Trains and walkways Transit-Oriented Development, or transit-oriented design, is a development that maximizes access to public transport via a mixed use residential and commercial area. People are encouraged to make full use of trains and walkways, making it possible to live a higher quality of life without depending on a car for mobility and survival. TOD’s feature a walkable design with the pedestrian as the highest priority and the train station as the prominent feature of the town center. Office, residential, and civic structures are in close proximity, within a 10-minute walk circle surrounding the train station. This kind of development is touted as a major solution to the serious and growing problems of fuel consumption and global warming by greatly reducing the need for driving, traffic congestion, pollution, and the burning of fossil fuels. TOD’s are also seen to be better places to live, work, and play. Complementing Sta. Lucia’s TOD for Neopolitan Business Park is the Neopolitan Condominium, a nine-cluster, mid-rise residential condominium project strategically located within the park, along Mindanao and Regalado Avenues beside SM Fairview, Quezon City. It is also walking distance from the proposed Regalado station of the MRT-7. Neighborhood living The first condominium to be built in the area, Neopolitan captures the charm of neighborhood living right in the center of a fast-paced, growing, and easily accessible suburban location. In the first eight story building, Neopolitan has 202 studio, studio with balcony, and one-bedroom units, making it perfect for singles, couples, or starting families. Neopolitan has all the amenities of a luxury residential area: a clubhouse with an outdoor terrace, basketball court, lap pool, kiddie pool, pool deck with water feature, play area and outdoor shower. Parking slots are ample and buildings are serviced by 2 elevators and a reception/ security area. Neopolitan is also near community malls such as SM City Fairview, Robinsons Place Novaliches and the upcoming Fairview Terraces. Commonwealth Hospital & Medical Center is right beside the development, while Our Lady of Fatima University and Mary the Queen Parish are also nearby. A transit-oriented development ( TOD ) is a mixed-use residential and commercial area designed to maximize access to public transport , and often incorporates features to encourage transit ridership. A TOD neighborhood typically has a center with a transit station or stop ( train station , metro station , tram stop , or bus stop ), surrounded by relatively high-density development with progressively lower-density development spreading outward from the center. TODs generally are located within a radius of one-quarter to one-half mile (400 to 800 m) from a transit stop, as this is considered to be an appropriate scale for pedestrians , thus solving the last mile problem . Description[edit ]
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Trains and walkways Transit-Oriented Development, or transit-oriented design, is a development that maximizes access to public transport via a mixed use residential and commercial area. People are encouraged to make full use of trains and walkways, making it possible to live a higher quality of life without depending on a car for mobility and survival.TOD’s feature a walkable design with the pedestrian as the highest priority and the train station as the prominent feature of the town center. Office, residential, and civic structures are in close proximity, within a 10-minute walk circle surrounding the train station.This kind of development is touted as a major solution to the serious and growing problems of fuel consumption and global warming by greatly reducing the need for driving, traffic congestion, pollution, and the burning of fossil fuels. TOD’s are also seen to be better places to live, work, and play.Complementing Sta. Lucia’s TOD for Neopolitan Business Park is the Neopolitan Condominium, a nine-cluster, mid-rise residential condominium project strategically located within the park, along Mindanao and Regalado Avenues beside SM Fairview, Quezon City. It is also walking distance from the proposed Regalado station of the MRT-7.Neighborhood livingThe first condominium to be built in the area, Neopolitan captures the charm of neighborhood living right in the center of a fast-paced, growing, and easily accessible suburban location.In the first eight story building, Neopolitan has 202 studio, studio with balcony, and one-bedroom units, making it perfect for singles, couples, or starting families. Neopolitan has all the amenities of a luxury residential area: a clubhouse with an outdoor terrace, basketball court, lap pool, kiddie pool, pool deck with water feature, play area and outdoor shower. Parking slots are ample and buildings are serviced by 2 elevators and a reception/ security area.Neopolitan is also near community malls such as SM City Fairview, Robinsons Place Novaliches and the upcoming Fairview Terraces. Commonwealth Hospital & Medical Center is right beside the development, while Our Lady of Fatima University and Mary the Queen Parish are also nearby.
A transit-oriented development (TOD) is a mixed-use residential and commercial area designed to maximize access to public transport, and often incorporates features to encourage transit ridership. A TOD neighborhood typically has a center with a transit station or stop (train station, metro station, tram stop, or bus stop), surrounded by relatively high-density development with progressively lower-density development spreading outward from the center. TODs generally are located within a radius of one-quarter to one-half mile (400 to 800 m) from a transit stop, as this is considered to be an appropriate scale for pedestrians, thus solving the last mile problem.
Description[edit]
Many of the new towns created after World War II in Japan, Sweden, and France have many of the characteristics of TOD communities. In a sense, nearly all communities built on reclaimed land in the Netherlands or as exurban developments in Denmark have had the local equivalent of TOD principles integrated in their planning, including the promotion of bicycles for local use.
In the United States, a half-mile-radius circle has become the de facto standard for rail-transit catchment areas for TODs. A half mile (800 m) corresponds to the distance someone can walk in 10 minutes at 3 mph (4.8 km/h) and is a common estimate for the distance people will walk to get to a rail station. The half-mile ring is a little more than 500 acres (2.0 km2) in size.[1]
Transit-oriented development is sometimes distinguished by some planning officials from "transit-proximate development" (see, e.g., comments made during a Congressional hearing [2]) because it contains specific features that are designed to encourage public transport use and differentiate the development from urban sprawl. Examples of these features include mixed-use development that will use transit at all times of day, excellent pedestrian facilities such as high quality pedestrian crossings, narrow streets, and tapering of buildings as they become more distant from the public
transport node. Another key feature of transit-oriented development that differentiates it from "transit-proximate development" is reduced amounts of parking for personal vehicles.
TOD in cities[edit]
Many cities throughout the world are developing TOD policy. Portland, Montreal, San Francisco, and Vancouver among many other cities have developed, and continue to write policies and strategic plans which aim to reduce automobile dependency and increase the use of public transit.
Latin AmericaGuatemala City, Guatemala[edit]
In an attempt to control rapid growth of Guatemala City, the long-time Mayor of Guatemala City Álvaro Arzú implemented a plan to control growth based on transects along important arterial roads and exhibiting transit-oriented development (TOD) characteristics. This plan adopted POT (Plan de Ordenamiento Territorial) aims to allow the construction of taller, mixed-use building structures right by large arterial roads; the buildings would gradually decrease in height and density the farther they are from arterial roads.[3] This is simultaneously being implemented along with a bus rapid transit (BRT) system called Transmetro.
Curitiba, Brazil[edit]
One of the earliest and most successful examples of TOD is Curitiba, Brazil.[4] Curitiba was organized into transport corridors very early on in its history. Over the years, it has integrated its zoning laws and transportation planning to place high-density development adjacent to high-capacity transportation systems, particularly its BRT corridors. Since the failure of its first, rather grandiose, city plan due to lack of funding, Curitiba has focused on working with economical forms of infrastructure, so it has arranged unique adaptations, such as bus routes (inexpensive infrastructure) with routing systems, limited access and speeds similar to subway systems. The source of innovation in Curitiba has been a unique form of participatory city planning that emphasizes public education, discussion and agreement.[citation needed].
North AmericaArlington County, Virginia[edit]
For over 30 years, the government has pursed a development strategy of concentrating much of its new development within 1⁄4 to 1⁄2 mile (400 to 800 m) from the County's Washington Metro rapid transit stations and the high-volume bus lines of Columbia Pike.[5] Within the transit areas, the government has a policy of encouraging mixed-use and pedestrian- and transit-oriented development.[6] Some of these "urban village" communities include: Rosslyn,Ballston, Clarendon, Courthouse, Pentagon City, Crystal City, Lyon Village, Shirlington, Virginia Square, and Westover
In 2002, Arlington received the EPA's National Award for Smart Growth Achievement for "Overall Excellence in Smart Growth" — the first ever granted by the agency.[7]
In September 2010, Arlington County, Virginia, in partnership with Washington, D.C., opened Capital Bikeshare, a bicycle sharing system.[8][9][10] By February 2011, Capital Bikeshare had 14 stations in the Pentagon City, Potomac Yard, and Crystal City neighborhoods in Arlington.[8] Arlington County also announced plans to add 30 stations in fall 2011, primarily along the densely populated corridor between the Rosslyn and Ballston neighborhoods, and 30 more in 2012.[11]
San Francisco Bay Area, California[edit]
The San Francisco Bay Area includes nine counties and 101 cities, including San Jose, San Francisco, Oakland and Fremont. Local and regional governments [12] encourage transit-oriented development to decrease traffic congestion, protect natural areas, promote public health and increase housing options. The region has designated Priority Development Areas and Priority Conservation Areas. Current population forecasts [13] for the region predict that it will grow by 2 million people by 2035 due to both the natural birth rate and job creation, and estimate that 50% of this growth can be accommodated in Priority Development Areas through transit-oriented development.
Major transit village projects have been developed over the past 20 years at several stations linked to the Bay Area Rapid Transit (BART) system. In their 1996 book, Transit Villages in the 21st Century, Michael Bernick and Robert Cervero identified emerging transit villages at several BART stations, including Pleasant Hill / Contra Costa Centre, Fruitvale, Hayward and Richmond.[14]
Salt Lake City Metro Area, Utah[edit]
The Salt Lake City Metro Area has seen a strong proliferation of transit-oriented developments due to the construction of new transit lines within the Utah Transit Authority's TRAX, FrontRunner and streetcar lines. New developments in West Valley, Farmington, Murray, Provo, Kaysville, Sugarhouse anddowntown Salt Lake City have seen rapid growth and construction despite the economic downturn. The population along the Wasatch Front has reached 1.7 million and is expected to grow 50% over the next two decades. At 29.8%, Utah's population growth more than doubled the population growth of the nation (13.2%), with a vast majority of this growth occurring along the Wasatch Front.
Transportation infrastructure has been vastly upgraded in the past decade as a result of the 2002 Olympic Winter Games and the need to support the growth in population. This has created a number of transit-oriented commercial and residential projects to be proposed and completed.
Vancouver, British Columbia[edit]
Greater Vancouver has had a strong history of creating new development around its SkyTrain lines and also created the concept of regional town centres around the major stations and transit corridors. Of note is the Metrotown area of the suburb of Burnaby, British Columbia near
the Metrotown SkyTrain Station. The areas around stations have spurred the development of billions of dollars of high-density real estate, with multiple highrises near the many stations.
Toronto, OntarioToronto has a longstanding policy of encouraging new construction along the route of its primary Yonge Street subway line. Most notable are the development of the Yonge and Eglinton area in the 1960s and 1970s; and the present development of the 2 km of the Yonge Street corridor north of Sheppard Avenue, which began in the late 1980s. In the period since 1997 alone the latter stretch has seen the appearance of a major new shopping centre and the building and occupation of over twenty thousand new units of condominium housing. Since the opening of the Sheppard subway line in 2002, there is a condominium construction boom along the route on Sheppard Avenue East between Yonge Street and Don Mills Road.
Calgary, Alberta
Calgary is home to a very successful TOD community called The Bridges, located in the community of Bridgeland. The Bridges is home to a diverse range of condos, shops, services, and parks. Some other TODs currently being constructed are London and Westbrook, both high rise condo and retail communities insuburban areas of the City. The City continues to create TOD policy for other Calgary communities. Calgary City Council has allocated funding for the creation of six Station Area Plans around the city, to guide increasing development pressure around some of the light rail transit stations. On June 9, 2008, Calgary City Council approved the first station area plan in Calgary's history.
Edmonton, Alberta[edit]
Most of the suburban high rises were not along major rail lines like other cities until recently, when there has been incentive to do so. Century Park is a growing condo community in southern Edmonton at the south end of Edmonton's LRT. It will include low to high rise condos, recreational services, shops, restaurants, and a fitness centre. Edmonton has also had a transit-proximate development for some time in the northeastern suburbs at Clareview which includes a large park and ride, and low rise apartments among big box stores and associated power center parking. Edmonton is also looking into some new TODs in various parts of the city. In the northeast, there are plans to redevelop underutilized land at two sites around existing LRT, Fort Road and Stadium Station.[15][16] In the west, there is plans to have some medium density condos in the Glenora neighbourhood along a future LRT route as well as a TOD in the southeast in the Strathearn neighbourhood along the same future LRT on existing low rise apartments.
Montreal, Quebec[edit]
According to the Metropolitan Development and Planning Regulation[17] of late 2011, 40% of new households will be build as TOD neighbourhoods.
The city has developed within its plan as of 2007 standardization measures. For instance, streets' width has been set according to the position of the site.[18][19]
Asia and Oceania[edit]
Hong Kong[edit]
In the mid-20th century, no railway was built until an area was well developed. However, in recent decades, Hong Kong has started to have some TODs, where a railway is built simultaneously with residential development above or nearby. Examples include:
LOHAS Park
Olympian City
Tung Chung
Milton, Queensland[edit]
Milton, an inner suburb of Brisbane, has been identified as Queensland's first transit-oriented development under the Queensland Government’s South East Queensland Regional Plan.Milton railway station will undergo a multi-million dollar revamp as part of the development of The Milton Residences to promote and encourage residents to embrace rail travel. This will include a new ticketing office, new public amenities, increased visibility across platforms and new and improved access points off Milton Road and Railway Terrace.[20]
Melbourne, Victoria is expected to reach a population of 5 million by 2030 with the overwhelming majority of its residents relying on private automobiles. Since the turn of the century, sporadic efforts have been made by various levels of government to implement transit-oriented development principles. However, a lack of commitment to funding public transport infrastructure, resulting to overcrowding and amending zoning laws has dramatically slowed progress toward sustainable development for the city.
EuropeThe Transit-oriented development, as a US-born concept, is actually not in use in Europe. But this copes with reality of urban planning there, and recently scholars and technicians took interest in the concept.[21]
Paris, France[edit]
Whereas the city of Paris has a centuries-long history, its main frame dates to this 19th century. The subway network was made to solve both linkage between the five main train stations and local transportation assets for citizens. The whole area of Paris City is closer than 500 metres from the
next subway station. Recent bicycle and car rental systems (Velib and Autolib) also ease travel, in the very same way that TOD emphasizes.So do the new trams linking suburbs close to Paris proper, and tramline 3 around the edge of the city of Paris.
Stedenbaan, The Netherlands[edit]
In the Southern part of the Randstad will be built a neighbourhood according to the principles of TOD.[22]
Equity and housing cost concerns[edit]
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.[23]
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.[24] 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 development reduces the overall cost of housing in a region by contributing to the housing supply, and therefore generally improves equitability 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.[25] Another criticism aims the marginal percentage of people actually using public transportation.[26]
Mult imodal TerminalsMultimodal terminals generally serve multiple transit operators and/or modes, such as combined bus and rail stations. A multimodal facility/terminal can be defined as a place where interface occurs between transportation systems. In a passenger terminal, people enter the facility by one mode of access (e.g. on foot, riding a bicycle, by car, by bus or train, etc.) and leave by another.
There are many benefits to multimodal terminals, including; supporting and enhancing transit usage, facilitating transfer between modes, clarifying the regional transit network, increasing transportation options, taking advantage of efficiencies, creating a destination and gateway, and supporting economic and urban development.
TranSystems is a leader in the planning and design of transit centers and multimodal stations. We deliver advanced and practical designs for bus and rail transit passenger facilities. To ease congestion, many communities are developing integrated transportation networks that link multiple transportation modes. Such stations allow passengers to make seamless connections between transportation modes and permit multiple uses of the same facility. And, they can be more than a place for passengers to exchange. Multiple uses built into our transit center designs include retail, office space, a downtown parking garage and even a public plaza. These amenities can provide revenue sources as well as enliven the streetscape.
The Atlanta Multi-Modal Passenger Terminal (MMPT) is a planned passenger terminal, designed by FXFOWLE Architects and Cooper Carry, to be built in a location to be determined near the Five Points MARTA rail station in The Gulch area of Downtown Atlanta. It would be the hub of existing and proposed transportation networks, including the existing MARTA rail and bus systems, the Xpress GA and other regional express buses, and the planned commuter rail system.[1]
In July 2012 redevelopment plans for The Gulch moved ahead when President Barack Obama announced the final selection of the MMPT as one of a small group of projects from across the country to participate in the Dashboard initiative, putting the permitting process for the Terminal on the fast track, cutting the timeline by as much as one year.[2][3]
In late May 2013, one of three Class 1 railroads(Norfolk Southern)which could serve or switch this proposed terminal, suggested that it would be unable to operate both freight and passenger trains into/from/by the facility. If accurate, possibly directed service to/from the site may be ordered by the U.S. Surface Transportation Board.[4]
Studio V Architecture recently won the competition put forth by the Connecticut Department of
Transportation for the design of a $500 million redevelopment of the StamfordTransportation Center and
surrounding area. Grown to become the second largest in the region after Grand Central Terminal, Studio
V, along with developer Stamford Manhattan Development Ventures (SMDV), aims to transform this
traffic-congested station into a dramatic new 24-hour community that reconnects Downtown Stamford to
the South End and the city’s waterfront. More images and architects’ description after the break.
PAR (Platform for Architecture + Research) + Sériès et Sériès unveiled their second stage entry of Keelung Harbor Competition, a competition of designing a landmark that combines maximum artistry with maximum efficiency. The site is located at the very end of Keelung’s harbor master plan, where the mountain meets the sea. Keelung is a
gateway that through its history, climate and the customs of its inhabitants, is predestined to make use of its exterior space. For this reason, we decided instead of planning the building as an independent object within an open space, we would propose buildings that will generate and structure this open space. The design frames the harbor and the water beyond with an asymmetrical tower defining the northern perimeter of the facility, connected to the terminal by plazas at the ground and concourse levels. The project form, together with the lighting, aims to provide a dramatic entry experience to Taiwan from both the sea and the city of Keelung.
Courtesy of PAR + SES
The design of the Keelung Harbor Terminal interposes the link between public space and waterfront amenitities by providing continuous open space at the water’s edge. Terminal Halls emerge like prisms through the building’s green roof generating a condition that is both building and landscape. In this way, new urban developments and public spaces can grow without displacing natural recreational land. By maintaining this continuity of the network, the waterfront and the port terminal development will be within easy reach of many residents in the central city.
The structure of the buildings rub against each other like continental shelves making it possible for the complex of public, transit and industrial activities to coexist. This is one architectural element: a permeable, open architecture of maximum efficiency encompassing the tower, terminal and cargo storage. Parallel to the harbor, transit is organized by one large band. Split arrival and departure bands organize traffic to and from the ships with maximum efficiency; while separate tower and cargo access ensure utilitarian viability.
Courtesy of PAR, Labtop
Its chosen theme, A Mixing Chamber, reflects Taiwan’s contemporary ambition: its different cultures – the users of the terminal – embarking on a unified future. A collection of prisms crown the terminal’s Departure, Domestic and International Halls with luminous, vaulted spaces. Cutting diagionally through the terminal platform, multiple relations
between the concourse level and other levels of the building are established, while always permitting new angles of vision and a changing play of light. Derived from the interstial space between the Domestic and International Halls, a second architectural element, the Marine Plaza projects inward bringing the outside in.
Courtesy of PAR, Labtop
The interiors of the terminal and the roof mezzanine are designed as hybrid spaces, not only blurring the boundaries between exterior and interior, but which also easily adapt to the variable program. Existing public, pedestrian flows along the western edge are enhanced, rather than interrupted by creating a continuous elevated public plaza adjacent to the concourse with independent circulation. Cruise functions, meanwhile, are located on all 3 levels yet kept distinct to maintain secure areas for departing and arriving passengers. Overall, an experience of directed yet functionally separated flows lends an aura of energy to the terminal building.
A third architectural element, the Harbor Tower, is a clearly identifiable landmark. It’s portal becomes a framing devise for the city while providing passage for the plaza. Given it’s location and placement, the figure of the tower takes a geometrical stand in relation to the mountains and transit network. Oriented to true north with the widest elevation on the Land-Sea Axis, the tower is literally the hinge between harbor and city. Tilting five degrees eastward, the buildings broadest facades dematerialize into reflections of water or sky. A global gateway, the tower represents Taiwan’s culture.