Transit Oriented Development Tod Construction Essay

expedition Oriented Development Tod Construction EssayTransit-oriented emergence refers to a design of the field of honor to maximize the access to so as the routine of usual transport to achieve sustainable transportation, and the sustainable transportation preserve help achieve sustainable society as a whole.sustainable transportation is encouraged by promoting compact teaching around the study popular facilities, ameliorate the pedestrian travel experience, and increasing the accessibility to the mankind cut through. It often incorporates the features to encourage cut through ridership. tod is a dodging to speak with thudding population and it is a maturation to integrate with the transit agreement. A TOD likeness typically has a center with a transit station or stop of public transport, much(prenominal) as spate stop and railway line station, surrounded by relatively naughty- minginess bourgeonment with much and more glower tautness reading spreading outward from the center. (Online wikipedia, 2012)High density population with mixed lower use within short distance, TOD aims that people cig artte access to place more easily with shorter measure which would require little vehicle travel, save energy and emit less pollutants. Planning for compact growth of an area, rather than letting it sprawl out, has the potential to greatly annex the quality of the environment. It prevents problems of traffic congestion and the environmental debasement associated with urban sprawl.TOD contains specific features that are designed to encourage public transport use and differentiate the development from urban sprawl. Examples of these features include (Renne, 2009) the neighborhood is designed for cycling and walking, with adequate facilities and attractive street conditions. The streets have impregnable connectivity and tracffic calming features to control vehicle traffic speeds, such as stipulate streets. Mixed-use development is found that includes shops, schools and other public services, and a variety of put forward types and prices, within each neighborhood. Efficient parking management to reduce the essence of add devoted to parking compared with conventional development and to bear away gain of the parking cost savings associated with reduced automobile use. Transit lucre and post are convenient, comfortable and secure. (New urbanism)ImplementationAs discussed by Newman (2009), around strategic preparedness mannikins are needed as a solidifying of policy tools to help implementing TOD. He suggests four strategic planning tools (Newman, in Curtis, 2009, p. 13)1. A strategic policy framework that asserts where centers need to lead and at what kind of density and mix2. A strategic policy framework that links centers with a rapid transit base, almost invariably electrical rail3. A statutory planning base that requires development to occur at the necessary density and design in each center, sort o f facilitated by a specialized development agency, and4. A public- underground funding apparatus that enables the transit and the TOD to be built or refurbished through a linkage between the transit and the centers it will service.An area is created based on a set of urban design standard and zoning guidelines with a dense population and transit organisation. Increasingly, regional planning techniques are world used to control and shape of growth into compact, broad(prenominal)-density, mixed-use neighborhoods, villages, towns, and cities, forming a hierarchy. Compact development provides sufficient population and demand to support transit system with a dense ne cardinalrk coverage. TODs generally are located within a radius of 400-800 meters or up to 15-minute walk from a transit stop, it increases the mending efficiency so people bed walk and bike to take transit as it is considered as an appropriate scale for pedestrians. By improving the pedestrian walking experience and i ncreasing the accessibility to the public transit, more people will take public transit and reduce the be given of automobiles. The area becomes an attractive and cohesive mixed-use area with commercial, retail and residential uses as self-sustaining.Many cities have faced the challenges of getting the right residential density because the density tends to be very low. Especially in the North the States where people often rely on driving vehicles as their main(prenominal) transport mode, the higher-density residential development near transit system tin can limits the negative impacts to the environment. But TOD is suitable in Hong Kong, given the high density of population, it is able to support the development in transit system and develop the transit network into a comprehensive coverage with high accessibility.Hong Kong as an example of TODHong Kong has a total work area of 1098km2 and a population of 7 million in 2012.(Census Statistics Department, 2012) The toss off sum is scarce and residential use is dense. Worse still, large proportion of the drink down is hilly. While a certain portion of the land has been designated as state parks and catchment areas for reservoirs, much of the land are not feasible for development.With the rapid economic development, urban area in Hong Kong expands in a unruly manner to the countryside which can be regarded as urban sprawl. This has created lots of acid problems. To control urban sprawl and better utilize the limited land resource in Hong Kong, clean towns are highly-developed to relocate the uprise population and design them into a self-sustaining familiarity with mixed land use. New town development with TOD is an appropriate planning strategy to deal with the dense population in Hong Kong.In early 1970s, the presidency implemented the New Town Development Programme in which rising towns were planned to be served by railway linking to the urban area, for example, the New Towns such as Tai Po and F anling in Northeast served by eastern United States Railway. Since the introduction of the Third Comprehensive Transport Study in 1999, the presidency began to take a proactive role in integrating land use and railway development. Railway would form the backbone of the future passenger transport network. Railway stations would synchronize with land use development and become the hubs for transport interchanges.Some places were chosen to develop into impertinent towns as the first planning tool mentioned above. New towns are designed to house a dense population with the sufficient provision of public facilities such as schools and shopping malls, and mixed land use. The smart towns are developed into densely-populated area, we can know from the figures shown in the table below.New townsTime of developmentPopulation (in persons)Population density (persons/km2)Tsuen Wan195977400032300Sha butt197363000018000Tuen Mun197348850025710Tseung Kwan O198235000034800Tin Shui Wai19872700006 3000The progressings in new town are high rise and get to a number of estates to concentrate the people, so stops and stations can be built to link them up and for more efficient transport. The housing estates are in various types, including public housing, private housing and so on at different price as choices to the residents. Cycling and walking lane are designed to improve the pedestrian experience and increase the accessibility to the public transit. Mixed land use with public facilities are developed based on the threshold of the goods and services to provide, many lower order goods and services can be found to make new towns self-maintaining, such as daily necessities and primary and secondary education. For example, Tin Shui Wai is a new town with many high rise buildings to house a very high density of population with the transit system of crystallize railway among itself, Tuen Mun and Yuen Long, and West railway connected to urban areas.For the second planning tool, t he area is designed with a transit base. The compact growth of new towns can support every station of railway system and develop as a TOD neighborhood. Each new town is reachable nowadays by different lines in mass transit system.http//www.mtr.com.hk/eng/getting_around/images/MTR_routemap_510.jpgLook at the map of MTR, we can see most of the area can be reached by taking railway. The railway network is dense and covers most of the dense populated area in Hong Kong. Populous area in daytime, Mongkok, Tsim Sha Tsui and Central, inhabited area in nighttime, Tin Shui wai, Tuen Mun and Shatin, all are linked by the railway system. The distance between every station is close, people can take railway to any destinations, and the walking distance from home to the stations is not long, within the radius of 15-minute walk.The development of transit system and the new towns should be synchronized, the new town development was failed in the past decades when the land use and transit developme nt were not synchronized. Tseung Kwan O line (completed in August 2002) and Ma On Shan Rail (completed in 2004) were constructed after two areas have been densely populated, the inaccessibility hinders the development of two places. These are the examples of the want of co-ordination between the land use development and transit system.The third and poop tools are the development in a center is preferably facilitated by a specialized development agency or funded by public or private mechanism. It can be illustrated by the example of Taikoo Shing as one of the first successful TODs was Taikoo Shing by Swire Properties Limited (Swire). The development started in 1970s when the MTR Island Line was not yet in operation. When the Island Line started to give-up the ghost in 1985 plus the opening of the East Harbour Crossing burrow in 1989, Swire realized the land use development is profitable from MTR system. In order to capture the impacts of mass transit system, development in Taikoo Shing has been diversifying in land use with retail, office, commercial and residential functions, and leisure amenities, such as a large shopping mall called City Plaza.As a result of the New Town Development Programme, a major railway in the New Territories has linked with the Hong Kong Island line more housing developments including private housing grew along the major railway arteries. The closer distance to the MTR stations, the denser the residential development. And as the population increases, development also expands to meet the demand. TODs are gum olibanum well developed in Hong Kong.Benefits of TODMore intensive mixed-use development allows an increase in walking and bicycling within the neighborhood, when a transit connection is added to the mix then auto-free travel to other parts of the metropolitan area become more feasible. Less automobile use operator less consumption of fossil fuels, less air pollution, and lower the disbursal on transportation. (Reconnecting A merica)When the characteristics of a particular place are recognized as supportive of lower personal transportation costs, the monetary benefits can be captured by both individuals (in the form of greater mortgage borrowing power) and the community (in the form of lower development costs stemming from reduced need to build expensive parking). In short, transit-oriented development can be a cardinal part of a development paradigm that is more environmentally and socially sustainable, and that contributes to higher quality of life. Moreover, existing historic neighborhoods are being hold and enhanced by the proximity of more diverse housing, shopping and amusement choices, and the increases in traffic are minimal.ConclusionThe railway transit system is under extension and Hong Kong population is surging, believing that Hong Kong is continue to develop at a fast pace. The development of TOD is beneficial to Hong Kong in the spirit that sustainable transportation can be achieved.