CPD TALK : THE BOARD OF VALUERS, ESTATE AGENTS AND

PROPERTY MANAGERS MALAYSIA

TRANSIT ORIENTED DEVELOPMENT (TOD) AND

MARKET FEASIBILITY STUDY FOR REAL ESTATE
DEVELOPMENT : Policies, Strategies And Urban
Planning Guidelines
Alias bin Rameli
Director, Research and Development Division
PLANMalaysia

20 October 2021 | 10.30 am to 12.30 pm

CONTENTS

1 Background

TOD Model : A Comparison Between

2
Countries

3 Policies, Strategies and Planning Guidelines

4 Spatial Planning for TOD

5 Implementation of TOD Projects in Malaysia

6 The Way Forward

2
1 BACKGROUND
THE EVOLUTION OF TRANSPORTATION AND URBAN FORM

4
 THE EVOLUTION OF TRANSPORTATION AND URBAN FORM

1. WALKING 2. STREETCAR ERA

HORSECAR ERA (1890 – 1920)
(1800 – 1890)
▪ The first forms of
▪ People having urban mass
access to locations transportation.
that could be ▪ Enabled cities to
reached in less expand along the
than 45 minutes main tramway
(4 to 6 km). (streetcar) lines.
▪ Urban densities ▪ The emergence of
were very high in a specialized
areas with downtown area
accessibility. with commercial
▪ Economic activities and service
were concentrated activities.
in a central node
along with
residential areas.
5
 THE EVOLUTION OF TRANSPORTATION AND URBAN FORM

3. AUTOMOBILE 4. HIGHWAY ERA

ERA (1920 – 1945) (1920 – 1945)

▪ Motorized ▪ Highways favored the

transportation, extension of full-
mainly buses, and fledged suburbs
cars, radially ▪ The development of
expanded cities, new highways which
further improving circled urban
accessibility. perimeters promoted
▪ The emergence of the agglomeration of
the low-density commercial,
suburbs. distribution, and
▪ The divergence of manufacturing
the spatial activities around high
structure. accessibility clusters in
suburban areas.

6
 WHAT IS TOD?

1. TOD is a development concept centered on a rail or bus public transport

station.
2. Encourage good connectivity, public transport, pedestrian and cycling
friendly.
3. With high intensity mixed-development within walking distance from station.
4. Supported by optimal and inclusive use of land and space resources.

TOD
Station

TOD
7
WHY TOD?

SOCIAL ECONOMY ENVIRONMENT

▪ Increase ▪ Generate more

▪ Reduce pollution.
mobility. investment
opportunity. ▪ Reduce the use of
▪ Reduce
dependency of ▪ Increase job non-renewable
private vehicles. opportunity. energy sources.

▪ Provide more ▪ Facilitate access to ▪ Optimize the use of

job opportunities businesses and land and building
and housing. services. resources.
▪ Improve health. ▪ Become new
business attraction.

8
 TOD MODEL : A COMPARISON
2
BETWEEN COUNTRIES
TOKYO, JAPAN
▪ Utilise Land Readjustment Project, Transfer of
Development Right (TDR) and public–private
partnership (PPP).

▪ Mapping the activities of residents and workers along rail

corridors and establishing assets and businesses that
capture a high daily proportion of passenger spend.

▪ Operator of transit lines (example: Tokyu Corporation,

whose assets include the Tōyoko, Meguro and
Ōimachi lines) owns department stores,
supermarkets, hotels, banks and property
developments along its rail lines.

▪ It generates revenue every time passengers move in,

shop, travel or eat along the rail lines.
KOWLOON, ▪ The rail company (e.g. MTRC) become the developer.

HONG KONG ▪ The MTRC (a listed corporation with a large

percentage of government held stock) acquires land
from the government to build a station, the rail
company become the landlord.

▪ The land above (rooftop) adjacent to the station is

subdivided and leased to interested developers
through public auction.

▪ The MRTC derives 50% of its income from land

development and property rentals (MRTC, 2016).

▪ This makes the MTRC a profitable public transportation

operator and manager of rail villages-a phenomena that
is rarely seen in other cities.
SINGAPORE
▪ Integrate urban transit development with spatial design
and planning.

▪ Primarily focused on urban renewal, through the

expansion of the transit network.

▪ A constellation of satellite towns that surround a central

core, with rail networks that link these towns to
industrial parks and the city centre.

▪ Satellite towns are self-sustaining, with common

public amenities within walking distance and a
reduced need to venture out for common daily
needs.

▪ Well-designed integrated planning around mass transit

stations offers obvious land value capture benefits.
MELBOURNE, AUSTRALIA

▪ Sporadic efforts have been made by various

levels of government to implement transit-
oriented development principles.

▪ Lack of commitment to funding public

transport infrastructure, resulting to
overcrowding and amending zoning laws has
dramatically slowed progress toward TOD.

▪ Trams are a major form of public transport,

the Melbourne tramway network consists of
250 kilometres of double track, 493 trams, 24
routes and 1,763 tram stops.
 ▪ The New York City Subway is the oldest

NEW YORK CITY,

(started 1904) and largest rapid transit
system in the world.

UNITED STATE ▪ During the late 1940s, the system

recorded high ridership, but went
decreasing by 1970s due to the
increase usage of personal transport.

▪ By the 1970s and 1980s, the New York

City Subway was at an all-time low.
Ridership had dropped to 1910s levels.
Maintenance was poor, and delays
and track problems were common.

▪ Isolated TODs are developed e.g.

Grand Central Terminal, Hudson Yards
and Atlantic Yards.
 KUALA LUMPUR,
MALAYSIA
▪ The first TOD in Malaysia - KL Sentral
which started in 2001.

▪ Then the TOD concept has expanded

among which include Cyberjaya City
Centre, PJ Sentral, Bangsar South,
Kuala Lumpur Maju in Sungai Besi and
Tropicana Garden in Kota Damansara.

▪ Rail operators (e.g. Rapid Rail, MRT

Corporations) gain revenue mainly
through ridership.
 POLICIES, STRATEGIES AND
3
PLANNING GUIDELINES
 POLICY DIRECTION FOR TOD IN MALAYSIA
12TH MALAYSIA PLAN
Chapter 8: Advancing Green Growth for
Sustainability & Resilience
Priority Area A
Implementing a Low-Carbon, Clean and
Resilient Development
Strategy A1:
Promoting Green, and Resilient Cities and
Townships (equitable TOD)
Chapter 12: Enhancing Efficiency Of
Transport And Logistics Infrastructure
Priority Area A
Ensuring Integrated, Affordable, Reliable And
Seamless People Mobility
Strategy A1:
Promoting TOD
DRAFT NATIONAL PHYSICAL PLAN 4 NATIONAL URBANISATION POLICY 2
Thrust 2 Principal 2:
Spatial Sustainability and Climate Change Resilience Livable City
Action KD1.1B • Address the Rising Cost of Living
Prioritizing TOD in Conurbation, Global Cities, and
regional Cities • Inspection of a Comprehensive, Sustainable,
Integrated, Efficient and Affordable Public
Thrust 3 Transport System.
Livable Environment And Inclusive Community
• Improving a Healthy and Low Carbon Lifestyle
Action KD1.2B
Expand TOD concept for rail routes, ECRL (and HSR)
Principal 5:
that pass through major urban areas in Peninsular
Green development and clean environment.
Malaysia
• More Efficient And Sustainable Use Of Energy
Incentives to encourage the development of
affordable housing through:
a) Increase density/plot ratio
b) Reduce parking lot
c) Reduce open space to be surrender 17
PLANNING GUIDELINES
FOR TRANSIT
ORIENTED
DEVELOPMENT (TOD)

• Planning Criteria for TOD

• Types of TOD
• Transit Areas of Influence
• Planning Principles
• Planning Guidelines
18
 PLANNING CRITERIA FOR TOD

1 2 3 4
Areas with existing
The area of Priority in areas of rail
or bus stations or planned
interchange
located in the city Areas without risk of infrastructures,
station, terminal
center, neighborhood disaster and capable of
or public
center or existing pollution accommodating
transport hub.
planned special increased
activities. development
intensity.

19
 TYPE OF TOD

T1 T2 T3

HIGH INTENSITY MEDIUM HIGH INTENSITY MEDIUM INTENSITY

• At business, administrative,
Station
employment, residential, cultural
Location
and civic centers in regional,
national and global cities.
• At business, employment,
• At business, administrative,
residential, civic center in main
employment, residential, cultural and
neighbourhood area or
civic centers in main cities.
suburban.

Type of Public transportation hub and

Interchange station. Origin station.
station terminal.

Public • ≥ 3 types of services (for example • ≥ 2 types of services (for example • 1 type of service (for example
Transportation (HSR), KTM, MRT, LRT, Monorel, (HSR), KTM, MRT, LRT, Monorel, (HSR), KTM, MRT, LRT, Monorel,
Services BRT). BRT). BRT).
• Feeder bus. • Feeder bus. • Feeder bus.

• TOD area with potential for high • TOD area with potential for high and • TOD area with potential for medium
Prospect of density development. medium density development. density development.
Development • Priority development areas • Priority development areas identified • Neighborhood center or suburban
identified by national government. by state and local government center 20
 TRANSIT AREAS OF INFLUENCE (TAI)

ZONE OF TRANSIT DISTANCE FROM

EXPLANATION
INFLUENCE STATION

The distance is measured from the center point of

CORE 0 – 400 m the station building (including the space above and
below the station).

Distance is measured 400m from the station to 800m

PRIMARY 400 – 800 m from the station and cover the area between these 2
distances.

• The distance is measured 800 m from the station

up to 1.5 km from the station. 1.5 km is the
SECONDARY 800 m – 1.5 km coverage distance of the MRT feeder bus service.
• For high-speed public transport mode, the zone of
influence can be wider, i.e. more than 1.5 km.

21
TRANSIT AREAS OF INFLUENCE (TAI)

Core TAI Secondary TAI

(400 m – 800 m) (800 m - 1.5 km)

Primary TAI
(0 - 400 m)
Station

0- 400 m- 800 m-
400 m 800 m 1.5 km
22
▪ GENERAL PLANNING GUIDELINES
▪ DETAILED PLANNING GUIDELINES

23
GENERAL GUIDELINES - PLANNING PRINCIPLES
(Criteria)

1 Diverse
2 High Intensity
3 Connected

4 Inclusive
5 Liveable
6 Resilient

7 Smart
8 Green and Low
9Resource
Carbon Optimization

24
 PRINCIPLE 1 : DIVERSE
a
To create a mixture of land uses and
activities that are mutually supportive and
always active 18-24 hours a day.

b To ensure first floor be actively use as

commercial or residential.

To provide site or space for community

c facilities and open space especially for
permanent residents.

d
To provide residential areas within
walking distance from commercial
center, working place and communities
facilities.

e To restrict industrial activities that will pollute the environment.

25
PRINCIPLE 2 : HIGH INTENSITY
a Concentrate on high density development surrounding stations.

b Density is increasing towards the station.

The One Central Park,

Sydney, Australia
26
 PRINCIPLE 3 : CONNECTED
a.a Transit Facilities, Pedestrian Walkway and Cycling Pathway

Disabled friendly
Rail station and bus
station at Central
Market

27
Cut-through Median or Pedestrian
Refuge Island to ease crossing
28
 Stations shall be
easily accessed by
different routes
(for example
through walkways
and bridges at
Central Market
Station).
Stairway designed with bicycle ramps.

Stairway with added bike

rails.
 Road Diet at Kuala Lumpur

• Road diet at Kuala Lumpur on Feb. 2018 (WUF9).

• 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.
31
b Parking Space
i. Encourage off-street parking compared to on-parking street to reduce
conflict with pedestrian.
ii. The safety feature encouraged at car parks is the marking or isolation of
pedestrian and cycling paths from vehicles.
iii. To provide car parks and pick-up and drop-off points that meet the
specifications of universal design with less than 50m from station.
iv. To create park-n-ride locations in medium or low density areas at suburbs,
to limit the movement of private vehicles to city centre.
v. To encourage provision of mechanical car parks at areas with limited
spaces and charging bay car parks for electrical vehicles.
vi. Bicycle parking shall be provided in residential, commercial, offices,
community facilities and recreational areas.
32
 Park-n-ride at Ampang LRT Station

Centralised car park behind building

Mechanical car park in area with Car park with charging facilities
limited space
Innovative bicycle parking lot design
34
 PRINCIPLE 4 : INCLUSIVE
a To provide Live, Work and Play spaces for all groups of people
(e.g. age, gender, income and ethnic).

b To provide a minimum of 30% residential premises, including

affordable housing in TOD area.

c To provide different sizes of housing based on demographic

characteristics.

d To provide adequate and accessible community facilities for

residents.

e To diversify type of working spaces (e.g. co-sharing workspace)

and business premises in TOD area

f To create a barrier-free and safe environment for all, including the

disabled, through the application of Universal Design.
35
• Minimum 30% housing
in TOD areas, including
affordable housing
Examples of co-sharing workspace
37
 PRINCIPLE 5 : LIVEABLE
a
a. Public Facilities
i. To provide public facilities for permanent residents.
ii. Location nearby to residential area, community center,
public transportation station, people centered area which
connected by pedestrian walkways, cycling pathway, and
public transport facilities.
iii. Public facilities shall be provided in the building as follows:
a. on the ground surface.
b. underground.
c. In the airspace.

38
Location of LOCATION ON THE GROUND UNDERGROUND AIR SPACE
Public
Facilities
At TOD ILLUSTRATION

39
 LOCATION ON THE GROUND UNDERGROUND AIR SPACE

Ilustration

Suitable Types of structre Bulding Basement Connector

Location 1. Health

Public • Hospital Yes No Yes

Facilities
• Clinic Yes No Yes
2. Education
• Pre-school (Govenrment) & Kindergarden Yes No Yes
• Primary school Yes No No
• Secondary sechool Yes No No
• Higher eduaction institution Yea No Yes
3. Safety and Emergency
• Police station Yes No No
• Fire station Yes No No
4. Community
• Multi-purpose hall Yes Yes Yes
• Public Library Yes Yes Yes
5. Religion
• Mosque and prayers room Yes No Yes
• Temples, Churches and Gurdwaras Yes No Yes
6. Welfare
• Child care center (TASKA) Yes No Yes
• Children Activities Center Yes No Yes
• Senior Citizen Activities Center Yes No Yes
• Community Rehabilitation Center Yes No Yes
Optimum Travelling
Time and Distance TRAVELING TIME
to Public Facilities

RESIDENCE 5 min 20 min

10 min
(400 m)* (800 m) (1.7 km)

• Kindergarten • Primary School • Secondary School

• Open Space / Public • Clinic • Library
Space • Religious Center • Hospital
• Multi-Purpose Hall • Police Station • Institution of Higher
• Fire Station Education

* Notes: Calculation is based-on the usual speed of pedestrian with 5 km/h.

41
b
b. Open Space and Public Space

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

42
Bishan-Ang Mo Kio Park,
Singapore
Bishan-Ang Mo Kio Park,
Singapore

Osaka, Japan

Singapore
44
The Phoenix Flowers, Glasgow, UK Sydney, Australia
The activities at the ground floor of building are extended to make
the atmosphere more vibrant

Multi-function sign board.

 c Crime Prevention Through Environmental Design (CPTED) in
TOD Area

i. To promote safe
environment in TOD
area.
ii. To plan based on
planning principles and
design outlined in
Crime Prevention
Through Environmental
Design (CPTED)
Guidelines , 2011.

Bollard and landscaping as a barrier for pedestrian

walkways in Kuala Terengganu City. 47
d Space Identity and Heritage Conservation

i. The design of public spaces and buildings shall reflect local

identity, taking into account its local history and heritage
value.
ii. Sites, buildings and heritage assets in the TOD area should be
preserved or conserved to become an identity or source
attraction.
St. Pancras, London Gare Du Nord, Paris

48
Stockholm’s subway system that has its own identity.
 PRINCIPLE 6 : RESILIENT
a All stations and infrastructures shall be equipped with safety features to
reduce risk of accidents as a result of natural and man-made disasters.

b To ensure effective and adequate disaster early warning system to

inform risk.

c To ensure adequate emergency clearance routes for all users,

including the disabled people during emergency.

d To introduce flexible layout and design, which can be modified and

redeveloped in the future if needed, without much cost.

Area of Rescue Assistance at Government Centre Station,

Boston, USA. This place allows passengers including the
disabled to gather while waiting for emergency assistance.
Its is equipped with oxygen gas supply and intercom system
connecting directly to the Massachusetts Bay Transportation
Authority Operations Control Center.
50
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.

51
 PRINCIPLE 8 : GREEN AND LOW CARBON
a In TOD areas, public transportation systems, stations, stop, buildings
and neighborhoods should be planned and designed to save energy.

b 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.

c Buildings and roads shall avoid facing west to reduce exposure to

scorching sunlight in the evening, and to maximize natural ventilation.

d To raise the ceiling of the building, providing ventilation space (air

well) and courtyard to encourage natural ventilation.

e To plant vegetations on horizontal and vertical surfaces to reduce

heat effects and increase carbon dioxide absorption.

52
PRINCIPLE 8 : GREEN AND LOW CARBON
f Using color and building materials manage to reflect heats.

Energy-saving equipment and technologies such as solar

g panels, water recycling systems and rainwater harvesting
systems (SPAH) are encouraged at all TOD areas.

53
 PRINCIPLE 9 : OPTIMIZATION RESOURCES

a To promote redevelopment of
brownfield site.

b Adaptive re-use of obsolete and

derelict buildings.

c Site redevelopment and building

reuse can revitalize TOD area.

Lowe Campbell Ewald

Detroit HQ . USA
54
 DETAILED PLANNING GUIDELINES FOR TRANSIT AREAS OF
INFLUENCE (TAI)
CORE PRIMARY SECONDARY
(within 400m) (400-800m) (800-1500m)
1. Land-use and i. Housing (include low-cost housing).
activities ii. Office.
permitted iii. Commercial.
iv. Public facilities.
v. Service Industries with no pollution.
vi. Institution (include cultural and heritage).
vii. Open space and public space.
2. Land use and i. Car parks. i. Car parks. i. Polluting industry.
activities not ii. Low density housing. ii. Low density housing.
permitted iii. Polluting industry. iii. Polluting industry.
iv. Warehouse.
v. Petrol station.
3. Activities at the
i. The activities at the ground floor shall promote vibrancy of places.
ground floor of
ii. The usage shall consist of a mixture of retail, office and residential.
building
4. Intensity of The highest intensity in core Intensity in primary TAI is Intensity in secondary TAI is
Development TAI. medium high compared to medium compared to core
core TAI. and primary TAI.
55
 DETAILED PLANNING GUIDELINES FOR TRANSIT AREAS OF
INFLUENCE (TAI)
CORE PRIMARY SECONDARY
(within 400m) (400-800m) (800-1500m)
5. Plot ratio* i. Highest. i. Medium high. i. Medium.

Plot ratio identified in local plan.

6. Density (Unit i. Highest. i. Medium high. i. Medium.

House Per
Acre)** Density identified in local plan.

7. Set back i. Local authorities may reduce or eliminate set back to encourage connectivity.
ii. The criteria that can be considered to reduce or eliminate the set back includes the
areas that have limited space for development, service road reserves, continuity of
pedestrian and cycling pathways.
8. Plinth area Plinth area identified in local plan.

Notes:
* The Selangor State TOD Planning Policy sets a maximum plot ratio of 1:8.
** Generally, the density identified in Kuala Lumpur is 60-70 units/ acre. 56
 DETAILED PLANNING GUIDELINES FOR TRANSIT AREAS OF
INFLUENCE (TAI)
CORE PRIMARY SECONDARY
(within 400m) (400-800m) (800-1500m)
9. Building
Based on height identified in Local Plan
height
10. Pedestrian i. Comprehensive pedestrian i. i. Separate pedestrian walkways from cycling pathway to ensure
walkway network pedestrian safety.
ii. To provide pedestrian walkways connect to business center, public facilities, open space, public
space.
iii. To provide continuous, sheltered, safe and unobstructed pedestrian walkways.
iv. Pedestrian walkways shall be at least 1.8m wide to facilitate the movement of users, includes
disabled with wheelchair.
v. Seamless pedestrian walkways able to connect between buildings.
11. Cycling - The number of cyclists increased Highest number of cyclists
pathway compared to core TAI. compared to secondary TAI.
i. To provide a network of cycling pathways connecting major land uses throughout TOD area.
ii. On major roads where road speeds and traffic volumes are high (speeds> 40 km/h and ≥ 5,000 total
motor traffic per day), cycling pathway shall be separated from motor traffic routes for the safety of
cyclists.
iii. In residential areas and local roads where road speed and total traffic are low (speed ≤ 50 km/h and
<1,000 total motor traffic per day), bicycles can share the road with vehicles (mixed traffic).
iv. Arrows shall be marked on the road (e.g. ‘vehicle sharing with bicycle’).
57
 DETAILED PLANNING GUIDELINES FOR TRANSIT AREAS OF
INFLUENCE (TAI)
CORE PRIMARY SECONDARY
(within 400m) (400-800m) (800-1500m)
12. Feeder Bus Shall provide quality feeder base services to connect stations to all major land uses

- The number of riderships Highest number of riderships in

increase in primary TAI. secondary TAI.
13. Car park* i. To reduce 50%-100% car To reduce 20%-50% car park To reduce 20% car parks
park provision. provision (except residential provision (except residential
ii. To reduce to 1 car area). area).
park/house.
The centralized car park shall be well-connected and easily accessed
guided by clear signage.
iii. Encourage to provide off-street parking at ground floor, basement for multi-storey building.
iv. The centralized car parks shall be connected and easily accessed with clear sign board direction.

14. Bicycle 10 - 30% motorcycle parking lots to be replaced with cycling pathways.
parking
Notes:
* Proposed reduction of 10-50% car park at TOD area or 100% exemption. Bench-marking was made based on 30% car park
reduction near stations at KL City Council area, 50% for Selangor TOD area, 20% for Singapore, 50% for Seoul and 100% for Paris.
58
 DETAILED PLANNING GUIDELINES FOR TRANSIT AREAS OF
INFLUENCE (TAI)
CORE PRIMARY SECONDARY
(within 400m) (400-800m) (800-1500m)
15. Reverse Charge A reverse charge will be imposed to those providing additional car parks.
16. Affordable i. State and local authorities shall determine the total amount of affordable housing.
housing
ii. A minimum of 30% residential include affordable housing shall be prepared in TOD area.

ii. Affordable housing shall be connected to stations and all major land uses.

17. Employment i. To provide more co-sharing workspace for young people, entrepreneurs and start-up
and Business companies in the TOD area.
Premises ii. Diversify the size of premises or business space that can be rented out or owned.

18. Community i. Community facilities shall be provided if there are permanent residents regardless of house
Facilities prices.
ii. Community facilities for the ‘vulnerable’ such as children and elderly shall be provided within 400
m or 5-10 minutes walk from the house.
iii. These facilities shall also be linked to efficient cycling routes and bus services.

59
 DETAILED PLANNING GUIDELINES FOR TRANSIT AREAS OF
INFLUENCE (TAI)
CORE PRIMARY SECONDARY
(within 400m) (400-800m) (800-1500m)

19. Universal i. The entire urban environment and buildings at TOD area must be equipped with universal design.
Design
i. The design shall be in accordance with the standard MS1184: 2014 - Universal Design and
Accessibility in Built Environment, Code of Practice (Second Revision), Nov. 2014, Department of
Standards Malaysia.
20. Open space i. A minimum of 10% open space of the overall site of residential area.
ii. A minimum of 5% open space of the overall site commercial and industrial area.
iii. Partial of open space can be provided via inside building or on top of the multi-storey strata building.
iv. Subject to latest policy provisions, acts, by-laws and guidelines prepared by Town and Country
Planning Department, State and Local Authorities.

21. Public space i. Public spaces to be provided at areas with high concentration of people.
and ii. Rejuvenation point equipped with shaded seating, street lighting and signage.
Rejuvenation iii. Rejuvenation points shall be provided with an interval of 300m-400m.
Point
iv. To promote unique elements, of art, information and expression in public space and rejuvenation
point.

60
 Selangor Transit-Oriented Development Planning Policy*
PRINCIPLES TOD PLANNING PRINCIPLES
1 Promote mixed-development
2 Higher intensity
3 Affordable housing at
commercial zone
4 Affordable business space
5 Pedestrian walkways and cycling
pathways
6 Public facilities
7 Car park
8 Feeder bus
9 Promote Green Building concept
*Notes: Approved by State Government Council Meeting No. 7/2016 dated 24th February 2016
REQUIREMENTS
Provision of 10% commercial space from total housing units
▪ Plot ratio 1:8 (maximum)
▪ Density 100unit/acre (maximum)
▪ 120unit/acre affordable housing (maximum)
▪ 30% affordable service apartment (750-850sf) from total service apartment
floor space
▪ 20% affordable SOHO (500sf) from total SOHO floor space
▪ Price from RM200,000 to RM300,000
20% affordable shop lots, kiosk floor space from the overall floor space.
Provide covered and connected pedestrian walkways and cycling pathways.
▪ Land acquisition for vertical high-rise development
▪ Retrofitting existing public facilities
▪ Affordable apartment/Rumah Selangorku/Service apartment/SOHO: 1 lot/unit;
increase 2% OKU lot from overall near to lift and ramp. 10% motorcycle lots.
▪ Commercial: 1 lot/1000sf floor space, increase 2% OKU lot, motorcycle 1
lot/1810sf floor space roughly.
From station to all major land uses
Promote “Green Building” especially by design and building materials– emphasize
on energy efficient.
61
4 SPATIAL PLANNING
FOR TOD
DRAFT SUBANG JAYA LOCAL PLAN 2035 : TOD AREAS

LEGEND
BPK1.1: Subang Jaya & PJS
TOD within 1km
TOD within 500m
BPK4.1: Bukit Tandang

BPK7.1: The MINES

Resort City
BPK7.2: KG Seri
Kembangan
BPK6.1: UPM BPK7.3:Taman Bukit
BPK1.2: USJ
Serdang

63
DRAFT SUBANG JAYA LOCAL PLAN 2035 : TOD AREAS

64
 DRAFT SUBANG JAYA LOCAL PLAN 2035 : PLANNING GUIDELINES
No. PLANNING CITY CENTRE
ELEMENT SUBANG JAYA CITY CENTRE (SJCC), STATION
SS 15
TOD (within 500m) TOD (500m-1.0km)
1 Plot ratio 1:8 maximum 1.7 maximum
2 Building Height: to comply DCA regulations
height
3 Residential Subject to plot ratio (control on number of dwelling
unit (density) per acre is waived).
4 Set back Front building set back: 40.0 feet
i. 15ft (utility reserve)
ii. 25ft (green & landscape areas)
Side Building set back:0.0 feet
Street Block: About boundary lines
Legend (subject to utility & infrastructure provisions)
Resident radius 500m (for end lots, side building set back :10ft green)
Commercial radius 1000m
Community facilities Back building set back : 0.0 feet
LRT Station
Open space Street block: About boundary lines
Transportation (subject to utility & infrastructure provision)
Industry

65
 KAJANG MUNICIPAL COUNCIL LOCAL
PLAN 2035 : TOD AREAS

Kajang Municipal Council Local Plan 2035 identifies

types of TOD as follows :

i. T2 (Second highest Intensity to serve as

administrative center and transfer station)

ii. T3 (Third highest intensity as transit station as

urban and suburban)

iii. T4 (Specialized includes tourism, educational )

Selected stations along MRT Kajang - Sungai Buloh

can be developed up to plot ratio 1:8 (maximum).

66
 KAJANG MUNICIPAL COUNCIL LOCAL PLAN 2035 :
PLANNING GUIDELINES

PLANNING BPK 2.13 : PEKAN BATU 9

NO.
ELEMENT TOD (RADIUS 400M)
1 Plot ratio 1:8 maximum
2 Building Height: to comply DCA regulations
height
3 Residential Subject to plot ratio (control on number
of dwelling unit (density) per acre is
waived).
4 Set back Front building set back: 40.0 feet
LEGEND 5 Car park Commercial : 50% maximum reduction
Resident MRT Station Residential : 1 car park/unit
Commercial *10% for visitors for overall
Community facilities development.
Open space
Transportation
Industry 67
5 IMPLEMENTATION OF TOD
PROJECTS IN MALAYSIA
Newly Launched TOD Projects Along MRT Sungai
Buloh – Kajang (SBK) Line (2018 – 2020)

Source : iProperty.com.my, 2020 69

Nexus @ Kajang Dianthus Serviced Residence @ Tropicana

Majestic Maxim Core Residence @

TRX
The Per - Square - Foot Launch Price (RM/ft2) of
Newly Launched TOD Projects

Source : iProperty.com.my, 2020 71

Launch Price of TOD Projects (RM/ft2) Benchmarked with
Kuala Lumpur and Selangor Household Affordability Level

▪ Almost all newly launched TOD

projects (namely those in Sungai
Buloh, Petaling Jaya, Cheras and
Kajang) are affordable to a T20
household from Kuala Lumpur.

▪ Projects located in KLCC zone is

above the T20’s Housing Cost
Burden.

▪ Meanwhile, a M40 household can

only afford units located in
Cheras (Selangor) and Kajang, plus
certain units located in Cheras (KL).

▪ B40 household cannot afford any of

the projects.

Source : iProperty.com.my, 2020 72

6 THE WAY FORWARD
THE WAY FORWARD
New TOD development model shall be explored
(for e.g. Hong Kong and Japan Model)
• Ownership of rail + property

Strong Public – Private Partnership in developing

TOD projects need to be promoted.

Integrated planning of urban transit development

and land use planning.

74
Research and Development Division
PLANMalaysia
(Department of Town and Country Planning)
Ministry of Housing and Local Government