the tod standard 2.1

8/19/2019 The TOD Standard 2.1

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1Introduction


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East th Street, th Floor, New York, NY, tel + www.itdp.org

TOD Standard v2.1Published by DespacioISBN No. XXXXXXXXXXX

Cover Photo: Guangzhou, China bus rapid transit corridorCover Photo Credit: Wu Wenbin, ITDP China

Photo CreditsAll photographs by LucNadal, except: Page –:Courtesy o the City o New YorkDepartment o Transportation;Page : Karl Fjellstrom;Page : Wu Wenbin; Page :Ömer Çavus̨oğ lu; Pages , ,and : Karl Fjellstrom;Page : Will Collin.

ENDORSED BY

SUPPORTED BY


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INTRODUCTION

PRINCIPLES, PERFORMANCEOBJECTIVES & METRICS

SCORING IN DETAIL

USING THETOD STANDARD

GLOSSARY

SCORECARD


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4Introduction

INTRODUCTION


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5Introduction


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6Introduction

IntroductionAfer decades o underinvestment in public transport, manynational and local governments today are re-ocusing on improvingpublic transport to combat the social, economic and health

impacts o car traffic congestion on their cities. This is a positivetrend, moving away rom the urban development orm that manycities adopted rom the late 20th century and continues in manycities today, in which ever longer and wider roads, separatingbuildings and blocks rom one another, make way or more andmore cars. Where public transport investment is taking place, suchas Mexico City, Guangzhou, and Rio de Janeiro, cities are strivingto get the most use rom o it by building homes, jobs and otherservices adjacent to this transit inrastructure.

The TOD Standard, built on the rich experience o manyorganizations around the world including our own, addressesdevelopment that maximizes the benets o public transit whilermly placing the emphasis back on the users — people. We callthis orm o design “transit-oriented development” (TOD), andit marks a key difference rom transit-adjacent development,which is simply development located next to transit corridors

and stations.TOD implies high quality, thoughtul planning and designo land use and built orms to support, acilitate and prioritize notonly the use o transit, but the most basic modes o transport,walking and cycling.

Based on our research on sustainable communities and transport,undertaken during the development o the Principles of Transport

in Urban Life and the Our Cities Ourselves exhibits, we outlinedeight key principles to guide the development o TODs. TheTOD Standard elaborates on these principles with perormanceobjectives and metrics accessible to a non-technical audience,giving everyone rom developers to interested local residents anopportunity to understand the essential components behind asuccessul TOD.


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7Introduction

ITDP’s Principles of UrbanDevelopment for Transportin Urban Life:

1. [] Develop neighborhoods thatpromote walking

2. [] Prioritize non-motorizedtransport networks

3. [] Create dense networks of

streets and paths

4. [] Locate development nearhigh-quality public transport

5. [] Plan for mixed use

6. [] Optimize density andtransit capacity

7. [] Create regions with shortcommutes

8. [] Increase mobility by regulatingparking and road use


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8Introduction

What is the TOD Standard?

The Standard is an assessment, recognition and policy guidance tool uniquely ocused onintegrating sustainable transport and land use planning and design. It is aimed at a broadrange o urban development stakeholders, including governments, developers and investors,planners and designers, sustainable development advocates and interested citizens.

The principal uses include,

• assessing the walkability, cycle riendliness, and transit orientation o completed urbandevelopment projects,

• evaluating projects at the planning or design phases to identiy gaps and opportunitiesor improvement,

• evaluating existing station areas or station area plans, to identiy opportunities orimprovement and investment, and

• guiding policy and regulations relevant to urban planning, transportation planning,land use, urban design and parking.

By creating a commonly applicable ramework grounded in the key principles o transportin urban lie, the Standard will be able to benchmark the perormance o projects and plansagainst what is currently considered international best practice, such as Central Saint Giles inLondon, the Massena District in Paris, Hammarby Sjöstad in Stockholm and Liuun Xiaoqu inGuangzhou.

New Development Projects And Station Areas

The TOD Standard has been designed to evaluate new urban development. However, it can

provide guidance or critical aspects o the planning and design o new projects, and itcelebrates successul, completed TOD projects by ocially recognizing them.

The Standard has a complementary methodology and set o metrics or use in evaluatinglarger, existing areas surrounding high-capacity transit stations. These metrics have beendeveloped to allow stakeholders to understand existing land use characteristics, or tobenchmark newly developed station area plans in relation to best practice transit-orientedplaces. Citizens and civil advocacy organizations can also make use o the TOD Standard toadvocate or higher quality, transit-oriented communities in the places where people live andwork.

To this end, the Standard has been designed to be accessible to both technical and non-

technical audiences. The Standard measures urban design and planning characteristics thatcan be easily, independently and objectively observed or veried, especially in places whereit can be difficult to find good data.

1. The Standard is not a model or measuring a project’s wider sustainability. Several recommendable options or either o these

are already available, such as LEED ND and BREEAM Communities, among others. Neither does the Standard assess the quality

o the high-capacity transit system to which a project is oriented. In this regard, it is meant to be used to complement o other

tools and models, such as ITDP’s BRT Standard. Finally, although the metrics used are largely congruent with high-quality urban

design, improved livability, social equity, attractiveness and economic vitality, the TOD Standard does not directly address all

aspects o good urban planning and design.


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9Introduction

Explanation of Scoring

The TOD Standard scoring system distributes points across metrics, and the allocationo these points approximately reflects the level o impact o each metric in creating a transit-oriented development.

The scoring system provides a method to quantitatively measure the extent to which a givenproject leverages land use and design to support the use o transit, cycling and walking andto minimize car use. As such, it can be o help in estimating the transport-related greenhousegas emissions and other negative impacts o the motorization induced by given built orms.

In general, the metrics and distribution o points aim to:

• Reflect a general consensus among academics and practitioners on the aspects o urbandesign, planning and policy that have the greatest impact on reducing motor vehicle use.

• Reward design decisions made by the project team to proactively design developmentsoriented toward transit inrastructure.

• Be easily applicable, based on inormation that can be readily obtained, and easy to veriy independently.

• Be relevant to a wide range o urban development projects in different internationalcontexts.

In case a project evidently meets a given TOD Standard perormance objective in a way thatis not properly evaluated by the relevant metrics, specific documentation may be submittedor evaluation. The Technical Committee will have discretion in awarding the correspondingpoints.

The scoring system ultimately emphasizes the two most important aspects o a transit-oriented development beyond accessibility to, and support o, high quality public transport:walkability and minimized car presence.

The place that cars occupy in urban space and as a mode o urban transport should bedrastically limited. This is reflected in Principle | Shif, which awards out o a total points with emphasis on minimizing space or cars. Land uses and urban orms shouldbe organized to support walking as the primary orm o mobility, by providing sae, active,continuous, and well-connected pedestrian spaces within dense, mixed and accessible.neighborhoods interconnected by public transport.


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10Introduction

TOD Standard Rankings

Gold standard: – pointsGold-standard TOD rewards urbandevelopment projects that are global leadersin all aspects o integrated transport andurban design.

Silver: 70 – 84 pointsSilver-standard TOD marks projects thatmeet most o the objectives o best practiceto a high level o quality and integration.

Bronze: – pointsBronze-standard TOD indicates projectsthat satisy a majority o the objectiveso best practice in transit-oriented urbandevelopment.


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11Introduction

Governance

The TOD Standard is governed by the Technical Committee, convened by the Institute orTransportation and Development Policy (ITDP). The Technical Committee o the TOD Standardcomprises globally-renowned experts on the integration o land use, urban design andtransport planning. This committee guides, reviews, validates the technical elements o theTOD Standard,and recommends revisions as needed. The Technical Committee is solely authorized to certiyurban development projects.

The TOD Standard Technical Committee members include:B.R. Balachandran, Alchemy Urban Systems Private Limited Robert Cevero, University of California, Berkeley Betty Deakin, University of California, Berkeley Michael King, Nelson \ Nygaard ConsultingShomik Mehndiratta, World Bank Luc Nadal, Institute for Transportation and Development Policy Peter Park, University of Colorado, Denver Hiroaki Suzuki, World Bank

For urther inormation regarding the TOD Standard, and the process o scoring andverification o projects, please contact: [email protected]


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12Principles, Performance Objectives and Metrics

PRINCIPLES,

PERFORMANCEOBJECTIVES, AND METRICS


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The TOD Standard sums up the new priorities orcontemporary urban development. They reflect aundamental shif rom the old, unsustainable paradigmo car-oriented urbanism toward a new paradigm whereurban orms and land uses are closely integrated with

ecient, low-impact, and people-oriented urban travelmodes: walking, cycling, and transit.

Both push actors, away rom car-centric city orms, andpull actors, towards an ecient walking, cycling andtransit city, are critical to ensuring that the motorizedpopulations o old industrial economies overcome cardependency and that the new urban middle-classes

o developing and emerging economies leap-rog intothe age o advanced car-ree (or low-car) liestyles. Thepush actor inorms Principle 8 | Shif and concerns thereduction o the space given over to cars. This push actoris, however, practically and politically viable only whencombined with the provision o a rewarding and attractivealternative — the result o the seven other principlestogether, which embody the positive aspects o thenew paradigm.

The Standard identies a number o perormanceobjectives or each principle and a ew measurableindicators, or metrics, or each objective. The metricsare based on ease o measurement, and the closestapproximation o perormance against the objectives.


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CONNECT

TRANSIT

DENSIFY

MIX

CYCLE

WALK

SHIFT

COMPACT


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PRINCIPLES, OBJECTIVES & METRICS


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Reorma Avenue inMexico City, Mexico, hasvibrant and well designedpedestrian spaceslocated near transit.


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WALK Principle

Walking is the most natural, affordable, healthy and clean mode o travel or short distances, anda necessary component o the vast majority o transit trips. As such, walking is a undamentalbuilding block o sustainable transport. Walking is, or can be, the most enjoyable and productiveway o getting around provided that paths and streets are populated and desired services andresources conveniently located. Walking also requires physical effort, and it is highly sensitive toenvironmental conditions. The key actors to making walking appealing orm the basis or the threeperormance objectives under this principle: saety, activity and comort. Shortness and directness,other important aspects o walkability, are discussed under Principle | Connect .

• Objective A: The pedestrian network is sae and complete

The most basic requirement o urban walkability is the existence o a sae walking networklinking all buildings and destinations, accessible to all persons and protected rom motorvehicles. This can be achieved using a variety o configurations o paths and streets.Completeness o walkways and road-crossing systems are measured by Metrics 1.1 | Walkways and 1.2 | Crosswalks.

• Objective B: The pedestrian realm is active and vibrantActivity eeds activity. Walking is attractive and sae, and can be highly productive whensidewalks are populated, animated and lined with useul ground-loor activities and servicessuch as storeronts and restaurants. In turn, being closer to passing pedestrians and bicyclistsincreases the exposure and vitality o local retail. Metric . | Visually Active Frontage measuresthe opportunities or visual connection between sidewalks and the interior ground loors oadjacent buildings. All types o premises are relevant, not only shops and restaurants but alsoworkplaces and residences. Similarly, Metric . | Physically Permeable Frontage measuresactive physical connections through the block rontage via entrances and exits to and romstoreronts, building lobbies, courtyard entrances, passageways, and so on.

• Objective C: The pedestrian realm is temperate and comortable

The willingness to walk can be significantly enhanced with the provision o simple elements thatenhance the walking environment such as street trees. Provision o trees, the simplest and mosteffective way o providing shade in most climates, is measured by Metric . | Shade and Shelter .Trees also bring many environmental and psychological benets. Various orms o shelter, suchas arcades and awnings, can also improve walkability.


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CYCLEPrinciple

Cycling is an elegant, emission-ree, healthy and affordable transport option that is highly efficientand consumes little space and ew resources. It combines the convenience o door-to-door travel,the route and schedule lexibility o walking, and the range and speed o many local transitservices. Bicycles and other means o people-powered transport, such as pedicabs, activate streetsand greatly increase the area coverage o transit stations. Cyclists, however, are among the mostvulnerable road users, and their bicycles are also vulnerable to thef and vandalism. The key actorsencouraging cycling are the provision o sae street conditions, and secure cycle parking andstorage.

• Objective A: The cycling network is sae and complete

A sae cycling network connecting all buildings and destinations through the shortest routesavailable is a basic TOD requirement. Metric . | Cycle Network controls or this provision.Various types o cycleways, including cycle paths, cycle lanes on roads and cycle-riendly streetscan be part o the network.

• Objective B: Cycle parking and storage is ample and secure

Bicycles do not take up much space but still require secure parking and storage. Cycling can bean attractive travel option only to the extent that cycle racks is available at destinations, andthat bicycles can be secured within private premises at night and or longer periods. These areaddressed by Metrics . | Cycle Parking at Transit Stations, . | Cycle Parking at Buildings,. | Cycle Access in Buildings.

This cycling and pedestrian street

in Newport Beach, California,

USA, prioritizes connectivity for

non-motorized travel. Crossings of

vehicular streets are made highly

visible and beautiful.


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CONNECT Principle

Short and direct pedestrian and cycling routes require highly connected network o paths andstreets around small, permeable blocks. This is primarily important or walking and or transitstation accessibility, which can be easily discouraged by detours. A tight network o paths andstreets offering multiple routes to many destinations can also make walking and cycling tripsvaried and enjoyable. Frequent street corners and narrower right o ways, with slow vehicularspeed and many pedestrians encourage street activity and local commerce. An urban abric thatis more permeable to pedestrians and cyclists than to cars also prioritizes non-motorized andtransit modes.

• Objective A: Walking and cycling routes are short, direct and varied

The simplest proxy or the quality o path connectivity is the density o pedestrian intersections,which is dependant on small blocks. Metric . | Small Blocks rewards a development with asmall average block size. This combined with the provision o a complete pedestrian networkwould represent a dense mesh o pedestrian and cycling routes which would offer a wide choicein routes to take to one’s destination, and access to any number o possible activities alongthe way.

• Objective B: Walking and cycling routes are shorter than motor vehicle routes

Although high pedestrian and cycling connectivity is an important eature o TOD, roadconnectivity enhancing motor vehicle travel is not. Metric . | Prioritized Connectivity comparesthe two categories and rewards higher ratios o non-motorized travel (NMT) path connectivity tocar-accessible road connectivity.

Short blocks and streets in

the center of Copenhagen,

Denmark, provide directand varied routes and an

environment favorable to

pedestrians and cyclists.


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TRANSIT Principle

Transit connects and integrates distant parts o the city or pedestrians. Access and proximity tohigh-capacity public transit service, defined as bus rapid transit (BRT) or rail transit is a prerequisiteor TOD Standard recognition. High-capacity public transit plays a critical role, as it allows or highlyecient and equitable urban mobility, and supports dense and compact development patterns.Transit also comes in various orms to support the entire spectrum o urban transport needs,including low- and high-capacity vehicles, taxis and motorized rickshaws, bi-articulated busesand trains.

• Objective A: High-quality transit is accessible by oot

The maximum recommended distance to the nearest high-capacity transit station or a transit-oriented development is defined as kilometers, a - to - minute walk. Moreover, by buildingat higher densities closer to the transit station, a development can maximize the number opeople and services that can easily be reached by a short walking distance. Metric . | WalkDistance to Transit requires developments to be within this distance in order to qualiy orrecognition.

BRT Station in

Guangzhou, China.


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MIX Principle

When there is a balanced mix o complementary uses and activities within a local area (e.g.,a mix o residences, workplaces and local retail commerce), many daily trips can remain shortand walkable. Diverse uses peaking at different times keep local streets animated and sae,encouraging walking and cycling activity, and ostering a vibrant human environment where peoplewant to live. Inbound and outbound commuting trips are also more likely to be balanced, resultingin more efficient operations in the transit system. A mix o housing prices allows some workersto live near their jobs and prevents lower-income residents, who are also the most dependent onlower cost public transit, rom being displaced to outlying areas and potentially encouraging thisgroup to become dependant on motor vehicles. Thereore, the two perormance objectives orthis principle are the provision o a balanced mix o land uses and a balanced mix o residentincome levels.

• Objective A: Trip lengths are reduced by the provision o diverse and complementary uses

Developments that add to the mix o complementary uses allow or a wider range o daily trips tobe walkable. Metric . | Complementary Uses rewards developments that mix residential andnon-residential uses. Metric . | Accessibility to Food rewards the availability o resh groceries

as a “litmus test” indicating an area well served by locally oriented and regularly supplied goodsand services. Food is also an essential part o daily lie, and being able to walk to buy produceand meals contributes to a higher quality o lie.

• Objective B: Lower-income groups have short commutes

Metric . | Affordable Housing rewards mixed-income developments that include dedicatedaffordable housing.

Ground floor retail provides

useful goods and services in

a high-density development

in Hong Kong, China.


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DENSIFY Principle

To absorb urban growth in compact and dense orms, urban areas must grow vertically(densication) instead o horizontally (sprawl). In turn, high urban densities oriented towardstransit support a transit service o high-quality, requency and connectivity, and help generateresources or investment in system improvements and expansions.

Transit-oriented density results in well-populated streets, ensuring that station areas are lively,active, vibrant and sae places where people want to live. Density delivers the customer base thatsupports a wide range o services and amenities and makes local commerce thrive. As many o themost amous and desirable neighborhoods in the world attest, high-density living can be highlyattractive. The only limits to densification should result rom requirements or access to daylightand circulation o resh air, access to parks and open space, preservation o natural systems, andprotection o historic and cultural resources.

The perormance objective under this principle emphasizes residential and non-residentialdensity to support high-quality transit and local services.

• Objective A: Residential and job densities support high-quality transit and local services

Metric . | Land Use Density rewards projects that achieve equal or higher densities when

compared to comparable projects. The public and private sector must work together to increaseallowable residential and non-residential densities, while remaining sensitive to the localcontext.

Mixed uses and prioritized

connectivity for pedestrians

between housing units

are demonstrated in the

high-profile development

of Jianwai Soho in Beijing,

China.


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COMPACT Principle

The basic organizational principle o dense urban development is compact development. In acompact city, or a compact district, the various activities and uses are conveniently located closetogether, minimizing the time and energy required to reach them and maximizing the potential orinteraction. With shorter distances, compact cities require less extensive and costly inrastructure(though higher standards o planning and design are required), and they preserve rural land romdevelopment by prioritizing densification and redevelopment o previously developed land. ThePrinciple | Compact can be applied to a neighborhood scale, resulting in spatial integration bygood walking and cycling connectivity and orientation toward transit stations. At the scale o a city,being compact means being integrated spatially by public transit systems. The two perormanceobjectives or this principle ocus on the proximity o a development to existing urban activity, andshort travel time to the major trip generators, in the central and regional destinations.

• Objective A: The development is in an existing urban area

To promote densification and the efficient use o previously developed vacant lots such asbrownfields, Metric . | Urban Site rewards development on sites within or at the immediate

edge o an urbanized area.

• Objective B: Traveling through the city is convenient

Metric . | Transit Options encourages a site to provide multi-modal transport — includingdifferent high-capacity transit lines and para-transit options. Having a number o differenttransport options means the diverse needs o passengers and travelers can be ulfilled,encouraging more people to use transit in a virtuous cycle.

The BRT corridor spurred

further development

along the compact urban

area of Zhongshan road,Guangzhou, China.


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SHIFT Principle

When cities are shaped by the above seven principles, personal motor vehicles become largelyunnecessary in day-to-day lie. Walking, cycling and the use o high-capacity transit are easyand convenient, and can be supplemented by a variety o intermediary transit modes and rentedvehicles that are much less space-intensive. Scarce and valuable urban space resources canbe reclaimed rom unnecessary roads and parking, and can be reallocated to more socially andeconomically productive uses. The perormance objective below ocuses on these benefits.

• Objective A: The land occupied by motor vehicles is minimized

Low provision o off-street space or motor vehicles parking is rewarded by Metric . | Off-StreetParking. Metric . | Driveway Density measures the requency o driveways breaching theprotected status o walkways, and rewards the minimization o intererence o the pedestriannetwork. Metric . | Roadway Area rewards the reduction o street space occupied by motorvehicles either in the orm o road area o on-street parking.

A MODEL TO SHIFT FROM

The Round Towers o Marina Cityin Chicago, USA, are an exampleo what not to do. Cars occupyabout one third o the structureand contribute to creating ahostile walking environment.


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A MODEL TO SHIFT TO

The Central Saint Giles mixed use

development in London, UK, only

includes a few car parking spaces. This

well-connected development is dense

with small block footprints, active and

permeable frontage, and provides easy

access for pedestrians and cyclists.


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28Introduction

Compact neighborhood, high

quality public space, traffic-

calmed road, bus rapid transit,

and public bicycles in Nantes,

France.


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29Introduction

SCORINGIN DETAIL


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30TOD Standard Scoring Detail

Project Eligibility CriteriaTo qualiy or ocial TOD Standard recognition a development must:

• Be located within a kilometer maximum walking distance to a high-capacity transit station,

or within meters walking distance to a direct service to a high-capacity transit line.

( Metric . | Walk distance to transit ).

· The direct service should be o minutes maximum headway,and kilometers or less to a high-capacity transit line.

• Have a complete, sae walkway network ( Metric . | Walkways ), i.e. all destinations should be

connected to each other and the stations by protected walkways.

• Create at least one new, publicly accessible street, pedestrian path, or passageway

connecting two different public right o ways. This new link can be on private property but

must be open daily or a minimum o hours, and offer a sae and complete walkway as perthe details o Metric . | Walkway s.

A plan or design can use the TOD Standard or evaluation purposes, but is not eligible orrecognition until built.

Station Area EvaluationThe Standard can be used to evaluate the transit-orientation characteristics o the catchment areao a station, and as guide in the preparation o plans, policies and regulations to improve walkingand non-motorized transit conditions and to maximize access to transit inrastructure.

A station area is defined as the area within reasonable walkable distance o a transit station.We recommend using kilometer walk distance to define the boundaries o the primary TODzone, i.e. a walking time o minutes to final destination at an average urban walking speedo approximately km/h (wait at intersections included as such), but the useul walkable time/distance or analysis

is at the discretion o the users.

Note that station areas are not eligible or recognition.

A pedestrian street inRio de Janeiro, Brazilprovides an attractiveand stimulating walkingenvironment.


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W a l k : D e v e l o p n e i g h b o r h o o d s t h a t p r o m o t e w a l k i n g

O b j e c t i v e 1 A : T h e p e d e s

t r i a n r e a l m i s s a f e a n d c o m p l e t e

1. Use kilometers per hour

or miles per hour as per

local standards.


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O b j e c t i v e 1 A : T h e p e d e s

t r i a n r e a l m i s s a f e a n d c o m p l e t e


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Crosswalks should be provided in all directions to create

a complete pedestrian network.

Crosswalks that cross two or more traffic lanes have a wheelchair-

accessible pedestrian reuge.


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Visually active frontage in the

SOMA neighborhood of San

Francisco, California, USA,

provides a pleasant and engaging

walking and working environment.


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Multiple shop andbuilding entranceson the ground levelcreate a highlypermeable andwelcoming streetrontage in Pune,India.


O b j e c t i v e 1 B : T h e p e d e s

t r i a n r e a l m i s a c t i v e a n d v i b r a n t


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O b j e c t i v e 1 C : T h e p e d e s

t r i a n r e a l m i s t e m p e r a t e a n d c o

m f o r t a b l e

Trees provide shade

and pleasant conditions

for walking in Ward V

of Budapest, Hungary,

in the summer.


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C y c l e : P r i o r i t i z e n o n - m o t o r i z e d t r a n s p o r t n e t w o r k

s

O b j e c t i v e 2 A : T h e c y c l i n g n e t w o r k i s s a f e a n d c o m p l e t e


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s

O b j e c t i v e 2 B : C y c l e p a r k

i n g a n d s t o r a g e i s a m p l e a n d s e

c u r e

Multi-space, covered

racks for cycle parking

are provided along

the BRT corridor in

Guangzhou, China.


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Ample and visiblecycle parking islocated on the groundloor o an affordablehousing building inthe LandStrasse areao Vienna, Austria.


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s

O b j e c t i v e 2 B : C y c l e p a r k

i n g a n d s t o r a g e i s a m p l e a n d s e

c u r e


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A cycle parking area near

the elevator of an office in

New York City, USA.


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Revived old streets and

alleyways of the Insadong

district create a diversenetwork of interesting and

convenient walking routes

in Seoul, South Korea.


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C o n n e c t : C r e a t e d e n

s e n e t w o r k s o s t r e e t s a n d p a

t h s

O b j e c t i v e 3 A : W a l k i n g a n d c y c l i n g r o u t e s a r e s h o r t , d

i r e

c t a n d v a r i e d


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C o n n e c t : C r e a t e d e n

s e n e t w o r k s o s t r e e t s a n d p a

t h s

O b j e c t i v e 3 B : W a l k i n g a n d c y c l i n g r o u t e s a r e s h o r t e r t h a n m o t o r v e h i c l e r o u t e s


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Blue lines indicate thepedestrian and cyclingnetwork with multipleintersections and directaccess to the core.Orange lines indicatestreets with separatevehicular roadway,

keeping cars just outsidethe core.


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T r a n s i t : L o c a t e d e v e l o p m e n t n e a r h i g h - q u a l i t y t r a

n s i t

O b j e c t i v e 4 A : H i g h q u a l i t y t r a n s i t i s a c c e s s i b l e b y f o o t

This dual transportmode corridor in theHammarby Sjöstaddistrict o Stockholm,Sweden, eaturesdedicated right o wayor buses and trams.


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Not TOD

km max

Not TOD

km

BRT LRT

METRO

BUS

m

Not TOD

BRT

Not TOD

d i r e c t s e r v i c e


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Residential, commercial,and work spaces arecombined within thesame or adjacent blocksin the Chelsea districto New York City, USA(above) and the Tianhedistrict o Guangzhou,China (below).


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M i x : P l a n o r m i x e d u

s e

O b j e c t i v e 5 A : T r i p l e n g t h s a r e r e d u c e d b y p r o v i d i n g d i v e r s e a n d c o m p l e m e n t a r y u s e s


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A neighborhood

supermarket in

Bordeaux, France,

provides fresh

produce.


s e

O b j e c t i v e 5 A : T r i p l e n g t h s a r e r e d u c e d b y p r o v i d i n g d i v e r s e a n d c o m p l e m e n t a r y u s e s


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Fresh food market

in Pune, India.


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This development in theSOMA district o SanFrancisco, Caliornia, USA,includes affordable housingand commercial uses withactive rontage.


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s e

O b j e c t i v e 5 B : L o w e r i n c o m e g r o u p s h a v e s h o r t c o m m u t e s


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D e n s i y : O p t i m i z e d e n s i t y a n d t r a n s i t c a p a c i t y

O b j e c t i v e 6 A : R e s i d e n t i a

l a n d j o b d e n s i t i e s s u p p o r t h i g h q u a l i t y t r a n s i t a n d l o c a l s e r v i c

e s


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A dense mix o officeand residential

buildings in theChelsea district o New York City.


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C o m p a c t : C r e a t e c o m

p a c t r e g i o n s w i t h s h o r t c o m m u t e s

O b j e c t i v e 7 A : T h e d e v e l o p m e n t i s i n a n e x i s t i n g u r b a n a

r e a


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sides adjoin built-up sites

( points)


and side adjoins a water

body ( points)


and sides adjoin a designated

park ( points)

an irregular development plot,

where each % o the side o

the development adjoins a

built-up site ( points)


( points)

side adjoins built-up sites

( point)


( points)

no sides adjoin built-up sites

( points)

THESE PLANS EARN A FULL SCORE

THESE PLANS EARN LOWER OR NEGATIVE SCORES

Infill development inCentral London, UK,makes efficient use oland and creates denserdistricts to supporteconomic activity andtransit capacity.

undeveloped

park


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A bus rapid transitstation in Curitiba,Brazil, takespassengers directly tothe urban center.


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C o m p a c t : C r e a t e c o m

p a c t r e g i o n s w i t h s h o r t c o m m u t e s

O b j e c t i v e 7 B : T r a v e l l i n g

t h r o u g h t h e c i t y i s c o n v e n i e n t


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S h i f : I n c r e a s e m o b i l

i t y b y r e g u l a t i n g p a r k i n g a n d

r o a d u s e

O b j e c t i v e 8 A : T h e l a n d o

c c u p i e d b y m o t o r v e h i c l e s i s m i n i m i z e d


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Development land area

Example :

Surace parking & driveway area is% o the development land area.

%

%

Example :

Parking & driveway area is %o the development land area.

%

% x


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S h i f : I n c r e a s e m o b i l

i t y b y r e g u l a t i n g p a r k i n g a n d

r o a d u s e

O b j e c t i v e 8 A : T h e l a n d o

c c u p i e d b y m o t o r v e h i c l e s i s m i n i m i z e d

A shared parking garageacility or a mixeduse block in SantaMonica, Caliornia, USA,minimized driveways onthe sidewalk.


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More road area is given to more efficient modes o non-motorized transport


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66Introduction

USING THETOD STANDARD


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67Introduction


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68Using the TOD Standard

Using the TOD StandardThe TOD Standard is a scoring system based on quantitative data, plans and policies availableabout an urban development or station area. Scoring a project requires collecting a range o datarom the lengths o streets and blocks, to inormation about local policy and site characteristics.The ollowing chapter sets out a suggested step-by-step guide to scoring a development, or stationarea, in detail.

Development Projects

Pre-scoring preparationThe initial step is to collect as much detailed inormation about the development as possible.We have created a list o the recommended sources o inormation below (Table ). Basic datato collect includes:

• Total area o the development site

• Total number and length o all blocks

• Total length o all streets within the development and number o street segments

• The maximum vehicle speed on all streets

• Number and location o transit stations nearby the development

• Number o residential units (and affordable housing units)

• Amount o non-residential loor area

• Provision o car parking

Collate the sources o inormation or documentation.

Desktop research

In the first instance, we recommend using the inormation collated in the orm o plans, designs,maps and reports to score as many metrics o the TOD Standard as possible. Some metrics requiremeasurement and calculation, others require simple counts. In some cases, it will not be possibleto score the metric with the inormation available in documents and these will require visits to thesite itsel, or interviews with other people and organizations who are amiliar with the project.

Site surveys & scoringAll team members going on site should have a TOD Standard Scoresheet, a copy o the TODStandard, a detailed map and a camera. I maps are not available or the project, you may wantto take tools or measuring distances as several metrics provide points based on distances andareas. We recommend taking notes with as much inormation as possible (e.g., actual distances,observational notes), and photos o the elements o the site which are being scored. Following a

site survey, team members can compare notes and collectively decide what points can be awardedto the project based on their observations.

Other sourcesCollecting inormation in the orm o reports and observations on the site visit should provide allthe data needed to score the project. However, there may still be gaps in inormation and it may benecessary to contact relevant groups such as: local planning authorities, NGOs and other researchorganizations, architects/designers/planners and engineers who designed the project, and localresidents and businesses. I this is required, the inormation should be collected in a way that allowsthe TOD Technical Committee to veriy that a record o what was said by the interviewees is accurate.


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Station Area Evaluation

Understanding and sampling the station areaWe recommend defining the applicable station area boundaries using a walking distance o kilometer rom the high capacity transit station entrance to the entrance o the final destination(door step o building). The kilometer distance represents a walking time o approximately minutes at the average urban speed o km/h (including wait at intersections).

Station areas by this definition can cover up to . squre kilometers. In case the TOD Standardcannot be applied in detail to such a large area, we recommend the use o a sampling method toscore those metrics requiring measurements.

The sampling method:. Identiy and score as many blocks as manageable that seem representative o the station area

in all respects relevant to the metrics, and. Extrapolate the results to the entire relevant area.

In case the blocks in the station area appear too dissimilar or a single sample and extrapolation,

the evaluator should:. Divide the station area into zones o sufficient similarity o urban orm type,. Use the sampling method to score each metric or each zone on separate scoresheets,. Calculate the percentage o total station area that is contained in each zone,. Calculate the aggregate station area scores or each metric by actoring in the area percentage

o each zone.

Each zone scoresheets should be kept together with the aggregate scoresheet. The inormationabout each urban orm type will be helpul when planning or improvements in the station area.

Pre-scoring preparationThe initial step is to collect as much detailed inormation about the station area as possible. I you

have identified zones o similar use and orm within the station area, as mentioned above, youmay want to collect some o this inormation by zones. We have created a list o the recommendedsources o inormation below (Table , page ).

Some basic data or policies to collect includes:

• Boundary and total area o the station area being evaluated

• Number and location o transit stations nearby the development (including the primary transit

station)

• Relevant local area or existing station area plans

• General land use plans, zoning regulations and other city-wide land use and transport plans

• Number o residential units (and affordable housing units)

• Amount o non-residential loor area

• The maximum vehicle speed on all streets

• Total length o all streets within the station area

• Car parking data


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Desktop researchIn the case o existing areas, the best sources o inormation are official local area plans and maps,officially collected local area statistics and data, zoning regulations and other policies.

I possible, we also recommend the use o geographic inormation system (GIS) tools to map dataand inormation in a large area. I scaled and up-to-date satellite imagery is available, it may alsobe a good source or maps and inormation.

In some cases, it will not be possible to score the metric with the inormation available in policies,plans, and maps. These metrics will require visits to the site itsel or interviews with other peopleand organizations who are amiliar with the project.

Site surveys & scoringAll team members going on site should have a TOD Standard Scoresheet, a copy o the TODStandard, a local area map, and a camera. I maps are not available or the station area, you maywant to take tools or estimating distances as several metrics provide points based on distancesand areas.

We recommend taking notes with as much inormation as possible (e.g., actual distances,observational notes), and photos o the elements o the site which are being scored. Following

a site survey, team members can compare notes and collectively d ecide what points can beawarded to the project based on their observations.

Other sourcesCollecting inormation in the orm o reports and observations on the site visit should provide allthe data needed to score the project. However, there may still be gaps in inormation and it maybe necessary to contact relevant groups such as: the local planning authorities, NGOs and otherresearch organizations, local residents and businesses, and perhaps architects/designers whohave worked in this area beore.


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Sources of Information

Maps, plans and/or design

reports o the development

Local policy/codes/bylaws

Local map o the area

Tenant inormation (provided bydeveloper/management company)

Local transport maps

Regional/Local cycling maps

Third-party sources (e.g., reportsby NGOs/interest groups, media)

Latest aerial/satellite images(eg. Google Earth, Google Mapand Google Street View)

Relevant Metrics

All Walk metrics

. Cycle Network. Cycle Parking at Transit Stations. Cycle Parking at BuildingsAll Connect metricsAll Transit metricsAll Densiy metricsAll Shif metrics

. Cycle Access in Buildings. Affordable HousingAll Densiy metricsAll Shif metrics

. Cycle Network. Cycle Parking at Transit Stations. Cycle Parking at BuildingsAll Transit metricsAll Mix metrics. Urban Site

All Mix metricsAll Densiy metrics

. Cycle Network. Cycle Parking at Transit Stations. Cycle Parking at BuildingsAll Transit metrics

. Transit Options

. Cycle Network. Cycle Parking at Transit Stations. Cycle Parking at Buildings

All metrics

. Walkways. Crosswalks. Visually Active Frontage. Shade & Shelter. Pedestrian Intersection Density. Small BlocksAll Transit metricsAll Compact metrics. Roadway Area

Other Comments

These are detailed plans/ drawings o

the buildings, open spaces and otherinrastructure in the context o the localsite/area. This would provide a high levelo accurate detail about the project.

Local policies/codes/bylaws or otherrequirements/ guidelines producedby local government will have detailedinormation that may be relevant to thedevelopment.

A map showing the streets, blocks andlocal transport stations and lines canprovide good inormation. Maps can bedated, so the inormation may need to bechecked or accuracy.

A list o tenants and the uses o theirspaces is a reliable source o inormation.

Some transport maps include detailedroutes or cycle lanes and parking, as wellas local bus, light and heavy rail lines.Maps can be dated, so the inormation

may need to be checked or accuracy.

Some areas provide cycle maps thatprovide detailed routes or the local andregional cycle network, lanes and parking.Maps can be dated, so the inormationmay need to be checked or accuracy.

Reports or case studies produced bygroups who have an interest in theseprinciples can be detailed and providea good source o inormation. However,the inormation may be dated and requireupdating.

Satellite imagery can be very helpul andis a very accessible source o inormation,but images can be dated and the lowresolution can mean that project detailsare not visible.

Table . Sources of DataThe sources o inormation are listed in order o preerence in terms o thequality o inormation provided — the most preerred source o inormationis listed first.


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72Glossary

Glossary Note: Terms in the TOD Standard terms may be employed with

more restrictive definitions than in common usage.

Active Frontage

See Frontage.

Alleyways

See Street .

Block

An area o enclosed land surrounded by publicly accessible

walkways (regardless o vehicular access).

Block Frontage

See Frontage.

Crossing

A point at which pedestrians cross paths with vehicles.

Crosswalk

A marked and protected crossing point designated or

pedestrians (and cyclists) across a road with vehicular

speeds above km/h. Crosswalks are basic elements

o complete streets. Crosswalks should be designed or

sae and easy crossing and implemented to maintain

pedestrian connectivity across slow and ast vehicular

roads.

Curb Ramp

An incline designed to accommodate pedestrian transitionbetween a road and a sidewalk or walkway. Curb ramps are key

to universal accessibility and pedestrian comort. They should

be designed to be in line with the walkways they connect while

restricting motor vehicle access to pedestrian areas.

Cycleway

A right o way, or portion o a right o way, designated to

accommodate bicycle traffic; includes but is not limited to

physically separated cycle lanes, striped cycle lanes, lanes

marked or shared traffic and off-street paths and trails.

Cycleways should be designed or sae and comortable

cycling.

Cycling Network

Network o sae cycling acilities including designated

cycleways, slow streets (saely shared between cycles and

motor vehicles at speeds under km/h) and pedestrian-

priority streets (saely shared by pedestrians, cycles and

motor vehicles at speeds under km/h).

Segregated Cycleways

Cycleways restricted to cyclists; typically created through

striping (road painting) or physical barriers.

Driveway

A motor vehicle access point across public pedestrian areas

or between a roadway and off-street motor vehicle parking,

loading and service areas. Driveways should be designed or

pedestrian priority and saety, and compatible vehicle speed.

Driveway Density

The number o driveways on a specified block rontage;

typically used to assess the impact o off-street motor

vehicle acilities on the continuity o walkways and

cycleways.

Essential Service Motor vehicles

Motor vehicles required or essential maintenance, saety or

health reasons that should be accommodated in all streettypes or parking and travel. These vehicles include emergency

vehicles, authorized security vehicles, local access reight

vehicles and authorized disabled person vehicles.

Frontage

The physical edge o a building or block acing a peripheral

walkway or street at, or close to, the property line. Ground-

level rontage is o primary interest because it defines the

building edges and determines the character o public space

or walking. Building and block rontage should be designed

or active uses and interesting design details that improve the

walking experience and stimulate pedestrian activity.

Active Frontage

Building or block rontage that provides direct visualconnection to interior building space through windows,doorways or other similar open or transparent açadeelements. For TOD Standard scoring purposes, a blockthat is a park or plaza, with no buildings, is counted ashaving active rontage.

Block Frontage

The physical edge o a block acing a peripheral

walkway or street at, or close to, the property line.

Permeable Frontage

Building rontage that incorporates points o passagebetween walkways and active, interior building spaces;typically takes the orm o main building entrances andentrances to retail establishments and other groundloor level goods and services. A block that is a publicpark or plaza, with no buildings or other physicalbarriers, is considered to have permeable rontage.


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73Glossary

Gross Floor Area (GFA)

The cumulative measure o the area o each loor within theexternal walls o a building, including sub-surace levels, butnot including the roo.

Floor Area Ratio (FAR)

The loor area o a building or development,* divided by thenet developable land area o the site or property on which itis located. * Not including subsurface levels.

High-Capacity Transit

See Transit .

Intersection

A point at which two or more rights o way intersect eachother.

Pedestrian intersection

Intersection o walkways, including pedestrian paths,pedestrian priority streets and street sidewalks. Streets

with two or more sidewalks count as one or the purposeo counting pedestrian intersections.

Intersection Density

The number o intersections within a given area; typicallyused to assess connectivity and route-diversity within astreet or path network.

Mode Share

The percentage o total trips completed via a particular travelmode (walk, cycle, drive, ride, etc.).

Net Developable LandA measure o the total land area available or developmentwithin a site or property. It excludes rights o way, otherpublic spaces and protected land.

Non-Motorized Transport (NMT)

Transport independent o motorized power, typically used toreer to walking, cycling and pedicab.

Pedestrian

A person walking, or moving with walking aids orsubstitutes, such as a wheelchair or a baby stroller.

Pedestrian Crossing Reuge

A protected median or island within a road, designed toallow pedestrians to stop saely mid-crossing.

Pedestrian Priority (or Shared) Street

See Street .

Pedestrian Street Crossing

An area within a street where pedestrians cross romone side to the other; including crosswalks and all areasdesigned as pedestrian-priority (or shared) streets.

Walkway

A right o way, or portion o a right o way, specificallydesignated to accommodate pedestrians. It includes, butis not limited to, sidewalks, shared streets and off-streetpaths.

Wheelchair-accessibility

Not all people who experience mobility disabilities arewheelchair users, however, this terminology is utilized torepresent pedestrian acilities that have been designedto accommodate a broad range o mobility devices.Public inrastructure should be designed and builtto local disability access standards, or, where locallyratified, international agreements or providing accessto people with disabilities, such as the United Nations

Convention on the Rights or Persons with Disability.In cases where local access standards or recognitiono international conventions is not present, proposalsor projects should be inormed by international bestpractices and vetted by groups o local disability accessauditors, including users, to ensure that they are able touse the built environment that is provided.

Peripheral Streets

See Street .

Permeable Frontage

See Frontage.

Public Transit

See Transit .

Public Transport

Reerred to as public transit in this document. See Transit .

Residential Density

The number o residents, or dwelling units, within a specificmeasure o land area (typically hectare or square kilometer)

Right o wayPublic right o passage o any morphological type suchas path, alley, street or road, although this right may berestricted to specific transport modes.

Road

See Street .


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74Glossary

Segregated Cycleway

See Cycleway .

Sidewalk

See Pedestrian.

Slow Street

See Street .

Street

A right o way through developed or developable urbanland. A street normally accommodates all travel modesand should be designed to prioritize direct, sae andcomortable sustainable transport modes (walk, cycleand transit). Accommodation o personal motor vehiclesis optional (see Pedestrian Streets) but streets mustaccommodate local reight and essential vehicle access. Astreet ulfills unctions beyond mobility (public, community,cultural and commercial space) that are crucial to theattractiveness and productivity o walking as a travel

mode, and to the long-term viability o pedestrian-riendlyenvironments.

Alleyway (Alley)

A narrow, publicly accessible passage betweenbuildings, that is either a dead-end or through way.

Pedestrian-Priority (or Shared) Street

A street or space designed to allow ree and saeintegration o all transport modes within a single righto way, at a pedestrian-compatible speed o km/hor less.

Pedestrian Street

A street restricted to pedestrians, with the exception oslow-moving cyclists and essential vehicles yielding topedestrians.

Peripheral Streets

The streets adjacent to, or surrounding, a particularblock, building, development, property or site.

Road

A right o way with a paved area or the use o motor

vehicles. The term “road” is typically associatedwith ast motor vehicle travel. The term “street” putsemphasis on pedestrian access and activity.

Roadway

The part o a right o way intended primarily or the useo motor vehicles, in contrast to walkways, cyclewaysand pedestrian-priority spaces.

Slow Street

A street designed to allow ree and sae integration omotorized and non-motorized vehicles within a singleroadway, intended to maintain motorized travel below km/h.

Fast Vehicular Street

A street with a roadway that allows vehicular speedsover km/h. It includes separate cycleways.

Street Centerline

The mid-point o a street’s width, marking the centero the street. This is a conceptual line that is notnecessarily physically marked.

Street Segment (Street Link)

The segment or portion o a street located betweenadjacent intersections.

Transit

The transport o passengers on any and all vehicles thatare designed or multiple passengers and are not personalvehicles. This includes all shared vehicles, public orotherwise, chauffeured or sel-driven.

Public transit

Transit designed or use by all members o the generalpublic, regardless o public or private ownership,management and operation responsibilities.

High-Capacity Transit

Large-scale transport systems designed to carry many

passengers. This includes light or heavy rail passengerservices, or rapid bus transit services (BRT). Thedefinition o BRT is available in the BRT Standard (alsoproduced by ITDP).

Vehicle Kilometers Traveled (VKT)

The number o kilometers traveled by vehicles originatingwithin a specified area and during a specified period otime. VKT reers to motor vehicle kilometers traveled unlessspecified otherwise.

Walkway

See Pedestrian.

Wheelchair-accessibility

See Pedestrian.


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75Glossary


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76Scorecard

1.1 Walkways

1.2 Crosswalks

1.3 Visually Active Frontage

1.4 Physically Permeable

Frontage

1.5 Shade & Shelter

2.1 Cycle Network

2.2 Cycle Parking at

Transit Stations

2.3 Cycle Parking at

Buildings

2.4 Cycle Accessin Buildings

Percentage o block rontage with sae,

wheelchair-accessible walkways.

Percentage o intersections with sae,wheelchair-accessible crosswalks in all

directions.

Percentage o walkway segments with

visual connection to interior building

activity.

Percentage o block rontage with visual

connection to interior building activity.

Percentage o walkway segments that

incorporate adequate shade or shelter

element.

Percentage o total street segments with

sae cycling conditions.

Secure multi-space parking acilities

are providd at all high-capacity transit

stations.

Percentage o buildings that provide

secure cycle parking.

Buildings allow interior access or cyclesand cycle storage within tenant-con-

trolled spaces.

CATEGORY

3.1 Small Blocks

3.2 Prioritized Connectivity

REQUIRED

4.1 Walk Distance

to Transit

Length o the longest block (long

side).

Ratio o pedestrian intersections to

motor vehicle intersections.

Walk distance (meters) to the nearest

transit station.

Walk Score:

W A L K

C Y C L E

C O N N E C T

T R A N S I T

SITE/PROJECT NAME CITY/COUNTRY

Cycle Score:

Connect Score:

Transit Score:


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77Scorecard

6.1 Land Use Density

5.1 Complementary Uses

5.2 Fresh Food

5.3 Affordable Housing

Average density in comparison to

local conditions.

Residential and non-residential uses

combined within same or adjacent

blocks.

Percentage o buildings that are

within 500 meters radius o an exist-

ing, or planned, source o resh ood.

Percentage o residential units provid-

ed as affordable housing.

Mix Score:

Densiy Score:

Compact Score:

Shif Score:

7.1 Urban Site

7.2 Transit Options

Number o sides o the development

adjoining existing built-up sites.

Numbers o stations on different

transit lines that are accessible within

walking distance.

8.1 Off-Street Parking

8.2 Driveway Density

8.3 Roadway Area

Total off-street area dedicated to park-

ing as a percentage o total land area.

Average number o driveways per 100

meters o block rontage.

Total road area used or motor vehicle

travel and on-street parking as per-

centage o total land area.

Total Points:

M I X

D E N S I F Y

C O

M P A C T

S H I F T

BRIEF DESCRIPTION OF THE PROJECT SITE

S c o r e c a r d

CATEGORY


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www.despacio.org www.nelsonnygaard.com

the tod standard 2.1

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