Session 8: Transit Oriented Development Flashcards
What is Transit Oriented Development?
A planning concept in which urban development and PT infrastructure development are combined. In its most advanced form, this combo is present in the planning stages through the financial and operational stages, too
What are the key characteristics of TOD?
high-quality PT networks (suburban railways, trains, metro, light rail, tram, BRT)
Development is at high density, mixed us, with respect for the human dimension
Where was the term TOD taken from?
What is the difference between TOD and node development?
term originated in the US as a policy solution to sprawl, however, it has been standard in Belgium since before WWII.
In the NL, the term is ‘node development,’ but this is a bit different because it refers to a smaller selection of larger nodes, where as TOD is less selective and focuses on smaller nodes too.
Curitiba, Brazil
BRT corridor since 1974
mixed use, high density development along corridor
fuel consumption is 30% lower per capita than other Brazilian cities
BRT is around 45% of all trips taken
Japan
What is the special role of railway companies?
private railway companies developed since 1885, but were nationalized in 1907. In 1987, the railway companies were re-privatized into 7 different companies. Since then, the companies have been more profitable than other global north railway companies.
Japan’s highly efficient railways are thanks to: large potential passenger base, which is partly due to density (30mil inh. within 50km of Tokyo center), real estate development right next to stations, and feeder bus lines.
Railways companies have expanded their r.e activities since the privatization. This has led to economic diversification near stations. In one case, a developer built a new nbhd in Tokyo, and then built and operated its own railroad afterwords
Copenhagen // Kongens Lyngby
Finger plan has been basic structure for urban development since 1947. Fingers are development axes, served by the suburban railway network. Total inhb. is around 2 mil, within 34 municipalities
Kongens Lyngby is a successful station sub center development. 8.7k inh 1930 –> 56k inh. 2020
High density near the station, lower densities further form the station. Cycling infrastructure, mixed use including shopping centers, public amenities, etc…
Stockholm // Vallingby
The 1945 general plan for Stockholm had important TOD aspects. High density satellite towns were developed along metro stations, included mixed activities, density gradient, short distance, and were centered around metro stations. This was an effort to prevent over-densification of the city center.
Vallingby was planned in 1950s, for around 20-25k inh and 10k jobs. Inspired by socialist ideals, however, issues of segregation in high rise nbhds arrised. Still, lots of commuting and a weaker example than Kongens Lyngby
Freiburg // Vauban + Riesefeld
Traditional urban structure. Eco districts have been developed since early 1990s. A central tramway, serves as axis of the neighborhood. high density, up to 150 inh/ha, cars only allowed to load and unload, parking only possible at the edge of the district. Tram, bicycle always closer to home than the parking lot
History of TOD in the NL // ABC location policy
Early TOD made possible by strong urban rail system. But, from 1950 onward, transit declined in important due to rise of the car. Many regional tram system dimantled, and TOD fell off the agenda. In 70s-80s, there trams and railways experienced a revival, because of congestion.
The ABC location policy (1988) provided zoning for: (A) stations w/ limited car access, offices in dense districts (B) multimodal access: hospital, office, schools, w/ less strict parking norms, and (C) motorway locations
Third Memorandum on Spatial Planning
Effected in 1974, a growth policy for the establishment of new towns with new rail link (similar to villes nouvelles in Paris). This was implemented as “TOD the Dutch way” b/c of cycling’s strong tradition. 54% of Dutch people live with a reasonable distance to a rail station by bike
TOD in Belgium
Development of station precints around important nodes: BXL-south, Antwerp Central, Ghent Sint-Pieters, Bruges, Mechelen, Leuven, and Hasselt. These are clear cases of node development, since it is more focused on retail/office spaces, unclear whether or not TOD. Light rail projects have had some limited TOD-characteristics:
parts of BXL metro and tram network converted to park-and-ride facilities for suburban commuters, Charleroi pre-metro (the ‘great useless work’), coastal tramway (more for tourists), some projects from Ghent structure plan.
Regionet Leuven // Labo XX Antwerp - Rocade
These are design projects which have not yet been realized. Regionet Leuven is an idea to put all future residential development along the tram.
Labo XX Antwerp is identifying areas for densification connecting the outer 20th century neighborhood belt. partly to prevent over densification in the center.
What 3 requirements are crucial for attractiveness, use and supply of PT?
Density, in terms of housing, amenities and jobs.
Size: PT demand increases with size of cities (750k inh is a threshold)
Connectivity: difficult to measure, but it is an indicator of internal accessibility
What is the correlation between density and PT use?
Higher density is correlated with higher PT use… BUT, correlation does not equal causation. There are urban areas with high density but low PT use. However, there are no examples of low density and high PT use.
What are the 4 proposals of Newman & Kenworth to increase density in ATL?
- revitalize the historic city center
- concentrate development around existing stops of the rail infrastructure
- counteract further suburbanization
- expand existing rail system to the suburbs and develop ‘new urban villages’
