Presentation For Studies of Urban Planning

Transit Oriented
Development
(TOD)

Submitted By TU
(HMAWBI)
 Student’s Page

V Arch -2 V Arch - 3 V Arch -4 V Arch - 6

Chan Myae Khin Sane Lae Yadanar Eaint Hmue Khin Chuu K Khaing Kyaw
 1 TOD
What is TOD?
Why we need it?
How is TOD Inclusive?

Table 2 TOD Characteristics

TOD Types & Patterns ?

Of 3 Elements of TOD
What are the Principles & Guidlines?
Where to apply?

Content
s
 WHAT IS TOD?

• TOD is Transit-Oriented Development which is an important

approach for cities that are aiming for sustainability and smart
growth.

• A development concept centered on a rail or bus public

transport station.

• Encourage good connectivity, public transport, pedestrian and

cycling friendly.
Designed to bring people, services, A necessary foundation for long-
and activities together with quality term sustainability, equity and
public transport, supported by shard prosperity in cities.
walking, cycling condition to facilitate
shorter trips, better lifestyles and
more efficient of city resources.

TOD centers urban planning and Inclusive access for all to local
design around outcomes that and citywide opportunities and
directly benefits people, the resources. Modes at the lowest
environment and cities themselves. financial and environmental
cost, with the highest resilience
to disruptive events.
WHY IS TOD NEEDED?

Smaller carbon footprint More affordability Walkable cities Better public health
One of the top benefits of A significant advantage of Fewer cars on the road All of these benefits
this urban planning TOD is better affordability. means more walkable contribute to improved
method is the positive The neighborhoods cut streets for citizens. This public health. Walking and
environmental impact. down transportation benefit promotes inclusivity biking give people
costs drastically for for various people to exercise, which promotes
families. patronize businesses in healthier physical and
the area. mental health.
HOW IS TOD INCLUSIVE?

TOD is not just Inclusive TOD also Developing more

developing and means planning for inclusive TOD
planning cities since it people and using processes can help
can positively impact intersectional urban communities
the lives of people of approaches to mitigate potential
all ages, physical understanding the negative outcomes.
abilities, and socio- compounding
economic backgrounds inequalities people
if done within the frame face.
of inclusivity.
 In Europe, North America, and parts of
Asia, TOD has been successfully designed and
financed, at the neighborhood, station, and
corridor level to decrease congestion and sprawl,
emphasize mass transit, and increase
accessibility to jobs and other services.

An inclusive TOD ensures that current and

future community members have a meaningful
role in defining their needs and setting out the
objectives for the design and implementation
process of TOD.

Inclusive design, finance, and governance

mechanisms can reduce the potential for citizen
and livelihood displacement .
TOD
Patterns
One Node TOD TOD multiple- Urban-Corridor
System Nodes TOD
One-Node TOD system

Key Traits
➢ A solitary community built on major rail
stations
 Development takes place within a circle
centered on a transit station.
➢ Circular construction around a train station
➢ City or suburban setting
➢ 0.5 km is the ideal radius (walking distance to
the station).
 Applicable in urban or suburban areas.

TOD Design
TOD multiple-Nodes

Key Traits
➢ Nodes in a regional network centered on
heavy rail stations
➢ City or suburban setting
➢ Nodes with circles or semicircles
➢ Common "beads-in-a-string" pattern
Complementary nodes as opposed to
competitors
➢ Workplace specialization at nodes (such as in
higher education or the health care sector, for
example)

TOD Design
Urban-Corridor TOD

Key Traits
➢ Centered on stops for bus rapid transit or light
rail transit Urban setting
➢ Development pattern that is linear or ribbon-
like along a
transit line (s)
➢ Applicable to planned or current urban
extensions
(along fingers or lobes) or existing urban areas

TOD Design
Types of TOD system

• There are many types of TODs each

accommodating a variety of uses and
transportation modes.
• TOD planning takes into account density and
mixes of institutional, commercial, residential,
and recreational uses.
 Primary Types
• In urban planning, Transit-Oriented Development
(TOD) systems are categorized based on their scale,
location, purpose, and the specific transportation
modes they are designed around. Here are the primary
types of TOD systems commonly used in urban
planning.

1. Urban Core TOD

2. Suburban TOD
3. Neighborhood TOD
4. Corridor TOD
5. Regional TOD
6. Greenfield TOD
7. Retrofit TOD
8. Airport-Centric TOD
1. Urban Core TOD Location: Central business districts (CBDs) or
city centers.
Purpose: Maximizes land use efficiency by
concentrating high-density, mixed-use
developments around major urban transit
hubs like metro stations, tram stops, and major
bus interchanges.
Characteristics: High-rise residential and
commercial buildings, pedestrian-friendly
streets, limited parking to discourage car use
- Example: Developments around central
metro stations in cities like New York City,
Tokyo, and Paris.
2. Suburban TOD Location: Suburban areas or edge cities,
typically on the outskirts of major urban centers.
Purpose: Encourages medium-density, mixed-
use developments around suburban rail, bus
rapid transit (BRT) stations, or park-and-ride
facilities.
Characteristics: Mid-rise residential buildings,
retail and office spaces, ample green spaces,
and pedestrian-oriented designs that support
walkability and cycling.
- Example: BART stations in the San
Francisco Bay Area.
3. Neighborhood TOD Location: Residential neighborhoods within a
city.
Purpose: Focuses on creating walkable,
mixed-use communities around local transit
stops such as bus stops, light rail stations, or
tram lines.
Characteristics: Low to mid-rise residential
developments, small-scale retail, parks, and
community facilities, with a focus on enhancing
local access
- Example: Light rail corridor developments in
Portland, Oregon.
4. Corridor TOD Location: Along major transit corridors within a
city or metropolitan area.
Purpose: Connects multiple TODs along a
transit line, such as a light rail, metro, or BRT
corridor, to create a continuous urban fabric of
high-density development.
- Characteristics: A series of mixed-use
developments with high pedestrian and cycling
connectivity along a transit route, often linking
residential areas with job centers and
commercial zones.
- Example: Developments along the Valley
Metro Rail corridor in Phoenix
5. Regional TOD Location: Larger metropolitan areas, linking
central cities with surrounding suburbs or
satellite towns.
Purpose: Connects regional transportation
hubs (e.g., commuter rail stations, intercity bus
terminals) with high-density, mixed-use
developments to reduce reliance on cars for
regional commutes.
Characteristics: High-density housing,
commercial spaces, and services clustered
around major transit hubs, with strong links to
the central city.
- Example: Developments around stations on
regional rail networks like London's Crossrail
6. Greenfield TOD

Location: Undeveloped or sparsely developed

areas, often on the outskirts of cities.
Purpose: Creates new communities centered
around planned transit infrastructure, promoting
sustainable growth from the ground up.
Characteristics: New, self-contained mixed-
use developments with a focus on sustainability,
featuring energy-efficient buildings, renewable
energy sources, and extensive green spaces.
- Example: (eg. Singapore)
7. Retrofit TOD
Location: Existing car-dependent areas, such as
older suburbs or industrial zones.
Purpose: Transforms auto-oriented developments
into more sustainable, walkable, and transit-friendly
neighborhoods by introducing or enhancing public
transit and applying TOD principles.
Characteristics: Mixed-use redevelopment,
improved pedestrian infrastructure, increased
density, and integration of public transit, often
involving rezoning and redevelopment of
underutilized land.
- Example: The transformation of Rosslyn-Ballston
Corridor in Arlington,
8. Airport-Centric TOD
Location: Areas surrounding major airports.
Purpose: Integrates air travel with regional
transit systems, creating mixed-use
developments that serve both travelers and the
local population,
- Characteristics: High-density commercial
and residential developments, hotels,
conference centers, and retail spaces, all
connected to public transit options like trains,
buses, and trams.
- Example: Developments around Denver
International Airport
Benefits of TOD

1.Reduced Traffic Congestion

Increased Public Transit Use: By placing residential
and commercial areas close to transit hubs, TOD encourages the
use of public transportation, reducing the number of cars on the road
which leading to decreased traffic congestion, car accidents and
injuries.
2.Environmental Sustainability
Lower Carbon Emissions: Increased use of public
transit results in fewer car trips, which lowers greenhouse gas
emissions and reduces air pollution which contribute to better air
quality and climate change mitigation efforts.
Efficient Land Use: TOD promotes higher-density
development, and preserving natural landscapes and agricultural
land.
3.Improved Public Health and Security
Encourages Active Lifestyles: TOD designs prioritize
walking and cycling, promoting physical activity among residents.
Benefits of TOD

4.Economic Growth and Development

Boosts Local Economies: TOD areas often become
economic hubs, attracting businesses, retailers, and restaurants due
to the high foot traffic and accessibility.
Increases Property Values: Properties near well-
designed transit hubs often see increased value, benefiting both
property owners and local governments through higher tax
revenues. 5.Social Equity
Affordable Transportation:
Inclusive Development: TOD can include affordable
housing options, ensuring that people from different socioeconomic
backgrounds can live in well-connected, vibrant neighborhoods.
Benefits of TOD

6. Optimized Infrastructure
Optimized Infrastructure: Concentrated development
around transit hubs makes better use of existing infrastructure like
roads, utilities, and public services, reducing the need for costly
expansions.

7. Resilience to Economic Shift

Reduced Vulnerability to Fuel Price Fluctuations: With
less dependence on private vehicles, residents are less affected by
rising fuel costs.
Benefits of TOD

8.Resilience to Economic Shift

Reduced Vulnerability to Fuel Price Fluctuations: With
less dependence on private vehicles, residents are less affected by
rising fuel costs.
Components For Implementing the TOD Area

DENSITY

 The higher the density of residential buildings, the better the TOD can run in the area.
 The density of residential buildings should be more than 20 units/ha.
 Residential building density criteria can be adjusted for each state of the country.

DIVERSITY OF LANDUSE

To maximize TOD performance, a minimum of 4 types of land use are needed

 a composition of settlements of 50%-80%, commercial/office buildings 10%-40%, and public 10%-
15%.
 With this diversity, the surrounding population does not need to travel long distances to meet their
daily needs so as to minimize the use of private vehicles.
Components For Implementing the TOD Area
DESIGN

 The TOD area must be designed to increase interest and facilitate pedestrian activities, for example
by providing sidewalks and other pedestrian support facilities, placement of transit points (shelters,
shelters, stations, etc.) in the centre of the area to facilitate access and the availability of parking
areas
DISTANCE TO TRANSIT

 The transit point will be planned to be the centre of the TOD concept area or easily accessible from
settlements or other centres of activity.
 It should be a maximum of 600 meters from commercial, service or office areas, and 600 meters
from residential areas. However, this criterion can adapt to certain circumstances
Components For Implementing the TOD Area

DESTINATION ACCESSIBILITY

 Ease of access and mobility of a location within the TOD concept area must be
considered and planned well, both within a TOD region itself, as well as between TOD
areas within a city
What are the Main Elements of TOD?

Walk able design with pedestrian Train station as prominent Public square fronting train A regional node containing a
feature of town centre station mixture of uses in close proximity
as highest priority
(office, residential, retail, civic)

High density, walk able district Collector support transit Designed to include the easy Large ride –in bicycle parking areas
systems including streetcar, use of bicycles and scooters within stations
within 10minute walk circle as daily support transport
light rail, and buses, etc
surrounding train station

Bike share rental system and Reduced and managed parking Specialized retail at stations
inside 10miute walk circle serving commuters and local
bikeway network integrated into including cafes, grocery, dry
around town centre/ train station
stations cleaners.
The Eight Design Principles of
TOD
 They illustrate the relationship between transport
and land use.

 These principles form the

Framework for the TOD Standard, a universal tool
The Eight Principles of TOD are that can be used to evaluate and plan
neighborhoods.
WALK, CYCLE,CONNECT, TRANSIT,
MIX, DENSIFY, COMPACT, and SHIFT.
 In the TOD Standard, each principle is further
defined with performance objectives and metrics to
Add
explain what it means to a main
achieve point
these principles
and how to do so.
 Walk

Develop neighborhoods that promote walking .

 WALK is a fundamental feature of TOD.

 It results from a human-centric approach to
designing complete streets for all forms of
sustainable transport modes.
 It supports walkability through universal
access and design features that bring
activity, safety, and comfort to the pedestrian
realm
 Cycle

Promote nonmotorized transport networks

 Cycling and other forms of micro-mobility

create safe environments for the second-
most-healthful and flexible form of
transportation: bicycles and nonmotorized
vehicles.
 Secure cycling infrastructure is a fundamental
feature of TOD, as it helps to activate streets
and increase transit ridership by serving as
the first- and last-mile connections.
Connect
Create dense networks of streets and paths

 Transit is the anchor for TOD. High-capacity,

reliable, frequent, and affordable transport
connecting the neighborhood to the rest of the
city serves as a civic node for the
neighborhood and its activities.

Transit
Locate development near high-quality public transport.

 Transit is the anchor for TOD. High-capacity,

reliable, frequent, and affordable transport
connecting the neighborhood to the rest of the
city serves as a civic node for the
neighborhood and its activities.
Mix
Plan for mixed uses, income, and demographics .
 Compact is the basic organizational principle
of TOD.
 It means integrating transit and activities in a
space-efficient way.
 Compact works on the neighborhood and city
scale through a transit system supported by
density and pedestrian and cycle networks.

Shift
Increase mobility by regulating parking and road use.
 Shift looks to reduce the impact of private
vehicle traffic on safety and health by
reclaiming space from cars and reducing
noxious fumes and noise.
 The impacts of polluting cars occupying
spaces where people spend time are
especially dangerous to the health of young
children and their developing organs.
Compact
Create regions with short transit commutes

 Mix is at the heart of inclusivity, where a mix

of activities, people in all income ranges, and
diverse activities allows for all to prosper in
livable places.

Densify
Optimize density and match transit capacity
 Densify ensures enough activities to support
transport service and make neighborhoods
self-sustaining.
 Densify also supports all other principles
because it promotes access to destinations
within walking distance.
 Density is not overcrowding: It means optimal
concentration of people, opportunities, and
quality housing near sustainable transport
options.
GENERAL GUIDELINES -PLANNING PRINCIPLES

1. Diverse
2. High Intensity
3. Connected
4. Inclusive
5. Live able
6. Resilient
7. Smart
8. Green and Low Carbon
PRINCIPLE 1 : DIVERSE

 To create a mixture of land uses and

activities that are mutually supportive and
always active 18-24 hours a day.
 To ensure first floor be actively use as
commercial or residential.
 To provide site or space for community
facilities and open space especially for
permanent residents.
 To provide residential areas within
walking distance from commercial center,
working place and communities facilities.
 To restrict industrial activities that will
pollute the environment.
PRINCIPLE 2 : HIGH INTENSITY

 Concentrate on high density development

surrounding stations.
 Density is increasing towards the station
 PRINCIPLE 3 : CONNECTED

 Transit Facilities, Pedestrian Walkway

and Cycling Pathway

Disabled friendly Rail station Cut-through Median or Stations shall be easily accessed by different routes
and bus station at Central Pedestrian Refuge Island to ease (for example through walkways and bridges at
Market crossing Central Market Station)
Stairway
designed with
bicycle ramps.

• Existing roads are realigned to create space for cycling lane.

• Vehicle routes become smaller and vehicle speeds (travelling
speed) are reduced.
• To be safer to pedestrian and cyclist
 Parking Space

• Encourage off-street parking compared to on-parking

street to reduce conflict with pedestrian.
• The safety feature encouraged at car parks is the
marking or isolation of pedestrian and cycling paths
from vehicles.
• To provide car parks and pick-up and drop-off points
that meet the specifications of universal design with
less than 50m from station.
• To create park-n-ride locations in medium or low
density areas at suburbs, to limit the movement of
private vehicles to city center.
• To encourage provision of mechanical car parks at
areas with limited spaces and charging bay car parks
for electrical vehicles.
• Bicycle parking shall be provided in residential,
commercial, offices, 32 community facilities and
recreational areas.
 PRINCIPLE 4 : INCLUSIVE

Minimum 30% housing in  To provide Live, Work and Play spaces for
TOD areas, including all groups of people (e.g. age, gender,
affordable housing income and ethnic).
 To provide a minimum of 30% residential
premises, including affordable housing in
TOD area.
 To provide different sizes of housing based
on demographic characteristics. To provide
adequate and accessible community
Examples of co- facilities for residents.
sharing  To diversify type of working spaces (e.g. co-
workspace sharing workspace) and business premises
in TOD area.
 To create a barrier-free and safe
environment for all, including the disabled,
through the application of Universal Design.
PRINCIPLE 4 : LIVEABLE

 Public Facilities
• To provide public facilities for permanent
residents.
• Location nearby to residential area, community
center, public transportation station, people
centered area which connected by pedestrian
walkways, cycling pathway, and public
transport facilities.
• Public facilities shall be provided in the building
as follows:
• a. on the ground surface.
• b. underground.
• c. In the airspace
Suitable Location Public Facilities
Optimum Travelling Time and Distance to Public Facilities
  Open Space and Public Space

• To plan and develop green and blue network (green

space and water body) connecting all major land-uses
• The network will reduce visual pressure from high
intensity vertical development
• To provide active and passive public spaces such as
parks, pocket parks, roof-top gardens, public arts to
ensure the vibrancy of TOD environment.
• To keep the ground floor of building for active usage
such as retail space, restaurant and café.
• To provide functional, user-friendly, and innovative soft
and hard landscape, accessible to all groups.

The activities at the ground floor of building are extended to

make the atmosphere more vibrant
 Space Identity and Heritage Conservation

• The design of public spaces and buildings shall reflect

local identity, taking into account its local history and
heritage value.
• Sites, buildings and heritage assets in the TOD area
should be preserved or conserved to become an
identity or source attraction.
PRINCIPLE 6 : RESILIENT

 All stations and infrastructures shall be equipped with

safety features to reduce risk of accidents as a result of
natural and man-made disasters.
 To ensure effective and adequate disaster early warning
system to inform risk.
 To ensure adequate emergency clearance routes for all
users, including the disabled people during emergency.
 To introduce flexible layout and design, which can be
modified and redeveloped in the future if needed,
without much cost
PRINCIPLE 7 : SMART

 High-capacity ICT
infrastructure and services
shall be provided
throughout the TOD area,
to improve the quality of life
for all residents, employees
and visitors.
PRINCIPLE 8 : GREEN AND LOW CARBON

 In TOD areas, public transportation systems, stations, stop,

buildings and neighborhoods should be planned and
designed to save energy.
 Design of layout and building shall optimize the advantages
or natural elements such as sunlight, wind, rain, waves and
vegetation to reduce dependence on non-renewable energy
sources.
 Buildings and roads shall avoid facing west to reduce
exposure to scorching sunlight in the evening, and to
maximize natural ventilation.
 To raise the ceiling of the building, providing ventilation
space (air well) and courtyard to encourage natural
ventilation.
 To plant vegetations on horizontal and vertical surfaces to
reduce heat effects and increase carbon dioxide absorption.
 Using color and building materials manage to reflect heats.
 Energy-saving equipment and technologies such as solar
panels, water recycling systems and rainwater harvesting
systems (SPAH) are encouraged at all TOD areas
WHERE TO APPLY TOD?
01. Land-use and
activities permitted
• Housing
• Office.
• Commercial.
• Public facilities.
• Service Industries with
no pollution.
• Institution Open space
and public space.

Land use and

02.
activities not
permitted
• Car parks.
• Low density housing.
• Polluting industry.
• Warehouse.
• Petrol station.
•
03. Activities at the ground
floor of building
• The activities at the ground floor
shall promote vibrancy of places.
• The usage shall consist of a
mixture of retail, office and
residential.

04. Set back

• Local authorities may reduce or
eliminate set back to encourage
connectivity.

• The criteria that can be

considered to reduce or eliminate
the setback include areas that
have limited space for
development, service road
reserves, continuity of pedestrian
and cycling pathways.
05. Pedestrian walkway
• Separate pedestrian walkways
from cycling pathway to ensure
pedestrian safety.
• To provide pedestrian walkways
connect to business center,
public facilities, open space,
public space.
• To provide continuous ,
sheltered , safe and
unobstructed pedestrian
walkways.
• Pedestrian walkways shall be at
least 1.8m wide to facilitate the
movement of users, includes
disabled with wheelchair.
06. Cycling pathway

• To provide a network of cycling

pathways connecting major land
uses throughout TOD area.
• On major roads where road
speeds and traffic volumes are
high.
• In residential areas and local
roads where road speed and total
traffic are low .

07. Car park

• The centralized car park shall be
well-connected and easily
accessed guided by clear
signage.

• Encourage to provide off-street

parking at ground floor,
basement for multi- storeyed
building.
08. Affordable housing

• State and local authorities shall

determine the total amount of
affordable housing.
• A minimum of 30% residential
include affordable housing shall be
prepared in TOD area.
• Affordable housing shall be
connected to stations and all major
land uses.

09. Employment and

Business Premises

• To provide more co-sharing

workspace for young people,
entrepreneurs and start-up
companies in the TOD area.
10. Public space and
Rejuvenation Point

• Public spaces to be provided at areas

with high concentration of people.

• Rejuvenation point equipped with

shaded seating, street lighting and
signage.

• Rejuvenation points shall be provided

with an interval of 300m-400m.

• To promote unique elements, of art,

information and expression in public
space and rejuvenation point.