Introduction to Transit Oriented Development (TOD) for Hamilton

A Transit Orientated Development (TOD) can be best characterized in terms of the 5Ds: Density, Diversity, Design, Destination, accessibility and Distance (p8*). The majority of this post is quoting from The influence of train stations’ environment on travellers’ origin station choice behaviour: a TOD approach (Link)

DENSITY – Recently the question was asked: Which parts of greater Christchurch would be suitable for transit-oriented development (TOD)? The associated literature review states that ‘TOD Density …  identifies adequate density requirements within a certain range of around 10-15 units per acre/approximately 24.7 dwellings per hectare for residential development (p6**). In Hamilton this looks like the area near the University, referred to as Greensboro in the census, which has about 30 dwellings per hectare. It is a density Hamilton builders have a lot of experience in building at, and are reasonably good at.

**The Potential for Transit Oriented Development (TOD) in Greater Christchurch by Aaron Gyles, Matilda Sandqvist, Regan Waterreus & Sophie Jones

Zuidplein – Rotterdam: 2 metro lines and 40+ bus routes, 1,200 residents, 754 dwellings, 20% of population are over 65 years of age s and over 3,000 persons are employed in Zuidplein.

DIVERSITY – refers to ‘a mixture of land uses, housing types, building vernaculars [Link], and ways of circulating within neighbourhoods …[and]  lowers the unbalanced number of travellers during the peak and off‐peak hours’ (p26*)

DESIGN – ‘…importance is where people can feel comfortable; comfort was defined as “a human-scale setting whereby people are not overwhelmed by the height of buildings, robbed of daylight by the cast of shadows, or excessively subjected to such elements as wind eddies” … next to pedestrian‐friendly design, the satisfaction in relation to bike or car routes should not be undermined (p29*)

Tseung Kwan O – Hong Kong – overwhelming

DESTINATION ACCESSIBILITY – “recognized as one of the most important factors affecting transit use” (p29*). As a benchmark ‘In the Netherlands, cycling (33% of railway passengers are biking to the station), public transport (bus/tram/metro, 22% of the railway users) and walking (30%) are the main modes … Only 10% of the travellers are using the car to access the train station … noted: “P&R has proved an extremely effective means of attracting riders to rail” (p30*).  The presence of park & ride and drop‐off / pick-up can increase the attractiveness of using train stations. Here we need to visualise the land area needed for 10% of people arriving by car.

Stadsbalkon – Link

DISTANCE TO TRANSIT – in approximately 47% of the cases of the Dutch survey, passengers were selecting to use as a departure station one that was not the nearest to their places of residence. This finding suggested that distance to the railway station is not the strongest characteristic that people are taking into consideration when choosing to access a station. (p41*)

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