| name | tod-design |
| description | Design transit-oriented developments using ITDP TOD Standard, global best practices, and density-distance gradient principles. Use when the user asks to design around a transit station, create a TOD plan, optimize development near transit, plan a transit district, design a station area, or develop around a metro stop, BRT station, tram stop, or rail station. Also use when discussing walk catchments around transit, density gradients from stations, or first-last mile connectivity. |
Transit-Oriented Development (TOD) Design Skill
This skill provides a complete framework for designing transit-oriented
developments based on the ITDP TOD Standard v3.0, global best practices from
cities like Tokyo, Hong Kong, Copenhagen, Curitiba, and Singapore, and
density-distance gradient principles derived from decades of empirical research.
It covers the full workflow from transit mode classification through station area
planning, density calibration, use mix programming, parking management, and
first-last mile connectivity design.
1. TOD Typology Selector
Use the following matrix to determine the baseline design parameters for any
TOD project. Start by identifying the transit mode, then adjust using the
context modifiers below the table.
Primary Classification by Transit Mode
| Transit Mode | Walk Catchment | Min Density | Typical FAR | Height Range | Character |
|---|
| Metro / Heavy Rail | 800m | 100 DU/ha | 3.0 - 10.0 | 6 - 40+ stories | Urban center, regional destination, highest intensity mixed-use |
| Light Rail / Tram | 600m | 60 DU/ha | 2.0 - 5.0 | 4 - 12 stories | Urban neighborhood, linear corridor with medium-intensity nodes |
| BRT (Bus Rapid Transit) | 500m | 50 DU/ha | 1.5 - 4.0 | 3 - 8 stories | Boulevard district, corridor-based development |
| Bus (frequent, <10 min headway) | 400m | 30 DU/ha | 1.0 - 2.5 | 2 - 5 stories | Neighborhood center, incremental densification |
| Commuter Rail | 800m | 40 DU/ha | 1.5 - 4.0 | 3 - 8 stories | Town center, park-and-ride transition to walkable core |
| Ferry Terminal | 400m | 50 DU/ha | 2.0 - 5.0 | 3 - 8 stories | Waterfront district, tourism + residential + commercial |
Context Modifiers
Apply these after selecting the primary transit mode to fine-tune parameters:
| Context | Density Modifier | FAR Modifier | Notes |
|---|
| CBD / Central City | +50% | +2.0 to +5.0 | Highest intensity justified by regional accessibility |
| Interchange Station (2+ lines) | +30% | +1.5 to +3.0 | Multi-modal hub attracts higher ridership and demand |
| Terminus / End-of-Line | -20% | -0.5 to -1.0 | Lower accessibility; park-and-ride may be appropriate |
| Suburban / Greenfield | -30% | -0.5 to -1.5 | Lower existing demand; phase density over time |
| Historic / Heritage Area | -20% | -1.0 to -2.0 | Height and massing constraints; character preservation |
| University / Hospital Anchor | +20% | +0.5 to +1.5 | Institutional trip generators increase demand |
| Waterfront / Park Edge | No change | No change | Adjust massing for view corridors and public access |
Walk Catchment Adjustments
The standard walk catchments above assume flat terrain and a connected street
grid. Adjust as follows:
- Hilly terrain (>5% average slope): reduce catchment by 20%
- Poor street connectivity (cul-de-sac pattern): reduce catchment by 25%
- Barriers (highway, river without crossing, rail line): truncate catchment at barrier
- Excellent pedestrian environment (wide sidewalks, shade, weather protection): increase catchment by 15%
- Covered or air-conditioned connections (Hong Kong, Singapore model): increase catchment by 25%
2. ITDP TOD Standard -- 8 Principles
The Institute for Transportation and Development Policy (ITDP) TOD Standard
v3.0 provides an internationally recognized framework for evaluating and
designing transit-oriented developments. The standard scores developments on
a 0-100 scale across 8 principles. Use these principles as both a design
checklist and a scoring rubric.
Scoring Thresholds
| Award Level | Minimum Score | Interpretation |
|---|
| Gold TOD Standard | 85 or above | World-class TOD; exemplary in all dimensions |
| Silver TOD Standard | 70 - 84 | High-quality TOD; strong performance with minor gaps |
| Bronze TOD Standard | 55 - 69 | Good TOD; meets core criteria but has improvement areas |
| Below Bronze | Below 55 | Does not qualify as TOD; significant redesign needed |
Principle 1: WALK (0-15 points)
Goal: Create a safe, complete, and comfortable pedestrian environment that
makes walking the most attractive mode for short trips.
Scoring Criteria:
- Pedestrian network is complete with no gaps or dead ends (0-3 pts)
- Block perimeters are less than 250m for at least 90% of blocks (0-3 pts)
- Pedestrian crossings are safe, frequent, and accessible at every intersection (0-3 pts)
- Sidewalks are wide (minimum 2.0m clear), well-maintained, and ADA/universal-access compliant (0-3 pts)
- Pedestrian environment is comfortable: shade, weather protection, lighting, active frontages (0-3 pts)
Design Implications:
- Maximum block size: 120m x 120m (perimeter 480m), ideal 80m x 80m (perimeter 320m)
- Mid-block pedestrian passages for blocks exceeding 150m in any dimension
- Continuous sidewalks on both sides of every street, minimum 2.0m clear width
- Pedestrian crossings at all intersections, maximum 80m spacing on arterials
- Ground-floor transparency: minimum 60% glazing on commercial frontages
- Street trees for shade at 8-10m spacing, continuous canopy coverage target 40%+
- Pedestrian-scale lighting (4-6m poles, 3000K warm white, minimum 10 lux)
Principle 2: CYCLE (0-5 points)
Goal: Provide safe, connected cycling infrastructure and end-of-trip
facilities that make cycling viable for trips up to 5 km.
Scoring Criteria:
- Connected cycling network within the TOD area, linking to station (0-2 pts)
- Adequate bicycle parking at station and destinations (0-2 pts)
- Bike-share system with station within 300m of transit stop (0-1 pt)
Design Implications:
- Protected bike lanes (physically separated) on all collector and arterial streets
- Bicycle parking ratios: 1 space per 4 residents, 1 per 10 employees, 1 per 20 retail visitors
- Secure, covered long-term bicycle parking at transit station (minimum 50 spaces for metro)
- Short-term bicycle parking (inverted-U racks) at every building entrance and station exit
- Bike-share station within 300m of transit stop, minimum 15 docks
- End-of-trip facilities in commercial buildings: showers, lockers, maintenance stations
Principle 3: CONNECT (0-15 points)
Goal: Ensure a highly connected street and path network that provides
direct, multiple routes between any two points.
Scoring Criteria:
- Intersection density is greater than 100 intersections per km2 (0-5 pts)
- Small blocks: at least 80% of blocks have perimeter less than 400m (0-4 pts)
- Direct routes: pedestrian route directness ratio <1.3 (actual distance / straight-line distance) (0-3 pts)
- Connectivity index: ratio of links to nodes in the street network >1.4 (0-3 pts)
Design Implications:
- Street grid or modified grid preferred over dendritic (cul-de-sac) patterns
- Intersection density target: 120-160 per km2 (equivalent to 80-90m block spacing)
- Eliminate dead-end streets; provide through-connections for pedestrians and cyclists
- Where superblocks exist, penetrate them with pedestrian/cycle passages
- Align major pedestrian routes directly toward station entrances
- Provide at least 3 distinct pedestrian routes from any point in the catchment to the station
Principle 4: TRANSIT (0-5 points)
Goal: Ensure high-quality, frequent transit service that is easily
accessible from all parts of the development.
Scoring Criteria:
- Walk distance from any point in the development to a transit stop is less than 500m (0-2 pts)
- Peak headway is less than 10 minutes (0-2 pts)
- Transit stops have quality amenities: shelter, seating, real-time information, lighting (0-1 pt)
Design Implications:
- Locate development density within 500m network distance of station entrance
- Advocate for service frequency of 5-minute peak headway for metro, 7-minute for LRT/BRT
- Design transit stops with: weather protection (roof minimum 3m x 6m), seating (minimum 4 seats), real-time arrival display, lighting (minimum 50 lux under shelter), accessible boarding platform
- Integrate bus stops with main station for seamless transfers (maximum 200m walk between modes)
- Provide clear, intuitive wayfinding from development to transit (signage visible from 200m+)
Principle 5: MIX (0-15 points)
Goal: Create a diverse mix of complementary land uses that supports
walkable daily life and reduces the need for car trips.
Scoring Criteria:
- Complementary uses present: residential + commercial + civic within 500m (0-5 pts)
- Housing type diversity: at least 3 housing types (studio, 1-bed, 2-bed, 3-bed, townhouse) (0-3 pts)
- Affordable housing: at least 20% of units affordable to households at 60% AMI (0-4 pts)
- Income diversity: range of unit sizes and price points serving multiple income brackets (0-3 pts)
Design Implications:
- Target use mix: 40-60% residential, 20-30% commercial/office, 10-15% retail/F&B, 5-10% civic/institutional
- Ground floors along main streets: 100% active uses (retail, restaurants, services, community)
- Upper floors: flexible for residential, office, or hotel depending on market
- Affordable housing distributed throughout the development, not concentrated in one building
- Community facilities within the TOD: daycare, health clinic, library branch, community room
- Avoid single-use zones; every block should contain at least 2 distinct use categories
- Live-work units and flexible ground-floor spaces to support small businesses
Principle 6: DENSIFY (0-15 points)
Goal: Achieve residential and employment densities that support
high-frequency transit and create vibrant, walkable neighborhoods.
Scoring Criteria:
- Residential density exceeds 15,000 people per km2 (0-5 pts)
- Non-residential density: significant employment and visitor attraction (0-5 pts)
- Combined density supports transit ridership targets (0-5 pts)
Design Implications:
- Minimum residential density: 100 DU/ha (net) for metro TOD, 50 DU/ha for BRT
- Employment density target: 200+ jobs per hectare within 400m of station
- Density peaks at the station and graduates outward (see Section 3 below)
- Use FAR bonuses and height incentives to concentrate density near station
- Minimum ground-floor commercial density: 0.5 FAR within 200m of station
- Phase development to build highest-density parcels first (within 400m of station)
Principle 7: COMPACT (0-10 points)
Goal: Ensure development is contiguous with the existing urban fabric,
avoiding leapfrog development and sprawl.
Scoring Criteria:
- Development is contiguous with existing urbanized area (0-4 pts)
- No significant gaps or vacant parcels between the development and existing fabric (0-3 pts)
- Development fills in underutilized land before expanding outward (0-3 pts)
Design Implications:
- Prioritize infill and brownfield sites over greenfield
- Stitch new development into existing street grid; extend existing streets into the site
- Match building setbacks and street walls to surrounding context at edges
- Fill gaps in the urban fabric: parking lots, vacant lots, single-story commercial in transit zone
- Development phasing should radiate outward from station, not leapfrog to distant parcels
- Minimum lot coverage: 60% within 200m of station, 40% within 400-800m
Principle 8: SHIFT (0-20 points)
Goal: Reduce automobile dependence through parking management, traffic
calming, and car-free zones.
Scoring Criteria:
- Parking supply is limited: maximum 0.5 spaces per residential unit within 400m (0-5 pts)
- Off-street parking is not visible from the street (screened or underground) (0-3 pts)
- Traffic calming measures on all local streets within 400m of station (0-4 pts)
- Car-free or car-lite zone within 200m of station (0-4 pts)
- TDM (Transportation Demand Management) program in place (0-4 pts)
Design Implications:
- Maximum parking: 0.3-0.5 spaces per residential unit within 400m of station
- Parking maximum, not minimum: do not require parking, cap it
- All parking structures wrapped with active uses on street-facing facades
- No surface parking lots within 400m of station (exception: temporary during phasing)
- Car-free zone: station plaza and at least 2 adjacent blocks (minimum 200m radius)
- Traffic calming on all streets: 30 km/h maximum within 400m, 20 km/h within 200m
- Unbundle parking from housing units (sell/rent separately)
- Car-share spaces: 1 per 20 residential units (each car-share vehicle replaces 8-13 private cars)
3. Density-Distance Gradient
The fundamental organizing principle of TOD is the density gradient: highest
intensity at the station, decreasing with distance. This gradient responds to
land value economics, walkability thresholds, and transit ridership optimization.
Gradient Zones
Zone A: Station Core (0-200m from station entrance)
- FAR: 5.0 - 10.0 (metro), 3.0 - 5.0 (LRT/BRT)
- Height: 8 - 40+ stories (metro), 6 - 12 stories (LRT/BRT)
- Use: mixed-use dominant -- commercial ground floors (retail, F&B, services), office/hotel middle floors, residential upper floors
- Character: station plaza, civic space, highest pedestrian activity, car-free zone
- Ground floor: 100% active frontage, minimum 4.5m floor-to-floor height, 60%+ transparency
- Parking: zero on-site surface parking, underground only at maximum 0.3 spaces/unit
- Public realm: station plaza (minimum 0.25 ha), wide sidewalks (4.5m+), street trees, public art
Zone B: Urban Core (200-400m)
- FAR: 3.0 - 5.0 (metro), 2.0 - 3.5 (LRT/BRT)
- Height: 6 - 12 stories (metro), 4 - 8 stories (LRT/BRT)
- Use: mixed residential and commercial, live-work units, neighborhood retail corridors
- Character: urban neighborhood, active streets, mixed building types
- Ground floor: 70%+ active frontage on main streets, residential entries on side streets
- Parking: maximum 0.5 spaces/unit, structured or underground, wrapped with active uses
- Public realm: neighborhood park (minimum 0.5 ha), sidewalks 3.0m+, protected bike lanes
Zone C: Transition (400-600m)
- FAR: 1.5 - 3.0 (metro), 1.0 - 2.5 (LRT/BRT)
- Height: 4 - 6 stories (metro), 3 - 5 stories (LRT/BRT)
- Use: predominantly residential with neighborhood retail at key intersections
- Character: quieter residential streets, townhouses and mid-rise apartments, schools, community facilities
- Ground floor: residential entries with setback gardens or stoops, corner retail at intersections
- Parking: maximum 0.7 spaces/unit, on-street + small structured lots
- Public realm: tree-lined residential streets, pocket parks, playgrounds, community gardens
Zone D: Edge (600-800m)
- FAR: 0.8 - 1.5 (metro), 0.5 - 1.0 (LRT/BRT)
- Height: 3 - 4 stories (metro), 2 - 3 stories (LRT/BRT)
- Use: residential with limited neighborhood services
- Character: low-rise residential, townhouses, row houses, small apartment buildings
- Ground floor: residential with front gardens or courtyards
- Parking: maximum 1.0 space/unit, on-street + private garages
- Public realm: residential streets with traffic calming, green corridors connecting to station
Worked Example: Metro Station TOD Program Calculation
Assumptions: Metro station, urban context, 800m catchment, circular area
Total catchment area = pi x 800^2 = 2,010,619 m2 = 201 ha
Less roads and infrastructure (25%): 201 x 0.75 = 151 ha net developable
Less parks and open space (15%): 151 x 0.85 = 128 ha net buildable
Zone A (0-200m): pi x 200^2 = 12.6 ha gross -> 8.0 ha net -> FAR 6.0 -> 480,000 m2 GFA
Zone B (200-400m): pi x (400^2 - 200^2) = 37.7 ha gross -> 24.0 ha net -> FAR 3.5 -> 840,000 m2 GFA
Zone C (400-600m): pi x (600^2 - 400^2) = 62.8 ha gross -> 40.0 ha net -> FAR 2.0 -> 800,000 m2 GFA
Zone D (600-800m): pi x (800^2 - 600^2) = 87.9 ha gross -> 56.0 ha net -> FAR 1.0 -> 560,000 m2 GFA
TOTAL GFA: 2,680,000 m2
Program split (typical metro TOD):
Residential (55%): 1,474,000 m2 -> at 80 m2/unit = 18,425 units -> at 2.5 persons/unit = 46,000 people
Office (20%): 536,000 m2 -> at 15 m2/employee = 35,700 jobs
Retail (10%): 268,000 m2
Civic/Institutional (10%): 268,000 m2
Hotel (5%): 134,000 m2 -> at 35 m2/key = 3,800 keys
Residential density: 46,000 people / 201 ha = 22,900 people/km2 (exceeds ITDP 15,000 threshold)
Combined density: 46,000 residents + 35,700 workers = 81,700 / 201 ha = 40,600 people/km2
4. First-Last Mile Design
The quality of first-last mile connections determines whether people actually
walk or cycle to the station. A station with poor last-mile connectivity will
underperform its ridership potential by 30-50%.
Pedestrian Network Quality
- Continuous sidewalks: both sides of every street within the catchment, minimum 2.0m clear
- Direct routes: pedestrian desire lines should be honored with direct paths to station; route directness ratio less than 1.3
- Level of service: smooth, even surfaces; ADA-compliant curb ramps at every crossing; tactile paving at crossings and platform edges
- Shade and weather protection: continuous shade canopy (trees or structures) along primary pedestrian routes to station; covered walkways within 200m of station entrance in hot or wet climates
- Lighting: minimum 10 lux along pedestrian routes, 30 lux at crossings and station approaches, CPTED (Crime Prevention Through Environmental Design) principles
- Active frontages: ground-floor retail and services along main walking routes to create safe, interesting, surveilled streets
Cycling Connections
- Protected bike lanes: physically separated cycle tracks on all routes leading to station from catchment edge
- Wayfinding: cycling wayfinding signage from 1 km out, with distance and time-to-station information
- Intersection treatment: protected intersections or bike signals at all crossings with arterial roads
- Gradient management: maximum 5% gradient on cycling routes; provide alternative routes around steep hills
- Winter maintenance: snow clearing on cycling routes within 4 hours of snowfall (cold climates)
Bicycle Parking at Station
- Quantity: minimum 50 spaces for metro, 30 for LRT, 20 for BRT; scale upward based on ridership
- Types: mix of short-term (inverted-U racks, 2-hour) and long-term (secure, covered, card-access, 24-hour)
- Location: visible from station entrance, within 30m of entrance, well-lit (50 lux minimum)
- Design: covered to protect from rain, spaced at 0.75m intervals, accommodate cargo bikes and e-bikes
- Charging: e-bike charging at 10% of spaces, standard power outlets
Feeder Transit
- Bus routes: local bus routes should terminate at or pass through the station, with stops within 100m of main entrance
- Transfer design: weather-protected transfer areas, coordinated schedules, real-time information displays
- Frequency: feeder buses every 10-15 minutes during peak, 20-30 minutes off-peak
- Route design: feeder routes should cover the catchment area beyond comfortable walking distance (800m+)
Kiss-and-Ride and Rideshare
- Location: short-term drop-off/pick-up zone within 100m of station entrance, separated from bus and pedestrian areas
- Capacity: 5-10 spaces for kiss-and-ride, 3-5 spaces for taxi/rideshare
- Design: 60-second maximum dwell time, no waiting/parking allowed, ANPR enforcement
- Rideshare integration: designated pick-up zone with shelter, real-time app coordination, clear signage
Wayfinding System
- Hierarchy: regional wayfinding (from 2 km: highway signs), district wayfinding (from 500m: totem signs), local wayfinding (within 200m: finger posts and ground markings)
- Information: walking time to station, cycling time, next departure time, accessible routes
- Consistency: unified design language, multilingual where appropriate, tactile and audible elements for universal access
- Digital integration: QR codes linking to real-time transit information, augmented reality wayfinding in station areas
5. Station Area Design
The station itself is the heart of the TOD. Its design determines how
effectively the surrounding development connects to transit and how the
public realm functions as a civic space.
Station Plaza Design
- Minimum size: 0.25 ha (2,500 m2) for metro station, 0.10 ha for LRT/BRT
- Location: directly at the primary station entrance, visible from main approach streets
- Proportions: width at least 1.5x the height of surrounding buildings for solar access and spatial comfort
- Level change: minimize level changes between plaza and station entrance; maximum one step or ramp
- Programming: flexible space for daily use (seating, planting, retail kiosks) and events (markets, performances, gatherings)
- Seating: minimum 1 seat per 30 m2 of plaza area, mix of primary (benches with backs) and secondary (walls, steps, ledges)
- Weather protection: covered areas at minimum 20% of plaza; canopy, arcade, or building overhang
- Retail kiosks: 2-5 kiosks or pop-up retail structures to activate the plaza and provide convenience services (coffee, news, flowers, bike repair)
- Materials: high-quality, durable paving (natural stone, high-grade concrete); distinct from surrounding sidewalks to signal civic importance
- Water management: permeable paving or integrated drainage; consider water feature (fountain, stream) for microclimate and placemaking
Interchange Design (Multi-Modal Stations)
- Bus-rail integration: bus stops within 100m of rail platform, preferably same level or one level change with escalators/elevators
- Cross-platform transfer: where two rail lines intersect, same-platform transfer is ideal (arriving passengers step across platform to connecting train)
- Walking distances: maximum 300m between any two modes at an interchange; target under 200m
- Wayfinding: real-time information for all modes at every decision point; overhead signage visible from 30m
- Capacity: size interchange facilities for 150% of projected peak demand to handle surges and events
- Retail integration: convenience retail in transfer corridors (not obstructing flow) to enhance the transfer experience
Air Rights and Real Estate Integration
- Building over stations: develop air rights above station structures for maximum land value capture
- Structural coordination: design station structure from inception to support future air-rights development (column grid aligned with building module, structural capacity for 20+ stories)
- Entrance integration: building lobbies and retail concourses should merge seamlessly with station entrances
- Revenue model: ground lease or air-rights sale to fund station construction and ongoing maintenance
- Precedents: Hong Kong MTR model (rail + property development funds 40% of operating costs), Tokyo station area developments, Hudson Yards NYC
Underground Connections
- Climate justification: in cities with extreme heat, cold, or rain, underground pedestrian networks extending 200-400m from station
- Commercial activation: underground passages lined with retail to maintain activity and safety
- Daylight: skylight wells or light scoops to bring natural light into underground passages every 50-80m
- Accessibility: elevators and escalators at every level change; tactile wayfinding throughout
- Ventilation: mechanical ventilation to maintain comfortable temperature and air quality; target 25-27C in tropical climates, 18-22C in temperate
6. Parking Management
Parking policy is the single most powerful lever for making TOD work. Excessive
parking undermines transit ridership, wastes land, increases costs, and
generates traffic. The following parking management framework is calibrated for
TOD contexts.
Maximum Parking Ratios by Zone
| Use | Zone A (0-200m) | Zone B (200-400m) | Zone C (400-600m) | Zone D (600-800m) |
|---|
| Residential (per unit) | 0.0 - 0.3 | 0.3 - 0.5 | 0.5 - 0.7 | 0.7 - 1.0 |
| Office (per 100 m2 GFA) | 0.5 - 1.0 | 1.0 - 1.5 | 1.5 - 2.0 | 2.0 - 3.0 |
| Retail (per 100 m2 GFA) | 0.5 - 1.0 | 1.0 - 2.0 | 2.0 - 3.0 | 3.0 - 4.0 |
| Hotel (per room) | 0.1 - 0.2 | 0.2 - 0.3 | 0.3 - 0.5 | 0.5 - 0.7 |
These are maximums, not minimums. Zero parking minimums should be the
baseline policy within the entire TOD catchment.
Parking Design Requirements
- No surface parking within 400m of station (Zone A and B)
- Structured parking must be wrapped with active uses on all street-facing facades
- Underground parking preferred in Zone A; structured in Zone B
- Maximum parking structure frontage: 15m of blank facade (service entrance only); remainder must be active use
- Parking access: from secondary streets or alleys, never from the primary pedestrian street
- EV charging: minimum 20% of spaces with Level 2 charging, conduit to 100% of spaces
Parking Pricing and Management
- Unbundling: residential parking sold or rented separately from housing units (typical cost: $30,000-$60,000 per structured space to build)
- Pricing: market-rate pricing for all parking; never provide free parking in a TOD
- Shared parking: office and residential parking shared where peak demands are complementary (office peaks weekdays 9-17, residential peaks evenings and weekends)
- Shared parking reduction: typically 20-30% fewer total spaces needed versus single-use parking
- Car-share: dedicated car-share spaces at 1 per 20 residential units; each car-share vehicle replaces 8-13 private vehicles
- Dynamic pricing: implement demand-responsive pricing for on-street parking (target 85% occupancy, per Donald Shoup methodology)
Park-and-Ride
- Terminus stations only: park-and-ride is appropriate only at end-of-line or suburban stations where feeder transit is insufficient
- Never within the walkable core: park-and-ride should be at the periphery of the catchment (600-800m from station) or outside it entirely
- Structured, not surface: surface park-and-ride lots are land-use failures; structure parking and develop adjacent parcels
- Phase out over time: as surrounding development densifies and feeder transit improves, convert park-and-ride to development
7. Output Template
When producing a TOD design, deliver the following specification package:
TOD DESIGN SPECIFICATION
========================
PROJECT: [Name]
LOCATION: [City, Address / Coordinates]
TRANSIT MODE: [Metro / LRT / BRT / Bus / Commuter Rail / Ferry]
STATION TYPE: [New / Existing / Planned]
CONTEXT: [CBD / Urban / Suburban / Greenfield / Infill]
CATCHMENT PARAMETERS:
Walk catchment radius: [m]
Catchment area (gross): [ha]
Net developable area: [ha]
Road/infrastructure deduction: [%]
Open space allocation: [%]
DENSITY-DISTANCE GRADIENT:
+--------+--------+-------+--------+---------+----------+
| Zone | Radius | Area | FAR | GFA | Height |
+--------+--------+-------+--------+---------+----------+
| A Core | 0-200m | XX ha | X.X | XXX m2 | X-X st |
| B Urban| 200- | XX ha | X.X | XXX m2 | X-X st |
| | 400m | | | | |
| C Trans| 400- | XX ha | X.X | XXX m2 | X-X st |
| | 600m | | | | |
| D Edge | 600- | XX ha | X.X | XXX m2 | X-X st |
| | 800m | | | | |
+--------+--------+-------+--------+---------+----------+
| TOTAL | | XX ha | | XXX m2 | |
+--------+--------+-------+--------+---------+----------+
PROGRAM MIX:
Residential: XXX,XXX m2 (XX%) -> XX,XXX units -> XX,XXX residents
Office: XXX,XXX m2 (XX%) -> XX,XXX jobs
Retail / F&B: XXX,XXX m2 (XX%)
Civic / Community:XXX,XXX m2 (XX%)
Hotel: XXX,XXX m2 (XX%) -> X,XXX keys
TOTAL GFA: XXX,XXX m2
PARKING:
Residential parking ratio: X.X spaces/unit
Total residential spaces: X,XXX
Commercial parking ratio: X.X spaces/100 m2
Total commercial spaces: X,XXX
Car-share spaces: XXX
Bicycle parking spaces: X,XXX
ITDP TOD STANDARD SCORECARD:
1. WALK: XX / 15
2. CYCLE: XX / 5
3. CONNECT: XX / 15
4. TRANSIT: XX / 5
5. MIX: XX / 15
6. DENSIFY: XX / 15
7. COMPACT: XX / 10
8. SHIFT: XX / 20
-------------------
TOTAL: XX / 100
AWARD: [Gold / Silver / Bronze / None]
STATION AREA:
Station plaza area: X,XXX m2
Interchange modes: [list]
Bicycle parking at station: XXX spaces
Kiss-and-ride spaces: XX
Bus bays: XX
FIRST-LAST MILE:
Pedestrian network completeness: XX%
Protected bike lane coverage: XX%
Feeder bus routes: XX
Wayfinding system: [yes/no]
PHASING:
Phase 1 (0-3 years): Zone A + Station infrastructure
Phase 2 (3-7 years): Zone B + Public realm
Phase 3 (7-12 years): Zone C + Community facilities
Phase 4 (12-20 years): Zone D + Network completion
8. Reference Links
Primary Standards and Guidelines
TOD Typology and Density References
Detailed TOD typology specifications are documented in:
references/tod-typologies.md
This reference provides 8 complete TOD typology profiles with design parameters,
density targets, use mix, street types, parking strategy, and global precedents.
ITDP Standard Detailed Scoring
Complete ITDP TOD Standard v3.0 scoring criteria, calculation methodology, and
design strategies are documented in:
references/itdp-standard.md
Supplementary Resources
- Cervero, R. -- The Transit Metropolis: A Global Inquiry (Island Press)
- Calthorpe, P. -- The Next American Metropolis (Princeton Architectural Press)
- Dittmar, H. and Ohland, G. -- The New Transit Town (Island Press)
- Hong Kong MTR Property Development Model: https://www.mtr.com.hk/
- Singapore URA Master Plan and TOD Guidelines: https://www.ura.gov.sg/
- Tokyo Station Area Development (Marunouchi): reference for air-rights TOD
- Curitiba BRT-Oriented Development: reference for BRT TOD corridor
- Copenhagen Finger Plan: reference for regional TOD structure
- Portland MAX TOD Corridor: reference for LRT TOD in North American context
- C40 Cities TOD Resources: https://www.c40.org/
