PROPERTY DEVELOPMENT LAW

THE EFFECT OF TRANSIT-ORIENTED DEVELOPMENT (TOD) TO THE

PLANNING AND DEVELOPMENT OF A CITY
(A CASE STUDY OF GREATER KUALA LUMPUR/KUALA LUMPUR)

MADIHAH BINTI ABDUL KARIM

SITI YULINA BINTI BAHARON

SYAMIL HAFIZI BIN MAHZIR

 THE EFFECT OF TRANSIT-ORIENTED DEVELOPMENT (TOD) TO THE
PLANNING AND DEVELOPMENT OF A CITY
(A CASE STUDY OF GREATER KUALA LUMPUR/KUALA LUMPUR)

by MADIHAH BINTI ABDUL KARIM, SITI YULINA BINTI BAHARON, SYAMIL

HAFIZI BIN MAHZIR

Abstract
The establishment of MRT in 2017 had resulting the mass progress of public transportation in
Malaysia. It is irony that Kuala Lumpur being the capital of Malaysia has received the utmost
benefits of the swift transformation for public transportation since decades ago. This
transformation emerged because the occurrences of some factors such as the positive growth
of economic and commercial centres, attractive urban lifestyle and problems such as heavy
traffic congestion. Therefore Transit-Oriented Development (“TOD”) is a new strategy taken
by the Government of Malaysia especially the local authority of Kuala Lumpur in order to
overcome some of the urban and suburban phenomenon such as urban sprawl, air pollution
and traffic congestions and to promotes the mixed use and high-density development. This
paper evaluates the positive impacts of TOD concept to the development of the Greater Kuala
Lumpur/ Kuala Lumpur as a whole. The findings of this paper suggested that TOD is the
proper solution for some of the problems face by the citizens of Kuala Lumpur as there are
many positive impacts can gain when TOD established in a city. In term of planning land law
perspective, TOD will increase the value of the land and reshaping the land use. TOD also
can promote the development of more walkable, compact and reliable public transport. TOD
also give huge impact for social among people. The establishment of TOD, will change the
lifestyle of the people. As TOD is initiate public transport more user friendly, many people
choose to use public transport rather than using private vehicle. In economic perspective,
establishment of TOD effect the economic structure in Malaysia. More industry will be
developed around TOD and many investment opportunities will be inject to establish better
transportation system. In addition, we strongly suggest that TOD shall not only be
implemented in local level but shall also be implemented in regional level to increase the
effectiveness of the integration system and coverage of transit network.

2|Page
1. Purpose and Objectives of Research
The purpose of this research is to review the literature on the mechanism, planning and
management of Transit-Oriented Development (“TOD”) that suits to be implemented in
Kuala Lumpur and to discuss on the positive impacts of TOD developments to the city of
Kuala Lumpur/ Greater Kuala Lumpur.

2. Methodology of Research
The methodology of this research is focussing on literature review based on the secondary
data collection. The literature review is made by highlighting, cross reference and survey on
the written materials such as the earlier research report, books, research paper, newspaper
articles, journals and internet.

3. Introduction: Overview of Transit-Oriented Development (“TOD”)

Transit-Oriented Development (“TOD”), first proposed by an American architect and planner
by the name of Calthrope (1993), has recently gained attention. The TOD-based planning
movement is commonly identified with the US and European nations1 and Denver, Colorado
is one of the cities that is aggressively expanding the TOD development. This TOD-based
planning and concepts have been seen being the successful mechanisms to city such as
Collingswood, New Jersey and Fruitvale Village, Oakland California and TOD have been
invoked by some of the urban cities such as Tokyo, Hong Kong and some other developing
countries in Asia. TOD is a planning technique that aims to reduce automobile use and
promote the use of public transit and human-powered transportation modes through high
density, mixed use, environmentally-friendly development within areas of walking distance
from transit centres. In other words, TOD is a mechanism and strategy used whereby the
intensive urban development is encouraged around public transit station in order to compel
people to live and work near the transit station2.

3.1 Major Elements of Transit-Oriented Development

Transit-Oriented Development projects should, at the very least, encourage the use of public
transit by locating residential, commercial, of office uses, or a combination of all three, close

1
Maedeh Hedayatifard, Mojtaba Hosseinian, “Application of the concept Transit-Oriented development in
linear urban spatial structures: (Fereidunkenar as the case study)”, (2012)
2
Abdullah, Jamalunlaili, Mohd Hafiy Mazlan, “Characteristics of and Quality of Life in a Transit Oriented
Development (TOD) of Bandar Sri Permaisuri, Kuala Lumpur”, (2016)
3|Page
to a transit node. However, successful TOD involves more than simply placing a transit stop
in a residential neighbourhood or a business park or building a mixed-use TOD development
next to a transit hub. Transit-oriented development should not only provide transportation
options but also improve the “liveability” of communities and neighbourhoods. According to
Bernick and Cervero, the followings shall be the elements of TOD: -

Element Description
Enhanced mobility and The major element of TOD is a congregation of housing, jobs,
environment shops and other activities around transit. The physical
environment is also enhanced for example TOD is expected to
improve air quality, trips are converted to walk or bike and ride
trips.
Pedestrian-Friendliness TOD involves the development of land use that encourage
walking, such as narrow streets with trees, wide sidewalks, an
absence of surface lots. Typical structures are street-oriented,
mixed-use buildings that include a blend of residential, retail and
commercial uses.
Alternative Suburban TOD enables people to live in the suburbs without being entirely
Living dependant on the automobile to access the variety of activities
and services associated with cities. The pedestrian-friendly scale
and design features of transit-oriented development promote
social interaction.
Neighbourhood TOD can stimulate economic growth in blighted or declining
Revitalization areas served by rail or other transit. Redevelopment agencies can
promote transit-oriented development and improve the social and
physical infrastructure of neighbourhoods, providing needed
housing and services to households from a mix of incomes.
Public Safety TOD places a mix of residents, workers and shopkeepers within a
compact area, promoting a continual security presence by the
constant activity.
Public Celebration TOD should include some public open space, such as a park or
plaza, that is a gathering place for events such as parades,
performances, concerts or a farmers’ market.

4|Page
3.2 Features of Transit-Oriented Development
Carvero and Kockelman (1997) outlines that the main elements of TOD are density, design
and diversity. Under the design features, it is crucial that TOD’s promotes walking and transit
riding and discourages the automobile use. This would mean that the design under the TOD’s
concept shall feature the landscape sidewalks, parking in the rear and street art walls in order
to make the walking or cycling more enjoyable. Meanwhile, the density means that all should
be centralized because if origins and destinations are spread throughout a region, those with
car will be very likely to drive rather than to take transit. Whereas diversity denotes the
availability of a wide range of amenities and activities within a given area3 and this shall also
determine the successful TODs’.

4. Public Transit and Private Vehicle Usage (Kuala Lumpur as a case study)
In Malaysia, particularly in Kuala Lumpur, it has been reported that about three (3) million
cars entering the city of Kuala Lumpur daily regardless of the comprehensive public transport
network available 4. In furtherance, it has also been recorded that there have been increased
of the numbers of registered vehicles in Greater Kuala Lumpur (“GKL”)/ Kuala Lumpur
(“KL”) and continuous increased of private trips from 2009 until 2014 made by private
vehicles each year5.

As a result of the above, the main city of KL is congested, buses travel at low speed, workers
were trapped in traffic jams for hours (especially during peak time and festive seasons) and
traffic flow was obstructed like no ending. Some of the affected famous effected major roads
are Jalan Kuching, Jalan Sultan Ismail, Jalan Raja Laut, Jalan Ampang, Jalan Raja Chulan
and Jalan Tuanku Abdul Rahman6. The Government of Malaysia had also through public-
private partnership invested billions of Ringgit to build and/or enhanced the road
infrastructure in order to cater the ongoing increase pf private trips and the highways in Kuala
Lumpur such as, Lebuh Raya Lembah Klang Utara (“NKVE”), Lebuhraya Persekutuan,
Lebuh Raya Damansara Puchong (“LDP”), Lebuh Raya Sprint, Lebuh Raya Lingkaran
Tengah 2 (“MRR2”), Lebuh raya Pantai Baru (“NPE”) and Lebuh raya Shah Alam
(“KESAS”). Undoubtedly, the government have since 2008 put forward some efforts in order

3
Ogra, Aurobindo, Robet Ndebele ‘’The Role of 6Ds: Density, Diversity, Design, Destination, Distance and
Demand Management in Transit Oriented Development (TOD)’’ (2014)
4
PEMANDU, “KL Travel Dmend Management” PEMANDU, Kuala Lumpur (2015)
5
Ibid 3
6
Ibid 3
5|Page
to overcome the traffic problems in Kuala Lumpur such as introducing the Park ‘N’ Rides
schemes, allocation of RM900 millions ringgit under Budget 2016 for the purpose tackle
congestions problems and by implementing the TODs being the way forward in Kuala
Lumpur.

5. What does the positive impacts of implementation of TOD towards Greater Kuala
Lumpur as a whole?
This article shall examine the impacts of TOD’s development from three perspectives i.e.
from the land and planning, economy and social impacts.

5.1 Land and Planning Impacts

5.1.1 TOD Promotes the Development/Planning of “compact/walkable” mixed use

communities
TOD is typically defined as the compact development with easy walking distance of transit
stations and such development will normally consists of housing, jobs, recreation, restaurants
and entertainment. TOD were developed in order to reduce and minimize the urban sprawl
which currently happen in the urban cities around the world. When we discuss about TOD, it
is all about “location efficiency” whereas the people can freely enjoy their regular walk, bike
and take transit rather than relying on private cars especially when they want to move from
one place to another, because TOD’s are generally located within a radius of one-quarter to
one-half mile (400 to 800m) from the transit stop. The neighbourhood of TOD’s development
shall eventually provide the lifestyle’s that is convenient, affordable and active and shall also
create the surroundings where our children can grow and play and our parents comfortably
grow. Statistically it is estimated that the area of Klang Valley was home to 7.2 million
residents in 2012 and it is expected to accommodate 10 million residents in 2020, which will
require an increase of at least 700,000 homes (assuming an average of four people to a house)
between the year of 2012 until 20207. Synder (2013) reiterate that zoning regulations can
adapt for mixed-use and higher density development, eliminate parking requirements or make
them lower, and promote walkable cities, “which will inherently encourage TOD”.

7
Rajiv Rishyakaran Transit-oriented growth fraught with challenges, Malaysiakini (Kuala Lumpur, 17 July
2014) <https://www.malaysiakini.com/letters/269037> accessed 08 July 2018

6|Page
In illustrating the practicality of the concept of compact and walkable development, under the
TOD’s development, the former Malaysia government have announced that the former Air
Force base in Sungai Besi will be transform and redevelop to be Bandar Malaysia and will be
terminal for the Malaysia-Singapore high-speed rail (“HSR”) to Singapore. Besides TOD’s
development, this 486 acres development will also witnessed the development of global
business hub, retail lifestyle destination, creative enterprise hub together with gastronomy,
learning, entertainment and wellness tourism and will be important iconic project that will set
the benchmarking of the industry in Malaysia. This would mean whenever you named a place
or your business, be it either schools, university, office, shopping, cinemas etc, it would be
within the walking distance and you may even cycle to the place you wanted to go!

5.1.2 Optimizing and Reshaping the Land Use in GKL/KL

Universally, optimum land use is always an important objective when the local authorities
discussed on the land use planning. By ‘optimum land use’ we normally infer as to “making
the most effective use of the land to achieve a certain goal or creating the most conducive
activity on the land to achieve a certain favourable outcome”. As such, it is actually the
primary task of the Government together with their State Authority and local authorities to
ensure that the land use of certain areas is properly and effectively plan for its utmost
utilization without compromising the safety and well-being of the citizens occupied the area
and the development shall also prioritize and protect the mother nature of the areas. On this
note, it is also crucial to highlight that the Federal Department of Town and Country Planning
(FDTCP) through National Physical Plan-2 (NPP2, 2010), states in one of their objectives
under this NPP2 is “to optimize utilization of land and natural resources for sustainable
development and biodiversity conservation”8.

In order to achieve this, writers and academicians agreed that TOD could help the
utilization/usage of the land in certain area to its fullest capacity in order to cater the needs
and goals of the development within the TOD area. Taking for example, the area
surroundings KL Sentral station Kuala Lumpur. This area was previously an area of the
former Keretapi Tanah Melayu marshalling yard in Brickfields and used to be occupied by

8
Transit-Oriented Development (TOD) Making Place in Malaysian Cities
7|Page
warehouses, railway yards and dilapidated staff quarters9. Other example is the area of Pudu
Jail at Jalan Shaw. This 115-years-old controversial Pudu Jail have ceased their operations in
1996 and the prison structure were then demolished by the local authorities to make way for
the redevelopment. Under the Kuala Lumpur Structure Plan 2020, the local authorities have
plan to development the areas integrated with the Hang Tuah and Pudu LRT Stations and
incorporating the connections between the cemetery to the south and the new neighbourhood
park at the former Pudu Jail site10.

5.1.3 Increases the Land Values of GVL/KL

Curtis et al. (2009) wrote that transit will increases land values around stations, with land
being priced up to thirty percent (30%) higher due to the presence of a transit system (Curtis
et al., 2009, p.243)11. Further, Dr Daniele Gambero, CEO and co-founder of REI Group of
Companies once said “follow where the government is building new infrastructure and you
will never go wrong in your property investment”.

In this regard, according to the property report by National Property Information Centre
(NAPIC), prices of residential property recorded encouraging growth across the board.
Residential properties in prominent and established areas continued to enjoy capital gains.
The report further stated that the increment was proven by substantial increases of more than
16.0% in 2014 recorded for single and double-storey terraced units in up-market areas such
as Bandar Utama where there will be the proposed One Utama station. Whereby near the
Temasya LRT 3 station in Glenmarie, Shah Alam, the double-storey terraced house in
Temasya Glenmarie transacted the highest property price in the State at between RM1.2
million and RM2.31 million. Thus, this TOD development is proven to increase the land
values of the effected lands involved under the said development and therefore it shall be
worth for those whom making investment in buying selling property within the TOD’s
surroundings.

9
Jamal, M.R.S.B.A & ALAM, S. (2011). “UDM 750: Urban Economics and Finance Transit Oriented
Development (TOD) Towards Enhancing Economics of Urban Centers in Klang Valley”
10
Kuala Lumpur Structure Plan 2020
11
Curtis, C., Renne, J. & Bertolini, L. “Public Transport and Sustainable Urbanism: Global Lessons. In Transit
Oriented Development: Making It Happen” (2009), Farnham, Surrey: Ashgate
8|Page
5.1.4 Improve the Infrastructure in GKL/KL
Infrastructure shall mean the fundamental services and facilities serving a country, city or
area, where it shall also necessary for its economy to function. With the mass development in
one country, the existence of infrastructure such as LRT, STAR, MRT, Komuter is important
as it will actually make the area livable and it helps the people to improve their living
standards. This is because the use of the infrastructure has benefited the public in terms of
time saving, reduce air pollution, cheap and reasonable fares and easily accessible.

In this regard, under the Kuala Lumpur Structure Plan 2020, it is reported that some of the
conditions of the infrastructure in Kuala Lumpur are in poor conditions and due to the high
demand. Therefore, the plans have identified and strategize to enhanced and make good of
the infrastructure available to the public, such as optimizing the road and rail transportation
infrastructure so that it would be at its full capacity and maximum efficiency. For example,
the Klang Valley Mass Railway Transit (KVMRT) were set to be the most important and
largest transport infrastructure which it will start from Sungai Buloh and ends at Klang and
Kajang/Putrajaya. The government together with the state authority and local authorities are
very optimistic that apart from the enhancement and improvement of the existing
infrastructure, this system will also encourage the use of transit and overcome the problems
pertaining the traffic congestion which happens to the area of GKL/KL.

5.2 Economy Impacts

Transportation actually give huge impact on economic growth. According to (Nistor 2014),
the effects on the economy of transport activity, can be direct or indirect. Direct effects refer
to the availability of markets, in which case transport provides connections to large market
outlets and saving time and money. The indirect impact is related to the economic multiplier
effect when the price of goods or services increases with diversification.12

TOD also give impact to the economics perspective. Government plan on national
transportation actually influence by the economics plan of the government. The establishment
of Kuala Lumpur Sentral in 2001 has open to many opportunity, perspective and

Filip NISTOR & Cătălin POPA, The Role of Transport in Economic Development, Naval Academy Press,
12

Constanta Romania (2014)

9|Page
development. In Annual Report on Kuala Lumpur Sentral CBD by Malaysian Resources
Corporation Berhad (MCRB), the mission of establishment of KL Sentral is to support
Malaysia’s economic growth.13

In Selangor for example the establishment of TOD has been planned since the active
development of Putrajaya and Kuala Lumpur accordingly. The plan for zoning, use of plan
and transportation plan has been implemented in Selangor State Structure Plan. The Selangor
State Structure Plan was approved in 2003. The Structure Plan has been implemented
identifying transit-oriented growth centers to promote transport use public and invite more
economic growth.14

5.2.1 Establishment of city centered with TOD open to investments.

According to Eberts (2000), investment on the transportation project always look for the
future benefits. The investment on transportation project include the use of high technology
material, new concept of rail and intelligent rail system. 15 This investment must be made by
policy maker not only to complete their project but also to attract more other investment in
other various in the future. Thus, TOD is the concept to attract investors.

Malaysia former Prime Minister has begun an economic plan in 2010 called Economic
Transformation Program (ETP). ETP is a new strategic plan for Malaysia in advance to
achieve development in economics and gross income. Through ETP, the government targets
to lift Malaysia's gross national income (GNI) per capita from RM23,700 (USD6,700) yearly
in 2009 to more than RM48,000 (USD15,000) yearly in 2020, lifting the nation to the level of
developed countries’ high-income nations.16

Thus, the introduction this new vision of economic give impact to various of sectors
including transportation. Through ETP, transportation also will be affected to become more
effective and marketed. The announcement of ETP include the greater project of public

13
Malaysia Resources Corporation Berhad (MCRB), Annual Report 2014; Kuala Lumpur Sentral CBD Pulse of
Nation, 2014 page 16.
14
Suruhanjaya Pengangkutan Awam Darat (SPAD), Greater Kuala Lumpur/Klang Valley Land Public
Transport Master Plan, (2011) pg 13
15
Randall Eberts, Understanding the Impact of Trasportation on Economic Development, W. E. Upjohn
Institute, (2000).
16
Tan Kim Foo, Cheng Seow Voon, Impact of the News of Economic Transformation Programme on Various
Sectors in Malaysia Stock Market.
10 | P a g e
transport including LRT and MRT.17 The construction of this greater project of public
transportation demand a supply of workers, material and expert. This has invited many
investors to inject their capital for the establishment of greater public transportation project.18
In view of the previously developed TOD project, it is indeed a challenge for most property
developer companies as residential projects or mixed development near public facilities
provide much value added in terms of prices.

The projection of TOD in Malaysia heavily focus in Kuala Lumpur. The establishment of KL
Sentral, Terminal Bersepadu Selatan and Masjid Jamek station has open to new opportunity
in social and economic development in around the places. The current use of land for
transportation in Kuala Lumpur is based on the 1970 Comprehensive Development Plan.
Dewan Bandaraya Kuala Lumpur (DBKL) now has work on new strategic plan for
transportation on Kuala Lumpur City Plan (KLCP) 2020. KLCP has identified Transit
Planning Zone (TPZ) to areas within 400m of a transit (Light Rail Transit, KTM Komuter,
Monorail or Bus Rapid Transit) station in order to encourage more TOD development in
Kuala Lumpur. The importance of TOD in KLCP is to strengthen the market forces for
economics which the establishment of excellent TOD management in Kuala Lumpur can
promote to other development and investment.19

5.2.2 TOD change economic structure

Transportation project eventually change the socio-economic in a certain place or country. In
Malaysia, the establishment of several station has open to new development of socio-
economic. This TOD will work in such a way wherein the public sector will be responsible to
prepare the transit station and the surrounding streets and public spaces and the private sector
will be involved in development of the housing, office buildings and retail. TOD actually
open to new industry to fulfill the necessity of the residents affected. Other than houses to
accommodate the living of the people, other amenities such as supermarket, bank, and
restaurant will also be built to fulfill the needs of the people. Effected by TOD concept,
people only use public transport when going to work which located within the nodes and
station areas.

17
National Transportation Programme, Annual Report 2017.
18
ibid
19
Suruhanjaya Pengangkutan Awam Darat (SPAD), Greater Kuala Lumpur/Klang Valley Land Public
Transport Master Plan, 2011, pg 16.
11 | P a g e
In addition, establishment of TOD will encourage more development for huge socio-
economic structure and tourism. For example, NU Sental has been developed besides KL
Sentral in 2014. NU Sentral Shopping Centre provide shoppers and travellers with the
convenience of the public transportation systems. It is the first transit mall in the country and
provides the community with improved access to places, jobs and economic opportunities.20

5.2.3 TOD establish the competent town

By the year of 2025, cities around the world are expected to generate 60% of global GDP
compared with 35% in 2011. The world's major cities continue to be the cultural and political
pulse of the environment social and cultural assets as well as attractive intellectuals. In the
year 2014, more than half of the world's population lives in the city and this amount is
expected to increase to 66% by 2050.21

In Malaysia, the Government focus to four main cities which are Kuala Lumpur, Johor
Bahru, Kuching and selected Kota Kinabalu based on potential in size population, GDP
contribution, major infrastructure availability, centralization of institutions of higher learning
and geographical advantages.22

According to Rancangan Malaysia Ke 11 (RMK 11) these cities will be developed and turn
to competent city through several principle and projection in order to increase their economic
density. TOD has been one of the principle in cities development plan for these cities. The
local authorities in the selected city will be implementing TOD as one of the basic
competitiveness master plans of the city. The implementation of TOD will centralize the
geographical aspect, improve transportation mass, increase the market prospect of the city.23

20
Malaysia Resources Corporation Berhad (MCRB), Annual Report 2014; Kuala Lumpur Sentral CBD Pulse of
Nation, (2014) pg 77
21
Rancangan Malaysia Kesebelas (RMK 11), Merekayasa Pertumbuhan Ekonomi Untuk Peningkatan
Kemakmuran, (2015).
22
ibid
23
ibid
12 | P a g e
5.3 Social Impacts

There are also social impacts as a result of the TOD. Previous research conducted had shown
that there are many of the benefits associated with both TODs and more compact
neighbourhoods, and evidence suggests that the residents at the TOD areas drive less than
those living in areas that are less accessible to transit. Transit accessible areas have bigger
population and employment opportunities to compare with the suburbs areas. TOD also have
integrated land uses and allow residents, employees, and visitors to fulfil their daily needs
without driving.24

5.3.1 Enjoyment of Infrastructure by the public

An example can be seen from a research conducted at the area of Mentari Court in Petaling
Jaya, Selangor. From the research, it was found out that most of the respondents at the
Mentari Court area which is considered as TOD area chose public transport for leisure trip
only, and not for the daily working trip. For the daily working trip, most of the respondents
chose to walk. Mentari Court being the study area is walkable to employment area and
centred by a transit stop (e.g. KTM commuter station). From this study, it is also suggested
that all the major development areas should be connected by public transport service and
developed with TOD principles in order to improve the coverage of public transport network
and consequently to increase the number of the passengers using the public transport. 25 With
numbers of establishment of TOD around the major development be it in the cities or suburbs
areas, it will assist the society to commute to the commercial centre and even to the
workplace easier by using the public transport for convenience.

Another study conducted in Petaling Jaya shows that parking can successfully be reduced in
TOD areas. It was found that managing on-street parking wisely is essential to liveable and
vital neighbourhood commercial streets. Good parking management encourages citizens to
use transit and encourages long-stay parkers to park off-street. This will lead to convenient
on-street parking for those who go out for shopping, dining and looking for entertainment

24
Transportation Institute, M. (n.d.). MNTRC Report 12-67 The Impact of Transit-Oriented Development on
Social Capital.
25
Ling, O., Leh, H., Iqhwani, N., Hasri, Z., Nur, S., & Mohamed, A. (2016). Residents’ transportation mode p
references in Transit Oriented Area: A case study of Mentari Court, Petaling Jaya, Malaysia, 1(1), 49–60.
13 | P a g e
such as movies and bowling. Parking can also be avoided from overflowing into adjacent
residential neighbourhoods as a result of good parking management at the TOD areas.26

5.3.2 Minimizing the environment effects

It is also identified that are benefits that will be gained by controlling and reducing parking
spaces within the TOD area for instance the increasing number of pedestrian and cyclist will
enhance economic opportunities for businesses and public are encouraged to rely more on
public transport, walking and cycling which will ease traffic congestion and reduce the
greenhouse gas emissions. This will ensure that our environmental are protected and the
urban heat effect can be reduced.27 The TOD are seen to be the effective tools in minimizing
the environmental effects as Malaysia have set the challenge to achieve the reduction of 45%
in carbon remissions by 2030.

5.3.3 Increased the Social Capital and Relationships

Another impact of TOD can be seen from the social capital perspective. Social capital can be
defined as the networks of relationships among people who both live and work in a particular
society which enabling that society to function effectively. This is because under the TOD’s
development, density plays the vital elements in determining the successful of TOD’s, in
other words the neighbourhood of TODs’ encourages less car usage, more frequent of public
transport usage, increases physical activity and offer a safer living condition. According to
Thomas H. Sander et al (2010), social capital has been found to improve the health and
happiness of citizens, reduce crime, improve governance, and improve economies. 28 TOD
may provide greater opportunities for communities to build long-term networks and thus
increase their social capital and increase their quality of life.

According to Rijal Saffuan (2011), TOD is an alternative method of urban development

centred on transit systems in order to achieve a better quality of life in the city. 29 The growth

26
Ibrahim, Nik Ibtishamiah Mohamed Rehan Karim., Adji, B. M. (2011). Preliminary Study on Parking Control
System for Proposed Transit Oriented Development (TOD) Area: Implementation Potential in Petaling Jaya
City Council (MBPJ), Malaysia. Eastern Asia Society for Transportation Studies Conference 2011, 8.
27
ibid
28
Thomas H. Sander, and Robert D. Putnam, “Still Bowling Alone? The Post-9/11 Split,” Journal of Democracy
21 (2010): 9-16.
29
Jamal, R. S. A. (2015). Transit Oriented Development (TOD) Towards Enhancing Economics of Urban
Centers in Klang Valley, (December), 11.

14 | P a g e
of TOD in urban areas is expected to overcome the problem of dependence on private
vehicles by the people in the cities and urban areas and to be more sustainable in order to
provide a better quality of life for city residents.

As the evolution of TOD did bring positive impacts to the social aspects, it is important for
the authorities be it at the Federal level, state level or even local authority to ensure that this
type of development will be improved from time to time for betterment as the development of
TOD does give impacts to the society especially to those people living in the TOD area where
they trust that there is a greater sense of community and it is a good place to live. The
authorities from time to time could consider to come out with a well-organized plan in
physically segregating the workplace, the residential, commercial and shopping centres
within the same TOD. This segregation is important to optimize the employment location in
the same time a good house to live and raise children for those who have families and also to
enhance the entertainment and lifestyle while still providing good access to transit in this
integrated development. Further, this is also to ensure the sustainability and significant of
TOD to the society.

6. Conclusions
No doubt that TOD is becoming increasingly relevant as our planet urbanises. However, the
establishment of TOD need huge investment from government and in overall, the government
need to have effective and efficient big plan to take risk in order to make sure TOD can really
give huge and positive impact to the country. TOD development requires the land planning
usage to be planned well strategically and geographically to make sure the development
really give impact socially and economically. At the same time, the success of TOD also
depends on other factors such as, our ability to reduce car ownership and car usage, as well as
our willingness to change our mindset about the status of public transport. As for the citizens,
they are essentially concerned that they have a liveable environment, a safe healthy and
comfortable habitat for their children and themselves, a supportive infrastructure for their
businesses and work places a caring administration that is receptive and responsive to their
complaints suggestions and proposals that may arise from time to time and generally a city
that can be proud of.

15 | P a g e
 References

Abdullah, Jamalunlaili, Mohd Hafiy Mazlan, “Characteristics of and Quality of Life in a

Transit Oriented Development (TOD) of Bandar Sri Permaisuri, Kuala Lumpur”, (2016)

Curtis, C., Renne, J. & Bertolini, L. “Public Transport and Sustainable Urbanism: Global
Lessons. In Transit Oriented Development: Making It Happen” (2009), Farnham, Surrey:
Ashgate

Filip NISTOR & Cătălin POPA, “The Role of Transport in Economic Development, Naval
Academy Press, Constanta Romania” (2014)

Ibrahim, Nik Ibtishamiah Mohamed Rehan Karim., Adji, B. M, “Preliminary Study on

Parking Control System for Proposed Transit Oriented Development (TOD) Area:
Implementation Potential in Petaling Jaya City Council (MBPJ), Malaysia” (2011).

Jamal, M.R.S.B.A & ALAM, S. (2011). “Transit Oriented Development (TOD) Towards
Enhancing Economics of Urban Centers in Klang Valley”

Kuala Lumpur Structure Plan 2020

Ling, O., Leh, H., Iqhwani, N., Hasri, Z., Nur, S., & Mohamed, A, “Residents’ transportation
mode p references in Transit Oriented Area: A case study of Mentari Court, Petaling Jaya,
Malaysia” (2016) page 49–60.

Maedeh Hedayatifard, Mojtaba Hosseinian, “Application of the concept Transit-Oriented

development in linear urban spatial structures: (Fereidunkenar as the case study)”, (2012)

Malaysia Resources Corporation Berhad (MCRB), Annual Report 2014; Kuala Lumpur
Sentral CBD Pulse of Nation, (2014) page 16, 77

National Transportation Programme, Annual Report 2017.

Ogra, Aurobindo, Robet Ndebele “The Role of 6Ds: Density, Diversity, Design, Destination,
Distance and Demand Management in Transit Oriented Development (TOD)” (2014)

PEMANDU, “KL Travel Dmend Management” PEMANDU, Kuala Lumpur (2015)

Rajiv Rishyakaran, “Transit-oriented growth fraught with challenges”, Malaysiakini (Kuala

Lumpur, 17 July 2014) <https://www.malaysiakini.com/letters/269037>

Rancangan Malaysia Kesebelas (RMK 11), Merekayasa Pertumbuhan Ekonomi Untuk

Peningkatan Kemakmuran, (2015).

Randall Eberts, “Understanding the Impact of Trasportation on Economic Development”, W.

E. Upjohn Institute, (2000).

Suruhanjaya Pengangkutan Awam Darat (SPAD), Greater Kuala Lumpur/Klang Valley Land
Public Transport Master Plan, (2011) page 13, 16
16 | P a g e
Tan Kim Foo, Cheng Seow Voon, “Impact of the News of Economic Transformation
Programme on Various Sectors in Malaysia Stock Market”.

Thomas H. Sander, and Robert D. Putnam, “Still Bowling Alone? The Post-9/11 Split,”
Journal of Democracy 21 (2010): page 9-16.

Transit-Oriented Development (TOD) Making Place in Malaysian Cities.

Transportation Institute, M. (n.d.). MNTRC Report 12-67 “The Impact of Transit-Oriented

Development on Social Capital”.

17 | P a g e