GEOG1012 Essay 2

Name: Ng Ka Yin
UID: 3035279909

Explain the concept of “transit oriented development (TOD)” and elaborate on how to
implement this concept, using the case of Hong Kong or a city of your choice as an
example.

Introduction
Traffic congestion, inadequacy of public transport, difficulties of parking, are some of
the transport problem in urban area (Smeed, 1964). Vehicle-oriented development,
which focus on increasing the road system capacity to meet demand has been
implemented in 1950s and 1960s. This approach, however, worsen the environmental
condition and the problem of traffic congestion (Pacione, 2009). Transit-oriented
development (TOD) has become increasingly viewed as a solution to transport
problem globally (UNHABITAT, 2013), which is a development physically oriented
to public transport station. This essay will first explain the concept of TOD. It will
then illustrate the implementation of TOD, using the example of Hong Kong.

Concept of “Transit Oriented Development”

TOD is a model for shaping urban growth by developing around transport nodes, for
example, urban rail and busway stations. The ultimate goal of TOD is to reduce
driving, car ownership and encourage alternative ways of travelling such as walking
and railways. TOD has several features making it a possible solution to the urban
transport problems.

High Urban Density

Table 1

In a typical TOD, rail or bus station is usually located at its centre, which is
surrounded by high-density development (Renne, 2009). It is in contrast with vehicle-
oriented transportation, which has a low urban density because of the requirement of
land for parking facilities and roads (Boroski, et al., 2002). The high-density
development around the station allow more residents to access public transport station
in a shorter walking distance. Transit ridership is thus encouraged and vehicle on the
road can be reduced. Refer to Table 1, a typical transit-oriented neighborhood usually
consists of a high-density commercial and residential area in the centre. The density
gradually decrease when extending outward from the city centre.

Pedestrian- and Bicycle- Oriented Design

Table 2 Impact of Good Pedestrian Condition on Travelling

However, high density solely is not enough to improve the accessibility to public
transport. Pedestrian- and bicycle-oriented design is essential for a success TOD as
well. It is because a good pedestrian and bicycle connectivity to the station can allow
more TOD residents willing to use transit (Lund, Cervero & Wilson, 2004). Refer to
Table 2, research shows that good pedestrian condition encourages residents taking
public transit (Davidson, 1994). Improved walkability can therefore increase transit
area of influence (i.e. , the area around stations tends to be more transit-oriented)
(APTA, 2009).

Mixed Land Use

Figure 1 Mixed-use Development around transit stop

(Calthorpe, 1993, as cited in Curtis et al. , 2009)
TOD is featured with mixed-land use, either vertically (within the same building) or
horizontally (side-by-side) (Renne, 2009). It is because places with mixed land use
locates different kinds of activities together. In Figure 1, commercial, residential area
as well as open space is located within 2000 feet of the transit stop. In a typical TOD,
schools, shopping malls and different public services can also be identified (Renee,
2009). TOD is served as a community’s hub in the Scandinavian model
(UNHABITAT, 2013). Activities such as outdoor concerts and public celebration can
be carried out in this community hub. The purpose of mixed land use is to locate
many different activities close together, and the need of driving is minimized as a
result.

How Can TOD Possibly Alleviate Urban Transport Problems

By enhancing the accessibility to public transport station, vehicle travel is greatly
reduced. For example, a research by Jeihani et al. (2013) shows that residents in non-
TOD area drive 20% more annual miles than residents in TOD area in Washington
D.C. This has alleviated the problem of traffic congestion and environmental
pollution. Since less household own vehicle, the need for parking space is reduced as
well.

As mixed land use clusters activities together, some residents in TOD area do not need
to take transits to commute. In other words, their workplace and living place is within
the same area. This can reduce the load on transport system, including public transit,
in peak hours, alleviate the crowding problem in public transports (Renee, 2009).

Implementation of “Transit Oriented Development”

TOD can be implemented in three different forms, including construction of new
urban rail transit stations and lines, incremental changes to neighborhoods already
with public transit, and introducing new suburban neighborhoods around public
transit stations (Cervero, 2004) The implementation of TOD will be explained in
following paragraph using Hong Kong as an example.

Construction of New Urban Rail Transit Stations and Lines

In places with a lack of railway stations, residents can access to other places mainly
by bus or driving. This leads to a greater demand of parking spaces and increasing car
ownership, and also add weight to the load of roads (Renee, 2009). In view of this,
new urban rail transit stations and lines can be built. It is consistence with the
principle of TOD which emphasis the maximization of transit access. Bike trail can be
built to further increase the accessibility from home or workplace to transit stations.
Transit station can also be built with a shopping hall and housing estate, making it a
community hub with mixed land use (Loo, Chen & Chan, 2010).

Figure 2 Ma On Shan Line (Brown Lines) and Bike Trail (Pink and Blue Lines)

Ma On Shan Line is a new MTR branch line opened in 2004 which greatly enhanced
the accessibility of Ma On Shan. The railway line carries 153,100 passengers average
on weekdays, significantly raises the mobility of residents in Ma On Shan (LEGCO,
2014). Ma On Shan is covered extensively by bike trails (Figure 2), allowing residents
to reach the railway stations conveniently.

On the other hand, Kowloon Bay MTR station is developed together with Telford
Plaza and Telford Garden, which are operated by the MTR as well. Mixed land use,
including commercial, office and residential, can be found in Kowloon Bay., which is
one of the major feature of TOD.

Reference:
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2. Pacione, Michael, Urban Geography: A Global Perspective, 3rd Edition, London
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3. Un-Habitat. (2013). Planning and design for sustainable urban mobility: Global report on
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Planning Association National Planning Conference, Seattle, Washington, April (pp. 24-
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Mayer (2002), Parking and TOD: Challenges and Opportunities (Special Report);
California Statewide Transit-‐Oriented Development Study: Factors for Success in
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