The MTR's development was driven by the need to finance the system, fostering a unique approach that links dense urban development with mass transit. In turn other private and public development also understood the importance of the mass transit and the need to link to the station as a commerce generator. This resulted in high-density ridership concentrated around stations, with the flexibility to add new entrances as needed. Which was true for both new town development, as well as dense urban areas where new mass transit system found an easy sell.

The sketch below shows a common Hong Kong station diagram.

The adaptation & construction of long passages to the stations, both by the MTR or by interested commercial developers to allow ToD linkages provides a very strong mutually beneficial model that ultimately suits Hong Kong well. As illustrated below.

Whilst the lower centre connection may be easily enabled by the deletion of the retail units there, the upper middle one makes the new connection challenging. This will not only require the deletion of the retail units there, but at that point there is no connection to the unpaid link, plus the ticket gates, so some sizable station replanning needs to be made to enable such changes.

The Hong Kong vertical ToD model is explained in the sketch below.  In conjunction with other modal system, the new town development planned by the government creates a very strong eco system for urban living and linkages to the surrounding. Where residents are able to traverse the city with the mass transit and the city has a relatively low vehicular ownership.

Description for ToD diagram above.

1. High Density, high rise provides a very good business case for MTR station business case, ridership.

2. Large number of residential tower blocks are placed on the podium top. Allowing for a structural tansfer solution that is suitable for stations below. Podium also allow residents to have their own street, uncluttered by vehicles, housing club houses, schools, etc.

3. Podium houses the various commercial and other amenities required by the residents above. Similarly, a dedicated station will also bring people from the hinterland to shop in these destinations.

4. Station are design to be contiguous with the development, requiring very little walking time for the passengers

5. Tower structures, services can also be integrated with the stations, or through the station. Enabling a new legal, building framework, that allows shared systems across typologies, etc.

6. Long underground passages connect surrounding buildings and increases catchment areas.

7. A Public Transport Interchange (PTI) brings passengers from the hinterland to the MTR.

8. Footbridges above ground seamless connects buildings and podium, complimenting the urban and transport connectivity.

9. Disposition of the mass transit system could be underground, at grade or elevated. These are best designed at the planning stages of the new town design.