Tokyo Station, Tokyo Japan. Image © 江戸村のとくぞう via Wikipedia under license CC BY-SA 4.0
不仅仅是车站：东亚以公共交通为导向的发展演变
Not Just a Train Stop: The Evolution of Transit-Oriented Developments in East Asia
由专筑网Zia，小R编译
以公共交通为导向的发展（TOD）是一种综合性城市规划战略，旨在以公共交通枢纽为中心，打造密集、适宜步行、充满活力的街区。这种策略将住宅、商业和娱乐设施无缝整合到公交枢纽附近，可减少对汽车的依赖，增加公共交通的乘坐率，并刺激当地经济发展。政府机构通过分区改革、放宽容积率（FARs）、出售使用权以及促进公私合作以确保公共基础设施的资金投入，这些政策在支持开发项目方面发挥着关键作用。TOD已在全球范围内得到推广，东亚地区也有着成功的范例，而在纽约市等不同环境中复制这些模式，则凸显了根据当地条件、地理特征和社区需求调整TOD原则的重要性。
由于人口、基础设施和政策等因素的共同作用，东亚的城市环境为实施TOD提供了基础。高人口密度确保了新开发项目拥有稳定的公交乘客和人流量，从而使对公共交通和相关开发项目的大量投资具有经济可行性。该地区对现代技术和持续基础设施升级的承诺，有助于建立可靠、高效的公交系统，进一步加强公众对公交系统的依赖。在香港和新加坡等城市，相关政策也并不鼓励人们拥有私家车：香港对新车征收的汽车税通常超过80%，而新加坡仅拥有一辆汽车就需要超过7万美元的“拥车书”（COE）。这些措施使得公共交通成为大多数居民的实际选择。
Transit-Oriented Development (TOD) is a comprehensive urban planning strategy aimed at creating dense, walkable, and vibrant neighborhoods centered around public transportation hubs. By seamlessly integrating residential, commercial, and recreational facilities within close proximity to transit nodes, TODs seek to reduce automobile dependency, increase public transit ridership, and stimulate local economic development. Government agencies play a pivotal role in supporting these developments through zoning reforms, easing floor area ratios (FARs), selling air rights, and facilitating public-private partnerships to secure capital for public infrastructure. While TODs have gained global traction, East Asia boasts some of the most successful examples. Conversely, efforts to replicate these models in different contexts—such as New York City—highlight the importance of adapting TOD principles to local conditions, geographical characteristics, and community needs.
East Asia's urban environments offer fertile ground for TOD implementation due to a confluence of demographic, infrastructural, and policy-driven factors. High population density ensures steady transit ridership and foot traffic for new developments, making significant investments in public transportation and related developments economically viable. The region's commitment to modern technology and continuous infrastructure upgrades contributes to reliable, efficient transit systems, further reinforcing public reliance. In cities like Hong Kong and Singapore, policies also actively discourage private car ownership: Hong Kong imposes automobile taxes for new vehicles typically exceeding 80%, while Singapore requires a Certificate of Entitlement (COE) that can surpass USD 70,000 just to own a car. These measures make public transportation the practical choice for the majority of residents.
Tokyo Station, Tokyo Japan. Image © dconvertini via Wikipedia under license CC BY-SA 2.0
政府在东亚城市发展模式中的参与不仅仅是提供便利，有关当局往往带头对这些项目进行规划和融资，以确保与长期战略保持一致。集住宅、零售、办公、酒店和娱乐功能于一体的多功能开发是这些项目的共同特点，它们让城市在白天和夜晚都保持活跃。气候因素也起着至关重要的作用，鉴于这些地区经常出现炎热潮湿的天气，交通枢纽发展区的设计提供了舒适、气候可控的环境，有时甚至采用大规模持续空调等做法。这些枢纽不仅是交通枢纽，还是人们聚集、购物和社交的重要社区空间，从而融入了日常城市生活。
Government involvement in East Asian TODs extends beyond mere facilitation. Authorities often spearhead the planning and financing of these projects to ensure alignment with long-term urban strategies. Mixed-use developments—combining residential, retail, office, hotel, and recreational functions—are a common feature, fostering neighborhoods that remain active throughout the day and night. Climate considerations also play a vital role; given the region's frequent hot and humid weather, TODs are designed to offer comfortable, climate-controlled environments, sometimes at the cost of unsustainable practices such as large-scale continuous air-conditioning. Far from being just transit points, these hubs serve as essential community spaces where people gather, shop, and socialize, thus embedding themselves into the fabric of daily urban life.
香港案例：通过空间既是基础设施也是社交场所
The Case of Hong Kong: Transit as Both Infrastructure and Refuge
Interior of Pacific Place, Hong Kong. Image © Wing1990hk via Wikipedia under license CC BY 3.0
香港的“交通枢纽发展模式”因其高效率以及交通基础设施与商业和住宅空间的完美结合而出名。金钟站、香港站和九龙站等主要交通枢纽已发展成为充满活力的多功能枢纽，为乘客和当地居民提供服务。1982年启用的金钟站是这种方式的典范，金钟站最初是连接多条地铁线和巴士线路的主要换乘站，后来发展成为集多种经济活动和服务于一体的枢纽。它包括大型购物中心、世界级酒店、现代化办公楼，以及法院和公园等基本公共设施。金钟的不断发展巩固了其作为重要交通枢纽的地位，如今，该区域拥有超过四家豪华酒店、服务式公寓、高端零售空间和大型办公楼群，其中包括保罗-鲁道夫（Paul Rudolph）设计的办公楼以及扎哈-哈迪德（Zaha Hadid）最新建造的办公建筑群，所有这些都与不断扩大的地铁网络相互连接。
除了商业驱动的城市发展综合开发项目外，香港还展示了以住宅为重点、战略性地靠近交通枢纽的开发成效。1985年竣工的太古城就是很好的例子。太古城毗邻以其命名的地铁站，由61座住宅楼组成，共有12500多个公寓单元。太古城毗邻公共交通，大大提升了物业价值，改善了居民的整体城市生活质量，成功彰显了香港 TOD 战略的核心原则：营造便捷、高密度的生活环境，优先考虑交通便利性、经济活力和城市的长期可持续发展。
Hong Kong's TOD model is globally renowned for its efficiency and seamless integration of transit infrastructure with commercial and residential spaces. Major transit nodes such as Admiralty, Hong Kong Station, and Kowloon Station have evolved into vibrant, multifunctional hubs that serve both commuters and local residents. Admiralty Station, which opened in 1982, exemplifies this approach. Originally established as a key interchange between multiple subway lines and bus routes, the development encompassed multitude of economic activities and services. It encompasses large-scale shopping malls, world-class hotels, modern office towers, and access to essential public facilities, including courthouses and parks. Admiralty's continual evolution has reinforced its status as a critical transit nexus; today, the area hosts over four luxury hotels, serviced apartments, high-end retail spaces, and extensive office complexes, including one built by Paul Rudolph as well as Zaha Hadid's latest addition, all interconnected with an ever-expanding subway network.
Beyond commercially driven TODs, Hong Kong also demonstrates the effectiveness of residential-focused developments strategically positioned near transit hubs. Tai Koo Shing, completed in 1985, is a notable example. Adjacent to its namesake subway station, the development comprises 61 residential towers with more than 12,500 apartment units. This close proximity to reliable public transportation has significantly enhanced property values and improved the overall quality of urban living for residents. The success of Tai Koo Shing underscores a core principle of Hong Kong's TOD strategy: fostering convenient, high-density living environments that prioritize accessibility, economic vitality, and long-term urban sustainability.
Pacific Place Development, Hong Kong. Image © WiNG via Wikipedia under license CC BY 3.0
香港交通枢纽的显著特点是其积极的气候控制，以应对城市的气候条件。夏季气温经常超过 33°C（91°F），湿度接近 90%，有空调的交通枢纽为乘客提供了必要的缓解。这些室内空间成为公共生活的非正式延伸，为人们提供了与朋友聚会、放松或在候车时躲避酷暑的场所。在室外公共空间稀缺的城市中，这些枢纽站是重要的公共区域。
香港在TOD方面的成功，主要得益于香港地下铁道（MTR）公司首创的“地铁+地产”模式。地铁公司利用轨道站点周边的土地开发权，通过合作开发或出售物业项目的使用权，为轨道网络的扩建和维护提供资金。这种方式确保了TOD的功能性，并促进了密集型多功能社区的形成。轨道交通基础设施与房地产开发之间的协同作用创造了可持续发展、自负盈亏的城市生态系统，使轨道交通的可达性、商业的活力和居住的便利性相互促进。
One of the defining features of Hong Kong's TODs is their active climatic control as a response to the city's weather conditions. With summer temperatures often exceeding 33°C (91°F) and humidity levels nearing 90%, air-conditioned transit hubs provide essential relief for commuters. These conditioned indoor spaces become informal extensions of public life, offering places to meet friends, relax, or simply escape the sweltering heat while waiting for a train. These hubs double as vital communal areas in a city with scarce outdoor public space.
Hong Kong's success with TOD is largely driven by the "Rail + Property" model pioneered by the Mass Transit Railway (MTR) Corporation. By leveraging land development rights around transit stations, the MTR finances the expansion and upkeep of its rail network through co-developments or the sale of air rights for property projects. This approach ensures the functionality of TODs and fosters the creation of dense, mixed-use neighborhoods. The synergy between transit infrastructure and real estate development creates a sustainable, self-financing urban ecosystem where transit accessibility, commercial vitality, and residential convenience reinforce one another.
Taikoo Shing Development, 1984, Hong Kong. Image © ken93110 via Wikipedia under license CC BY-SA 3.0
日本案例：连通性、便利性和社区
日本的TOD以其特别注重连通性和用户便利性而与众不同。东京站、新宿站和涩谷站等主要交通枢纽都发展成为充满活力的多层面城市中心。东京站是国家的重要门户，它成功地利用了向周边项目出售开发强度的杠杆作用，从而获得了资助大规模修复和现代化项目所需的资金。这一举措既振兴了其老化的基础设施，又增强了其作为中央交通枢纽的作用。新宿站是世界上最繁忙的车站之一，通过提高容积率（FAR）的分区激励措施吸引了大量私人投资。这一政策使公共设施、文化场所和商业企业得以融入车站建筑群，使其成为充满活力的城市中心。与此同时，涩谷站将人行道的连通性放在首位，采用多层人行道和循环路线来穿梭于建筑密集的周边环境，从而为成千上万的日常使用者提供了更多的便利。
The Case of Japan: Connectivity, Convenience, and Community
Japan's TODs are distinguished by their exceptional focus on connectivity and user convenience. Major transportation hubs such as Tokyo, Shinjuku, and Shibuya stations exemplify how transit nodes can evolve into vibrant, multifaceted urban centers. Tokyo Station, a key national gateway, successfully leveraged the sale of its air rights to neighboring developments, generating the capital necessary to fund an extensive rehabilitation and modernization project. This initiative revitalized its aging infrastructure while enhancing its role as a central transportation hub. Shinjuku Station—renowned as one of the world's busiest—attracted significant private investment through zoning incentives that allowed for increased floor area ratios (FAR). This policy enabled the integration of public amenities, cultural venues, and commercial enterprises within the station's complex, transforming it into a dynamic urban nexus. Meanwhile, Shibuya Station prioritizes pedestrian connectivity, employing multi-level walkways and carefully designed circulation routes to navigate its densely built surroundings, thus improving ease of movement for thousands of daily users.
Tokyo Station, Tokyo Japan . Image © Imagepocket via Shutterstock
轨道通勤深植于日本文化中，许多居民经常需要长途跋涉去上班。例如，京都和大阪之间约 55公里的路程，乘坐普通列车（非高速列车）仅需25分钟，这使得长途日常通勤既实用又普遍。这种效率甚至超过了香港的交通系统。由于这些通勤模式的存在，日本的TOD被设计成综合服务枢纽，通勤者可以在这里购物、用餐和办事，无需偏离交通路线。这些车站综合体已成为重要的社交空间，经常成为亲朋好友的聚会场所。广泛的高速铁路网进一步强化了这一作用，从东京到广岛的行程超过800公里，乘坐火车只需四个多小时，无需耗时的安检或冗长的进站手续。从这个角度来看，在美国，时间相近的旅程，如从纽约到波士顿的火车，行程不到这个距离的一半，大约只有350公里。这种鲜明的对比凸显了日本将地方和长途铁路系统完美融合的独特之处，使TOD成为日本城市和社会结构中不可或缺的元素。
Rail commuting is deeply ingrained in Japanese culture, with many residents regularly traveling significant distances for work. For instance, the approximately 55-kilometer journey between Kyoto and Osaka takes a mere 25 minutes on conventional trains (not high-speed trains), making long-distance daily commutes both practical and common. This efficiency surpasses even that of other well-regarded transit systems like Hong Kong. Recognizing these commuting patterns, Japanese TODs are designed as comprehensive service hubs where commuters can shop, dine, and complete errands without deviating from their transit routes. These station complexes have become essential social spaces, frequently serving as meeting points for friends and family. The country's extensive high-speed rail network further reinforces this role. A trip from Tokyo to Hiroshima—spanning over 800 kilometers—takes just over four hours by train without the need for time-consuming security checks or prolonged boarding procedures. To put this in perspective, a similarly timed journey in the United States, such as the train ride from New York to Boston, covers less than half that distance at approximately only 350 kilometers. This stark contrast underscores Japan's exceptional integration of local and long-distance rail systems, positioning TODs as indispensable elements of the nation's urban and social fabric.
Shibuya Station, Tokyo Japan. Image © Shiodome via Wikipedia under license CC BY - SA 4.0
纽约案例研究：当TOD的雄心与当地现实相遇
纽约市的哈德逊广场项目是一个旗舰型的城市发展综合体，以7号地铁线的延伸段为核心，旨在打造一个现代化的多功能社区，包括豪华住宅、高档零售店和宽敞的办公空间。虽然哈德逊广场成功吸引了贝莱德（BlackRock）和辉瑞（Pfizer）等大型企业，但其他方面却表现不佳。住宅销售落后于最初的预测，而最初由尼曼-马库斯（Neiman Marcus）主打的高端购物中心也因人流量下降而陷入困境，导致零售空间转为办公用途。
A Case Study in New York: When TOD Ambitions Meet Local Realities
New York City's Hudson Yards project was envisioned as a flagship TOD, anchored by the extension of the No. 7 subway line. The development aimed to create a modern, mixed-use neighborhood featuring luxury residences, upscale retail, and expansive office spaces. While Hudson Yards has primarily succeeded in attracting major corporations such as BlackRock and Pfizer, other aspects have underperformed. Residential sales have lagged behind initial projections, and the high-end shopping mall—anchored initially by Neiman Marcus—has struggled with declining foot traffic, leading to the conversion of several retail spaces into office use.
Hudson Yards Development, New York. Image © Related-Oxford
哈德逊广场的缺陷凸显了在TOD规划中环境的重要性。与香港和东京的综合交通枢纽不同，哈德逊广场是曼哈顿交通系统的最后一站，而香港和东京的主要城市发展计划则是更大、相互连接的网络中的中心节点。尽管在地理位置上处于中心，但它位于西侧尽端，缺乏东亚成功的TOD所特有的无缝连接。例如，在香港，从国际机场到九龙站只需不到30分钟的路程，乘客可直接到达公交枢纽上方的办公、酒店和住宅综合区。这种便利性为端到端的国际商务旅行提供了便利，也为该地区的活力和商业成功做出了贡献。相比之下，哈德逊广场相对有限的交通连接和缺乏高效的通道，阻碍了其作为真正的综合交通目的地的吸引力。
The shortcomings of Hudson Yards underscore the importance of contextual sensitivity in TOD planning. Unlike the integrated transit hubs of Hong Kong and Tokyo—where major TODs function as central nodes within a larger, interconnected network—Hudson Yards operates as the last stop of Manhattan's transit system. Despite being geographically central, its location on the west side lacks the seamless connectivity that characterizes successful TODs in East Asia. For example, in Hong Kong, the journey from the international airport to Kowloon Station takes less than 30 minutes, delivering passengers directly into a mixed-use district with offices, hotels, and residential towers above the transit hub. This convenience facilitates door-to-door international business travel and contributes to the area's vibrancy and commercial success. In contrast, Hudson Yards' comparatively limited transit connections and absence of efficient airport access hinder its appeal as a truly integrated transit destination.
Hudson Yards Development, New York. Image © King of Hearts via Wikipedia under license CC BY - SA 4.0
该项目对奢华体验的关注也缩小了其用户群体。东亚TOD通常包含基本服务、平价零售和无障碍公共空间，以吸引广泛的人口，而哈德逊广场则强调高端零售和高档餐饮，使其与纽约普通市民的关联性降低。这种排他性破坏了城市发展区努力促进的更广泛的社区参与。哈德逊广场项目说明，照搬TOD原则而适应当地的城市结构、通勤习惯和社会经济多样性，会限制项目成为积极、包容的城市中心的潜力。
环境很重要：从交通枢纽到城市生态系统
香港和日本以公共交通为导向的开发项目的成功表明，有效的以交通为导向的项目所做的远不止是在火车站附近建造建筑物这么简单。它们将交通与住宅、商业和社会基础设施完美地结合在一起，同时顺应当地的气候条件、文化通勤习惯和社区需求。与此相反，哈德逊广场揭示了当高档建筑优先于日常功能，或者开发项目未能嵌入现有城市系统和出行模式时，TOD存在的缺陷。即使在东亚，TOD也并非没有缺点，超大型开发项目的激增有可能取代当地社区，并以同质化的零售环境和标准化的住宅楼取代丰富的城市结构。这种结果凸显了平衡大规模规划与对现有社区和文化遗产的敏感性的重要性。
The development's focus on luxury experiences has also narrowed its user base. Whereas East Asian TODs typically incorporate essential services, affordable retail, and accessible public spaces to attract a broad demographic, Hudson Yards emphasizes high-end retail and upscale dining, making it less relevant to everyday New Yorkers. This exclusivity undermines the broader community engagement that TODs strive to foster. Hudson Yards illustrates that the replication of TOD principles without careful adaptation to the local urban fabric, commuter habits, and socioeconomic persity can limit a project's potential to become a positive, inclusive urban hub.
Context Matters: From Transit Nodes to Urban Ecosystems
The success of TODs in Hong Kong and Japan demonstrates that effective transit-oriented developments do far more than simply erecting buildings near train stations. They seamlessly integrate transportation with residential, commercial, and social infrastructure while responding to local climate conditions, cultural commuting habits, and community needs. In contrast, Hudson Yards reveals how TODs have its flaws when architectural spectacle is prioritized over everyday functionality or when developments fail to embed themselves within existing urban systems and ridership patterns. Even in East Asia, TODs are not without shortcomings; mega-development proliferation risks displacing local communities and replacing rich urban fabric with homogenized retail environments and standardized residential towers. Such outcomes highlight the importance of balancing large-scale planning with sensitivity to existing neighborhoods and cultural heritage.
Admiralty Station, Hong Kong. Image © Qwer132477 via Wikipedia under license CC BY- SA 4.0
Admiralty Station Transfer during Peak Hours, Hong Kong. Image © Dimnfan 30 via Wikipedia under license CC BY- SA 4.0
以交通为导向的发展为建设可持续、充满活力的城市带来了巨大希望，但它并不是一个放之四海而皆准的解决方案。每个城市的独特条件——人口密度、社会结构、经济现实和文化属性，决定了TOD项目的设计和实施。TOD不应仅仅被视为交通枢纽，而应成为城市生态系统的组成部分，提高生活质量，促进包容性，并确保多样化城市社区的长期恢复能力。
Transit-oriented development holds significant promise for fostering sustainable, vibrant cities but is not a one-size-fits-all solution. Each city's unique conditions—population density, governance structures, economic realities, and cultural expectations—must shape the design and implementation of TOD projects. TODs should be considered more than mere transit nodes; they should serve as integral parts of the urban ecosystem, enhancing quality of life, promoting inclusivity, and ensuring long-term resilience for perse urban communities.
Admiralty Station, Hong Kong. Image © Qwer132477 via Wikipedia under license CC BY- SA 4.0
Admiralty Station, Hong Kong. Image © Qwer132477 via Wikipedia under license CC BY- SA 4.0
Public Podium at Pacific Place Development, Hong Kong. Image © CCP2017 via Wikipedia under license CC BY- SA 4.0
Hotels within Pacific Place Development, Hong Kong. Image © Wpcpey via Wikipedia under license CC BY- SA 4.0
Pedestrian Bridge Connection at Pacific Place, Hong Kong. Image © Wing1990hk via Wikipedia under license CC BY 3.0
Public Bathroom within Pacific Place Shopping Mall, Hong Kong. Image © WiNG via Wikipedia under license CC BY 3.0
Tai Koo Shing Residential Development, Hong Kong. Image © WiNG via Wikipedia under license CC BY 3.0
Tokyo Station, Tokyo Japan. Image © MaedaAkihiko via Wikipedia under license CC BY- SA 4.0
Shibuya Station Development, Tokyo Japan. Image © Ibamoto via Wikipedia under license CC BY-SA 4.0
Historical Tokyo Station, Tokyo Japan. Image © 鉄道院東京改良事務所 via Wikipedia under license Public Domain
Hudson Yards Development, New York. Image © Related-Oxford
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