PlanningandImplementingTODwiththe3Vapproach
MODULE1:METHODOLOGYSergeSalat
UrbanMorphology&ComplexSystemsInstitute
2nd Transit-orientedDevelopment(TOD)TechnicalDeepDive(TDD)PlanningandImplementingTODatCity,CorridorandStationScale
Planningwiththe3VApproachatCityScale
• Objectives
• Understandingthelinkbetweenthe3VApproachandLandValueCapture• Understanding3VApproachMethodologiesandMetrics• Understandinghowtocalculatethemetrics• Understandingthepolicyleverstoincreasevalues
ThelandValueCapturePositiveFeedbackLoop
Newtransitinfrastructureorplanningdecisions(suchasrezoningathighervaluesorinvestinginthepublicrealm)increaselandvaluearoundtransitstations.Captureofthisvaluecancreateapositivefeedbackloopforfinancinginfrastructure,enhancingthepublicrealm,andsupportinginclusionaryhousing.
Theunlockingofanincreaseinthepotentialvalueofunderusedassets(landand/orstructures)asaresultofapublic-sectorintervention(rezoningorprovisionoftransitinfrastructure)stimulatesdemandfromtheprivatesector.Subsequentinvestmentanddevelopmentfromtheprivatesectorensurethatpotentialassetvalueincreaseisrealized.
Source:Huxley2009.©ULI.
NodeandPlaceDynamics
LondonKing’s Cross
Thenodeplacemodeldistinguishesfivetypesofsituationsbasedonastation’snodeandplacevalueBalance: Bothnodeandplacearestrong.Transportationinfrastructureandlocallandusesupporteachother,maximizingmarketvalue.Stress: Theintensityanddiversityofinfrastructureandlandusecomeclosetothemaximum.Dependence: Thereisnocompetitionforfreespace,anddemandforinfrastructureislow.Bothnodeandplacevaluesarerelativelyweak;factorsotherthannode-placedynamics(forexample,subsidization)mustintervenefortheareatosustainitself.Unbalancednode: Thesupplyofinfrastructureisstrongerthanlanduse.Thereispotentialofdevelopmentinenhancingplacevaluetoleverageontherelativeoversupplyofconnectinginfrastructure.AnexampleisKing’sCross,wherethecombinationoftheHSRinSaint-Pancras andthenationallinesinKing’sCross,with6subwaylinesand17buslinescreatesthemostconnectedEuropeanhubacrossmanygeographicalscalesfromlocaltoEurope.Unbalancedplace:Theintensityoflanduseexceedsthesupplyofinfrastructure.Localdevelopmentpotentialshouldbeencouragedbyprovidingsupportiveinfrastructurethatincreasesconnectivity.
Source:©King’sCrossCentralLimitedPartnership(left)and©FrançoiseLabbé(right).
NodeandPlaceDynamics
TokyoShibuya
AlthoughstationareasalongtheYamanotelineinTokyo,maybeconsideredunderstressandatmaximumdevelopment,peaksofconnectivityandlanduseintensitytendtocontinuegrowing,asexperiencedinShibuyawhererealestateisstillboomingandnewlinesareadded.
Source:ChorusandBertolini 2011.
Source:Tokyu Corp.
WhatareNode/Place/MarketPotentialvalues?
• NodeValue
• PlaceValue
• MarketPotentialValue
Nodevalue describestheimportanceofastationinthepublictransitnetworkbasedonitscentrality(measuredbygraphtheorycentralityindexes),passengertrafficvolume,andinter-modality
Placevalue describestheurbanqualityofaplaceanditsattractivenessintermsofamenities,schools,andhealthcare;thetypeofurbandevelopment;localaccessibilitytodailyneedsbywalkingandcycling;thequalityoftheurbanfabricaroundthestation,inparticularitspedestrianaccessibility,thesmallsizingofurbanblocks,andthefinemeshofconnectedstreetsthatcreatevibrantneighborhoods;andthemixedpatternoflanduse.
Marketpotentialvalue referstotheunrealizedmarketvalueofstationareas.Itismeasuredthroughacomparisonbetweendemandandsupply,thatincludesmajordriversofdemandincludingcurrentandfuturehumandensities(residentialplusemployment);andmajordriversofsupply,includingdevelopableland,potentialchangesinzoning(suchasincreasingfloorarearatios(FARs)),andmarketvibrancy.
Sources:©King’sCrossCentralLimitedPartnership(top);©RelatedOxford(middel);Renne 2014(bottom).
NodeValueIncreasingtheconnectivityandaccessibilityofalocationbyinvestingintransit
PlaceValueIncreasingtheurbanqualityandattractivenessofalocation
MarketPotentialValueIncreasingmarketdemandandsupply
The3VApproachandtheLandValueCaptureFeedbackLoop
NodeValueIncreasingtheconnectivityandaccessibilityofalocationbyinvestingintransit
PlaceValueIncreasingtheurbanqualityandattractivenessofalocation
MarketPotentialValueIncreasingmarketdemandandsupply
TransitcommunityblocksizesinPortlandSmallerblocks+amenitiesfosterhigherlandvaluesinPortland
Source:PortlandTransit-OrientedStrategicPlan
The3Vdynamicsatcityscale
The3Vdynamicsatcorridorscale
CrossrailinLondon Paddington TottenhamCourtRoadBondStreet LiverpoolStreet Whitechapel
WhatareNode/Place/MarketPotentialvaluesalongacorridor?
• NodeValue
• PlaceValue
• MarketPotentialValue
CrossrailinLondon
NodeValueIncreasingtheconnectivityandaccessibilityofalocationbyinvestingintransit
PlaceValueIncreasingtheurbanqualityandattractivenessofalocation
MarketPotentialValueIncreasingmarketdemandandsupply
The3VApproachandtheLandValueCaptureFeedbackLoopalongacorridor:LondonCrossrail
NodeValueIncreasingtheconnectivityandaccessibilityofalocationbyinvestingintransit
PlaceValueIncreasingtheurbanqualityandattractivenessofalocation
MarketPotentialValueIncreasingmarketdemandandsupply
The3VApproachandtheLandValueCaptureFeedbackLoopalongacorridor:TokyoDen-en Toshi line
Den-En Toshi corridorisagoodexampleoftheapplicationofTOD.ItisoneofthelongestrunningTODprojectsthathasbeenexecutedonacorridorlevel.Boththeinitialdevelopmentofthecorridorandthecontinuousredevelopmentoftheexistingurbanenvironmentinandaroundstationareasaremeanttoutilizetheavailablespaceandinfrastructureasefficientlyaspossible.CorporatestrategyoftheTokyu Corporationhasprovedtobehighlyeffectivewhenlookingatpassengernumbersandcompanyprofits.
TheCorridorApproach
Forasuccessfulintegrationofland-useandrailwaytransport,aconsistentnetworkfocusoveralongperiodoftimeisneeded.Theapproachneedsnotonlyfocusontheintegrationofland-useandtransportonalocalstationlevelbutalsoonhowtocoordinatemobilityandlandusepatternsonahigherlevelsuchasthecorridororevennetworklevel.Thereareseveralreasonswhyacorridorapproachismostdesirable.Withinarailwaycorridororiginanddestinationlocationscanbedevelopedinacoherentway.Coordinationofthedevelopmentofdifferentstationareasonarailwaycorridorreducescompetitionbetweendifferentstationareasonthesamecorridorandcanevenstimulatesynergies.Furthermore,acorridorapproachallowsfordevelopmentstobecoordinatedinsuchawaythatthattherailwayinfrastructureisusedmoreefficientlybycreatingabi-directionaltrafficflowandgeneratingoff-peaktravel.Railwaycorridorscanoperateondifferentlevels,thelowestlevelbeinglocal,thenregional,nationalandatthehighestlevelinternational.ForstudyingthecontextofrailwaydevelopmentinTokyotheregionallevelwouldbemostsuitable.ThisismainlyduetothefactthatTokyo’srailwaycompaniesoperatewithintheirownregionfocusingondevelopingtheirownnetworkandstrivingtousetheirowninfrastructureasefficientlyaspossible.
TodaytheTokyuDen-EnToshilinehasalengthof31.5kilometersandatotalof27stations,originatinginthemajorhubofShibuyaviaothermajorstationsofSangen-Jaya,Futako-Tamagawa,Mizonokuchi,TamaPlaza,Aobadai,NagatsutaandterminatinginChuo-Rinkan.
NodeValueIncreasingtheconnectivityandaccessibilityofalocationbyinvestingintransit
PlaceValueIncreasingtheurbanqualityandattractivenessofalocation
MarketPotentialValueIncreasingmarketdemandandsupply
LondonKing’s Cross
The3Vdynamicsatstationareascale
NodeValue
Increasingtheconnectivityandaccessibilityofalocationbyinvestingintransit
PlaceValue
Increasingtheurbanqualityandattractivenessofalocation
MarketPotentialValueIncreasingmarketdemandandsupply
NewYorkHudsonYards
3VMethodology:HIERARCHIESParetodistributions
London:rentperunitareafromsouth
Shanghaipopulationdensity
ShanghaijobdensitiesJobdensities LondonenergydensitySource:LSECities
Source:LSECities
Source:WorldBanandChreod Ltd.
Source:WorldBanandChreod Ltd.
Source:CASASource:CityofLondon
Populationdensities
Method:HowtocalculatetheParetoexponent?Rank-SizeanalysisRank-sizedistributionisthedistributionofsizebyrank,indecreasingorderofsize.Forexample,ifadatasetconsistsofitemsofsizes5,100,5,and8,therank-sizedistributionis100,8,5,5(ranks1through4).
°0 2 4 61
Kilometers
Population DensityPopulation/Km²
0 - 1500
1500 - 5000
5000 - 7500
7500 - 10000
10000 - 15000
15000 - 25000
25000 - 30000
30000 - 45000
45000 - 65000
65000 - 100000
Kunming Population Density 2016
Forcheckingifadistributionofvaluesofdensity(people,jobs,GDP,energy,etc.)orofcentralities(betweenness)followsaParetodistribution(inversepowerlaw)anddeterminingtheexponentofthepowerlaw,youshouldplotthenaturallogarithmoftherankonxaxis,thenaturallogarithmofthevalueonyaxis(fromthehighestvaluetothelowest)andmakeasimplelinearregressionfittingthelinearmodelbyusingtheleastsquaresapproach.R2indicatesthefitofthelinearmodeltoexplainthevarianceofthelogofvaluesaccordingtothelogoftheirranks.Theslopeoftheregressionlinegivestheexponentoftheinversepowerlaw.
Source:UrbanMorphologyInstitute,datafromCSTCandKUTI(KunmingTransportationInstitute)
CentralityIndexesCentralityisastructuralcharacteristicofstations(nodes)inthenetworkthatquantifieshowastationfitswithinthetransitnetworkoverall.Stationswithhighcentralityscoresaremorelikelytobekeyconduitsofpeopleandtohelpconcentratejobsandeconomicactivities.Low-centralitystationscanbetermedperipheral.Lowercentralityisassociatedwithlowergrowthpotential,fewerjobopportunities,andlowerhousingprices .Centralitiesintransitnetworksplaythusanimportantroleinstructuringlevelsofaccessibility,economicopportunities,andmarketpotential.AlignmentoflandusediversityandintensityofdevelopmentwithcenttalitycreatesthemaximumTODbenefits
°0 2 4 61
Kilometers
Degree Centralityof Stations
1
2
3
4
6
Kunming Degree Centrality
Core-and-branchesstructureofsubwaynetworkEfficientsubwaylayoutsinglobalcities,suchasShanghai,Tokyo,Seoul,London,Paris,andNewYork,convergetowardacore-and-branchesstructureDenselyinterconnectedbycrisscrossinglines,thecoreprovidesmaximumaccessibilitytojobsandpeople.Itusuallyextendsonlyabout5kilometers,becauseitwouldbecostlytomaintainahighdensityofstationsbeyondthisradius.Outsidethisareastationstendtobelocatedonbranches,andthedensityofstationsdecreasessharplywhenmovingawayfromthecitycore
Source:UrbanMorphologyInstitute,datafromCSTCandKUTI(KunmingTransportationInstitute)Source:Rothetal.2012.
3typesofcentralities
DegreeCentrality
ClosenessCentrality
BetweennessCentrality
Degreecentralityisthenumberoflinkspernode.Example:Londonsubwaynetworkdegreecentrality
expressestheaveragedistance,measuredinnumberoflinks,fromastationtoeveryotherstationinthenetwork.Stationswhoconnecttomostothersthroughmanyintermediariesgetclosenessscoresthatareincreasinglynearertozero.Onepropertyofclosenesscentralityisthatittendstoassignhighscorestostationsthatarenearthecenteroflocalclusters.
ofastationisequaltothenumberofshortestpathsfromallstationstoallothersthatpassthroughthisstation.Astationwithhighbetweennesscentralityhasalargeinfluenceonthetransferofpassengersthroughthenetwork.Thiscalculationidentifiesthestationsthatarenecessaryconduitsforpassengersthatmusttraversedisparatepartsofthenetwork,suchassuburbantrainsandsubwaylinesorcore-and-branchesinasubwaynetwork.
Example:Londonsubwaynetworkclosenesscentrality
Example:LondonsubwaynetworkbetweennesscentralitySource:UrbanMorphologyInstitute
CentralitiesinNewYork
Degreecentrality ClosenessCentrality Betweennesscentrality
Source:UrbanMorphologyInstitute
CentralitiesandAccessibilitiesinNewYork
Source:UrbanMorphologyInstitute
Numberofjobsaccessibleinlessthan30-minutedoortodoorbytransit
Numberofpeopleaccessibleinlessthan30-minutedoortodoorbytransit
Centralities,Accessibilities,andintensitiesoflanddevelopmentinNewYorkNewYorkenergydensitymapperunitofland
Source:MODIGroup
Method:Howtoperformatransitnetworkcentralityanalysis
FirststepTransformingthetransitnetworkinagraphThiscanbedonefromtheGISofthenetwork.ThemaindifferencebetweenthenetworkintheGISandagraphisthat,inagraph,eachinterchangestationbecomesonesinglepoint(avertexalsocallednodeorpoint)whichisrelatedtootherverticesbyedges(alsocalledarcsorlines).Typically,agraphisdepictedindiagrammaticformasasetofdotsforthevertices,joinedbylinesorcurvesfortheedges.
Adrawingofalabeledgraphwith6verticesand7edges.
SecondstepCalculatingeachofthe3centralitysub-indexesforeachnode(station)Oncethenetworkhasbeenredrawnasagraph,softwaresuchasGEPHIallowcalculatingeachofthe3centralities.ThirdstepProducingmapsandhistogramsofthecentralitymetricsfortheentirenetworkGEPHIallowsmakingmapsoftheentiregraphandhistogramsofthecentralitiesmetricsandtooverlaythesemapsonGISTAZmaps.Thisallowscheckingthealignmentbetweencentralities,highplacevaluesandprojectedincreasesinpeopleandjobsdensities.Maximummarketpotentialiscreatedwhenhighestcentralitiescorrespondtohighplacevaluesandtohighprojectedincreasesindensities(peopleandjobs).
Source:UrbanMorphologyInstitute,datafromCSTCandKUTI(KunmingTransportationInstitute)
FourthstepAnalyzingthestructureofthecentralityvaluesandtheirhierarchyThisallowsanalyzingifthereisastronghierarchyandstructurebetweenthenodesinthenetwork(encouragingeconomicconcentrationandanefficientoverallconcentrationofdensities)orifthenetworkis“flat”.
Betweennesscentralitiesfollowinversepowerlawsofexponentscloseto- 1
ExamplestakenfromParissubwaynetwork
Source:UrbanMorphologyInstitute
3VNodeValueIndexesRIDERSHIPandINTERMODALDIVERSITYDaily ridershipmeasuresthestrengthofflowsoftrafficinanode.Itismeasuredbythenumberofpassengersenteringastation,excludingpassengersnotstopping.
Intermodaldiversitymeasuresthenumberofcomplementarytransitmodesconnectingtoastation.Itismeasuredbythenumberoflinesofdifferenttransitmodesaccessiblewithinwalkingdistanceofastation.
CommutingflowshierarchyfollowsaParetodistributionExampleofParis
Source:UrbanMorphologyInstitute
PathsthroughNewYorkCity- Source:EricFischerDatafromtheTwitterstreamingAPI(10000points,30000vectors).BasemapfromOpenStreetMap,CC-BY-SA.
Placevalue:Redpicturesbytourists;bluepicturesbylocalsSource:EricFischer
PassengerFlowsandPlaceValueinNewYork
3VPlaceValueIndexes:Mappingatcityscale
TransitcommunityblocksizesinPortland Transitorientationscorein3DinPortland
Source:PortlandTransit-OrientedStrategicPlan
Lineardensityofstreets
Streetlineardensityisanindexofneighborhoodwalkability.Thisindexmeasuresthelengthofstreets(km)persquarekilometerwithineachTAZandwithinan800-meterradiusofeachtransitstation.ItiscalculatedthroughstreetGISshapefiles/software,suchasArcGISorQGISoneachTAZandwithinanareawithinan800–meterradiuscenteredonthestation.ThisindexiscalculatedbydividingthecumulatedstreetlengthofthestreetnetworkintheTAZbytheTAZarea.
StreetlineardensitydistributioninNingboNingbodetailedGISdataofMainroadsSource:NingboPlanningInstitute
Densityofstreetintersections
Streetintersectiondensityisanindexofneighborhoodwalkableconnectivity.ItmeasuresthenumberofintersectionspersquarekilometerwithineachTAZandwithinan800-meterradiusofeachtransitstationThisindexisthenumberofintersectionsofthestreetnetworkineachTAZ(orsubway800mcatchmentarea),dividedbythesizeoftheTAZinsquarekilometers(orsubway800mcatchmentarea).ItiscalculatedthroughstreetGISshapefiles/software,suchasArcGISorQGISoneachTAZandwithinanareawithinan800–meterradiuscenteredonthestation.
DistributionofstreetintersectionsdensityinNingboSource:NingboPlanningInstitute
Localpedestrianaccessibility
Thisindexisalsoameasureofwalkability.Itmeasurestheproportionofanareaof800-meterradiusaroundastationthatisactuallyreachableina10-minutewalk.ItiscalculatedusingopensourcessoftwareOpenTripPlannerAnalystappliedtotheGISshapefileofthestreetnetworkinordertodeterminetheproportionofthe800-meterradiusaroundthestationthatisreachablebyfootwithin10minutes.
LiuYuanStation Tu ChengStation GoldenTriangle
Ten-minutewalkisochroneswithin800-meterradiusofthreesubwaystationsinTianjin,ChinaNote:Red:Accessibilityat200meters.Yellow:Accessibilityat400meters.Green:Accessibilityat800meters.Thegreenareaisusedtomeasuretheindex.
Source:UrbanMorphologyInstitute
°0 2 4 61
Kilometers
PedestrianAccessibilityProportion of areaaround the stationaccessible within 800m
0.00 - 0.10
0.10 - 0.20
0.20 - 0.30
0.30 - 0.40
0.40 - 0.50
0.50 - 0.60
0.60 - 0.70
0.70 - 0.80
0.80 - 0.90
0.90 - 1.00
Kunming Pedestrian Accessibility
DenseandconnectedstreetnetworksincreaselocalaccessibilityExampleofChenggong inKunming.Source:EnergyFoundationandCalthorpe Associates.
Source:UrbanMorphologyInstitute,datafromCSTCandKUTI(KunmingTransportationInstitute)
DiversityofusesThisindexmeasuresthediversityoftypesoflanduseineachTAZandineachsubwaystationarea(withinaradiusof800maroundasubwaystation).ItiscalculatedusingtheShannonentropyformula:
𝐸𝑛𝑡𝑟𝑜𝑝𝑦 = −∑ 𝑝,
𝑝-𝑙𝑜𝑔 𝑝,
𝑝--,01
𝑙𝑜𝑔𝑁wherei isthetypeofuse(commercial,community,residential,industrial);N isthenumberofuses;𝑝, istheareadedicatedtouseI;and𝑝- istheareaofthecelldedicatedtoanyuse.Thevalueofadiversityindexincreaseswhenthenumberoftypesincreasesandevennessincreases.Foragivennumberoftypes,thevalueofadiversityindexismaximizedwhenalltypesareequallyabundant.
Ningbodetailedland-usedata Forexample,landusediversityindexfor6typesofusesiscalculatedbythefollowingformula:
Mix = −6p8 ln p8 l⁄ n(6)?
801
𝑃, isproportionoflandusetypei withinTAZ.
Source:NingboPlanningInstitute
´0 52.5 km
LUMIXEN.00 - .18
.19 - .32
.33 - .43
.44 - .50
.51 - .56
.57 - .63
.64 - .74
°0 2 4 61
Kilometers
Land use diversitywithin 800m fromstation
0.00 - 0.45
0.45 - 0.50
0.50 - 0.55
0.55 - 0.60
0.60 - 0.65
0.65 - 0.70
0.70 - 0.75
0.75 - 0.80
0.80 - 0.85
0.85 - 0.90
Kunming Diversity of usesWithin 800m of Stations
Source:UrbanMorphologyInstitute,datafromCSTCandKUTI(KunmingTransportationInstitute)
Proximitytoschools
ForeachTAZandeachareawithin800mradiusfromasubwaystation,thisindexiscalculatedbydividingthenumberofinhabitantslivinglessthan500m(1000m)fromaschoolbythenumberofinhabitantsinthestudiedTAZorstationarea.Itiscalculatedbycreatingabufferzoneof500maroundelementaryschoolsandabufferzoneof1000maroundmiddleschoolsanddividingthenumberofinhabitantslivinglessthan500m(1000m)fromaschoolbythenumberofinhabitantsinthestudiedTAZorstationarea.
Example:Distributionof500mbufferofelementaryschoolsinNingbo
Example:Distributionof1000mbufferofmiddleschoolsinNingbo
Source:NingboPlanningInstitute
°0 2 4 61
Kilometers
Access to ElementarySchoolsProportion of populationwith access toelementary schools
0.00 - 0.05
0.05 - 0.15
0.15 - 0.20
0.20 - 0.30
0.30 - 0.35
0.35 - 0.45
0.45 - 0.55
0.55 - 0.70
0.70 - 0.85
0.85 - 1.00
Kunming Proximity to Schools: Elementary SchoolsWithin 800m of Stations
°0 2 4 61
Kilometers
Access to Schools:Middle SchoolsProportion of populationwith access to middleschools
0.00 - 0.10
0.10 - 0.20
0.20 - 0.30
0.30 - 0.40
0.40 - 0.50
0.50 - 0.60
0.60 - 0.70
0.70 - 0.80
0.80 - 0.90
0.90 - 1.00
Kunming Proximity to Schools: Middle SchoolsWithin 800m of Stations
Source:UrbanMorphologyInstitute,datafromCSTCandKUTI(KunmingTransportationInstitute)
Proximitytotransitstops
ForeachTAZandeachareawithin800mradiusfromasubwaystation,thisindexiscalculatedbydividingthenumberofinhabitantslivinglessthan500mfromapublictransportstopbythenumberofinhabitantsinthestudiedTAZ.Itiscalculatedbycreatingabufferzoneof500maroundeachpublictransitstopanddividingthenumberofinhabitantslivinglessthan500m(1000m)fromaschoolbythenumberofinhabitantsinthestudiedTAZorstationarea.
Neighbourhoodtype GISbuffercalculationresults Area（km2）
Publictransportservicearea（km2）
Publictransportproximityindicator
OldresidentialurbanneighbourhoodYinzhou
1.28 1.278 1.00
NewresidentialurbanneighbourhoodHongtang
2.02 1.532 0.76
rural-urbanfringeneighbourhoodDonghuguandi
1.29 0.495 0.38
°0 2 4 61
Kilometers
Proximity to PublicTransitProportion of populationwith access to transit
0.00 - 0.10
0.10 - 0.20
0.20 - 0.30
0.30 - 0.40
0.40 - 0.50
0.50 - 0.60
0.60 - 0.70
0.70 - 0.80
0.80 - 0.90
0.90 - 1.00
Kunming Proximity to Public Transit StopsWithin 800m of Stations
ProximitytotransitstopsinNingboselectedneighbourhoods
Source:UrbanMorphologyInstitute,datafromCSTCandKUTI(KunmingTransportationInstitute)
Source:NingboPlanningInstitute
3VMarketPotentialValueIndexesMappingatcityscale
HumandensityThisindexmeasuresthenumberofpeople+jobspersquarekilometerineachTAZandaroundthetransitstationswithinacatchmentareaof800-meterradius.Itiscalculatedbasedonpopulationandjobsdataavailablethroughthetransportmodeldevelopedformetrolines.
Example:HumandensityaroundtransitstationsinZhengzhou,2009
Source:UrbanMorphologyInstitute,datafromCSTCandKUTI(KunmingTransportationInstitute)
Source:UrbanMorphologyInstitute,datafromZhengzhoutransportationmodel
Peopledensity
°0 2 4 61
Kilometers
Population DensityPopulation/Km²
0 - 1500
1500 - 5000
5000 - 7500
7500 - 10000
10000 - 15000
15000 - 25000
25000 - 30000
30000 - 45000
45000 - 65000
65000 - 100000
Kunming Population Density 2016
°0 2 4 61
Kilometers
Population DensityPopulation/Km²
0 - 1000
1000 - 1500
1500 - 4500
4500 - 7500
7500 - 15000
15000 - 20000
20000 - 30000
30000 - 45000
45000 - 60000
60000 and more
Kunming Population Density 2050
°0 2 4 61
Kilometers
BetweennessCentrality ofSations
0.00 - 0.02
0.02 - 0.05
0.05 - 0.10
0.10 - 0.15
0.15 - 0.20
0.20 - 0.41
Kunming Betweenness Centrality
Source:UrbanMorphologyInstitute,datafromCSTCandKUTI(KunmingTransportationInstitute)
Jobdensity
°0 2 4 61
Kilometers
BetweennessCentrality ofSations
0.00 - 0.02
0.02 - 0.05
0.05 - 0.10
0.10 - 0.15
0.15 - 0.20
0.20 - 0.41
Kunming Betweenness Centrality
°0 2 4 61
Kilometers
Job density 2016Jobs/Km²
0 - 1000
1000 - 2500
2500 - 5000
5000 - 7500
7500 - 10000
10000 - 15000
15000 - 20000
20000 - 35000
35000 - 70000
70000 - 130000
Kunming Job Density 2016
°0 2 4 61
Kilometers
Job Density Change2016 - 2050Jobs/Km²
-100000 - -5000
-5000 - -2000
-2000 - -500
-500 - 0
0 - 500
500 - 2000
2000 - 5000
5000 - 6500
6500 - 12000
12000 - 120000
Kunming Anticipated Job Density Change 2016 - 2050
Source:UrbanMorphologyInstitute,datafromCSTCandKUTI(KunmingTransportationInstitute)
Jobs/ResidentsRatioThisindexmeasurestheJobs/residentsratioineachTAZandwithin800-meterradiusofeachstationcalculatedfor2050.ItiscalculatedbydividingthenumberofjobsbythenumberofresidentsineachTAZandwithin800-meterradiusofeachstationanticipatedin2050.
Example:ZhengzhouanticipatedJobs/residentsratioin2030 °0 2 4 61
Kilometers
Jobs-residential ratio0/no data
0.00 - 0.25
0.25 - 0.50
0.50 - 1.00
1.00 - 2.00
2.00 - 5.00
5.00 - 10.00
10.00 - 25.00
25 and more
Kunming Current Access to JobsWithin 800m of Stations
Source:UrbanMorphologyInstitute,datafromCSTCandKUTI(KunmingTransportationInstitute)
Source:UrbanMorphologyInstitute,datafromZhengzhoutransportationmodel
Humandensitygrowthpotential
Thisindexmeasurestheforecastedrateofpopulationandjobgrowthover10–20yearswithin800- meterradiusofeachstation
Itiscalculatedbasedonpopulationandjobdataavailablethroughcensusortransportmodeldevelopedformetrolines.
Socialcompositionoftheneighbourhood:AverageormedianincomeThisindexiscalculatedbasedonpopulationdataavailablethroughcensusortransportmodeldevelopedformetrolines.
Example:MedianincomearoundParisGrandParisExpressnewsubwaylines
Source:UrbanMorphologyInstitute
Socialcompositionoftheneighbourhood:PercentageofmanagersinlabourforceThisindexiscalculatedbasedonpopulationdataavailablethroughcensus.
Example:PercentageofmanagersaroundParisGrandParisExpressnewsubwaylines.Source:UrbanMorphologyInstitute
NumberofaccessiblejobsbytransitThisindexmeasuresthenumberofaccessiblejobswithin30minutesbypublictransitandfoot.
ItiscalculatedwithopensourcesoftwareOpenTripPlannerAnalystbasedonpopulationdataavailablethroughcensusortransportmodeldevelopedformetrolines.
Example:Numberofaccessiblejobsinlessthan30minutesbytransitinParisin2015.
Source:UrbanMorphologyInstitute
RealestateopportunitiesThisindexmeasuresthedevelopablelandanddevelopablefloorspacearoundeachsubwaystationwithinaradiusof500metersforthehighestmarketpremiumandbetween500metersand1kilometreforthelowermarketpremiumItiscalculatedbycomparingtheGISmapofbuiltdensitieswithamapofregulatoryfloorarearatio(FAR)andbysubtractingexistingbuiltfloorspacefrommaximumfloorspacethatcanbebuiltwithintheregulatoryFAR.
500-meterbufferaroundMetroStationsinShanghai
Developableorre-developablesites500-750- meterfrommetrostationsinShanghai.
2030parcelsofdevelopablelandWithin500-750-meterofmetrostationsplannedto2020inShanghai
Source:WorldBankandChreod Ltd.
MarketvibrancyThisindexmeasuresthedynamicsofrealestatedevelopment.
Itmeasurestheadditionalsquaremetresbuiltaroundstationsduringthepastdecade.
Itisobtainedfromlocalpublicplanningagenciesoragenciesmonitoringrealestateactivity.
Increaseinconstructionprogramsbetween2000and2012aroundplanned GrandParisExpresssubwaystations
Source:SalatandBourdic 2015©UrbanMorphologyandComplexSystemsInstitute.
PolicyleverstoincreaseeachvalueType of value Policy lever
Node • Increasethenumberofhubsandthenumberoflines/modestheyconnectto.• Interlinkneighboringstationsintoclusters.• Increaseaccessibilityforallwithinthenetwork.
Place • Increasecompactness(proximitytoexistingurbanactivityandshorttraveltimetomaindestinations).
• Increasethediversityofuses.• Increasetheconcentrationofcommercial,cultural,andeducationalamenities.• Designneighborhoodsthatpromotewalkingandcycling.• Createavibrantpublicrealm.
Marketpotential
• Increaseresidentialdensity.• Increasejobdensity.• Increasehumandensity.• Increasethediversityoflandparcelstocreateavibrantlandmarket.• Increasesocialdiversity.• Allowforverticalseparationofdevelopmentrights.• Increasefloorarearatios.
Moreonthe3VApproachatUrbanScale
https://openknowledge.worldbank.org/handle/10986/26405
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