TRANSIT – ORIENTED DEVELOPMENT

IMPLEMENTATION RESOURCES & TOOLS

2nd Edition

The editions of the document were prepared for the World Bank
by IBI Group and World Resources Institute India
Bogota, Colombia
ACKNOWLEDGMENTS

The Transit-oriented Development Implementation Resources & Tools publication was created for the Global
Platform for Sustainable Cities (www.theGPSC.org) and the TOD Community of Practice (TOD COP), which are
both managed by the World Bank. Preparation of the publication was led by Gerald Ollivier, TOD COP Lead.

IBI Group both drafted and designed the layout of the document’s first edition, along with compiling the various
knowledge resources shared by the many individuals who were consulted during the document’s refinement. The
IBI team was led by Ashish Ghate and Bankim Kalra and supported by Aadish Nargunde, Amanda Murray, Aravind
Vishwanathan, Astha Malhotra, David Richardson, Duncan Allen, Kamran Naseem, Kim Behrouzian, Ksenija
Pridraski, Linden Laserna, Marckley Etienne, Nita Johnson, Patricia Rumado, Rachel Vesz, Rashmi Rajpal, Sandeep
Venkataramu, Shraddha Kumar, Sumeet Sharma, Surabhi Kapoor, Tony Zhou, Trevor McIntyre, Vivian Brooks, and
Zohra Mutabanna. GPSC team members Lincoln Lewis and Qiyang Xu offered feedback and contributed with IBI
to the translation of the document’s contents to the GPSC web platform.

Sincere thanks are given to the World Bank’s convened peer review panel, which was jointly chaired by Franz
Drees-Gross and Sameh Wahba. The panel consisted of Fabio Duarte, Sujata Govada, Sarah Lin, Joanna Masic,
Aiga Stokenberga, Eric Turner, Felipe Targa Rodriguez, Shin Kim, Jasmine Tillu, Cuong Dang and John Good (World
Bank), and Mariana Orloff (from World Resources Institute, WRI). The document also benefited from valuable inputs
from Valerie-Joy Santos, Victor Vergara and Barjor Mehta.

The first edition was jointly developed at the World Bank by the Social, Urban, Rural, and Resilience Global Practice
(GSURR) under the direction of Sameh Wahba and the Transport Global Practice (GTRDR) under the direction
of Franz Drees-Gross. Particular thanks go to Xueman Wang who coordinates the GPSC and its development
of knowledge products. The preparation of the document was supported by the GPSC’s partnership between
the Global Environment Facility (GEF), the World Bank, participating countries and cities, project-implementing
agencies, and resource team organizations.

World Resources Institute India (WRI India) supplemented the first edition with an additional dimension of road
safety considerations to create the second edition of the document. The project was guided at the World Bank by
Gerald Ollivier and Alina Burlacu, WRI India’s team was led by Prerna Mehta and included Abhishek Behera, Jaya
Dhindaw, Binoy Mascarenhas and Dhawal Ashar. GPSC's Lincoln Lewis was the production editor and Borja Castro
translated the materials to the GPSC TOD website. Peer reviewers were Blanca Domine, Said Dahdah, Wanli Fang,
and Juan Miguel Velasquez Torres. Dipan Bose offered helpful comments during the finalization of the document.

The creation of the second edition was supported by the Global Road Safety Facility (GRSF), which is managed by
the World Bank, with funding from UK Aid.

INTRODUCTION iii
 ABBREVIATIONS

ADB Asian Development Bank CFBT Cash Flow Before Tax

AE Automated Enforcement CISA Certified Information System Auditor

AICTSL Atal Indore City Transport Services Limited CNU Congress for the New Urbanism

ANSV Agencia Nacional de Seguridad Vial COC Cash On Cash Return

APTMS Automatic Public Transport Management COP Community of Practice

System
CPRE Campaign to Protect Rural England’s
ARDSS Augmented Reality Decision Support
CPTED Crime Prevention through Environmental
Systems
Design
ARR Accounting Rate of Return
CPTM São Paulo Metropolitan Trains Company
ASI Avoid–Shift–Improve
CTOD Centre for Transit Oriented Development
BER Break-Even Ratio
CTS Centre of Sustainable Transport
BID Business Improvement District
DBF Design-Build-Finance
BIGRS Bloomberg Initiative for Global Road Safety
DBFM Design-Build-Finance-Maintain
BMC Bombay Municipal Corporation (now
DBLVC Development-Based Land Value Capture
known as Municipal Corporation of Greater
DBO Design-Build-Operate
Mumbai)
DCR Debt Coverage Ratio
BMS Bus Management System
DCRs Development Control Regulations
BMTC Bangalore Metropolitan Transport
Corporation DDA Delhi Development Authority

BOT Build-Operate-Transfer DMDP DSM Metropolitan Development Project

BRT Bus Rapid Transit DMRC Delhi Metro Rail Corporation

BRTS Bus Rapid Transit System DOTS Digital Observation Technology Skills

BTOD Bus Transit Oriented Development DPR Detail Project Report

CAP Capital DRC Development Rights Certificate

CAPEX Capital Expenditure DULT Directorate of Urban Land Transport

CBD Central Business District EDC External Development Charges

CCTV Close-circuit television EMTU Metropolitan Urban Transportation Company

CDM Clean Development Mechanism EPA Environmental Protection Agency

CET Traffic Engineering Company ERP Electronic Road Pricing

CFAT Cash Flow After Tax FAO Food and Agriculture Organization

iv INTRODUCTION
FAR Floor Area Ratio HDI Human Development Index

FIFA International Federation of Association HMDA Hyderabad Metropolitan Development Area

Football
HMR Hyderabad Metro Rail Limited
FOB Foot over Bridge
IBGE Brazilian Institute of Geography and Statistics
FSI Floor Space Index
ICT Information and Communication
FV Future Value Technologies

GDP Gross Domestic Product IDB Inter-American Development Bank

GEMI Gujarat Environment Management Institute IPT Intermediate Public Transport

GHG Greenhouse Gas iRAP International Road Assessment Programme

GHMC Greater Hyderabad Municipal Corporation IRR Internal Rate of Return

GIS Geographic Information System ITDP Institute for Transportation and Development

GISPTN Gauteng Intermodal Strategic Public Policy

Transport Network ITP Integrated Transport Plan

GIZ The Deutsche Gesellschaft Für Internationale ITS Intelligent Transportation Systems
Zusammenarbeit
ITU International Telecommunications Union
GLAAS The UN-Water Global Analysis and
JICA Japan International Cooperation Agency
Assessment of Sanitation and Drinking-Water
KPI Key Performance Indicator
GLS Government Land Sales
LAC Latin American and Caribbean
GOI Gross Operating Income
LCR London and Continent Railways
GPS Global Positioning System
LEED Leadership in Energy and Environmental
GPSC Global Platform for Sustainable Cities
Design
GRHS Global Report of Human Settlements
LOS Level of Service
GRM Gross Rent Multiplier
LPA Locally Preferred Alternative
GSI Gross Scheduled Income
LRT Light Rail Transit
GTIDR Global Training Institute Development &
LSE London School of Economics
Research
LTA Land Transport Authority
GVM Gross Vehicle Mass
LTV Loan to Value
GVMC Greater Vishakhapatnam Municipal
LVC Land Value Capture
Corporation
MCGM Municipal Corporation of Greater Mumbai
HCMC Ho Chi Minh City

INTRODUCTION v
 MDGS Millennium Development Goals OVE Evaluation and Oversights

MIDC Maharashtra Industrial Development PBS Public Bicycle Sharing

Corporation
PDG Palmer Development Group
MIT Massachusetts Institute of Technology
PERT Program Evaluation Review Technique
MLD Millions of Liters Per Day
PIARC World Road Association (Permanent
MMTS Multi-Modal Transport System International Association of Road Congresses)

MOUD Ministry of Urban Development, India PIC Public Information Center

MPD Master Plan Development POC Postal Operations Council

MRT Mass Rapid Transit PPIP Policy-Program-Implementation Process

MRTS Mass Rapid Transport System PPP Public-Private Partnerships

MRVC Mumbai Railway Vikas Corporation Ltd. PPUDO Pick Up and Drop Off

MTR Mass Transit Railway PRC People’s Republic of China

NACTO National Association of City Transportation PTUS Urban Transportation Plan for Santiago
Officials
PUI Proyecto Urbano Integral
NAMA Nationally Appropriate Mitigation Actions
PV Present Value
NCT National Capital Territory
PWC PricewaterhouseCoopers
NCTD National Capital Territory of Delhi
REA Real Estate Analysis
NGO Non-Governmental Organizations
RIA Road Safety Impact Assessment
NMG Nanchang Municipal Government
ROI Return on Investment
NMT Non-Motorized Transportation
ROW Right-of-Way
NOI Net Operating Income
RSA Road Safety Audit
NPPF National Planning Policy Framework
RSI Road Safety Inspections
NPV Net Present Value
RTA Road and Transportation Authority
NRTG Nanchang Railway Transit Group
RTAAP Rapid Transit Alternative Analysis Process
OECD Organization for Economic Co-operation and
RTC Road Transport Corporation
Development
RTOD Rapid Transit Oriented Development
OER Operating Expense Ratio
RWA Residents Welfare Association
OODC Outorga Onerosa do Direito de Construir
SAM Safe Access Mass Transit
OPEX Operating Expense
SAP Station Accessibility Plans

iv INTRODUCTION
SAR Special Administrative Region UNEP United Nations Environment Programme

SBC Sustainable Buildings and Construction UNESCO United Nations Educational, Scientific and

SDI Seoul Development Institute Cultural Organization

SDG Sustainable Development Goals UN-HABITAT United Nations Human Settlements

Programme
SEFORALL Sustainable Energy for All
UNICEF United Nations Children’s Fund
SEZ Special Economic Zone
UNIDO United Nations Industrial Development
SSEZ Shenzhen Special Economic Zone
Organization
STEM Science, Technology, Engineering and
UNRSF United Nations Road Safety Fund
Mathematics
UPU Universal Postal Union
STM Secretariat of Metropolitan Transport
URA Urban Redevelopment Authority
SUTMP Sustainable Urban Transport Master Plan
USAID United States Agency for International
SWOT Strengths, Weaknesses, Opportunities and
Development
Threats
USDOT United States Department of Transportation
SZMC Shenzhen Metro Group Co.
UTF Urban Transport Fund
TAD Transit Adjacent Development
UT-DAT Urban Transport Data Analysis Tool
TDLC Tokyo Development Learning Centre
UTTIPEC Unified Traffic and Transportation
TDM Transportation Demand Management
Infrastructure Planning and Engineering
TDR Transferable Development Rights Centre
TIF Tax Increment Financing VCF Value Capture Financing
TNO The Netherlands Organization Business VDM Vehicle Demand Management
TOD Transit-Oriented Development VKT Vehicle Kilometer Traveled
TOR Terms of Reference VGF Viability Gap Funding
TRX Tun Razak Exchange WB World Bank
TSD Transit Supportive Development WHO World Health Organization
UAE United Arab Emirates WRI World Resources Institute
UHI Urban Heat Island

ULB Urban Local Body

UNDP United Nations Development Programme

UNECE United Nations Economic Commission for

Europe

INTRODUCTION vii
 DOCUMENT
ORGANIZATION

The Overview chapter introduces the Knowledge Products and the p. 1

1 Overview
principles, barriers and existing resources related to transit-oriented
development that will act as the foundation for the tools provided. This
overview will also introduce the five steps of TOD and tools for each.

Assess p. 27

2
The Assess chapter provides an overview of the steps required to examine
a city’s preparedness for undertaking TOD initiatives, including defining
scale and scope of the planning of the area and identifying stakeholders
for undertaking TOD projects.

Enable p. 137

3
The Enable chapter provides the steps necessary to create an enabling
environment for implementing successful TODs, prior to embarking on
detailed TOD planning initiatives.
TOD Framework

Plan+Design p. 219

4 The Plan+Design chapter contains a series of detailed planning principles

and design components to formulate TOD plans at various scales of
intervention [city, corridor, station area and site scales].

Finance p. 407

5
The Finance chapter provides an overview of the financing tools that
can be used by a city to achieve the TOD planning policies, projects and
initiatives identified in the previous steps.

Implement p. 463

6
Implementation provides an overview of the tasks and sub-tasks required
to implement TOD plans, including the institutional framework and
supportive public policies.

Additional Resources p. 499

Further resources appended to this publication include: Case Studies – Compliatoin of Good and Innovative
Practices; Glossary of Terms; Sample Documents and Reports; and Good Practice Note – Integration of
Road Safety Considerations in TOD Projects. These knowledge products, along with an Image Bank, are also
available online on GPSC’s TOD website and the World Bank’s TOD COP website.

iv INTRODUCTION
 TOD K P

TOD KNOWLEDGE
PRODUCTS
OVERVIEW
 TOD K P

OVERVIEW

Transit-oriented development, commonly known as TOD, is a Eight principles of inclusive and resilient TOD
planning and design strategy that focuses on creating urban
development patterns which facilitate the use of public transit,
1 Align human/economic densities, mass transit capacity and
network characteristics for greater accessibility
walking and cycling, as primary modes of transport and which
supports vibrant, diverse and livable communities. This is 2 Create compact regions with short commutes
achieved by concentrating urban densities, communities and
activities within a 5-10 minute walking distance from mass rapid
3 Ensure resilience of areas connected by mass transit
transit stations (both bus and rail-based), developing quality 4 Plan and zone for mixed-income neighborhoods at corridor level
urban space and providing convenient and efficient access to a
diverse mix of land uses. 5 Create vibrant, people-centric public spaces around stations
TOD brings together elements of land use and transport 6 Develop neighborhoods that foster walking and biking
planning, urban design, urban regeneration, real estate
development, financing, land value capture, and infrastructure
7 Develop good quality, accessible, and integrated public transit
implementation to achieve more sustainable urban development. 8 Manage private vehicle demand
Since TOD implementation can be complex, it is essential
that cities understand the dynamics at play related to all city The Transit-oriented Development Implementation Resources
systems- real estate economics, transit routing, infrastructure & Tools publication brings together knowledge resources from
design, land use planning and zoning, the development of the multiple sources and countries that help in breaking down the
local economy through urban regeneration, and urban design- to concept of TOD for application in cities from World Bank client
achieve the concept’s full potential. TOD, as a tool, enables city countries. The World Bank, through its Community of Practice
actors to negotiate through varying urban priorities to ultimately (COP), and the Global Platform for Sustainable Cities (GPSC),
prioritize inclusion and resilience in an optimized environment. identified the need for such a resource through their work
The World Bank considers these priorities as the bedrock of with over 30 cities on TOD at all scales across all geographic
successful TODs. regions. The COP focuses on supporting TOD assessment and
implementation, expanding the available TOD knowledge base
and leveraging partnerships with other global think-tanks and
agencies.

These new knowledge resources are the first comprehensive

attempt by the World Bank COP to provide an implementation-
focused guide to plan and implement successful TODs. With
increased investment in mass rapid transit systems, the time
is opportune to prepare a compendium of resources that help
TOD stakeholders address how integrated land use and transit
can serve as a tool to initiate a paradigm shift in transforming
the future of the growing number of cities in World Bank client
countries.

2 INTRODUCTION
 TOD K P

TOD CHALLENGES IN WORLD

BANK CLIENT COUNTRIES

TOD implementation in some major cities in high-income The need for a transit-oriented approach to urban growth is an
countries is characterized by the intent to increase population essential means to reverse this trend and return to compact
densities and transit ridership, driven by a robust appetite for development patterns supported by high-quality transit systems.
market risk and development, well-defined regulatory and The whole notion of urban sustainability – Smart Growth,
policy frameworks and strong institutional capacities. Some Complete Streets and location efficiency – is viewed as the road
of the most successful TOD examples are cited in Hong Kong map to successfully solving the problems of the 21st Century
SAR, China, Singapore, and the city of Arlington, Virginia in and to develop urban mobility and a high quality of city living
the USA. These successes were driven by high-quality transit globally. Following coordinated capacity building efforts in the
investments supported with comparable investments in public last decade from global think-tanks and agencies such as World
infrastructure, timely revisions in development regulations, with Bank, UNDP, GIZ, WRI, ITDP, new transit systems have begun
due enforcement, and finally active participation of the private in Delhi, Ahmedabad, Guangzhou, Shanghai, Beijing, Dar es
sector. Salaam, Lahore, Bogota, Curitiba, and many others, in the last
two decades.
Rapidly growing cities in World Bank client countries are more
often than not, densely populated even before the introduction While the existing global TOD guidance has helped these
of public transit. Some of the densest cities globally, including cities in conceptualizing and reinterpreting the concept for
Manila, Dhaka, Mumbai and Mexico City, are characterized local application, the examples of successful implementation
by either insufficient or overburdened transit infrastructure. are few and far between. Borrowing from their high-income
In response to the resulting deterioration of living conditions country counterparts, cities such as Ahmedabad and Curitiba
in urban cores, suburbanization is rapidly becoming the have focused TOD mostly as a tool for densification by both
preferred method of development. In the case of many cities, public and private sectors and are generally viewed in terms of
suburbanization is mandated through restrictive policies, such increased floor area ratios (FAR) or floor-space index (FSI). Other
as low-density maximums and high parking minimums. This cities such as Guangzhou and Bogota have been successful
is compounded by reduced land prices in suburban locations in linking transit improvements with pedestrian and cycling
with little or no land organization. Examples of such growth are networks, but have not been able to influence development
widely seen in the outskirts of Beijing, Shanghai, Gurugram and patterns. The fundamental premise of TOD, the application
Lagos, among others. of context-sensitive and inter-dependent design standards,
including building densities based on variables surrounding the
station area such as transit capacity, plot sizes, street widths
and infrastructure capacities, innovative real estate negotiations,
affordable housing near transit stations, or public space
design with high-quality public realm, are often ignored and
compromised.

INTRODUCTION 3
 TOD K P

Some of the key barriers to TOD in World Bank client countries The implementation and management of TOD risks is complex,
were summarized in the World Bank Group publication: as it requires multi-sector implementation over extended
Transforming Cities with Transit (Suzuki, Cervero and Iuchi, periods, political buy-in, and institutional capacity. The trade-
2013): offs that TOD concepts are expected to navigate through,

• Lack of regional coordination at the metropolitan level; reflecting the local economic conditions and infrastructure
needs, present numerous challenges for TOD implementation.
• Sector silo behavior and practices at the city level;
For example, as evidenced through many cases, the concept
• Inadequate policies and regulations for strategically creating of TOD-led land value capture contradicts with the need to
“articulated densities” (densities that are strategically maintain housing affordability; the concept of higher densities
distributed across parts of a metropolitan area) that match around transit challenges infrastructural carrying capacities; or
the level of accessibility and connectivity offered by public very often the real estate market demand around transit does
transit; not support TOD principles.
• Restrictive national regulations and administrative
There is an urgent need to address these challenges faced by
constraints;
TOD stakeholders to increase the success rate of projects and
• Inconsistencies in the planning instruments and deficiencies enhance their ability to achieve quality of life aspirations. The
in their implementation; experiences from cities such as Hong Kong SAR, China, Delhi,
• Inadequate policies, regulations, and supporting Mexico City, and Seoul have helped in identifying key barriers
mechanisms for redeveloping built-up areas, particularly to TOD implementation and lead the way to develop strategies
brownfields or distressed and blighted districts; to overcome some of these challenges and assist in finding
• Neglected urban design at the neighborhood and street innovative solutions.
level; and
• Financial constraints.

4 INTRODUCTION
 TOD K P

MOVING FORWARD - LEVERAGING

EXISTING RESOURCES

Many existing resources, World Bank published and others, Transforming Cities with Transit: Transit and Land Use
focus on selected aspects of TOD themes citing a strong link Integration for Sustainable Urban Development (Suzuki,
between transport planning, land-use planning, real estate Cervero and Iuchi 2013): Link
development, land management, infrastructure delivery, The document explores the complex process of transit and land-
financing, and institutional frameworks. Based on an extensive use integration in rapidly growing cities in developing countries.
review of published reports, online articles, websites, and It identifies barriers, opportunities, recommends a set of policies
course modules, the following “core documents” are identified and implementation measures for the effective coordination of
as the most influential resources for multiple aspects of the TOD transit infrastructure and urban development, including relevant
implementation process: government policies.

Financing Transit-Oriented Development with Land Values;

The World Bank Group, 2015 (Suzuki, Murukami, et al. 2015):
Link
This comprehensive examination of LVC techniques by Hiroaki
Suzuki covers examples of development-based land value
capture, primarily as it is handled in East Asia (Hong Kong SAR,
China, and Japan). The book talks about how these principles
could be implemented in fast-growing developing cities to help
finance needed transport investments.

Transforming the Urban Space through Transit- Oriented

Development The 3V approach (Salat and Ollivier 2017): Link
This (3V) Framework, which considers the node, place and
market potential values of each station identifies key arguments
for measuring the viability and potential of each station which is
derived through the study of the transit network, urban design
quality, and demand and supply in market analysis studies. This
analytical tool can help cities plan for TOD at city and corridor
levels, develop a TOD typology, understand opportunities for
different TOD types and prioritize TOD investments.

TOD Standard Version 3.0 (Institute of Transportation and

Development Policy 2017): Link

TOD Standard is an assessment tool to evaluate and score the

plans and products of urban development according to their
adherence to the TOD principles: Walk, Cycle, Connect, Transit,
Mix, Densify Compact, Shift. A simple scoring system distributes
100 points across 25 quantitative metrics that are designed to
measure the implementation of the eight principles and their
14 specific objectives. The metrics are supported by details,
measurement method, data sources and marking criteria.

INTRODUCTION 5
 TOD K P

TOD Corridor Course (World Bank Group and World TOD Guide for Urban Communities (CTS-EMBARQ Mexico
Resource Institute 2015): Link 2014): Link
The TOD Guide for Urban Communities is a part of the DOTS
The TOD at a Corridor Scale Course introduces the concept of
Kit of tools developed to guide TOD practitioners in Mexico.
TOD and the potential benefits it can bring to a city. This course
The tools contain design concepts, indicators, GIS analysis,
provides a summary of concepts and multi-scale planning tools
engagement tools, and planning methodologies.
(illustrations, case studies and processes) that are useful to
elected leaders, practitioners, and citizens as they may employ
Steps to Avoid Stalled Equitable TOD Projects (Carlton and
such tools to initiate successful multi-scale TOD planning Fleissig 2014): Link
processes.
This Report within the context of TOD experiments in US cities
Regenerating Urban Land: A Practitioner’s Guide to presents the typical causes of failure of TODs and potential
Leveraging Private Investment (Amirtahmasebi, et al. 2016): strategies to enable successful implementation.
Link
Performance-Based Transit-Oriented Development
This World Bank publication provides city managers and
Typology Guidebook (C-TOD 2010): Link
planning officials with guidance including a wide variety
This guidebook offers a tool to communities to define TOD
of options from conceiving and implementing an urban
typologies based on performance across different factors. It
regeneration project. To help identify the sequence of actions
provides baseline guidance for long-term strategies addressing
needed for a regeneration process, this report identifies
TOD goals.
four distinct phases: scoping, planning, financing, and
implementation, with a set of unique tools for each phase.
Good Practice Note – Road Safety: Environment & Social
Framework for Investment Policy Financing Operations
TOD Guidance Document (Ministry of Urban Development,
(World Bank 2019) Link
India 2016): Link
This good practice note is created for The World Bank to provide
The TOD Guidance document presents a compendium of
guidance on supporting efforts of the borrowers for improving
analytical tools, communication tools, design principles
road safety. It outlines the Bank’s road safety goals based on
elaborated with standards, design processes, applicable
holistic and systematic methods of Safe System approach,
policies that can be integrated with the regulatory documents,
which is based on the Swedish ‘Vision Zero’ and Dutch
and implementation practices for the Indian context. It
‘Sustainability and Safe’ strategies. This guidance isn’t limited to
suggests a 5-step TOD Planning Framework: Assess, Enable,
transport projects but caters to ‘any project which generates or
Plan+Design, Invest, Implement. The framework incorporates an
relocates traffic, influences travel speeds, travel modes, traffic
additional step of “Enable” specifically addressing institutional
patterns, and is likely to result in new or changed road safety
challenges in low and middle-income country considerations.
risks’.
TOD Implementation Guide for Projects and Policies -
Good Practice Note – Integration of Road Safety
Towards Low Emission Cities (ITDP 2015): Link
Considerations in TOD Projects (World Bank 2020): Link This
The TOD Implementation Guide is a toolkit for local governments
good practice note created as part of the toolkit provides an
to help them mobilize and implement policies and pilot projects
overview on how to integrate road safety considerations at each
related to TOD in the Mexican context. The toolkit focuses on
stage of the TOD process.
climate resilience as a key objective of TOD projects.

6 INTRODUCTION
 TOD K P

TOD KNOWLEDGE RESOURCE

NEEDS

These core documents present an expansive base of knowledge IMPROVING GOVERNANCE AND IMPLEMENTATION:
for TOD stakeholders in World Bank client countries. There is Ineffective regulatory and policy frameworks in many cities
a need, however, to adapt the tools and findings into a user- are largely governed by traditional planning paradigms,
friendly comprehensive suite of TOD related tools, guides and supported by ineffective monitoring and evaluation
resources, specifically as it relates to overcoming challenges of mechanisms that limit the ability of agencies to learn from
TOD implementation in World Bank client countries. their own experiences. There is an urgent need to improve

The publication Transit-oriented Development Implementation governance structures and regulations to align with a new

Resources & Tools consolidates and complements the existing planning paradigm that focuses highly on communication

TOD resources from different authors, including theoretical, with the public and the private sector and ensures

academic, analytical, and best practice tools, leveraging existing acceptance and compliance of TOD fundamentals.

research and knowledge on critical subjects and building a To address this need, the TOD knowledge products
comprehensive and integrated TOD resource base. These are provide guidance on policy frameworks, phasing strategies,
not intended to create new definitions or measures for TOD, regulatory mechanisms with sample templates, effective
merely to smoothen out areas of overlap and gaps in the current governance and coordination, and procurement practices.
literature. Subsequently, the knowledge products are largely
SAFE SYSTEM APPROACH: The Safe System approach
framed to address the following areas related to successful TOD
is a shift away from a traditional approach of preventing
implementation:
collisions to a more forgiving approach of preventing
STRATEGIC AND COMPREHENSIVE PLANNING: The
fatalities and mitigating serious injuries in road crashes.
lack of long-term, strategic, and coordinated planning
The traditional approach emphasizes the responsibility of
is ubiquitous in many countries, where resources are
road users to avoid crashes rather than the responsibility
limited and immediate solutions are in higher demand.
of system designers to provide a safe mobility system. The
There is a need for a flexible, phased and multi-scalar
Safe System approach was pioneered in the 1990s, through
approach to TOD that allows for quick wins, as well as
programs such as ‘Vision Zero’ in Sweden and ‘Sustainable
long-term continued benefits. To address this need, the
Safety’ in the Netherlands.
TOD knowledge products provide guidance and resources
The Safe System approach considers humans as vulnerable
on simplified assessment techniques, comprehensive and
and fallible, and errors are to be expected. It aims at
coordinated planning methodologies, allowing for effective
ensuring these mistakes do not lead to a crash, and if a
adaptation to various scales and contexts.
crash does occur, it is sufficiently controlled to not cause a
IMPROVING FINANCING MECHANISMS: The lack of
death or a life-changing injury. It also emphasizes on shared
readily available finance in World Bank client countries
responsibility between the various government agencies,
demonstrates a clear need to firstly demarcate finance
policy makers, road designers, vehicle manufacturers,
needs based on efficient costing models; and secondly to
enforcement officers, emergency medical agencies, road
create short and long-term financing opportunities from
safety educators etc − who are accountable for the system’s
available resources. The presence of informal market
safety and all road users – drivers, cyclists, and pedestrians
players also limits the ability of stakeholders to foresee and
who are responsible for complying with the system rules.
plan investments with strong financial backing.

To address this need, the TOD knowledge products provide

guidance on planning know-how and analytical processes
that help read market trends, unlock TOD-based land value
capture and development opportunities.
INTRODUCTION 7
 TOD K P

OBJECTIVES OF THE TOD

KNOWLEDGE PRODUCTS

The purpose of the Transit-oriented Development • Combining policy best practices with planning and design
Implementation Resources & Tools is to provide a one- guidance based on safe system approach, and financial
stop resource for practitioners, city leaders, stakeholders, case studies, with a focus on low and middle-income
and academics to support TOD implementation. The TOD countries.
Knowledge Products are a self-contained, in-depth resource • Creating a set of new tools and checklists to assist city
base that includes information on the objectives to be achieved leaders, practitioners, private developers and citizen
in each topic area, case studies of a range of solutions and best representatives in understanding the implementation
practices from around the world, with a focus on World Bank mechanisms, trade-offs and ‘pros and cons’ of TOD
client countries. This project provides an important opportunity projects.
to familiarize local practitioners with widely recognized
Based on the lessons learned from TOD experiences in World
approaches in dealing with these problems through the lens
Bank Client cities and gaps identified in existing TOD resources,
of a TOD-driven approach, while adapting and enhancing
key knowledge topics are defined. These topics are anticipated
the solutions for development context in World Bank client
to be of particular use to practitioners and leaders from cities
countries.
with insufficient planning capacities and planning know-how.
Roads within a TOD are multi-functional. They serve two or The TOD knowledge resources are largely structured around
more of the access, distribution and through functions. They these knowledge topics, covering the life cycle of TOD projects
also cater to a very high mix of users of varying volumes from inception to implementation:
and speeds, which leads to raising safety concerns for
all. Therefore, it is very critical to look at road safety while A: PRE-IMPLEMENTATION TOD FEASIBILITY
assessing, planning and designing networks within a TOD
1. Economic Baseline, Real Estate Assessment and
whereby covering overarching safety principles of the Dutch
Revitalization
‘Sustainable Safety’ vision i.e. functionality, homogeneity,
and predictability. It is imperative to note that these safety 2. Travel Demand Projections, Road Safety Assessment,
principles are applicable to all kinds of roads and road networks Alternatives Analysis & Infrastructure Design
with mono-functional use. However, within a TOD area, these
principles need to be adapted more comprehensively to better B: BEST PRACTICE PLANNING & DESIGN TODS
align with the inherent multi-functional nature of TOD areas. 3. Safe System Approach for Road Safety, Regional Strategic
Based on these safety principles, Knowledge Products AS-H04 Planning and Intergovernmental Coordination
How to undertake road safety assessment, PD-H07 How 4. Network Planning, Urban Design, Road Safety Standards,
to Plan Safe Access in The Station Area, and PD-R02 TOD Parking Standards and Zoning Regulations
Planning Principles & Design Guidelines provide a framework
for contextualizing assessment tools, planning, and designing C: TOOLS & MECHANISMS FOR TOD IMPLEMENTATION
road networks respectively for facilitating implementation of
5. Land Value Capture, Financing Mechanisms and other
road safety measures specifically within a TOD area.
Incentives for developers to promote Non-motorized
The main objectives of the toolkit include: Transport
• Creating a comprehensive TOD knowledge resource that 6. Supporting Infrastructure, Physical Implications and Cost
reiterates the basic arguments for TOD, with a emphasis Estimates
on detailed design requirements and implementation
7. Making the Case for TOD to the Public
mechanisms, ensuring road safety for all users.

8 INTRODUCTION
 TOD K P

TOD FRAMEWORK

The TOD Framework aims to organize the tools and resources to ensure a robust process for
initiation, design and evaluation of TODs at multiple scales. The TOD framework consists of 5
steps: (1) Assess, (2) Enable, (3) Plan+Design, (4) Finance, and (5) Implement. This should not be
considered a linear process, but rather a loop or cyclical process that continues. The Framework is
adapted from the TOD Guidance Document for India (Ministry of Urban Development, India 2016)
and Regenerating Urban Land (Amirtahmasebi, et al. 2016). It focuses on providing decision-makers
with a step-by-step approach required to make informed decisions for developing a realistic TOD
plan that is implementable and flexible, adaptable to local conditions, capacities and resources
available.

IMPLEMENT ASSESS
The ‘Implement’ stage ties the The ‘Assess’ stage is to
diverse interventions needed help determine how ready
to ‘Make TOD happen’ from is a city for TOD
prioritizing projects, capacity
building, and monitoring

FINANCE ENABLE
The ‘Finance’ stage The ‘Enable’ stage
focuses on the dynamics highlights policy, barriers
of real estate financing, and mechanisms that
infrastructure investments cities can use in enabling
and role of private TOD planning processes
developers in TOD

PLAN+DESIGN
The ‘Plan+Design’ stage focuses on formulating
context-specific solutions and priorities

INTRODUCTION 9
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FIVE-STEP PROCESS —
KNOWLEDGE PRODUCT

The following TOD knowledge resources were developed to supplement existing

resources in the 5-step TOD Framework. For each step, the types of learning resources
that were identified to be most useful are identified as per the Framework Step and
Knowledge Topic.

STEP KNOWLEDGE PRODUCT TOPIC TYPE OF RESOURCES NEEDED

01
A1 | Economic Baseline, Real Estate Assessment & Revitalization. How-To Guidance,
Intended to inform planners about the underlying demand for new real estate Analytical tool to evaluate
ASSESS
space for different types of development projects. Real Estate Demand
Best Practices
A2 | Road Safety Assessment, Travel Demand Projections, Alternatives
Analysis & Infrastructure Design. Analytical tool for mode
The other essential prerequisite to developing TOD projects is ensuring that the selection
transport investment ensures road safety, makes economic sense on its own and How-To Guidance
is the best alternative, given projected levels of travel flows along the new corridor.

02
B3 | Regional / Strategic Planning & Intergovernmental Coordination. How to Guidance on

Because development on a regional/metropolitan scale often operates under enabling inter-departmental

ENABLE many jurisdictions, it is essential that practitioners understand the motives of each collaboration

stakeholder, and possible trade-offs. Roles & Responsibilities Of

Stakeholders
C7 | Making the Case for TOD to the Public.

Addressing misconceptions and legitimate concerns like road safety, safe Communication strategy
access to stations, potential displacement must be corrected before successful Stakeholder Game template
implementation.

03
B4 | Urban Design, Parking Standards & Land Use Zoning Regulations. Commonly held TOD

Most planning efforts happen at interrelated scales. TOD principles, road safety Planning Principles &
PLAN + measures and best practices that need to be considered throughout this multi- Design Guidelines
DESIGN scalar planning approach are important to be known and explained. TOD Zoning Code Template
How-to Guidance for
Planning at difference
Scales and for different
outcomes
Best Practices

10 INTRODUCTION
 TOD K P

STEP KNOWLEDGE PRODUCT TOPIC TYPE OF RESOURCES NEEDED

04
C5 | Land Value Capture & Other Financing Mechanisms. How to Guidance on

Suggest the value uplift in the concentrated TOD districts can be partly captured structuring different
financing arrangements
FINANCE by public agencies through special taxes or other mechanisms to fund the transit
infrastructure investment, NMT infrastructure, road safety or other social services. Compendium of Tools and
Incentives
Best Practices

C6 | Supporting Infrastructure, Physical Implications & Cost Estimates.

Help TOD practitioners know the full suite of infrastructure requirements that may
Cost Analytical Tool
be required when developing/densifying an urban district.

05
B3 | Regional / Strategic Planning & Intergovernmental Coordination.
Key Performance Indicators
Because development on a regional/metropolitan scale often operates under many
How to Guidance on
IMPLEMENT jurisdictions, it is essential that practitioners understand how interests can be
better aligned for successful implementation. phasing and capacity
building

INTRODUCTION 11
 TOD K P

KNOWLEDGE RESOURCE
TYPES

Based on the types of resources identified across the 5-step TOD Framework, new
Knowledge Products have been categorized into different types. The new Knowledge
Products intentionally go beyond discussing TOD theory, but rather focus on actionable tools
for implementation and decision-making. The resources are supported by references for
accessing standards, case studies and templates such as development control norms (zoning
codes) and template terms of references for hiring consultants as implementation agencies.

ANALYTICAL
The Products under this category build on the available facts or
information to make critical evaluations

SPREADSHEETS | REFERENCE DOCUMENT | CHECKLIST

COMMUNICATION
This category of Products impart or exchange information with the
purpose of conveying a message or expecting better results

INTERACTIVE GAMES | REFERENCE DOCUMENT

‘HOW-TO’ GUIDES
Products created as a step-by-step approach for evaluating the multitude
of information to reach a conclusion
STEP-BY-STEP GUIDE

RESOURCES
Products include details of external sources that can be referred for
informed assessment
CHEAT-SHEETS | SPREADSHEETS | WEBLIOGRAPHY |
GLOSSARY OF TERMS

PROCUREMENT
The Products help in acquiring services/works from an external source to
accomplish a task/attain the objectives
REFERENCE DOCUMENT | TOR TEMPLATE

12 INTRODUCTION
 TOD K P

ADAPTING TO CONTEXT-
SPECIFIC NEEDS

The Transit-oriented Development Implementation Resources & Tools are designed to

provide direction to cities in addressing barriers to TOD at all stages of planning, create
realistic financing plans, and direct investment to transit stations with the best development
opportunities. However, as the context in low and middle-income countries vary from city to city,
the application of the TOD knowledge products must be adapted to local needs and priorities.
The features of the urban context that influence TOD processes and outcomes are described in
some detail.

SCALE OF TOD PLANNING URBAN DEVELOPMENT CONTEXT

While TOD projects are operationalized on individual Cities in World Bank client countries are at different stages
parcels or streets within station areas, planning needs to be of development. The urban development context plays an
conceptualized at multiple interrelated scales: important role in influencing the feasibility and success of TOD.
The three overarching types of development context considered
• City-region – comprises of a contiguous extent of
include:
urbanized land, largely bounded by administrative
jurisdictions. • Greenfield – refers to land that currently has little or
• Corridor – refers to a finite public transit line within a transit no urban development. Such sites may either lie in the
network and the immediate area that benefits from the outskirts of existing cities or within newly planned cities.
transit line. • Suburban – refers to land that is sparsely developed
• Station Area – refers to the area around a public transit along the outer edges of city limits. Suburban sites are
station that is within a 10-minute walking distance. The characterized by low residential densities and low transit
combination of all the station areas along a single transit reach.
line forms the corridor. • Urban – refers to locations within populated cities that are
• Site – refers to a development parcel within a corridor or characterized by densely developed or brownfield sites
station area. The closer a parcel of land is to the transit with poor access to open spaces and civic amenities, and
station and platform the higher its TOD potential would be. dense, aging, or blighted developments.

The interrelationship between a city-wide TOD Plan must be Some new cities or suburban/growing areas of existing cities
supported by market acceptance at the station or site level, and offer significant greenfield opportunities for development. Metro
a site-specific TOD Plan must be supported by a larger TOD cities, for example Mexico City, Mumbai, New Delhi, Cape Town
Regulatory Framework. TOD planning can start at a smaller etc. which are already developed, offer mainly redevelopment
scale and move up the spectrum, or at a larger scale and move opportunities. While greenfield sites are favorable for larger
down. The following table provides an overview of the focus and developments and allow for an integrated design of the public
intended outcomes of TOD intervention at the identified TOD and private realm, they are vulnerable to higher market risks.
scales. Redevelopment sites may have limited flexibility in parcel sizing
and accessibility. In some cases, they may be highly dependent
on land assemblage, which increases planning complexities
and consequently impacts feasibility.

INTRODUCTION 13
 TOD K P

SCALES OF TOD BOUNDARY / ZONE

BOUNDARY/ZONE KEY OUTCOMES FOCUS

Involves integration of land • TOD Policies

uses with transit system • Generic DCR
Administrative Boundaries/ Modifications
planning to support analysis

CITY-REGION
Transit Systems. • Institutional Framework
and decision making
related to citywide growth for Implementation

TOD Implementation management. Provides a • Metropolitan/City TOD

Program, Addis Ababa, point of intervention for Plan

Ethiopia TOD as a policy in statutory • Safer Network Planning

documents (Master Plan/ • Road Safety for all Users
Development Plan). • Accessibility Guidelines

Ensures that development

at one station complements • TOD Policies
10-minute (800m-2km)
walking/cycling distance development at other • Safer Network Planning
on both sides of existing/ stations, resulting in a • Road Safety for all Users
CORRIDOR

planned transit corridor. network of transit-oriented • Generic DCR

places. Specific transit Modifications
ridership goals can be • Real Estate/Land Value
BRTS Urban Design evaluated at this scale Capture Potential
Strategy, Hubli- Dharwad, against development • Institutional Framework
India potential around transit for Implementation
stations.
• Detailed Station Area
Plan including Road
Focuses on areas Safety Considerations

5-10 minute (400m-1km) surrounding transit stations • Urban Design Guidelines

(Built Form)
STATION AREA

walking distance from within a 5-10 minute walking

station facilities. distance focusing on land • Road Safety Design
use, safe access to transit Measures
station for all users, transit • Accessibility/ Streetscape
TRX financial district, Kuala station accessibility, multi- Proposals
Lumpur modal integration and • Real Estate/Land Value
connectivity. Capture Potential
• Investment Strategy
• Implementation Plan

• Site Easements and

Individual parcel within 5-10 Safety Incentives
Focuses on individual
minute (800m-1km) walking • Detailed Development
developments within a
SITE LEVEL

distance from the station Program

station area. Includes targets
facility. • Urban Design Plan
for net intensity and density
for development, internal • Accessibility/ Streetscape
Metro Mansion Station, circulation, building design, Design
Nanchang, China and parking. • Financial Strategy
• Implementation Plan

14 INTRODUCTION
 TOD K P

DEVELOPMENT CONTEXT
OPPORTUNITIES CHALLENGES

• Single ownership
• High percentage of government lands • Long timeline for new cities to
• Opportunity to master plan new take shape
communities around transit • Unknown population composition

GREENFIELD
• Lower land costs • Limited opportunities initially to
• More financial resources appropriated achieve jobs-housing balance
• Opportunity for constructing higher • Often sprawl-inducing as public
capacity infrastructure systems transport connectivity to city
• Strong political support centers is not strong.
• Minimal regulatory barriers • Developer may not have the
• Focus on road safety using Safe appetite for risk-taking
System Principles

• Low density
• Sprawled pattern of development
• Higher percentage of sites available
SUBURBAN

• Singular land uses

for transformation
• Poor mobility connections
• Opportunity to improve transit access
• Prioritization of automobiles
to lower density neighborhoods
over pedestrians over public
• Lower land costs
transport, transit, non-motorized
transport and walking

• Multiple ownership requiring land

• Often located near major assemblage
transportation corridors and • Irregular property sizes and
established employment centers configurations
• Active transportation modal share is • Existing land uses typically not
URBAN

higher, specifically in low and middle- transit supportive

income areas • Large block sizes inhibiting
• Opportunity to improve transit access walkability
• Opportunities for redeveloping aging • Limited and unsafe walking and
building stock cycling infrastructure
• Constrained right-of-ways

INTRODUCTION 15
 TOD K P

ACTORS IN TOD
PLANNING

City Leaders – including mayors, bureaucrats, elected officials Economic Development Stakeholders – including economic
or leading influencers. As city leaders, their involvement is most planners, developers and staff of development financial
essential during the enabling and implementing phase, and can institutions. Economic Development Specialists can benefit from
benefit from the Communication and Monitoring and Evaluation Analytical Tools and How-to Guides that help in the analysis of
Tools. economic clusters and growing sectors, available land inventory,

Policymakers – including national, regional, or local elected land amalgamation processes, branding for area/change when

officials, bureaucrats, and technical leaders. Policymakers are TOD is implemented, identification of hurdles for real estate

important to engage during the entire TOD process. They are developers, potential public-private projects, etc.

the ones who can benefit most from Best Practices, Resources, TOD Stakeholders and Community Specialist – including
Procurement and Communication Tools. academics, civil society organizations, community groups,

Urban Planners – including planners involved in the city, local business groups, etc. Community specialists can benefit

metropolitan, or regional planning organizations. Urban planners from the Best Practice Resources, Communication Tools, and

define the development framework for a city. As such their Analytical Tools that help them in ensuring transparency and

involvement is key during the entire TOD Planning process. engagement is maintained throughout the TOD implementation

Urban Planners can benefit from How-to Guides that help in process.

master planning and public engagement, best practices for

development patterns, urban design requirements for walkability
in TOD districts, infrastructure upgrades needed for higher
density, zoning reform for mixed use, etc.

Transit Planners – including transit agency officials, and

transit operators. Transit planners need to be involved during
the entire planning process as well. They can benefit from the
Analytical Tools and How-to Guides that help in incorporating
denser development projections into travel demand projections,
connecting new corridors to the existing network through TOD,
identifying appropriate station locations along new corridors,
multi-modal design for pedestrians and cyclists, parking
policy review, exploring joint development to construct transit
infrastructure, etc.

Road Safety Experts – including street designers and road

engineers with experience and knowledge of Safe System
principles and complete street design. They can benefit from
analytical tools for assessing the context and How-to-Guides
and Resources to ensure safety considerations for all road users
can be ensured throughout the project cycle.

16 INTRODUCTION
 TOD K P

REFERENCES

Amirtahmasebi, Rana, Mariana Orloff, Sameh Wahba, and Andrew Altman. 2016. Regenerating Urban Land - A Practitioner’s Guide
to Leveraging Private Investment. Washington, DC: World Bank Group.

Carlton, I., & Fleissig, W. (April 2014). Steps to Avoid Stalled Equitable TOD Projects. Living Cities.

Center for Transit Oriented Development. (2010). Performance-Based Transit-Oriented Development Typology Guidebook. CTOD.

CTS-EMBARQ Mexico. (2014). TOD Guide for Urban Communities. Mexico City: World Resource Institute.

Institute of Transportation and Development Policy. 2017. “TOD Standard. 3rd ed.” New York.

ITDP (The Institute for Transportation and Development Policy). (2015). TOD Implementation Guide for Projects and Policies -
Towards Low Emission Cities. Mexico City: USAID; SEDATU; SEMARNAT.

MOUD (Ministry of Urban Development, India). 2016. Transit Oriented Development Guidance Document. Consultant Report, IBI
Group, New Delhi: Global Environment Facility, UNDP and World Bank.

Salat, Serge, and Gerald Ollivier. 2017. Transforming Urban Space through Transit Oriented Development - The 3V Approach.
Washington DC: World Bank Group.

Suzuki, Hiroaki, Jin Murukami, Yu-Hung Hong, and Beth Tamayose. 2015. Financing Transit-Oriented Development with Land Values.
Washington DC: World Bank Group.

Suzuki, Hiroaki, Robert Cervero, and Kanako Iuchi. 2013. Transforming Cities with Transit - Transit and Land Use Integration for
Sustainable Urban Development. Washington DC: The World Bank Group.

Wegman, Fred, Atze Dijkstra, Govert Schermers, and Pieter van Vliet. 2005. Sustainable Safety in the Netherlands: the vision, the
implementation and the safety effects. Leidschendam: SWOV.

World Resources Institute and Global Road Safety Facility. 2018. Sustainable & Safe : A Vision and Guidance for Zero Road Deaths.
Washington, DC: World Resources Institute.

World Resource Institute and World Bank Group. 2015. Corridor Level Transit-Oriented Development Course. Washington, DC.

INTRODUCTION 17
 TOD K P

TOD KNOWLEDGE PRODUCTS

BY STEP

ASSESS
AS
The ‘Assess’ stage is used to help assess the city’s readiness in terms of technical capacities, real estate
conditions, and transit service quality, as well as the appropriate scale and context for TOD in the city.

ANALYTICAL - A -
AS-A 01 - TOD Readiness Assessment - Also Refer to AS-H04 / IM-H01
A checklist and spreadsheet aimed to help city leaders and policymakers define the city’s readiness across
various aspects. Applicable at all scales and contexts.
AS-A 02 - TOD Scale & Context Assessment - Also Refer to PD-H01/02/03/04/05
A checklist aimed to help urban planners define the scale of TOD interventions and context-specific typologies.
Applicable at all scales and contexts
AS-A 03 - Thresholds for TOD Real Estate Demand - Also Refer to AS-H01
A spreadsheet aimed to help urban planners identify real estate demand. Applicable at corridor and station area
scales in urban and suburban context.
AS-A 04 - Threshold for Rapid Transit Mode - Also Refer to AS-H02
A spreadsheet aimed to help transport planners identify appropriate mode for transit-oriented densities.
Applicable at city and corridor scales in urban and suburban context.

‘HOW-TO’ GUIDE - H -
AS-H 01 - How to Undertake Real Estate Market Analysis - Also Refer to AS-H03/04 / AS-R01 / AS-P01 / FI-A02
A step-by-step guide process to help economists to determine the full development potential of the TOD
corridors and sites, as well as the financial viability of such projects. Applicable at the corridor, station and site
scales and all contexts.
AS-H 02 - How to Undertake Rapid Transit Alternatives Assessment - Also Refer to AS-H04 / AS-P02 / FI-A01
A step-by-step guide to help transport planners evaluate the mode, cost-effectiveness and alignment
alternatives for rapid transit. Applicable at the city and corridor scales.
AS-H 03 - Infrastructure Carrying Capacity Assessment - Also Refer to AS-P03 / FI-A01
A step-by-step guide to help urban and transport planners evaluate the infrastructure needs of the city and the
carrying capacity required by transit-oriented developments. Applicable at all scales and contexts.
AS-H 04 - How to Undertake Road Safety Assessment for TOD Areas - Also Refer to AS-A01 / IM-H01 / IM-P01
A step-by-step guide to help urban and transport planners assess road safety and crash data within the TOD
station area. Applicable at all scales and contexts.

18 INTRODUCTION
 TOD K P

ASSESS
AS

RESOURCE - R -
AS-R 01 - Real Estate Analysis Best Practices - Also Refer to AS-H01
Case study examples of real estate analysis for economists undertaking TOD projects in low and middle-
income countries. Applicable at all scales and contexts.

PROCUREMENT - P -
AS-P 01 - Real Estate Analysis Terms of Reference- Also Refer to AS-H01
Template terms of reference for city leaders to hire a real estate consultant to perform targeted demand
analyses along a TOD corridor. Applicable at the corridor, station and site scales and all contexts.
AS-P 02 - Transit Alternatives Analysis Terms of Reference- Also Refer to AS-H02
Template for city leaders to hire a transport planning consultant to perform a transit alternatives study.
Applicable at all scales and contexts.
AS-P 03 - Infrastructure Analysis Terms of Reference - Also Refer to AS-H03
Template terms of reference for city leaders to hire a consultant to conduct an infrastructure analysis for a
TOD project. Applicable at all scales and contexts.

INTRODUCTION 19
 TOD K P

ENABLE
EN
The ‘Enable’ stage highlights policy barriers, communication mechanisms and governance suggestions
that cities can use in enabling the TOD planning process.

COMMUNICATION - C -
EN-C 01 - Making a Case for TOD to the Public-Communication Strategy- Also Refer to EN-C02

A creative guide to help urban planners disseminate information to public and regional bodies and
express the importance and benefits of TOD. Applicable at all scales and contexts.

EN-C 02 - TOD Role Out - Stakeholder Engagement Games- Also Refer to EN-C01 / EN-P01 / IM-C01

An interactive game, format and templates for cross-agency coordination and visioning with all
stakeholders, including city leaders, urban and transport planners, policymakers, economists
and community members. Applicable at all scales and contexts.

‘HOW-TO’ GUIDE - H -
EN-H 01 - How to Build Institutions and Enable Intergovernmental Coordination- Also Refer to
IM-H01 / IM-P01
A step-by-step guide for city leaders and policymakers to define an institutional structure and
coordination framework that can make TOD happen within the existing planning and development
framework. Applicable at all scales and contexts.

RESOURCE - R -
EN-R 01 - Roles & Responsibilities of Stakeholders- Also Refer to EN-C01 / EN-P01

A resource to help TOD urban and transport planners identify the stakeholders to be involved in
planning and implementing TOD and the roles and responsibilities of each stakeholder. Applicable at all
scales and contexts.

PROCUREMENT - P -
EN-P 01 - Communications Strategy Terms Of Reference- Also Refer to EN-C01 / IM-H01

Template for hiring a Public Relations agency to analyze potential risks, plan and implement a TOD
communications strategy within a community. Applicable at all scales and contexts

20 INTRODUCTION
 TOD K P

PLAN+DESIGN
PD
The ‘Plan+Design’ stage focuses on formulating context specific planning and design solutions and
priorities

‘HOW-TO’ GUIDE - H -
PD-H 01 - How To Prepare A City-Wide TOD Plan- Also Refer to PD-H05/07 / PD-R02

A step-by-step process guided by a series of task-based actions that will assist urban and transport
planners in planning and implementing TOD at the city-wide level. Applicable at the city-wide scale and
across all contexts.

PD-H 02 - How To Prepare A Corridor TOD Plan- Also Refer to PD-H05/07 / PD-R02

A step-by-step process guided by a series of task-based actions that will assist urban and transport
planners in planning and implementing TOD at the corridor level. Applicable at the corridor scale and
across all contexts.

PD-H 03 - How To Prepare A Station Area Plan- Also Refer to PD-H06/07 / PD-R02

A step-by-step process guided by a series of task-based actions that will assist urban and transport
planners in planning and implementing TOD at the station level. Applicable at the station area and across
all contexts.

PD-H 04 - How To Prepare A Site Level TOD Plan- Also Refer to PD-R02

A step-by-step process guided by a series of task-based actions that will assist urban and transport
planners in planning and implementing TOD at the site level. Applicable at the site level scale and across
all contexts.

PD-H 05 - How To Develop TOD Supportive Zoning Framework - Also Refer to PD-H01

A guideline for city leaders and policymakers to prepare/revise TOD-supportive zoning ordinances,
including revisions for pedestrian activities, urban design and parking restrictions. Applicable at all scales
and contexts.

PD-H 06 - Land Amalgamation Framework- Also Refer to IM-H01

A step-by-step process that details the process of land amalgamation for urban and transport planners
and policymakers. Applicable at all scales and contexts.

PD-H 07 - How To Plan Safe Access for TOD- Also Refer to PD-H01/02/03 / PD-R02 / FI-R01

A guideline on TOD area network planning to ensure safe access to stations for urban and transport
planners and policymakers. Applicable at station area scale and all contexts.

INTRODUCTION 21
 TOD K P

PLAN+DESIGN
PD

RESOURCE - R -
PD-R 01 - TOD Zoning Code Template- Also Refer to PD-H05

Template zoning ordinance/guidelines for policymakers to use, including provisions on pedestrian pathways,
activity generating uses, porous urban design, parking restrictions, shared parking provision, etc. Applicable at
citywide and corridor scales and all contexts.

PD-R 02 - TOD Planning Principles & Design Guidelines- Also Refer to PD-H01/02/03/04/05/07

A series of detailed planning principles and design components to help urban and transport planners
formulate TOD plans at various scales and contexts of intervention. Applicable at all scales and contexts.

PD-R 03 - Land Use And Transportation Integration Best Practices- Also Refer to AS-H02 / PD-H01 / PD-R02
Case study examples of land use and transportation integration for urban and transport planners that
influenced significant improvements and found great success in cities globally. Applicable at corridor and station
area scales and all contexts.

PD-R 04 - Pedestrian Friendly Design Best Practices- Also Refer to PD-R02

Small-scale, iterative, pedestrian-friendly examples in low-middle income countries for urban and transport
planners that depict significant improvements in an area brought forth by pedestrian-oriented and walkable
design. Applicable at corridor and station area scales and all contexts.

PROCUREMENT - P -
PD-P 01 - TOD Plans Terms of Reference- Also Refer to PD-H01/02/03/04 / PD-R02

Template for city leaders to hire a consultant to prepare TOD plans at the required scale and context.
Applicable at all scales and contexts.

22 INTRODUCTION
 TOD K P

FINANCE

FI
The ‘Finance’ stage focuses on the dynamics of real estate financing, infrastructure investments and
the role of private developers in TOD.

ANALYTICAL - A -
FI-A 01 - Infrastructure Capital & Operating Cost Estimates/Ranges- Also Refer to AS-H03 / AS-P03

An interactive Excel spreadsheet available online to urban and transport planners to help estimate the
capital and operating costs of TOD projects, based on examples in low and middle-income countries.
Applicable at all scales and contexts.

FI-A 02 - Real Estate Development Pro-Forma- Also Refer to AS-H01 / AS-R01 / AS-P01

A working spreadsheet to help economists gauge the potential return on investment (ROI) based on
certain basic development parameters for a given TOD project. Applicable at all scales and contexts.

‘HOW-TO’ GUIDE - H -
FI-H 01 - Land Value Capture Framework- Also Refer to FI-R02

A step-by-step process for economists, urban and transport planners and city leaders with a
variety of alternative approaches to adopting Land Value Capture (LVC) in TOD projects of varying scale
and context. Applicable at all scales and contexts.

FI-H 02 - Private Sector Participation Framework- Also Refer to FI-R03

A project structuring process for economists to plan financial resources to meet the project cost
using a PPP financing framework. Applicable at all scales and contexts.

RESOURCE - R -
FI-R 01 - Development Incentives- Also Refer to PD-H07 /FI-R03

A guide of the potential financial tools urban planners and economists can use to finance a TOD
project. Applicable at all scales and contexts.

FI-R 02 - Land Value Capture Mechanisms Best Practices- Also Refer to FI-H01

Examples of land value capture tools employed in low and middle-income countries to help economists
and urban planners fund major transit projects globally. Applicable at all scales and contexts.

FI-R 03 - Municipal Finance Tools - Also Refer to FI-R01 / FI-H02

Collection of the most commonly used tools for TOD and urban development financing around the world
to guide economists and urban planners in their TOD financing. Applicable at all scales and contexts.

INTRODUCTION 23
 TOD K P

IMPLEMENT
IM
The ‘Implement’ stage ties the diverse interventions needed to ‘Make TOD happen’ from prioritizing
projects, to capacity building, and monitoring.

ANALYTICAL - A -
IM-A 01 - Monitoring and Evaluation - Also Refer to IM-A02

Methodology for city leaders and urban and transport planners to define the appropriate monitoring
and evaluation framework for a TOD project or program to track project success. Applicable at all scales
and contexts.

IM-A 02 - Key Performance Indicators for TOD - Also Refer to IM-A01

A framework for city leaders and urban and transport planners to measure TOD plans or practices in
individual cities against global performance indicators. Applicable at all scales and contexts.

COMMUNICATION - C -
IM-C 01 - Applying Safe Access in TOD Areas - Also Refer to EN-C02

A guide for urban and transport planners and policymakers to identify road safety concerns in a
station area and formulate ways to address them. Applicable at station area scale and all contexts.

‘HOW-TO’ GUIDE - H -
IM-H 01 - How To Undertake Capacity Building - Also Refer to IM-P01

A guide for city leaders and policymakers to build the institutional arrangement for TOD project or
programs. Applicable at all scales and contexts.

IM-H 02 - How To Develop A TOD Phasing Strategy - Also Refer to PD-R02

Methodology for urban and transport planners to help develop phasing strategies for a TOD project or
program. Applicable at all scales and contexts.

PROCUREMENT - P -
IM-P 01 - Capacity Development Strategy Terms of Reference- Also Refer to IM-H01

Template to help city leaders outsource capacity building and training exercises to spread awareness
about TOD. Applicable at all scales and contexts.

24 INTRODUCTION
 TOD K P

TOD KNOWLEDGE PRODUCTS

BY TYPE

ANALYTICAL -A- ‘HOW-TO’ GUIDES -H-

AS-A01 - TOD Readiness Assessment

AS-H01 - How to Undertake Real Estate Market Analysis
AS-A02 - TOD Scale & Context Assessment
AS-H02 - How to Undertake Rapid Transit Alternatives
AS-A03 - Thresholds for TOD Real Estate Demand Assessment
AS-A04 - Threshold for Rapid Transit Mode AS-H03 - Infrastructure Carrying Capacity Assessment
FI -A01 - Real Estate Development Pro-Forma AS-H04 - How to Undertake Road Safety Assessment for
FI -A02 - Infrastructure Capital & Operating Cost TOD Areas
Estimates/Ranges EN-H01 - How to Build Institutions and Enable
IM-A01 - Monitoring and Evaluation Intergovernmental Coordination
IM-A02 - Key Performance Indicators for TOD PD-H01 - How To Prepare A City-Wide TOD Plan
PD-H02 - How To Prepare A Corridor TOD Plan

COMMUNICATION -C- PD-H03 - How To Prepare A Station Area Plan

PD-H04 - How To Prepare A Site Level TOD Plan
PD-H05 - How To Develop TOD Supportive Zoning
EN-C01 - Making a Case for TOD to the Public- Framework
Communication Strategy- PD-H06 - Land Amalgamation Framework
EN-C02 - TOD Role Out - Stakeholder Engagement PD-H07 - How To Plan Safe Access for TOD
Games FI -H01 - Land Value Capture Framework
IM-C01 - Applying Safe Access in TOD Areas FI -H02 - Private Sector Participation Framework
IM-H01 - How To Undertake Capacity Building
RESOURCES -R- IM-H02 - How To Develop A TOD Phasing Strategy

AS-R01 - Real Estate Analysis Best Practices

PROCUREMENT -P-
EN-R01 - Roles & Responsibilities of Stakeholders
PD-R01 - TOD Zoning Code Template AS-P01 - Real Estate Analysis Terms of Reference
PD-R02 - TOD Planning Principles & Design Guidelines AS-P02 - Transit Alternatives Analysis Terms of
PD-R03 - Land Use And Transportation Integration Best Reference
Practices AS-P03 - Infrastructure Analysis Terms of Reference
PD-R04 - Pedestrian Friendly Design Best Practices EN-P01 - Communications Strategy Terms Of Reference
FI- R01 - Development Incentives PD-P01 - TOD Plans Terms of Reference
FI- R02 - Land Value Capture Mechanisms Best IM -P01 - Capacity Development Strategy Terms of
Practices Reference
FI- R03 - Municipal Finance Tools

INTRODUCTION 25
 TOD K P

26 INTRODUCTION
Bogota, Colombia