Introduction to Hybrid Oriented Development (HOD) for Hamilton

According to Wikipedia, ‘The densest areas of a Transit Oriented Development (TOD) are normally located within a radius of ¼ to ½ mile (400 to 800 m) around the central transit stop’. When it comes to train stations it may be sensible to extend this to allow ‘safety zones near the tracks … room for parking space (for park and ride) [which] claims too much space around the station (*p41) … and major roads in the direct vicinity of the station … security zones and environmental zones (*p71) … In practice, it turns out to be particularly difficult to achieve these high densities in the vicinity of the stations’ (*p95). Hybrid Oriented Development recognises that density should be highly urbanised in the area 2-3km from the station.

*A Study of the Relationship between Urban Planning and the Hybrid Bicycle-Train System in Dutch Planning Practice’ by Erik Tetteroo June 2015

*‘A Study of the Relationship Between Urban Planning and the Hybrid Bicycle-Train System in Dutch Planning Practice’ by Erik Tetteroo June 2015. Page 33

DENSITY – Hamilton as a whole is classed as less urbanised. The 2018 census counted 58,449 dwellings in an area of 110 km2 giving 531 dwelling/addresses per km (or 160,911 / 110 = 1,463 people per km2). Looking at the Census Statistical Areas , Clyde Street and , Ulster Street are ‘moderately urbanised’ having over 1,000 dwellings per km2. In the census area of Greensboro near the University we find good examples of the type of dwellings that can be classified as ‘very highly urbanised’. Erik Tetteroo identifies ‘the density around the suburb stations is mostly between 20 to 25 dwellings per ha’ [2,000 to 2,500 dwellings per km2] (*p12). In Hamilton, Clyde St and Ulster St should be allowed to grow into ‘highly urbanised’ areas in support of higher-frequency suburban transit services.

Erik Tetteroo’s study looks at what is happening in the first shell of about 500m from the station, the second shell of about 2-3km from the station and also notes that ‘the bicycle is faster than the car and public transport on inner city trips up to 5 km’ (p19).

The Tetteroo study does identify that ‘the average travel time and distance for commuting in South Holland is about 29 minutes and about 17 km’ (p51), and ‘all steps of the multimodal trip must be performed within 45 minutes (*p69), noting that ‘most people will walk from the egress station to their destination’ (*p29). This last point about walking highlights the need for diversity. Employment, retail, and residential are all needed within the first shell areas. This balances the station use, making the area busier with people both arriving and departing for longer periods in the morning and evening, thus flattening the curve of peak traffic.

Example of building 4 lanes designed to support 2 lanes of Peak traffic

 The design of the station and surrounding public space are the main elements … of the trip (p29) … The centrepiece of the transit village is the transit station itself and the civic and public spaces that surround it’ (p41). It is important to have mixed land use, including residential, within the first shell, but open public space and comfortable design should have a higher priority than density near the station. We know from blog posts on TODs in Amsterdam that about half of passengers ‘were selecting to use as a departure station one that was not the nearest to their places of residence’ (link).  

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