TOD guidelines.docVIP

Where does TOD occur? TOD模式的区域安排 Transit riders start and end their trips as pedestrians. Whether riders arrive on foot or via bus, private vehicle or even bicycle, every transit trip has a walking component. Creating a pedestrian environment which makes the transit trip easier and more enjoyable is therefore paramount in planning for a successful station area. 公共交通使用者在行程的开始和最后必然要步行一段距离。无论出行者使用步行、公交车、自备车甚至自行车的方式出行，其中定有一部分是通过步行达成的。因此，创造一个让使用者感觉更轻松和享受的步行环境成为一个成功的车站区域规划必不可少的一个重要环节。 The distance that a person is willing to walk to take transit defines the primary area within which TOD should occur. This distance is equivalent to roughly a 5 minute walk, or 400 to 600 metres. At these radii around a station, there is potential for 125 to 250 acres of land for transit oriented development. 故此，行人愿意步行的距离确定了TOD模式的主要区域范围。距离取值为平均大约五分钟的步行距离，400米至600米。在离车站的这个服务半径内，其中大约有125英亩至250英亩的区域要进行TOD模式的发展。 Get the Land Uses Right 周边土地使用原则 Ensure transit supportive uses 发展公共交通辅助设施用地 Transit supportive uses are high pedestrian generators that directly promote greater transit ridership. They also provide opportunities for multi-purpose trips that can be made as a pedestrian. Medium to high density residential, offices, high schools and colleges are significant transit supportive uses. Appropriate retail, restaurants, personal service and civic functions will support these major uses and generate activity in both peak and off-peak hours. 建造良好的公共交通辅助设施系统能直接促进增加公共交通使用人数。它同样也能为步行者提供更多可供选择的出行方式。中、高密度的居住区，办公区以及高等学府将是公共交通发展的目标人群。发展适量的零售业、餐厅、个人服务以及公共服务设施能辅助公共交通的发展，并在高峰或非高峰时段提供更多吸引人群的活动内容。 Discourage non-transit supportive uses 控制发展非公共交通设施辅助用地 Non-transit supportive uses generate little or no ridership. They consume large areas of land, or create bleak or unsafe environments for pedestrians. They are often dependent upon a vehicle for transporting goods, or require significant land areas for low intensity development and parking. Large format wholesale stores, warehouse storage, car deale