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Transit Oriented Development

This document discusses Transit Oriented Development (TOD) and compares it to Transit Adjacent Development (TAD). TOD promotes increased transit ridership through land use planning that concentrates mixed-use and high-density development within walkable distances of transit stations, while TAD only focuses on developing near transit without promoting its use. Key principles of TOD include walkability, mixed uses, density, and compact design to maximize connectivity and transit access. Benefits are reduced congestion, improved mobility and health, and incentive for sustainable compact development.

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Murwah Javaid
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29 views2 pages

Transit Oriented Development

This document discusses Transit Oriented Development (TOD) and compares it to Transit Adjacent Development (TAD). TOD promotes increased transit ridership through land use planning that concentrates mixed-use and high-density development within walkable distances of transit stations, while TAD only focuses on developing near transit without promoting its use. Key principles of TOD include walkability, mixed uses, density, and compact design to maximize connectivity and transit access. Benefits are reduced congestion, improved mobility and health, and incentive for sustainable compact development.

Uploaded by

Murwah Javaid
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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Download as DOCX, PDF, TXT or read online on Scribd
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Transit Oriented Development

Principles:

 Walk
 Cycle
 Mix-Use
 Shift
 Densify
 Transit
 Compact
 Connect

Transit adjacent development (TAD) a development that is close to transit services, but does
not use the proximity to promote transit ridership. Even though both forms of development
have the same principles, TOD is considered a better option; TOD increases transit ridership
by using land use planning, whereas TAD just focuses development near transit.

 Location efficiency – key factors defining location efficiency include density,


accessibility to transit services, pedestrian friendliness.
 Value capture – frequent high quality transit, good connections between modes,
 Rich mix of choices – different land use types: commercial, retail, residential etc.,
range of housing options
 Place making – pedestrian friendliness, safety, street connectivity, zoning policies
 Resolution of tension between node and place – developing a transit node (transit
station) as an activity centre; design for pedestrian friendliness, mix of uses to
promote trip chaining etc.
 Improve environment quality
 Maximize interaction convenience between activities
 Maximize transit ridership
 Increase accessibility of non-residential activities

COMPONENTS OF TRANSIT ORIENTED DEVELOPMENT

 Walkable design with pedestrian as the highest priority


 Train station as prominent feature of town centre
 Public square fronting train station
 A regional node containing a mixture of uses in close proximity (office, residential,
retail, civic)
 High density, walkable district within 10-minute walk circle surrounding train station
 Collector support transit systems including streetcar, light rail, and buses, etc.
 Designed to include the easy use of bicycles and scooters as daily support transport

 Large ride-in bicycle parking areas within stations

Benefits of TOD

 Higher quality of life with better places to live, work and relax
 Greater mobility with ease of moving around
 Reduced traffic congestion
 Healthier lifestyle with more walking etc.
 Incentive for compact development

Place making
Sustainability
Urban Tourism

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