TRANSIT METROPOLIS – URBAN DESIGN: UNIT: 4

DEFINITION - A Transit metropolis is an urbanized region with high-quality public transportation

services and settlement patterns that are conducive to riding public transit. Cervero defines a Transit
Metropolis as a city which has ―successfully meshed its transit services and cityscape in a
contemporary urban context‖ (p 5). It‘s simply a place where transit and the city coexist. While
Transit villages and Transit-oriented developments (TODs) focus on creating compact, mixed-use
neighbourhoods around rail stations, transit metropolises represent a regional constellation of TODs
that benefit from having both trip origins and destinations oriented to public transport stations.

Examples - In an effort to reduce mounting traffic congestion problems and improve environmental
conditions, a number of Chinese mega-cities, including Beijing and Shenzhen, have embraced the
transit metropolis model for guiding urban growth and public-transport investment decisions.

TYPES – Robert Cervero in his book, ―Transit Metropolis‖ has divided these transit metropolises into
four categories: adaptive cities, adaptive transit regions, strong core cities, and hybrids.

1. Adaptive cities are ones in which urban growth has been guided by transit, such as Stockholm,
Copenhagen, Tokyo, and Singapore. In these regions strong governmental or private sector planning
has shaped the metropolitan footprint around the transit system, producing extremely high ridership
levels as well as high levels of pedestrian activity and cycling.
2. In contrast, adaptive transit regions are places in which the transit systems have been adapted to
existing urban form, often very creatively. Examples include Karlsruhe, Germany, where special dual-
voltage streetcars were developed to take advantage of existing freight rail tracks; Adelaide, Australia,
which has developed a pioneering track-guided bus system; and Mexico City, where enormous
numbers of entrepreneurial small-vehicle operators transport millions of residents each day.
3. In strong core cities authorities have successfully tied transit to central city revitalization efforts.
Examples include Zurich and Melbourne.
4. Lastly, hybrid cities such as Munich, Ottawa, and Curitiba have fit both transit to the city and the
city to transit.

SALIENT FEATURES
1. ―Visioning‖, ―visionaries‖ and ―pro-active planning and urban management‖ (basically good
planning and leadership) have been important, especially in adaptive cities (p 403).
2. ―Efficient institutions and governance‖ (especially at the regional scale) are required for effective
planning and coordination (p 404).
3. ―Viable centers‖ (p 405)
4. ―Balanced development and traffic flows‖ (p 406)
5. ―Competition and an entrepreneurial ethos‖ (p 406)
6. ―Small is beautiful‖: incremental steps towards a larger vision matter and ―low cost doesn‘t
necessarily mean low service‖ (p407).
7. ―Urban design: cities for people and places‖: pedestrian and bike friendly places fit well
with transit (p 407).
8. ―Auto-equalizers‖ and ―giving transit priority‖: make cars expensive and make transit faster and
more comfortable (p 408).
9.―Hierarchical and integrated transit‖: having multiple levels and types of service is good,
and fare integration is important (p 409).
10.―Flexibility‖: bus transit systems are more affordable, can be developed in stages, can
―easily adjust to shifting patterns of travel‖, and can go wherever the streets go and also
meet high speed point-to-point needs (p 409).
11.―Necessity is the mother of invention‖: real world needs are what drive innovation, not
the other way around (p 410).
12.―Serendipity‖: some outcomes are lucky, not planned (p 410).
IMPORTANCE OF TRANSIT METROPOLIS as an Urban Concept – URBAN SOLUTIONS
 Transit metropolis is a region where a ‗workable fit‘ exists between transit services and urban
form
 Compact mixed use development well suited to rail
 Flexible bus services well suited to dispersed development
 Viewed as a paradigm for sustainable regional development
 Transportation Demand Management- aims to make more efficient use of transport resources
already in place by shifting demand (to carpools) or eliminate trips (telecommuting);
 inefficient parking space- more efficient management; parking availability dissuades use of
public transit
 Restraints on Automobile Use- ‗traffic calming‘ –local streets belong to residents
 Banning traffic from downtown areas
 Lower emissions- Clean Air Act
 Congestion fees, carbon taxes and parking surcharges
 Advanced Technologies- GPS systems to avoid congestion spots and eliminate need to travel;
smart roadways-automatically adjust traffic signals
 Telecommunications- e-commerce and virtual shopping
 Nonmotorized transport- bicycle facilities and provisions

Source - Transit Cooperative Research Program Sponsored by the Federal Transit Administration RESEARCH
RESULTS DIGEST June 1995--Number 7, An Evaluation of the Relationships Between Transit and Urban
Form

TRANSIT ORIENTED DEVELOPMENT

Transit-oriented development, or TOD, includes a mix of commercial, residential, office and
entertainment centered around or located near a transit station. Dense, walkable, mixed-use
development near transit attracts people and adds to vibrant, connected communities.

Successful TOD depends on access and density around the transit station. Convenient access
to transit fosters development, while density encourages people to use the transit system.
Focusing growth around transit stations capitalizes on public investments in transit and
provides many benefits, including:
  increased ridership and associated revenue gains for transit systems
 incorporation of public and private sector engagement and investment
 revitalization of neighborhoods
 a larger supply of affordable housing
 economic returns to surrounding landowners and businesses
 congestion relief and associated environmental benefits
 improved safety for pedestrians and cyclists through non-motorized infrastructure

To bring cities onto a more sustainable path with transit-oriented development (TOD). This
model of urban planning focuses on dense, compact, mixed-use neighborhoods with vibrant
streets and safe public spaces for social interaction. TOD is the key to more efficient,
sustainable, and equitable communities because it prioritizes the ―3Cs‖: compact, coordinated
and connected. By following a TOD approach, decision makers and urban planners can
strengthen their communities. Cities can ensure TOD by focusing on the following seven
principles :
1. Quality Public Transit - Public transit is strongly linked to urban development. High
quality, convenient transport depends on dense and connected neighborhoods. The goal of a
transport system is to connect a high number of riders with the city in a comfortable,
efficient, and affordable way.
2. Active Transport - The interests of pedestrians and cyclists should be at the heart of urban
planning. Decision making should shift residents—particularly car users—to active
transport. Many commuters already take two non-motorized trips on a daily basis by walking
to and from transit hubs to their homes or cars. It is important to build on this and encourage
non-motorized transport holistically.

3. Car Use Management - Car use and parking policies play an important role in creating a
safe, human-oriented urban environment. Since the 1980s, cars have dominated Brazilian
cities. Despite individual car trips accounting for 27.4 percent of all urban trips (or 36 percent
in cities with over one million residents), car infrastructure is supported with four times the
amount of investment that public transit receives.
4. Mixed-Use Neighborhoods with Efficient Buildings - A mixture of land uses enhances
the local economy by densifying and diversifying the design of the community. Mixed-use
neighborhoods favor short trips by foot or bike. Similarly, buildings should minimize how
much energy and water they consume and require for building and maintenance.

5. Neighborhood Centers and Vibrant Ground Floors - A built environment with adequate
public space promotes social interaction between residents. Sustainable urban communities
must be sufficiently dense and contain a variety of uses that are complementary to residential
life. Public spaces should be connected to the urban transport network and serve as vibrant,
human-centered places of activity.

6. Public Spaces - The purpose of public space is not only to enhance public life and social
interaction, but also to provide a safe environment for pedestrians and cyclists. Public space
is the place of encounter, exchange, and circulation within a community. All individuals have
the right to access public spaces, regardless of personal, social, or economic condition.

7. Community Participation and Collective Identity - Community participation is essential

to building a vibrant, inclusive neighborhood that is safe and equitable. Stimulating
community participation creates a more equitable, harmonious relationship between varying
social groups living in the same area. Respecting the unique identity of local communities
results in a higher share of residents engaging in civic, cultural, and economic activities,
generating a sense of belonging and ownership of the city.
Source – Luisa Zottis, 2015, The City Fix, World Resource Institute, Ross Centre,

FACTORS DRIVING THE TREND TOWARD TOD

 -Rapidly growing, mind-numbing traffic congestion nation-wide
 -Growing distaste for suburbia and fry-pit strip development
 -Growing desire for quality urban lifestyle
 -Growing desire for more walkable lifestyles away from traffic
 -Changes in family structures: more singles, empty-nesters, etc
 -Growing national support for Smart Growth
 -New focus of Federal policy

COMPONENTS OF TRANSIT ORIENTED DEVELOPMENT

 -Walkable design with pedestrian as the highest priority
 -Train station as prominent feature of town center
 -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
 -Bikeshare rental system and bikeway network integrated into stations
 -Reduced and managed parking inside 10-minute walk circle around town center /
train station
 -Specialized retail at stations serving commuters and locals including cafes, grocery,
dry cleaners

BENEFITS OF TOD
 -Higher quality of life with better places to live, work, and play
 -Greater mobility with ease of moving around
 -Increased transit ridership
 -Reduced traffic congestion, car accidents and injuries
 -Reduced household spending on transportation, resulting in more affordable housing
 -Healthier lifestyle with more walking, and less stress
 -Higher, more stable property values
 -Increased foot traffic and customers for area businesses
 -Greatly reduced dependence on foreign oil, reduced pollution and environmental
damage
 -Reduced incentive to sprawl, increased incentive for compact development
 -Less expensive than building roads and sprawl
 -Enhanced ability to maintain economic competitiveness
-Transit investment has double the economic benefit to a city than does highway investment.
-Transit can enable a city to use market forces to increase densities near stations, where most
services are located, thus creating more efficient sub centers and minimizing sprawl.
-Transit enables a city to be more corridor-oriented, making it easier to provide infrastructure.
-Transit enhances the overall economic efficiency of a city; denser cities with less car use and
more transit use spend a lower proportion of their gross regional product or wealth on
passenger transportation. - From Sustainability and Cities, by Newman & Kenworthy
Source-www.tod.org
 Transit-Oriented Development Case Study: Equinox, Toronto
The Equinox is in the City of Toronto, in the heart of the Scarborough Centre. The Centre is
made up primarily of civic and commercial uses today, including the Scarborough Town
Centre Shopping Mall, but is emerging into a compact and mixed-use growth node through a
focus on infill residential development. The Equinox site is immediately beside the
Scarborough Centre Rapid Transit Station and is directly connected to the station by a
pedestrian bridge.
 Transit-Oriented Development Case Study: The Bridges, Calgary
The Bridges is a City of Calgary-led project, just across the Bow River from downtown, in
the Bridgeland neighbourhood, adjacent to the Bridgeland LRT station. The Bridges was
planned as a compact transit-oriented urban village that respects, enhances and takes cues
from the surrounding neighbourhood, while creating a distinct environment on its own.
 Transit Oriented Development Case Study — Portland Hills Residential Community,
Dartmouth (Halifax Regional Municipality), N.S.
Portland Hills is an 111 ha project in an established, low-density, suburban context in
Dartmouth, N.S. At build out, the development will include 423 single-detached units,
269 townhouse units and 440 multi-family units with a commercial-retail area, a school and
significant open space. It is adjacent to a major bus rapid transit station that was planned and
implemented after Phase 1 was completed.
 Les Cochères de la gare, Sainte-Thérèse, Quebec
Les Cochères de la gare is a 4-storey, 94-unit condominium in the Town of Sainte-Thérèse.
It is 90 m from a commuter train station with service to downtown Montréal. The project is a
model for collaboration between a municipality and a private developer.
 Collingwood Village, Vancouver, British Columbia
Collingwood Village is a high-density, mixed-use urban village centred around a SkyTrain
Station in Vancouver. It is considered a highly successful transit-oriented development
(TOD) that combines transit-supportive densities with good connections to the transit station
and a mixed-use urban village. The City and the developer negotiated a number of
neighbourhood amenities including a community centre, daycare and community policing
station.
 Metropole, Ottawa, Ontario
Metropole is a residential development in Ottawa's Westboro neighbourhood, about six km
(3.7 mi.) west of downtown. Comprised of a 32-storey condominium tower and 68
townhouses, Metropole takes full advantage of the site's proximity to and view of the Ottawa
River. Ottawa's Transitway (rapid bus network) abuts the south side of the site, with the
Westboro Station less than 200 metres from the site.
 Port Credit Village, Mississauga, Ontario
The award winning Port Credit Village (Phase I) is a mixed-use project with 410 residential
units located along the City of Mississauga's Lake Ontario waterfront within easy walking
distance of the Port Credit GO Station (commuter rail) and market area of the historic Port
Credit community. Port Credit Village is located on the former St. Lawrence Starch Lands
that functioned as a heavy industrial site.
 Short Street, Saanich, British Columbia
Short Street is a small residential enclave surrounded by arterial streets and commercial
retail development in the District of Saanich, B.C. Developed by the municipality to target
redevelopment of the blocks around Short Street, this innovative, mixed-use project features
72 residential units and three commercial retail units.
 Time, North Vancouver, British Columbia
Time is a 265 unit, mixed use project located within easy walking distance of the passenger
ferry (SeaBus) terminal and associated market at Lonsdale Quay in North Vancouver. The
project was completed as part of the on-going re-development of a former industrial area that
 is now the region's highest density town centre. Complementing the two residential towers is
a drug store, a grocery store and a community centre that is owned and operated by the City.
 Village de la Gare, Mont-Saint-Hilaire, Quebec
The Village de la Gare in Mont-Saint-Hilaire is considered to be the first master-planned
transit-oriented development project in the province of Quebec. The project was started in
2002 after commuter train service was introduced linking the Town of Mont-Saint-Hilaire to
Montreal. The project is the result of a unique collaboration among the municipality, the
metropolitan transit authority and a private developer.
INDIAN Examples

1. Ahmedabad - TOD proposal in Ahmedabad is centred around the BRT system. The TOD
Influence Zone extends 200 m on either side of the BRTS corridor. In this zone, the FSI
would be increased from 1.8 to 4. The SCP (Smart City Plan) focuses on retrofitting of
existing physical infrastructure for the densified development as well as extension of public
realm in the area. It gives special attention to pedestrian facilities through footpaths, street
furniture, street lighting, green and open spaces, and pedestrian bridges.
2. Belagavi - The idea of the area based development in Belagavi is to decongest the inner
city area and create commercial corridor and new growth centres with mixed land-use. The
areas will be economically viable while also preserving the rich cultural heritage and
promoting sustainable environment. The SCP gives a lot of attention to retrofit of open
spaces and water bodies, affordable housing, pedestrian and NMT (Non Motorised
Transport) infrastructure and improvement of public transportation.

3. Bhopal - Bhopal uses TOD in the business district proposed for the ABD. It will promote
mixed-use residential and commercial areas to maximise access to public transport, and
encourage transit ridership. The SCP proposes elevated LRT corridor on two sides of the site.
The urban design of the site utilises the potential of this transit system to create a TOD.
Projects also include walkability with interconnected greenways. Demand management
strategies are applied by restricting vehicles to the periphery and by providing alternative
public transport. Variety of land-use includes retail plaza, housing, several public plazas,
office spaces etc.

4. Bhubaneswar - Bhubaneswar‘s TOD proposal in the ABD envisions to retrofit and

redevelop a railway station multimodal hub adjacent to the main railway station in the city.
This area is proposed to be walkable and well connected with low-carbon/carbon neutral
mixed use development, and built with strong transportation network and green
infrastructure. Public realm investments in the area will focus on street, public spaces and
public buildings. Specific projects in the area include a bus terminal, dedicated bus lanes,
dedicated street vending zone, pedestrian plaza, retail shopping, office and residential spaces,
hotel and convention centre, etc.

5. Coimbatore - Coimbatore‘s SCP focuses on transit orientation and strengthening of mixed

use/compact city dimensions in the city‘s planning framework. Under these principles,
specific attention is given to non-motorised mobility and improvement in public realm
specifically through the city‘s water bodies. The project to create a 30 km NMT corridor with
green pathways and public cycle sharing connects to vantage points in the site and connects
with rest of the city.

6. Devanagere - In Devanagere, the proposal in the core city area aims to augment the
density, while carefully mitigating the problems of congestion through articulated street-
design controls, such as walkability, priority to NMT and increased dependency on public
transport. Redevelopment of the existing old bus terminal into a central transit hub and retail
commercial adjacent to railway station is proposed on the principles of TOD. Some projects
aligning to TOD are bike share pods, creation of public plaza and multi-use buildings.

7. Guwahati - Guwahati plans to retrofit a continuous area adjacent to river as a modern eco-
sensitive zone with high density and mixed use communities that serve the growth of the city.
The site is designed as a walkable district connected to mass-transit, served by organised IPT
and with pedestrian priority in planning along with cycling facilities.

8. Indore- The strategic road-map for Indore revolves around the use of TOD for
rejuvenation of urban form, maintaining the architectural integrity, cultural inheritance,
economic development and digitalisation while leveraging monetisation of public land to
finance urban development. The project includes vehicle-free zones in areas served by BRT
line, a proposed metro line through the congested core city area, pedestrian and NMT
facilities and creation of public plazas to improve the public realm, and redevelopment into
mixed-use high rise buildings adjacent to mass transit system.

9. Jabalpur - ABD in Jabalpur focuses on high density mixed use development based on the
principles of TOD to energise and regenerate the CBD. Development around proposed mass
transit station along the axis connecting the station to the market includes interventions, such
as pedestrian pathways, NMT infrastructure will also link green spaces.

10. Raipur - Raipur in the SCP proposes to use TOD to build a re-densified compact,
walkable urban form at the city core. Using TOD with land management tools, such as
transfer of development right, the selected site will have mixed land-use that promotes walk
from home to work communities. Special focus is on improving accessibility with barrier free
design, pedestrian and NMT infrastructure, and walk-only streets. Improving open and green
areas is another area of focus in Raipur.

11. Faridabad - In Faridabad, the SCP developed modules focus on low carbon mobility,
place making and developing vibrant built spaces using the principles of TOD. Transit
oriented, compact, high density, mixed use development is proposed near metro stations
along with multimodal hub connecting railway station, metro station, bus terminal and IPT.
The SCP also propose barrier free footpaths, public bike share scheme and several other
pedestrian and NMT infrastructure.

12. Ranchi - In Ranchi, greenfield development is being developed on the basis of TOD
principles. It aims at promoting mixed use along the trunk roads and improving green and
water spaces in the city. The focus is on densification to 158 persons/acre as compared to
present 34 persons/acre. The SCP predicts an increase in the share of open space per person
and reduction in the distance to work. It also proposes improvements to public transportation,
NMT and pedestrian infrastructure.

13. Kochi - Kochi proposes leveraging the metro rail to develop the station area in the CBD
as a TOD housing a population of 31,500 whilst creating about 37,096 job opportunities.
Integrated multi-modal transport including metro, bus and ferry systems will improve
accessibility supported by NMT and pedestrian infrastructure. Other TOD projects include
improvement and development of open and green spaces in the city.

14. Chandigarh - The area with four sectors, including the commercial hub is selected for
the implementation of the TOD. The focus is on low carbon mobility, healthy living, social
equity and vibrant economy. The SCP proposes leveraging the transit node to create a
business environment with a mix of complimentary functions, including convention centre,
museum and art gallery, mixed income housing, serviced apartments, office and retail,
dormitories etc.