jonathan vottsel "transport infrastructure planning"

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McKinsey & Company | 1

What is transit oriented development (TOD)?

▪  The objective of transit oriented development (TOD) is to create highly livable communities around transit stations that will maximize value for the residents, employees, city government, and organizations involved in the development

▪  Transit oriented development has several notable characteristics:

–  Located within ~800m (~10 min walk) from the mass transit station

–  Moderate to high density development

–  Mix of residential, office, retail and public development

–  Designed primarily for pedestrians without excluding the automobile

Successful TOD defined Mixed-use development in TOD areas

High density of TOD areas


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Transit oriented development has significant impact on the city’s livability and increases real estate prices in the area…

▪  Shorter commuting time and better access to transit

▪  Lower car usage and increased transit ridership

▪  Higher real estate prices ▪  Improved business

attractiveness of the area ▪  Higher property taxes

▪  Lower crime and accident rates ▪  More livable and inclusive

community

▪  Reduced CO2 emissions ▪  Reduced noise levels ▪  Reduced fuel consumption ▪  Higher energy and materials

usage efficiency

Positive effects

TOD has positive effect on all key aspects of community life

Real estate price growth is typical after ToD is implemented Typical real estate price premiums

Economy and transport

Society

Environ-ment

30-60%

Price/sqm without access to transit1

150-200%

15-30% Premium for livability, safety, etc.

100%

Price/sqm in TOD areas

Premium for transit access and higher density

Examples of specific price premiums: ▪  Residential housing typically increases in price

by ~2,5% per floor as you move up ▪  Typical premium for close proximity to a well-

maintained park or green zone is 10-15% ▪  Pedestrian-friendly design premiums were found

to be in a range of 4-15% 1 Transit access is defined as 10 min walking proximity (~800m) to a transit station

Detailed further

| McKinsey & Company


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Modal split by level of transit access and type of land use (example of Portland, Oregon)

… reducing car usage and transportation costs

30% 13%

3 25% 16%

2 19% 16%

1 17% 15%

5 32% 12%

4

Housing Cost Transportation Cost

Low walkability

High walkability

Rest of region 90%

8%

Good transit & mixed land use 60% 25% 5% 10%

5% 2%

3%

Rest of county 85% 10% 2%

3%

Good transit only 75% 15% 2%

Auto Walk Bike Transit

Share of household income spent on housing and transportation by walkability level

Conclusions: ▪  Residents of transit-oriented development areas (with transit access, mixed land use, and walkable

environment) drive less and rely more on alternative modes of transport ▪  Although they have lower transportation costs, the transportation and housing costs combined are

higher for TOD areas, which reflects an overall higher quality of life enjoyed by the residents

| McKinsey & Company


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There are 8 core principles supported by quantitative metrics that differentiate TOD-projects from traditional development

▪  High-quality transit is accessible by foot

▪  The development is in an existing urban area ▪  Short distances make travelling through the city

convenient

▪  Residential and job densities support high-quality transit and local services

▪  The area of land occupied by motor vehicles is minimized

▪  Trip lengths are reduced by providing diverse and complementary uses

▪  Short commutes for lower-income groups

▪  The cycling network is safe and complete ▪  Cycle parking and storage is ample and secure

▪  The pedestrian network is safe and complete ▪  The pedestrian realm is active and vibrant ▪  The pedestrian realm is temperate and comfortable

▪  Walking and cycling routes are short, direct, and varied ▪  Walking and cycling routes are shorter than motor vehicle

routes

Principles of TOD Performance objectives

Best practice level, e.g., ▪  Hammarby Sjöstad in Stockholm, Sweden ▪  Västra Hamnen in Malmö, Sweden ▪  Vauban in Freiburg im Brisgau, Germany


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Based on these metrics transit stations areas around the globe could be easily compared and improvement levers identified

Best score in Moscow : 37 (Lubyanka station area) World best practice – ~100 (Hammarby Sjöstad in Stockholm)


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TOD metrics could be linked to core output KPIs like property value, vehicles kilometers travelled, CO2 emissions and transit ridership

30

30

40

100

370

410

620

170

Connect: Prioritized Connectivity (Higher Share of pedestrian/cycle inersections)

Mix: Access to shopping mall

Mix: Accessibility to Food

Transit: Access to metro

Densify: Higher Residential density

Shift: Lower share of On-street Parking and Traffic Area

Compact: Shorter commute

Walk: Higher share of Walkways

5

40

530

Increase in size of property (for flats larger than120 m2)

Presence of Balcony

Building material

Impact of building/flat related criteria

Impact of TOD/area-related criteria (selected criteria)

240Average price per square meter in Moscow

Th. RUR per m2

Indicator Value/Impact Comment Price based on ~40,000 property offers available for Moscow

Change from “Basic” to “Premium”

Change from “No” to “Yes”

Increase of property size by 10%

Reduction of commuting time to city center by 10%

Reduction of parameter by 10%







PROPERTY VALUE EXAMPLE

jonathan vottsel "transport infrastructure planning"

Business

residents of transit

level of transit access

transit lower car usage

metrics transit stations

russian standard timetod

russian standard timemodal

russian standard timewalking

oriented development