6 tools for tod

7/27/2019 6 Tools for TOD

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Transit Oriented Development (TOD) refers to residential and Commercial Centers designed

to maximize access by Transit and Nonmotorized transportation, and with other features

to Encourage Transit Ridership. A typical TOD has a rail or bus station at its center,

surrounded by relatively high-density development, with progressively lower-densityspreading outwards one-quarter to one-half mile, which represents pedestrian scale

distances. (Morris, 1996; Renne, 2009):



Transit riders start and end their trips as pedestrians.

Whether riders arrive on foot or via bus, privatevehicle or even bicycle, every transit trip has a

walking component. Creating a pedestrian

environment is paramount in planning for a

successful station area.

TOD should occur in a distance equivalent to roughly

a 5 minute walk, or 400 to 600 metres. At these radii

around a station, there is potential for 125 to 250acres of land for transit oriented development.



GET THE LAND

USE RIGHT

PROMOTEDENSITY

CREATE

CONVENIENTPEDESTRIAN

CONNECTIONS

ENSURE GOOD

URBAN DESIGN

CREATE COMPACT

DEVELOPMENTPATTERNS

MANAGEPARKING

MAKE EACH

STATION A

"PLACE"

TRANSIT ORIENTED DESIGN PRINCIPLES



Get the Land Uses Right

More emphasis on Transit supportive uses which are high pedestrian generators that

directly promote greater transit ridership. It also promotes multi-purpose trips that can bemade as a pedestrian.

Multi-dwelling residential Health Clubs

Affordable housing Personal services

Small lot single-family Retail shopsOffices Restaurants

Hotels Grocery Stores

Health care facilities Coffee shops

Medical clinics Local pubs

High schools and colleges Outdoor cafes

Day care facilities Financial institutionsCultural institutions Dry cleaners

Athletic/recreational facilities Entertainment facilities

Neighbourhood oriented businesses



Get the Land Uses Right

Discourage non-transit supportive uses as they consume large areas of land, or createbleak or unsafe environments for pedestrians and generate little or no ridership.

Automotive sales & display

Automotive services & repair

Car washes

Large format/warehouse retailLarge format food stores

Warehouse distribution

Outdoor storage

Regional parks

Funeral homes

Parking lotsLow density single-family housing

Encourage a mix of uses

A mix of residential, office and supporting services in station areas can generate transit trips

throughout the day. It provides opportunities for people to live closer to their jobs.



Promote Density

Development densities “as great as possible”

near the station to optimize transit riderconvenience. This includes high-density

housing and offices.

Housing forms include townhouse, walk-up

apartment and high-rise buildings. Minimum

employment densities are established in

station areas to create a destination which

generates transit trips.

Intensity of development can taper off away

from the station, to create an appropriate

transition and interface with the surrounding

community.



Create Convenient Pedestrian Connection

Walking distances are short

Pedestrian routes between the station and keydestinations should be short and direct and

preferably within 400 to 600 meter radius of the

station.

Access is direct

Sidewalks should connect directly to the

entrances of the station and buildings. Bus

stops are located as close as possible to

building entrances. Walking distances from the

station to the nearest bus stop should be

shorter than the distance to the nearest

parking space.

Direct and visible walkway link

Clearly marked crosswalks identify space

for the pedestrian.

All season design

Where possible, pedestrian connections and transit

waiting areas provide weather protection in the

form of awnings, building projections and

colonnades. Ample enclosed shelters make waiting

for transit more comfortable.



Pedestrian and multi-modal connectivity

Focus on moving people not cars

• High degree of pedestrian accessibility - Provide a

minimum of 50 intersections per square KM

around station. Limit average block length to 150

meters.

• World -class pedestrian infrastructure- All streets

within 400 m of a public transport stop should

have high quality footpaths at least 3 M wide

with shade giving trees planted every 12 meters.

• Prioritize Bicycle

• Integrate para transit services and Prioritizehuman powered vehicles like “Cycle Rickshaws”

• Prioritize feeder bus services over parking for

private vehicles.



People are at street level

Pathway with minimal stairs and grade

changes.

Create high quality streets with Separate

vehicular and pedestrian functions

A pedestrian-friendly street is visually

interesting and makes walking enjoyable.

Trees, landscaping, wide, separatesidewalks and on-street parking protect

people from vehicle traffic and create a

pleasant pedestrian zone. Benches provide

places for people to rest and relax.

Make the most of architectureArticulated building facades incorporate

attractive windows and varied

architectural elements, and are built to the

sidewalk.

ENSURE GOOD URBAN DESIGN



Create Compact Development Patterns

Cluster buildings

Buildings that are grouped together,or clustered, offer a “one-stop”

opportunity to conveniently access a

variety of destinations on foot.

Clustered buildings can frame distinct

character areas and create an easily

navigable walking environment.

Frequent, interconnected streets increase the

efficiency of transit circulation and offer morechoices for pedestrians. Blocks of 100 to 150m

in length keep walking distances short and

provide alternative route options. A grid

based street pattern offers multiple accesses

to the station and forms the overall

development framework for long term transit

supportive uses.



Create Compact Development Patterns

Leave room to grow

Buildings can be thoughtfully sited on a property to accommodate future intensification.Placing buildings to one side of a parcel, instead of in the centre, leaves sufficient land

that can be developed later. This will allow an initially low density area around an LRT

station to intensify over time.



Manage Parking

Locate parking to the rear and sides of

buildings

Parking lots are located at the periphery of

the station area and to the rear or sides of

buildings. This keeps the station and

building entrances oriented to the sidewalk

and to pedestrian users.

Phased parking from surface lots to

structures

Structured parking consumes less land than

surface parking and allows maximum

development.

Bicycle parking

Bicycles can extend the local commuting

range beyond the typical 600 m. Ample,

convenient and secured bicycle storage

locations should be provided at each

station, close to the entrance of the transitstation.

Parking areas can be located behind buildings



Encourage shared parking as it saves spaces. For example an office complex can efficiently

share parking facilities with restaurants or theatres, since offices require maximum parking

during weekdays, while restaurants and theatres require maximum parking in the eveningsand weekends. As a result, it is estimated that the total amount of parking can be reduced

40-60 percent.

Source : Case Studies for Transit Oriented Development, Prepared by:, Reconnecting America,

March 2009



Make Each Station a “Place”

Make buildings landmarks

Landmarks create notable places and aid in

local wayfinding. LRT stations and other

significant buildings with distinctive design

elements can make the area attractive and

memorable.

Sightlines and views

Sight lines can be terminated by important

features such as the station, a community

building, monument or public art.

Orient buildings to the streetBuildings that are adjacent to and overlook

public areas create a visually interesting and

safer pedestrian environment. Buildings

oriented towards the street edge can enclose

important vistas and shape the public realm.



EDRG (2007) used quantitative analysis to

estimate that the current Chicago region

transit plan provides an estimated 21%

annual return on investments, an enhanced

plan provides a 34% return, and adopting

Transit-Oriented Development, as proposed in

the region’s official comprehensive plan,

would increase the return to 61%.

Research suggests that transit use also

promotes physical activity, since most transit

trips involve walking or cycling links. Analysis

of U.S. travel survey data indicates that 16%of all recorded walking trips were part of

transit trips, and these tend to be longer

than average walking trips (Weinstein and

Schimek, 2005).



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6 tools for tod

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