Transit Oriented Development

(TOD)
The future of Delhi as a sustainable city

A Presentation by
Ashok Bhattacharjee
Director(UTTIPEC)/DDA
New Delhi, India

ICLEI ECO MOBILITY CONGRESS,22-24 0ct,Changwon,Korea

 CONTENTS :-
1. Context- Sustainable Urban Development and Mobility
2. Traditional Approach- Master Plan of Delhi(MPD)- ‘62, ‘82
3. Resultant Impact – on People and Environment
4. Policy Shift- MPD-2021 and NUTP-06
5. Challenge Ahead
- Barriers- Institutional, Decision making, Difference of priorities
- Overcoming of Barriers
6. Tasks initiated
- Creation of an Unified Body- UTTIPEC
- Policies, Projects and Guidelines
- Adoption of TOD as future development policy Approach
- Key Guiding Principles
- Design Principles
 CONTEXT :-

Sustainable Urban Development and Mobility -a major concern all

over the world in view of high energy consumption and resultant
environmental degradation and decay of quality urban life.

Development of the cities with low density and wide roads only
reflected the aspiration of motor owners to a segregated lifestyle
around the cars and highways.

Cities becoming a jungle of concrete giving way space for

movement of personal motorized vehicle and the parking space
requirements.

 India and some other Asian cities remained totally ignorant about
this trend of development and continued to extend the low density
sprawl development based on American concept incorporated in the
1st Delhi Master Plan prepared by the Ford Foundation team in 60’s.
 CONTEXT :-

 This Encouraged the private motor vehicular growth in the city as

people became motor vehicle (mobikes & cars) dependent due to
increased travel distance.

 More Investment on Road Development infrastructure than

Public Transport.

 This resulted more Pollution, Fatal Accidents, Per Capita

Expenditure On Transport, Energy Consumption And Low Quality
Of Life and also unsafe public areas for women.
TRADITIONAL APPROACH :-
Master Plan of Delhi- 1962

 The first step towards

modern planning in India,
aimed at integrated
development of Delhi.

 Formulated for perspective

period 1962-81, promulgated on
1st September, 1962.

Proposed land for urbanization :

450 sq km

Projected population : 5.3 million

Achieved population : 6.2 million

TRADITIONAL APPROACH :-
Master Plan of Delhi- 2001

 Very few modifications to

cater increased population
& changing requirements of
the city for period 1981-2001.

Proposed land for urbanization:

240 sq km

Projected population : 12.8 million

Achieved population : 13.78 million

RESULTANT IMPACT:-

Traffic Congestion
 RESULTANT IMPACT:-

Polluted River/Drains
 RESULTANT IMPACT:-

Increase level of Air

& Noise Pollution
 RESULTANT IMPACT:-

Solid Waste
 DELHI AT A GLANCE :HARD FACTS-
More than
23 Million
29 Million
Population
Trips
by 2021
projected
by 2021 About 50%
Trips by
Public
1483 Transport &
Sq.Km of 40% by Pvt.
Mode & 10%
Area
by NMT in
2007

21% of the 7516

Developed Accidents in
2009 (25%
Area under
are Fatal
Roads Accidents)

6.3 Million At Present

Registered 11.2 Km of Av.
Vehicles till Trips Length
2009 (6 Million per Day
Cars & 2Wh) Master Plan of Delhi- 2021
 MAJOR POLICY SHIFT :- MPD-2021

 Public transport system with modal integration to achieve a

Modal Shift of 70:30: By 2011 and 80:20 by 2021.

 Non motorized Transport i.e. cycle, cycle rickshaw and

pedestrians.

 Synergy between Landuse and Transportation for achieving the

desired goal of a sustainable development of the city in future.

 Development/redevelopment with mixed and high density

development along the influence zone of MRTS corridors of the city.

National Urban Transport Policy(NUTP)-2006 also outlined

policies in favour of Public Transport, Pedestrians and cycles as
most important components for Mobility of the people.
 CHALLENGE AHEAD:-

Multi Modal integration of Metro, Rails, Buses, Feeder modes/ Para

Transit systems based on Planning, Coordination, Operation &
Management guidelines.

 Provisions of facilities for NMV/Pedestrian through out the city to

make it Pedestrian Friendly City.

 A Comprehensive Parking Policy based on long term vision for Public

Transport Oriented City.

 Integration of Transport & Land Use Integration for People Centric –

Environment Friendly City Development.

 To prepare Guidelines, Policies & Projects for all the above related
aspects.
 CHALLENGE AHEAD:-

BARRIERS- Institutional, Decision Making, Difference of Priorities.

MultipleLand/RoadOwningAgenciesDDA, MCD, NDMC, L&DO,Rlys,PWD

Absence of proper Guidelines- Planning/Design, Implementation, safety.

Different implementation priorities of projects for various agencies.

No Guiding Principles/Vision for the city as a whole.

Non adherence to basic norms/standards and policy guidelines for

different aspects.

 Absence of an unified body for achieving the modal integration already

outlined in the policy documents of the Central Government i.e. NUTP and
MPD-2021.
Absence of Political will and administrative initiatives
 CHALLENGE AHEAD:-

OVERCOMING OF BARRIERS
Decision to create an unified body for coordination/monitoring of
planning, Engineering Enforcement aspects of all Traffic and
Transport infrastructure related projects, policies and guidelines for
the city.

Decision to empower the body to approve all projects/policies and

guidelines based on best practices in the world and adopt for
implementation after due deliberations and feedback from public.

Decision to function under a Governing Body represented by all

heads of the departments/agencies and organizations and chaired by
the top most administrator i.e. Hon’ble Lt. Governor of Delhi.
 TASK INITIATED:-

CREATION OF UNIFIED BODY- UTTIPEC

Creation of Unified Traffic & Transportation Infrastructure(Planning-

Engineering) Centre –UTTIPEC in Delhi Development Authority in
2009 to work as an unified body represented by all road / land owning
and Transport agencies i.e. DDA, MCD, PWD, DMRC, Railways, NDMC,
Transport Deptt., Traffic Police and other agencies involved with the
provision of Traffic &Transportation infrastructure for the city.

This Centre has the power of giving approval to any transportation

related infrastructure planning/designing projects. The Centre is
coordinating and monitoring for the integration of all projects before
giving any approval.
 TASK INITIATED:-

TASK INITIATED BY UTTIPEC

 Coordination and approval of 34 new BRT (360KM) Corridor and
integration with the existing and proposed MRTS Network (173 km) for
achieving Multi-Modal Transport Network for Delhi.

Preparation of Pedestrian/ Street Design Guidelines and various

checklists for assisting the agencies for framing of proposals /projects.

Two major city level policies (i.e. Transit Oriented Development (TOD)
and Eco-Mobility Corridors) have been taken up based on the principle
of City level policies based on the above guiding principles would be
evolved through planning and design process of various projects and
developing guidelines.
 TASK INITIATED:-
Multi-Modal Transport System-Delhi
Existing Metro- Delhi Existing & Proposed BRT- Delhi

173 Km of Metro 14.5 Km of

Network till 2011. Existing BRT
Corridor.
Carries 18 Lakhs
commuters every day. 39 Km of BRT
 Network by 2011.
Traverses 69,000 Km
across NCR making Total 360 Km of
2,400 trips daily. BRT Network
Proposed .
 TASK INITIATED:-
Multi-Modal Transport System-Delhi

DELHI METRO:-

Phase I- 65 Km Length

Phase II- 124.5 Km

Length

Phase III (Proposed)-

100 km Length (Aprox.)

Bus Rapid Transit System:-

Phase I- 14.5 Km Length

Phase II, III & IV

(Proposed) - 360 Km
Length.
MULTI MODAL TRANSPORT NETWORK PLAN - DELHI
 TASK INITIATED:-
Policies, Projects and Guidelines :-
Pedestrian/Street Design Guidelines/Checklist

The UTTIPEC propagates

that Streets are valuable
public spaces as well as
movement corridors.

Design of Streets is a
function of the Street
Hierarchy and Adjacent
Landuses.

A set of 10 non-negotiable
Street Design Components
as well as additional
guidelines for world class
streets have been outlined
in this document.
 TASK INITIATED:-
Policies, Projects and Guidelines :-
MRTS Connectivity Checklist
Interconnected Street
Network

Street Design

Signalized Crossings

Modal Interchange
Location & Parking
Location and
Quality of Facilities
OUTSIDE station
premises

Way finding/
Information Map

Building Entry
Locations

Public Transport
(Primary, Secondary
 TASK INITIATED:-
Policies, Projects and Guidelines :-
Foot Over Bridge guidelines/Checklist

Need
Criteria

Location
Criteria

Perceived
ease of
accessibility
 TASK INITIATED:-
Policies, Projects and Guidelines :-
Foot Over Bridge guidelines/Checklist
Engineering
Feasibility

Usability

Quality &
Type of
Construction
 TASK INITIATED:-
Policies, Projects and Guidelines :-
TOD – AS AN APPROACH:

The Primary Goals of TOD are to:

 Reduce private vehicle dependency and induce public transport use
– through design, policy & enforcement measures.
 Provide PT access to the maximum number of people through
densification and enhanced connectivity.

(TOD) is generally characterized by:

 Compact, mixed use development near new or existing public
transportation infrastructure that provides housing, employment,
entertainment and civic functions within walking distance of transit.
Pedestrian-oriented design features to encourage residents and
workers to drive their cars less and ride public transit more.
 A significant source of non-farebox revenue for the participating
transport agency.
 TASK INITIATED:-
Policies, Projects and Guidelines :-
Key Guiding Principles:-

 Equity (Equitable distribution of resources) - by strengthening

Public Transit and NMT/Pedestrian facilities, creation of more
public places/spaces, Accessibility to jobs, education and health.

 Ecology (Ecological balance/Environmental sustainability) -

Reduced air pollution, congestion and reduced need of paved
areas i.e. roads, parking increasing ground water infiltration.

 Energy Conservation – reduced fuel consumption and

decentralized energy production and distribution.

 Economy – Economic development and efficiency: opportunity

and affordability, lower infrastructure cost etc.
 TASK INITIATED:-
Policies, Projects and Guidelines :-
Key Design Principles of TOD:

Pedestrian & Cycle/ Cycle-Rickshaw Friendly Environment

Engineering, Urban Design and Architectural Norms to be conducive
(UTTIPEC Street Design Guidelines and Checklist are to be followed as
benchmark)

Efficient Public & Para-transport System supporting MRTS:

Provision, deployment, funding mechanisms for all modes of para-
transport and DTC.
Monitoring of Demand vs. Supply
Prioritization of Para-Transport modes in the traffic management and
roadway design.
Multi-modal integration such that fast and convenient interchanges
between modes are made available
Supply of a variety of mode choices for last-mile connectivity at various
prices and comfort levels.
 TASK INITIATED:-
Policies, Projects and Guidelines :-
Key Design Principles of TOD
Multimodal Interchange and Street Connectivity

Fast and Convenient Interchange between modes (distances between

modal changes to be as per UTTIPEC multimodal integration and
connectivity checklist)

Signalization of junctions and exit points on road to allow safe

crossings at-grade (unless Station opens on a ≥ 90 M highway where FOBs
are allowed)

Direct and shortest route/ access to station - mandating cut-throughs

for pedestrians and NMT though blocks above 250m in length; i.e.
making smaller block sizes

Prioritized and closest convenient access to pedestrians, non-

motorized modes and para-transport modes to Station.
 TASK INITIATED:-
Policies, Projects and Guidelines :-
Key Design Principles of TOD
Mixed Land use and Appropriate Use Intensities
Mixed convenient / community shopping uses with residential uses - to
reduce dependency on private vehicle and shift all short trips from private
vehicle to walking, cycle-rickshaw or public transport.

Encourage transit supportive uses near stations, which are high

pedestrian generators that directly promote greater transit ridership and
opportunities for multi-purpose trips.

Discourage non-transit supportive uses that generate little or no

transit ridership. they may consume large amounts of land and low density
development, or create unfriendly pedstrian environment

Promote High Density Mixed-Use Mixed Income Development –

related to local contextual demands and density concentration and transition;
the highest densities are ideally located closest to the station to optimize
transit rider convenience.
 TASK INITIATED:-
Policies, Projects and Guidelines :-
Key Design Principles of TOD
Placemaking – Create a safe, vibrant, comfortable urban “place”, not just a project
through:
Mixed Land use to promote round-the-clock activity
Creation of climate-sensitive streets and public spaces
Built-to-edge buildings and non-opaque fences – to ensure ‘eyes-on-the-
street.
Building edge conditions to ensure shading of public realm
Cluster buildings to offer a one-stop opportunity to conveniently access a
variety of destinations on foot.
 TASK INITIATED:-
Policies, Projects and Guidelines :-
Key Design Principles of TOD:

Well Managed Parking – Discourage use of car as a feeder or a general

mode of transport, provide parking only for servicing rather than for
access, provide fire access; abolish free or subsidized parking.

 Discourage private car as feeder, park-n-ride only at terminal stations.

 No ‘free’ or subsidized parking to be provided in public spaces, “true”

parking cost to be defined by Market forces.

 Parking caps to be enforced in MRTS influence zones based on PTAL.

 Park-and-walk facilities to be employed in busy markets and

residential/ mixed use areas.

 Strict enforcement of parking to be facilitated through design.

 TASK INITIATED:-
Policies, Projects and Guidelines :-
TOD Project in INFILL SITE- Karkardooma Metro Station
30 Ha of vacant Residential
Land. B M

To Dilshad
Garden
Major Metro Interchange
Node (Two Metro stations).
20 MIN
Proposed mix use high
density, high FAR
development. R
M
M B M
 Pedestrian NMT friendly B
To VaishaliM
development. M

 High civic and commercial M

use for work –residence
relationship. M

 More than 50% of Dwelling

Units are for EWS, Low Income M
M
Group . Priority for small M
dwelling sizes for small family,
M
bachelors etc. B
M
 All other TOD related
connectivity & Placemaking
M
components adopted in the M
Design of this TOD project.
 TASK INITIATED:-
Policies, Projects and Guidelines :-
TOD Project in INFILL SITE- Karkardooma Metro Station

KARKARDOOMA

ANAND VIHAR

PREET VIHAR

NIRMAN
NAGAR

LAXMI NAGAR

NMV (1500 M)

PEDESTRIAN(500 M)
 TASK INITIATED:-
Policies, Projects and Guidelines :-
TOD Project in REDEVELOPMENT AREA- Kidwai Nagar
Low Density Government Housing
Area requires:

Redensification/Redevelopment-
The existing Govt. housing TOD Site for Redevelopment
redevelopment to accommodate
more population and civic &
commercial uses to enhance work- Sport
residence relationship. Complex

Connectivity- Pedestrian, cycles

and cycle rickshaw accessibility
from surroundings redeveloped
areas to the Metro Stations. Metro Station

Place making- Revitalising/ Hospital

Rejuvenating the area to make safe, Hospital
active streets with public spaces
and activities all around to
enhance the quality of life.

PEDESTRIAN(500 M)
 TASK INITIATED:-
Policies, Projects and Guidelines :-
TOD Project in GREENFIELD SITE- Along Urban Extension Roads
Proposed Urban Express Ways of 100m &
80m ROW roads to be converted to a multi
modal corridor with metro and BRT for
providing public transport connectivity
from the beginning to the proposed urban
extension debvelopment of accomodating NH-10
3-4 million people in the 10-20 years.

 High Density mix use, high FAR within

the influence zone to create a TOD zone
with the work – residence relationship NH-8
along with all other aspects related with
pedestrian, NMT, friendly development
with connectivity to metro/ BRT stations.

 This project will redefine the future

planning of the city to transform from the
present sprawl low density car dependent
city to more sustainable, safe &
environment friendly development based
on the 4 key guiding principle.
500M Influence Zone along Urban
Extension Road (UER)
 TASK INITIATED:-
Policies, Projects and Guidelines :-

A UTTIPEC PROPOSAL
ITO : URBAN RENEWAL
© UTTIPEC, Delhi Development Authority, New Delhi
January 2010
Opportunities: Enhance the transit potential of the ITO district ITO : URBAN RENEWAL
R Tilak Bridge
Station b
b Constraint:
b • ITO is always
clogged in one-lane
b b
direction – during
Pragati
M
Maidan Metro
b
peak hours.
Station

Opportunity:
• ITO complex is a
major public
transport
interchange
• Location of 2 metro
stations, 1 ring
railway station &
M
Indraprasta
Underused – Pragati Maidan Metro Station Clogged Streets: Peak Hours the BRT Corridor,
Station makes most of the
area fall under the
500mts MRTS
corridor “influence
zone”.

Interchange
37
Challenge: ITO Complex: Inaccessible from Metro Stations! ITO : URBAN RENEWAL

Indraprastha Metro Station Pragati Maidan Metro Station:

~850 M = Unwalkable distance from Main ITO Railway line a barrier to Connectivity

A B

A B

Lack of Connectivity
 TASK INITIATED:- ITO : URBAN RENEWAL
Policies, Projects and Guidelines :-
Opportunity:
Policies, Projects and Guidelines :- • ITO complex is a
- Redevelopment b of existing b major public
underdeveloped,
b
b
transport
b interchange
enchroached/unauthorized Govt. • Public transit hubs
land- ITOR complex b b b that enables users
to change various
modes and
direction at ITO
• Location of 2 metro
b
stations, 1 ring
M railway station &
b
the BRT Corridor,
b makes most of the
area falls under the
500mts MRTS
M
corridor “influence
B zone”.

ITO Opportunity: Multi-Modal Gateway to New Delhi & CP - from East Delhi
 TASK INITIATED:- ITO : URBAN RENEWAL
Policies, Projects and Guidelines :-
To ensure 24x7 safety:
b. Create “eyes on the street” – by
removing setbacks and
boundary walls and building to
the edge of the street ROW. This
would allow people from inside to
look out on to the pavement, thus
discouraging misbehaviour, shady
corners, peeing, etc.)
c. Require commercial facades to
have minimum 30%
transparency.
d. Provide adequate Street Lighting
for pedestrians and bicycles.
e. Create commercial/ hawking
Eyes on the street zones at regular intervals (10
minute walk from every home in
the city) to encourage walkability,
increase street activity and
Eyes on the Street provide safety. (e.g. Mumbai,
 TASK INITIATED:- ITO : URBAN RENEWAL
Policies, Projects and Guidelines :-
A

To ensure preferable
public transport use:
A. To Retrofit Streets for
equal or higher Car-dominated street, uncomfortable for Street with equal priority & comfort for all users.
priority for Public pedestrians.

Transit and B
Pedestrians.

B. Provide transit-
oriented mixed land
use patterns and
redensify city within Segregated Uses, Random density Mixed Uses, Transit-Density Pyramid
10 minutes walk of
MRTS stops. C

C. Provide dedicated
lanes for BRT, HOVs 4
(high occupancy
vehicles) and carpool
during peak hours.

Transit Oriented Development

 TASK INITIATED:- ITO : URBAN RENEWAL
Policies, Projects and Guidelines :-
Connectivity as a Catalyst:
Redevelopment & Redensification along 500 M of MRTS Corridors
Context

Supreme
Court

Metro Station

I.P Metro Station

Metro
Station

Metro
Station

IP Power
Station

IT
Vikas O Delhi
Mina Police HQ
r

River
Yamuna SPA
 TASK INITIATED:- ITO : URBAN RENEWAL
Policies, Projects and Guidelines :-

Potential Redevelopment Areas

 TASK INITIATED:- ITO : URBAN RENEWAL
Policies, Projects and Guidelines :-

Slum Rehabilitation and Phased Redevelopment

 TASK INITIATED:- ITO : URBAN RENEWAL
Policies, Projects and Guidelines :-
New Affordable Housing – Integrated with Bus Depot or other uses

FAR + density bonuses should be given to Railways, DMRC and DTC – as per MPD
Redevelopment Regulations – but only in lieu of provision of land for street
connectivity and construction of civic amenities.
 TASK INITIATED:- ITO : URBAN RENEWAL
Policies, Projects and Guidelines :-

Complete Strip TOD Development

 ITO : URBAN RENEWAL

3
2

Various “People Places”. . .

 TASK INITIATED:- ITO : URBAN RENEWAL
Policies, Projects and Guidelines :-

BEFORE

Current Road along Nallah… leading towards A-W point

 TASK INITIATED:- ITO : URBAN RENEWAL
Policies, Projects and Guidelines :-

AFTER

Proposed Road with bridge over Nallah… leading to Pragati Maidan Metro Station
 TASK INITIATED:- ITO : URBAN RENEWAL
Policies, Projects and Guidelines :-

BEFORE
 TASK INITIATED:- ITO : URBAN RENEWAL
Policies, Projects and Guidelines :-

AFTER
 TASK INITIATED:- ITO : URBAN RENEWAL
Policies, Projects and Guidelines :-

BEFORE
 TASK INITIATED:- ITO : URBAN RENEWAL
Policies, Projects and Guidelines :-

AFTER
 TASK INITIATED:- ITO : URBAN RENEWAL
Policies, Projects and Guidelines :-

In front of ITO Building… BEFORE

 TASK INITIATED:- ITO : URBAN RENEWAL
Policies, Projects and Guidelines :-

In front of ITO Building… AFTER

 TASK INITIATED:- ITO : URBAN RENEWAL
Policies, Projects and Guidelines :-

In front of Police Headquarters… BEFORE

 TASK INITIATED:- ITO : URBAN RENEWAL
Policies, Projects and Guidelines :-

In front of Police Headquarters… AFTER

 THE BARAPULLAH AREA

NIZAMUDDIN STATION

ISBT SARAI
KALE KHAN

JANGPURA METRO STN

RING RAILWAY

BRT CORRIDOR ELEVATED ROAD OVER

AT JANGPURA STATION THE METRO, BRT , ELEVATED BARAPULLAH
ECO-MOBILITY CORRIDOR
BARPULLAH ROAD CROSS EACH OTHER - GRADE
 TASK INITIATED:-
Policies, Projects and Guidelines :-

ECO-MOBILITY CORRIDOR
 KHAN MKT.
METRO STATION
5 MINS.
TUGLAK RD. 10MINS.
METRO STATION

5 MINS.
10MINS.
J.N. STADIUM
METRO STATION

5 MINS.
LODHI ROAD
5 MINS. 10MINS.
METRO STATION
10MINS.
5 MINS.
10MINS.
JANGPURA
METRO STATION

INA, DELHIO 5 MINS.

HAAT METRO 10MINS.
STATION

5 MINS. LAJPAT NGR.

AIIMS METRO 5 MINS. 10MINS. METRO STATION
STATION 10MINS.
 TASK INITIATED:-
Policies, Projects and Guidelines :-
INTER-COLONY CONNECTION FROM JANGPURA TO NIZAMUDDIN
WITH HELP OF NEW NMT CORRIDOR
NIZAMUDDIN
STATION
1.5 KMS

2 .0 KMS
ISBT SARAI
KALE KHAN

JANGPURA
METRO STATION

BRT CORRIDOR

ECO-MOBILITY CORRIDOR
 THE EXISTING OPEN DRAIN NEAR NIZAMUDDIN CAN EASILY
ACCOMMODATE THE NEW N.M.T. CORRIDOR

ECO-MOBILITY CORRIDOR
 THE EXISTING OPEN DRAIN NEAR SHEIKH SARAI CAN EASILY
ACCOMMODATE THE NEW N.M.T. CORRIDOR

ECO-MOBILITY CORRIDOR
 TASK INITIATED:- 1. Bike-and-Ride
Policies, Projects and Guidelines :- Facilities:
Users can
bicycle to a
secured parking-
lot, leave their
bike, and
continue on a
carpool, Metro
or bus to their
destination.

2. Supporting
Facilities :
Bike-stations
with secure
bicycle racks,
showers, and
equipment
ECO-MOBILITY CORRIDOR lockers facilities
Conclusion
 It is really a big challenge for the Planners,
Administrators, Engineers and all other co
professionals to carry forward the initiatives
collectively for a sustainable, environment- friendly
and people centric future development of the city to
attain a quality and sustainable urban life and mobility
for all.

 It is also important to participate ,interact and share

knowledge and experience with all cities around the
world pursuing the Eco- mobility and sustainability
goals to achieve an eco-friendly city environment
around the world

 Thanks