Existing literature, both in high income and low to middleincome countries, emphasizes the need for planning TODs at the metropolitan/city level, network/corridor level, local/ neighborhood/station area level, and finally the station/site level (Salat and Ollivier 2017; WB/WRI TOD Corridor Module 2015; Ministry of Urban Development, India 2016; Center for Transit Oriented Development 2010). Some progressive cities in World Bank client countries such as Delhi, Hubli-Dharwad in India, Capetown and Johannesburg in South Africa are adopting this multi-level TOD planning approach for their development master plans and mass transit system plans. However, the majority of cities in World Bank client countries have taken an inconsistent approach in aligning transit, land use, infrastructure, and economic planning at macro and micro scales. From an implementation perspective, station area level planning is the most important because most projects are formulated at this scale and could be aligned with transit investments. Often planning at the city and corridor scales are synchronous with each other, while TOD real estate development projects face the issue of addressing the time lag between transit station construction and real estate project viability. In Bogota, for