoods. This can be very concerning due to the fact that lower income people tend to use (and need) transit more than higher income people. When executed with equity in mind, however, TOD has the potential to benefit low- and moderate-income (LMI) communities: it can link workers to employment centers, create construction and maintenance jobs, and has the potential to encourage investment in areas that have suffered neglect and economic depression. Moreover, it is well recognized that neighborhood development restrictions, while potentially in the immediate neighborhood's best interest, contribute to regional undersupply of housing and drive up the cost of housing in general across a region. TOD reduces the overall cost of housing in a region by contributing to the housing supply, and therefore generally improves equity in the housing market. TOD also reduces transportation costs, which can have a greater impact on LMI households since they spend a larger share of their income on transportation relative to higher-income households. This frees up household income that can be used on food, education, or other necessary expenses. Low-income people are also less likely to own personal vehicles and therefore more likely to depend exclusively on public transportation to get to and from work, making reliable access to transit a necessity for their economic success. History TOD began in 1993 with the publication of Peter Calthorpe's book The Next American Metropolis. Calthorpe and his colleagues based