Across the world, Transit Oriented Development (TOD) offers a strategy to integrate land use and transport systems by clustering urban developments around public transport nodes in functionally dense and diverse, pedestrian-and cycling-friendly areas. Even though the basic philosophy of TOD seems to be the same in all contexts, its specific applications greatly differ in form, function and impacts, calling for context-based TOD typologies that can help map these local specificities and better focus policy interventions. In recent years, TOD has also been widely advocated and applied in China; however, so far no study has systematically developed a TOD typology in a Chinese context. This paper fills this gap for the case of the Beijing metropolitan area. The approach is based on the node-place model, introduced by Bertolini (1996, 1999) to chart 'Transit' and 'Development' components, expanding it with a third, 'Oriented', dimension to quantify the degree of orientation of transit and development components towards each other. The paper reviewed the main TOD indicators in the international literature, selected those appropriate for the Beijing context, and classified the metro station areas into TOD types through a cluster analysis. The six identified types of metro station areas in Beijing demonstrate how the context-specific typology can support local urban and transport planners, designers and policymakers when considering future interventions.

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Theoretically, transit-oriented development (TOD) can enhance accessibility by providing a relatively high level of transport connections and high-density, mixed-use, cycling-and pedestrian-friendly land use around transit stations. Empirically, there is a noted positive relationship between the transport component of TOD and accessibility, but the evidence is more mixed with respect to components other than transport (e.g., high urban density and diversity, or proximity of land uses to the transport node). In order to examine how the specific components of TOD are related to accessibility and the relative importance of each component to enhance accessibility, the paper develops a methodology to explore the relationship between each TOD component and accessibility, and applies it to Beijing, China. First, the paper assesses the accessibility of metro station areas in Beijing. Second, it studies how TOD components are related to accessibility at the one-hour travel time catchment level. The results highlight that, in the Beijing context, both a station area's location relative to the city center and the land use pattern (e.g., a relatively lower average residential density; a relatively higher average all-job density; a relatively lower average job density in the sector of retail, accommodation, and catering; a relatively higher average job density in the sector of education, health, and culture; and a relatively lower average degree of functional mixes) around all the stations within the targeted station's one-hour travel catchment are relatively more important to enhance the area's accessibility than improving the area's transit performance. This outcome provides insights for developing areaspecific and targeted strategies to enhance the accessibility of a given metro station area in Beijing.

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