DISSERTATION

ROLE OF TRANSIT ORIENTED DEVELOPMENT

IN URBANISM

Submitted by:
Shubham Tiwari
1432781128
B.Arch., IVth year,
Sec C

Guided By:
Ar. Shilpa Jain

IN PARTIAL FULFILLMENT FOR THE AWARD OF THE DEGREE

OF
BACHELOR OF ARCHITECTURE IN ARCHITECTURE

SUNDER DEEP COLLEGE OF ARCHITECTURE

(GHAZIABAD)

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 SUNDERDEEP COLLEGE OF ARCHITECTURE
GHAZIABAD

CERTIFICATE

This is to certify that the Dissertation titled “ROLE OF TRANSIT ORIENTED

DEVELOPMENTIN URBANISM” submitted by “SHUBHAM TIWARI” as a part of 5 years
Undergraduate Program in Architecture at SUNDERDEEP COLLEGE OF ARCHITECTURE is a
record of bona fide work carried out by her under our guidance.

The content included in the Thesis has not been submitted to any other
University or institution for accord of any other degree or diploma.

Ar. Shilpa Jain Dr. Anju Saxena

(Dissertation Guide) (Executive Director)

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 SUNDERDEEP COLLEGE OF ARCHITECTURE
GHAZIABAD

DECLARATION

I Shubham Tiwari here by declares that the dissertation entitled “ROLE OF TRANSIT
ORIENTED DEVELOPMENTIN URBANISM” submitted in the partial fulfilment of
the requirements for the award of the degree of B.Arch. is my original research work and
that the information taken from secondary sources is given due citations and
references.

Shubham Tiwari
Roll no. - 1432781128
8th Semester
B.Arch.

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 ABSTRACT
Urban planning involves process of making and implementing decisions about land use and related
social, economic, and environmental policies. Because of the comprehensive nature of their
responsibility, planners and decision makers tend to have a specific trend to actualize the
development process.

Metropolitan areas' physical health, quality of life and environment depend to a large extent on the
performance of its transportation system. Not only does the transportation system provide
opportunities for the mobility of people and goods, but over the long term it influences patterns of
growth and the level of activities through the accessibility it provides to land. This approach makes
the ideal transportation system is a significant tool to implement Smart Growth. In recent years,
changes to the urban transportation systems have been treated by many officials as means of meeting
an assortment of communities' objectives. Within this context, it is realized that it is needed to study
how to employ the concept of Transit Oriented Development (TOD) as a new innovative trend to
guide urban development patterns and to build highly liveable environment.

Transit Oriented Development (TOD) is an admitted tool to implement Smart Growth and Sustainable
Development. It refers to a form of urban design that achieves pedestrian-friendly, mixed-use, mixed-
income, high-density and location efficient communities cantered on public transport nodes. Hence,
TOD has become a popular planning response to the impacts of metropolitan growth. Some planners
believe that TOD will induce more pedestrian and transit trips and will reduce the average length and
frequency of household auto-travel. This effect is assumed to result from improved accessibility to
employment and non-work venues located in compact, mixed-use centres. Planning professionals also
suggest that if multiple centres are linked by high quality transit, such as light or heavy rail, access is
enabled to the broad range of activities.).

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 ACKNOWLEDGEMENT

I take this opportunity to acknowledge all those who have helped me in getting this study to a
successful present status.

I would like to express my thanks, appreciation and gratitude to my guide, Ar. Shilpa Jain and
Ar.Umesh Govil for their concern, guidance and advice, as well as giving me the support to work on
such a new and significant approach.

All my batch mates for extending help and support, SDCA and all the other authorities which helped
me in this study.

I dedicate this work to my parents, friends, faculty etc. Once again, I take this opportunity to thank all those
who have directly or indirectly helped me and sincere apologies if I have forgotten to mention any one in
particular.

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 LIST OF FIGURES

Figure 1: Conceptual sketch of TOD implementation.......................................................................................

11
Figure 2: showing Commuting in raipur ...........................................................................................................
15
Figure 3: NH – 6 Connecting Mumbai via Nagpur, Durg, Bhilai and Raipur...................................................
18
Figure 4: NH – 200 Connecting Raipur and Bilaspur .......................................................................................
18
Figure 5: NH – 43 Connecting Raipur and Visakhapatnam Naya Raipur Development Plan -2031................ 19
Figure 6: Layer wise distribution of villages Naya Raipur................................................................................
22 Figure 7: Zoning and BRTS
Route.................................................................................................................... 23
Figure 8: Land Use Zoning Plan for Naya Raipur.............................................................................................
24
Figure 9: Prosposed BRTS transit hub at Naya Raipur .....................................................................................
25
Figure 10: Proposed BRTS transit hub at Naya Raipur.....................................................................................
26
Figure 11: Road Sections showing BRT Corridors ...........................................................................................
30
Figure 12: showing BRT Corridors ...................................................................................................................
31
Figure 13: Road cross section of Proposed Roads with 100m ROW ................................................................
31
Figure 14: showing the segregation of the pathways ........................................................................................
31
Figure 15: Proposed 100m Row with BRT .......................................................................................................
32
Figure 16: Proposed 100m Row without BRT ..................................................................................................
33
Figure 17: showing pedestrian friendly environment created using TOD ........................................................
35
Figure 18: Pedestrian and NMT Friendly Environment ....................................................................................
36
Figure 19: TOD Influence Zone 7 .....................................................................................................................
39
Figure 20: Multimodal Integration in TOD.......................................................................................................
43
Figure 21: Showing parking tuned into mess at sector 18, Noida .....................................................................
46
Figure 22: TOD vs TAD....................................................................................................................................
47
Figure 23: Houses torn apart using sledgehammer in kathputli colony ............................................................
48 Figure 24: Mixing land uses can occur horizontally across a site, or vertically within a
building.................... 49 Figure 25: Medium to high density residential developments are transit-supportive
and can come in a variety of
forms ............................................................................................................................................................. 50
Figure 26: Medium to high density residential developments are transit-supportive and can come in a variety
of forms .............................................................................................................................................................
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51
Figure 27: Density around Transit Stations should be increased with the highest density near the station. .... 51
Figure 28: Density should transit from high to lower density, ensuring compatibility with adjacent
 Table of Contents

ABSTRACT ....................................................................................................................................................... 4
ACKNOWLEDGEMENT ................................................................................................................................ 5
LIST OF FIGURES........................................................................................................................................... 6
CHAPTER 1: Introduction ............................................................................................................................ 11
1.1 What is Transit Oriented Development ...................................................................................................
11
1.2 Transit Oriented Development in Indian Context ...................................................................................
12
1.3 Transit Oriented Development Definition:..............................................................................................
12
1.4. Terminologies.........................................................................................................................................
13
1.4.1 Mass rapid transit .............................................................................................................................
13
1.4.2 Heavy rail transit ..............................................................................................................................
13
1.4.3 Light Rail Transit .............................................................................................................................
13
1.4.4 Metro ................................................................................................................................................
13
1.4.5 Commuter rail systems .....................................................................................................................
14
1.4.6 Bus Rapid Transit .............................................................................................................................
14
1.4.7 Bus lane (or priority bus lane) ..........................................................................................................
14
1.4.8 Busway .............................................................................................................................................
14 CHAPTER 2: Case Study of proposal of TOD at Naya
Raipur.................................................................. 15 2.1
Introduction ............................................................................................................................................. 15
2.2 Need for Naya
Raipur.............................................................................................................................. 16
2.3 Vision behind the
design ......................................................................................................................... 16
2.4
Transportation.......................................................................................................................................... 16
2.4.1 Existing road and transport
infrastructure ........................................................................................ 16
2.4.2 Proposed Transport
infrastructure .................................................................................................... 20
7
2.5 Naya Raipur Planning
Area..................................................................................................................... 21
2.5.1 Physiography of the NRDA
 2.10.2 TOD as a Real Estate Development and Financing Tool ...............................................................
33
2.10.3 Physical Interventions ....................................................................................................................
33
Chapter 3 : TOD elements and design features ............................................................................................ 34
3.1 Major Elements of TOD ..........................................................................................................................
34
3.1.1 Enhanced Mobility and Environment...............................................................................................
34
3.1.2 Pedestrian-friendliness .....................................................................................................................
35
3.1.3 Alternative Suburban Living ............................................................................................................
37
3.1.4 Community Revitalization................................................................................................................
37
3.1.5 Public Safety.....................................................................................................................................
37
3.1.6 Public Recreation and Celebration ...................................................................................................
37
3.2 Specific and Typical Design Features of TOD........................................................................................
37
Chapter 4 : Approach for TOD Implementation ......................................................................................... 39
4.1 Influence Zone.........................................................................................................................................
39
4.2. High Density Compact Development..................................................................................................... 40
4.3 Mixed Use Development ......................................................................................................................... 40
4.4. Mandatory and Inclusive Housing.......................................................................................................... 41
4.5. Multimodal Integration........................................................................................................................... 41
4.6. Focus on pedestrians, cyclists and NMT users....................................................................................... 43
4.7. Street Oriented Buildings and Vibrant Public Spaces ............................................................................ 44
4.8. Managed Parking.................................................................................................................................... 45
Chapter 5 : Challenges of TOD ...................................................................................................................... 45
5.1 Resolving the conflict between transit node and desirable place ............................................................ 46
5.2 Parking..................................................................................................................................................... 46
5.3 TODs degenerating into TAD ................................................................................................................. 46
5.4 Gentrification........................................................................................................................................... 47
5.5 Willingness from stakeholders ................................................................................................................ 48
Chapter 6 : TOD Policies and Design Guidelines ......................................................................................... 48
6.1 Policy Objective - Ensured Transit Supportive Land Uses ..................................................................... 49
6.1.1 Mix land use ..................................................................................................................................... 49
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6.1.2 Transit-supportive land uses............................................................................................................. 49
6.1.3 Limitation of non-transit supportive land uses ................................................................................. 50
6.2 Policy Derivative - Increased Density Around Transit Stations.............................................................. 50
 6.3.2 A compact development form: .........................................................................................................
53
6.3.3 Integrated public systems .................................................................................................................
54
6.3.4 Locating pedestrian-oriented uses at the ground level .....................................................................
54
6.3.5 Human scaled architecture................................................................................................................
54
6.3.6 Incorporate climatic design ..............................................................................................................
54
6.4 Policy Objective – Make Each Station Area as a 'Place' .........................................................................
55
6.4.1 Emphases of important buildings .....................................................................................................
55
6.4.2 Street and block layout .....................................................................................................................
55
6.4.3 Use open space creatively.................................................................................................................
56
6.4.4 Creation a focus for the local community.........................................................................................
56
6.5 Policy Objective – Manage Parking, Bus and Vehicular Traffic ............................................................
56
6.5.1 Reduction of standard parking requirements....................................................................................
56
6.5.2 Placing parking in appropriate locations ..........................................................................................
57
6.5.3 Developing parking forms that integrate with the pedestrian nature of the area ..............................
58
6.5.4 Encouraging transportation demand management strategies............................................................
59
6.5.5 Integrating design for transit circulation and drop-off zones ...........................................................
59
6.5.6 Long term redevelopment.................................................................................................................
60
6.6 Policy Objective – Plan in Context with Local Communities .................................................................
60
6.6.1 Working with local communities .....................................................................................................
60
6.6.2 Providing needed community services and amenities ......................................................................
60
6.6.3 Built form should complement the local structure context...............................................................
60
Conclusion and Recommendations ................................................................................................................ 61
References ........................................................................................................................................................
9 62
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 CHAPTER 1: Introduction

1.1 What is Transit Oriented Development

Figure 1: Conceptual sketch of TOD implementation

There are multiple definitions of TOD which lies within the concept of new urbanism. New
urbanist theory suggests that compact, mixed-use communities are the answer to the suburban
problem. Several academics have adopted their own explanations of this new paradigm. One
of the original and most popular definitions of the transit-oriented concept came from Peter
Calthorpe, an architect and proclaimed urbanist. According to Calthorpe (Calthorpe 1993),
TODs are:

“Mixed-use communit[ies] within an average 2,000-foot walking distance of a transit stop

and a core commercial area. TODs mix residential, retail, office, open space, and public uses
in a walkable environment, making it convenient for residents and employees to travel by
transit, bicycle, foot or car”.

In addition, the transportation hub should be located in the heart of the neighbourhood, within
a 400 metre, or 10-minute walk from residents. This central location reflects the importance of
transit in the community and in the region as a whole (Figure 1). TOD comprises a mix of
commercial, residential, and institutional developments built to support a transportation hub
and to encourage non-motor vehicle mobility options, such as biking and walking, within the

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 community. A TOD area could encompass a radius of as little as 0.5 miles or as much as 1
mile from a transit station (Cervero 2002).

2. Transit Oriented Development in Indian Context

In India, the concept of Transit Oriented Development is a fairly new one. While it is present
in some elemental forms across the country in different cities, it has not been fully explored as
a concept at the town planning or master planning level. Even though it is not uncommon to
find several cities developed and operating on the principles of TOD across different
countries, Indian cities are far from it as of now.
So, what is Transit Oriented Development? TOD is basically a form of development that
integrates land use and transport planning. The aim is to develop planned sustainable cities or
centres that will offer walkable and liveable areas with high-density mixed land use. In such a
development, the habitants not only have easy access to open spaces and public utilities but
also transit facilities.
Over the last few year’s urban planners and policy makers in India have gradually understood
the importance of having a TOD based development in Indian cities. Several cities, such as
Ahmedabad and Naya Raipur have proposed TOD Polices and some have also been approved.
Recent entrants in this list are Delhi and Gurgaon.

 Density, Design and Diversity

 Engineering, Education and Enforcement
 Safe and efficient Integration of all possible transport modes
 Social and cultural constraints for Vertical Mixed-use development
 Physical Infrastructure Limitations for Higher densities
 Integrating informal sector
 Parking Policy /Standards
 Implementation Challenges and Political Constraints

3. Transit Oriented Development Definition:

As per the Delhi Master Plan-2021, TOD is essentially defined as “any development, macro or
micro, which is focused around a transit node and facilitates complete ease of access to the
transit facility, thereby inducing people to prefer to walk and use public transportation over
personal modes of transport.”

It is basically a high-density, mixed-use development within walking distance (500 metres

from a transit station. Benefits of the same are considered to be manifold such as increased
transit ridership leading to less dependency on private vehicles, reduced regional congestion
and pollution, and healthier, more walkable neighbourhoods. Apart from this, the policy,
when

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 applied uniformly to the entire city, can also make housing more affordable and within the
reach of masses.

4. Terminologies

The distinction between many MRT concepts is fluid, and many different approaches are
commonly used to distinguish the different modes and features of various MRT systems. Apart
from basic defining features such as cost, capacity, and technology, other features used to
delineate MRT systems might include distance between stops, extent of right-of-way, operational
regimes and guidance systems. For the purposes of this module we have distinguished between
four general forms of Mass Rapid Transit: Bus Rapid Transit, Metros, Commuter Rail, and Light
Rail Transit.

1. Mass rapid transit

Mass rapid transit, also referred to as public transit, is a passenger transportation service, usually
local in scope, that is available to any person who pays a prescribed fare. It usually operates on
specific fixed tracks or with separated and exclusive use of potential common track, according to
established schedules along designated routes or lines with specific stops, although Bus Rapid
Transit and trams sometimes operate in mixed traffic. It is designed to move large numbers of
people at one time. Examples include Bus Rapid Transit, heavy rail transit, and light rail transit.

2. Heavy rail transit

A heavy rail transit system is “a transit system using trains of high-performance, electrically
powered rail cars operating in exclusive rights of-way, usually without grade crossings, with high
platform stations”.

3. Light Rail Transit

A light rail transit (LRT) system is a metropolitan electric railway system characterised by its
ability to operate single cars or short trains along exclusive rights-of-way at ground level, aerial
structures, in subways, or occasionally in streets, and to board and discharge passengers at track or
car floor level. LRT systems include tramways, though a major difference is that trams often
operate without an exclusive right-of-way, in mixed traffic.

4. Metro

Metro is the most common international term for subway, heavy rail transit, though it is also
commonly applied to elevated heavy rail systems. In this module we use “metro” to refer to urban
grade-separated heavy rail systems. They are the most expensive form of MRT per square
kilometre but have the highest theoretical capacity.

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5. Commuter rail systems

Commuter rail or suburban rail is the portion of passenger railroad operations that carries
passengers within urban areas, or between urban areas and their suburbs, but differs from Metros
and LRT in that the passenger cars generally are heavier, the average trip lengths are usually
longer, and the operations are carried out over tracks that are part of the railroad system in the
area.

6. Bus Rapid Transit

Many cities have developed variations on the theme of better bus services and the concept resides
in a collection of best practices rather than a strict definition. Bus Rapid Transit is a form of
customer-orientated transit combining stations, vehicles, planning, and intelligent transport
systems elements into an integrated system with a unique identity. Bus Rapid Transit typically
involves busway corridors on segregated lanes – either at-grade or grade separated – and
modernised bus technology. However, apart from segregated busways BRT systems also
commonly include:

 Rapid boarding and alighting

 Efficient fare collection
 Comfortable shelters and stations
 Clean bus technologies
 Modal integration
 Sophisticated marketing identity
 Excellence in customer service.

Bus Rapid Transit is more than simply operation over exclusive bus lanes or busways. According
to a recent study of at-grade busways (Shen et al., 1998), only half of the cities that have busways
have developed them as part of a systematic and comprehensive package of measures as part of
the city mass transit network that we would identify as a BRT system. While Bus Rapid Transit
systems always include some form of exclusive right-of-way for buses the applications we
consider in this module are mostly at-grade, street-level busways. Elevated busways or tunnels
may be needed for traversing some city centres, but in many developing cities funds will not be
available for extensive grade separation.

7. Bus lane (or priority bus lane)

A bus lane is a highway or street reserved primarily for buses, either all day or during specified
periods. It may be used by other traffic under certain circumstances, such as while making a turn,
or by taxis, bicycles, or high occupancy vehicles. Bus lanes, widely used in Europe even in small
cities, are increasingly applied in developing cities such as Bangkok, where counter-flow buses
can move rapidly through peak period congestion.

8. Busway

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 A busway is a special roadway designed for exclusive use by buses. It may be constructed at,
above, or below grade and may be located in separate rights-of-way or within highway corridors.
Some form of busway system is a feature of many Bus Rapid Transit systems.

CHAPTER 2: Case Study of proposal of TOD at Naya Raipur

2.1 Introduction

Naya Raipur is a new, planned capital city for 560,000 inhabitants, adjacent to the existing city of
Raipur and currently under construction. The state government is moving to Naya Raipur in 2012,
attracting new workers, residents and businesses and beginning the establishment of a new, urban
population centre. This is a critical moment for the region: the way that the new city develops and is
inhabited in the early years will greatly influence its future form and success. The workshop in
November 2012 will take place at a point in time when the first steps of a new city are being taken,
but different possibilities remain open. NRDA, the development agency responsible for the new city
are open to ideas and wish to invite professional participants to work under the les Ateliers method,
to explore these possibilities, with the intention of implementation of the best results.

Figure 2: showing Commuting in raipur

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The Naya Raipur Masterplan sets out phased development over the next 19 years through to 2031.
The document sets out the objective of the new city as follows: ’It will be modern in the use of
technology, uphold worthy traditions and core values, and conserve the prevailing man-nature
symbiotic culture as well as abundant natural & cultural assets in the region. The citizens will be
offered a wide range of living options with equity and dignity’.

Naya Raipur Naya Raipur lies to the southeast of the former state capital, Raipur. The elongated,
north-south rectilinear form of the arterial road structure can now be seen from satellite photos. The
international cricket stadium is the first completed major building (below right) and the state
administration is in the process of moving into the capital complex.

2. Need for Naya Raipur

• The new state of Chhattisgarh was born on 1st of November 2000.

• Raipur, Raipur, the largest city of the state was named its capital.
• Recognizing the growing demands for high- quality infrastructure in the State, the
Government has decided to establish a modern, hi-tech, eco-friendly city.
• The New Capital would serve as the NAYA RAIPUR DEVELOPMENT AUTHORITY
• The New Capital would serve as the administrative capital of the State and also cater to the
infrastructural needs of industry and trade in the region.

3. Vision behind the design

 ‘Naya Raipur’ to be developed as a modern but ‘green city’.

 For conservation of the environment and existing landscape, best practices for water
harvesting, waste water recycling and use of non-conventional energy resources would be
adopted.
 Naya Raipur designed as a citizen friendly and visitor friendly city. NAYA RAIPUR
DEVELOPMENT AUTHORITY.
 City design would promote sense of security and comfort among its citizens, especially
women, children and the physically challenged.

2.4 Transportation

2.4.1 Existing road and transport infrastructure

2.4.1.1 Transport and Infrastructure

The existing transport and other physical infrastructure with potential for augmentation to
fulfil the new city’s demand is an important determinant for deciding the location of the

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 proposed city. Good connectivity by road and rail is an important decisive factor to decide the
success of the project. (Refer map 2.1)
2.4.1.2 Roadways

There are four major roads within the site selection region viz., three National Highways,
namely; NH-6, NH-200 and NH-43 and one State Highway i.e. SH-5.
NH-6: On the west it connects the region with Nagpur as also Nasik and Mumbai through
NH-2 after Dhule. On the east it connects Sambalpur and leads to Kolkata. While the stretch
of NH-6 between the city of Raipur and Durg handles major volume of traffic because of the
tremendous interdependence and interaction of the industrial towns of Bhilai, Durg, Borai
industrial growth centre and the capital city of Raipur, the stretch beyond Raipur towards
Sambalpur handles relatively less volume of traffic and thus has the potential of handling
higher volume of traffic in future.
NH 200: It connects Raipur with Bilaspur. The stretch of NH-200 lying within the concerned
region has potential mining belts on both the sides, cement plants and two industrial growth
centers of Orla and Siltara in its vicinity thus making it highly prone to present and future
heavy traffic volume.
NH-43: This road connects Raipur with Koraput and Bheemunipatnam on the south-east and
further to Vishakhapatnam through NH-5. This road links the concerned region with the port
city of Vishakhapatnam. Thus this is a major road handling goods traffic to and from Bhilai
and Raipur to Vishakhapatnam.
SH-5 links Raipur with Dhamtari where it connects with NH-43 and has the potential to act
as a major reliever to NH-43 in handling goods and passenger traffic, within the concerned
region. The other important road is the one connecting Raipur to Baloda Bazar passing
through the prospective mining area and with the potential of handling high traffic volume
while putting this area under intensive economic use. Thus the potential roads for future
linkages to the capital city are the stretches of NH-6 from Raipur towards Sambalpur and the
NH-43 stretch from Raipur to Abhanpur.

17
Figure 3: NH – 6 Connecting Mumbai via Nagpur, Durg, Bhilai and Raipur

Figure 4: NH – 200 Connecting Raipur and Bilaspur

18
 Figure 5: NH – 43 Connecting Raipur and Visakhapatnam Naya Raipur Development Plan -2031

2.4.1.3 Railways

The region enjoys very good railway connectivity. The railway lines run almost parallel to the
National and State Highways. The main Mumbai – Howrah railway line passes through
Raipur dividing the region into two halves, namely the Northern and the Southern halves. The
other railway lines are from Raipur to Bilaspur and Raipur to Visakhapatnam. The existing
railway stations within the delineated region are as listed below:

2.4.1.4 Airways

There are three airports in the sub-region. Two of the three existing airports – near Tilda and
Jamul are private while the one at Mana is public. The Mana airport is about 13 km away
from the city of Raipur towards the South East. This airport presently has limited facilities.

19
2.4.2 Proposed Transport infrastructure

1. Public Mass Transport System

 To minimize usage of personalized modes public mass transport Bus rapid transit system
(BRTS) and Light Rail Transit system (LRTS) have been proposed.
 Interim transport services is being provided to facilitate the movement of people between
Raipur and Naya Raipur till BRTS is operational.
 Intermediate Public Transport modes have also been incorporated in the Local Area Plans
and space have been allocated for parking and other need off the operators.

2. Rail

A broad-gauge rail track is under implementation to provide connectivity with Raipur and
suburbs

3. Bus Rapid Transit System

 In absence of public transport system from the beginning, informal para-transit services shall
fill the space and it will be very difficult to replace those at later stage.

 A bus based efficient, reliable, affordable public transport service from the beginning would
curtail use of personal vehicles and other modes of para-transit;

 BRTS will reduce congestion, decrease emission of green-house gases and will provide
equitable accessibility

 Raipur and Naya Raipur shall be twin city needing seamless connectivity

 BRTS, being developed under the UNDP-GEF World Bank supported SUTP, shall facilitate
connectivity between Raipur and Naya Raipur and within Naya Raipur.

4. BRT Architecture for Naya Raipur

Dedicated Bus Lanes within Naya Raipur

 Median Bus Lanes
 Initially, Bus lanes within Naya Raipur will be painted for segregation Mixed lane beyond
Naya Raipur

BRT Buses
 Fleet of 70 Nos., 12m long buses
 High Floor (900 mm) buses
 Door on both sides:
20
 I. Door at median side without any stairs for level boarding & alighting;
II. Door with stairs at the left side of the bus

5. NMT

 Dedicated track for pedestrians and cyclists

 Total length for the first phase is 31.50km
 The layout is designed to connect the sector level to the BRT shelters

2.5 Naya Raipur Planning Area

The NRDA Planning area has been divided into three Planning layers namely Layer-I, Layer-II and
Layer-III

Layer I - Naya Raipur along with the green belt is spread over a total area of 95.22 sq. Km. It covers ten
villages fully and twenty three villages partly

Layer II - The Naya Raipur Peripheral Region (referred as NRP hereafter) covers a total area of 130.28 sq.
Km. Villages, which are fully included in the NRP Region

Layer III – This area fully includes two villages – Ramchandi & Baroda and partially includes Mana
extending over an area of 11.92 sq.km.

Figure 2.5: layer wise Distribution of areas and villages for development in Naya Raipur

21
2.5.1 Physiography of the NRDA area

Figure 6: Layer wise distribution of villages Naya Raipur

 13 Abadi area shave been included in layer-I.

 Naya Raipur is to be developed in three phases within a period of 30 years for a population of
5.60 lakh

2.5.2 Master plan salient features

22
  Inspired by Corbusier’s Chandigarh & other capital cities around the world
 Garden city density - 560,000 people in 80 sq. km’s.
 Diverse employment base proposed
 Green belt as an urban growth boundary
 Mega block grid system - 800m x 800m sectors
 Monumental scale - 100m & 60m wide roadways
 Automobile oriented policies - 2pph assumption
 Segregated land uses
 Extensive open space network

Figure 7: Zoning and BRTS Route

3. Land Use Distribution

 Conservation of existing water bodies

 Conservation of existing plantation
 Recreation area 26 %

23
 Distributed employment centres across the city with centrally located CBD and central facility
corridor to reduce the traffic.
 Green connectivity across the city to promote pedestrian and NMT movement.
 Grid pattern streets

1. To promote high speed roads on arterial roads

2. Alternative roads for every destination

3. Ease in providing infrastructure.

4. Suitable for public transport system

Figure 8: Land Use Zoning Plan for Naya Raipur

24
6. Present Status of Development

 Around 3000 dwelling units of different categories have been handed over to the owners

 Another 4000 dwelling units are under construction

 Head of the Departments’ Building at the Capitol Complex is nearing Completion

 Other government office buildings are under construction

 Multiple social, residential, recreational, institutional, and commercial projects are being
developed

Figure 9: Prosposed BRTS transit hub at Naya Raipur

25
Figure 10: Proposed BRTS transit hub at Naya Raipur

7. Approach for Transformation

 Interconnected Street Pattern

 Compact Development

 Street Facing Buildings

26
 Urban Mixed-Use Development

 Architectural Variety

 Bicycle Friendly Streets

 Multimodal Transit

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 Well-designed Transit station for high quality user experience

 Place-Making

 Streetscape Design

 Urban Plaza & Parks

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 Demarcation of TOD Station

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Figure 11: Road Sections showing BRT Corridors

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Figure 12: showing BRT Corridors

Figure 13: Road cross section of Proposed Roads with 100m ROW

Figure 14: showing the segregation of the pathways

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Figure 15: Proposed 100m Row with BRT

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Figure 16: Proposed 100m Row without BRT

8. Land Use and Urban Form

 Prohibit sprawl inducing uses in the peripheral layers (e.g. IIIM) Establish “minimum mixed-
use” criteria in the 400m and 800 m radius surrounding the station
 Maximize densities and FARs in the Primary and Secondary Station Area Zonesto increase
the population holding capacity of each TOD
 Underutilization of FAR (below 3.0) not permitted in the Primary Zone
 Increased FAR and high density should be used together in order to avoid gentrification
 FAR and Densities should correlate to the capacity of public transport network and
infrastructure systems in the station area

9. Affordability Mechanisms

 Minimum % of FAR in all TOD projects should be mandated in all developments for
affordable housing supply catering to the low and medium income households that will use
the transit service
10. Operationalizing + Implementation strategies

1. Planning & Regulatory Strategies

 Adopt the Master Plan TOD Chapter

 Prepare and adopt Zonal Development Plans incrementally for the TOD Station Areas as the
market matures
 Modify the Development Code Regulations applicable to the Station Areas
 Draft Developer Agreements for investment within the TOD Station Areas
 Create an incentives package

2. TOD as a Real Estate Development and Financing Tool

 Land Development and Disposal Strategy (Land Banking for TOD Projects to create a greater
demand for the TOD Station Areas)
 Conduct Economic and Financial Feasibility studies for each station area
 Identify anchor/catalyst projects for station area
 Utilize financing mechanisms such as creating a TIF/ TDRs/ Density Bonusing/Impact Fees
to fund transit and public infrastructure improvements

3. Physical Interventions

 Prioritize NMT improvements in the Primary and Secondary zones

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  Ensure high-quality transit service and upgraded capacity as the city grows

Chapter 3 : TOD elements and design features

3.1 Major Elements of TOD

Transit oriented development improves the liveability of communities and environment, and it
increases accessibility and transportation options, with being successfully integrated into the
economic pattern of the area. 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 spot, it offers a greater portion of trips to be made by walking
and cycling, allows some households to reduce their car ownership, and encourages the use of
public transit. TOD creates places for community life, be a key force in the revitalization of
neighbourhoods, helps to create new businesses and improves access to job opportunities, and
helps to make communities safer, in part by making them more comfortable and attractive.
The hallmarks of transit oriented development are enhanced mobility and environment,
pedestrian friendliness, alternative suburban living and working environments,
neighbourhood revitalization, public safety, and public celebration. While such definitions
vary in scope and specificity, most TOD definitions share several major elements: (Bossard
2002)

3.1.1 Enhanced Mobility and Environment

The major element of TOD is a congregation of housing, jobs, shops, and other activities
around transit. In addition to the improved access to these varied land uses, the physical
34
 environment is enhanced. For example, TOD is expected to improve air quality, as park-and-
ride trips are converted to walk- or bike-and-ride trips.

3.1.2 Pedestrian-friendliness

TOD involves the development of land use that encourages walking, such as narrow streets
with trees, wide sidewalks, an absence of surface parking lots, and large building setbacks.
Typical structures are street oriented, mixed-use buildings that include a blend of residential,
retail, and commercial uses.

Figure 17: showing pedestrian friendly environment created using TOD

The streets should be designed for users of all age groups and for all types of commuters including
pedestrians, bicyclists, motorists and transit riders. They should be safe and accessible by all.

The influence zone should have development in smaller blocks with a finer street network having
provision for pedestrians, bicyclists and NMT users. This will create a grid of small, traversable
blocks which has sidewalks and amenities like lighting and information signage etc. and ensure
accessibility of the transit stations by pedestrians and cyclist.

Right of Way (ROW) should not dictate the pedestrian circulation network, it should rather be
designed based on the pedestrian volume and adjoining land-use. Smaller ROWs should be made
‘pedestrian and NMT only’ or one-way streets so that pedestrian circulation is not compromised.
Continuous and unobstructed footpaths of suitable width should be provided on either side of the streets.
To protect the footpaths from encroachment and parking, buffers or bollards etc. may be provided.

35
Universal Accessibility: All streets should be designed to meet or exceed the minimum standards
stipulated for barrier free environment by Government of India1 to ensure universal accessibility for
people with reduced mobility including visually and hearing-impaired persons.

Traffic Calming: To promote a safe and secure environment for pedestrian and NMT users, necessary
measures should be taken to reduce speed as well as volume of motorized traffic in the influence zone.
On streets which are primarily designed for movement of pedestrian and NMT as well as those having
ROW less or equal to 12m, the maximum speed limit should be restricted to 20 kmph by design by use of
table top crossings, carriage way surfaces etc. For all other streets, in and around the influence zone, the
speed should not exceed 40 kmph.

Refuge area Safe Bicycle Parking Traffic signals

Street Vendor Segregated and Pedestrian Ramps Street Furniture

connected NMT routes
Figure 18: Pedestrian and NMT Friendly Environment

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3. Alternative Suburban Living

TOD enables people to live in the suburbs without being entirely dependent 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.

4. Community Revitalization

TOD can stimulate economic growth in blighted or declining areas served by rail or other
transit. Redevelopment agencies can promote transit-oriented development and improve the
social and physical infrastructure of neighbourhood’s, providing needed housing and services
to households from a mix of incomes.

5. Public Safety

TOD places a mix of residents, workers, and shopkeepers within a compact area, promoting a
continual security presence by the constant activity.

6. Public Recreation and Celebration

TOD should include some public open space, such as a park or plaza, which is a gathering
place for amusement and events.

3.2 Specific and Typical Design Features of TOD

TOD approaches can differ significantly across regions due to various circumstances, such as
differences in land development regulations and zoning ordinances, market factors,
development/redevelopment opportunities, public transit services, resources, and the state of
the present and future regional economy. These can determine whether a community can build
large scale TOD projects or gradually implement smaller projects over time. Whether TOD is
built on vacant land or utilizes existing structures for redevelopment, or whether TOD is based
around bus or rail stations, every TOD project may not incorporate all of the design
characteristics described below, but some features may be critical depending on the particular
goals of that development (Goodwill & Hendricks, 2002). In general, transit-oriented development
should promote walking and transit riding and discourage automobile use. A common theme
of TODs is to create places that have design features such as landscaped sidewalks, parking in
the rear, and retail street walls that make walking and transit riding more enjoyable. Some
commonly accepted TOD design features as follows: (Bossard 2002); (Goodwill & Hendricks
2002)

37
 TOD involves a mix of land uses, including commercial/retail, business, residential
housing (various types and prices), and community amenities, such as childcare centres,
schools, libraries, public services, local government offices, and community parks.

 A key element of TOD is making streets attractive, convenient, and safe for pedestrians
and bicyclists. Providing such pedestrian amenities as attractive landscaping, continuous
and paved sidewalks, street furniture, urban art, screening of parking, building overhangs
and weather protection, and safe street crossings.

 Quite often, a transit station is central to TOD with high-density development surrounding
the stations while getting progressively less dense as it spreads outward.
Commuter Town Centre
Urban Neighbourhood
Urban Downtown

 The development is compact, with maximum integration of major commercial centres

with the transit facility.

 Continuous and direct physical linkages between major activities centres; siting of
buildings and complementary uses to minimize distances to transit stops.

 Street walls of ground-floor retail, with businesses and housing above, and varied building
heights, textures, and facades, that enhance the walking experience; siting commercial
buildings near the edge of sidewalks.

 Grid like street patterns that allow many origins and destinations to be connected by foot;
avoiding cul-de-sacs, serpentine streets, and other curvilinear arrangements, which create
circuitous walks and force buses to meander or retrace their paths. Also, these
arrangements make direct and obvious sight lines to transit stops. Auto-oriented land uses,
such as gas stations or restaurants with drive-through windows, are discouraged.

 To balance the needs of automobiles with the needs of other transportation modes, parking
and access management is also an important component of TOD. It typically has a lower
parking-to-occupant ratio compared to conventional suburban development. Shared
parking is utilized, with off-street parking supplies, where land costs are high. Then
parking is to be tucked behind buildings, underground, and in carefully designed external
parking structures. In other cases, parking is sitting at the rear of buildings instead of in
front.

 Convenient siting of transit shelters, benches, and route information.

As mentioned above, many of these pedestrian- and transit-friendly features are embodied
in the designs of Smart Growth and sustainable projects.

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 Chapter 4 : Approach for TOD Implementation

4.1 Influence Zone

The area in the immediate vicinity of the transit station, i.e. within a walking distance, having
high density compact development with mixed land use to support all basic needs of the residents
is called the influence zone of a transit station/ corridor.

Figure 19: TOD Influence Zone 7

Influence zone is either established at a transit stations or along the transit corridors. It is generally
up to a radius of nearly 500-800m of the transit station. Where the distance between the transit
stations is less than 1 km and there is overlap in the influence area, it can be identified as a

39
 delineated zone (around 500m) on either side of the transit corridor within 10 - 12 minutes
walking distance.

The area of influence, where the TOD is planned for implementation, should be demarcated and
notified through master plan and local area plans before implementation. If in any case the TOD is
to be implemented in a phased manner, the influence area of the TOD can also be notified in
phases. The principles for delineating the influence area should be clearly indicated so that there
is no speculation or confusion regarding the influence zone.

4.2. High Density Compact Development

TOD promotes densification in the influence area by providing higher Floor Area Ratio (FAR)/
Floor Space Index (FSI) and higher population & job density as compared to the area around and
beyond the influence areas. To ensure sustainable development, the minimum FAR should be 300
- 500%, and can be higher, depending on the city size. This will promote higher concentration of
people within the walking distances of transit station, thereby increasing the ridership of the
public transport and resulting in increased fare revenue, pollution and congestion reduction.

It is not necessary to keep the density and FAR norms consistent for the influence areas across the
city. It can vary depending on the infrastructure available, land use zoning, transit capacity etc.

Cities should follow green building norms, adopt renewal sources of energy such as solar and
waste to energy options, adopt rain water harvesting and ground water recharge techniques,
which would encourage water conservation, utilization of clean energy and promote sustainable
waste management so as to make them self-sustaining through efficient use of resources and
infrastructure.

4.3 Mixed Use Development

Mixed land use should be stipulated for development/ redevelopment in the TOD zone as it would
reduce the need for travel by providing most of the activities such as shopping, entertainment and
public amenities such as schools, parks, playgrounds, hospitals etc. within the walking distance
of the residents. It would also improve the accessibility of the transit facilities and at the same
time link origins and destinations, i.e. residences with work places or activity nodes. This would
ensure better utilization of transit fleet by distributing loads in both directions, rather than
creating unidirectional peak hour flows.

A blend of land-uses help in the optimization of physical infrastructure and resources, as all
components like roads, parking, water, sewerage etc., remain functional at all times of the day.

The TOD benefits cannot be realized with the kind of developments that encourage the use of
personalized vehicles. It is therefore imperative to restrict developments such as low-density
housing, low-rise development, warehouses, petrol pumps/CNG stations, cremation ground and
surface/Multilevel parking etc. in the influence area.
40
 Mix of uses within the TOD can be achieved either by horizontal mixing i.e. separate activities in
separate plots/ buildings or vertical mixing i.e. combining different activities within the same
building.

To ascertain mixed use development along with the required street network and open spaces, the
minimum plot area in the influence zone should be defined. The developer may, however, be
permitted to undertake construction in a phased manner. In case, the individual landowners want
to collaborate for development as per TOD norms, necessary provisions may be made to facilitate
it. The landowner(s) may also be permitted to collaborate with developers in case they lack the
required experience and institutional & financial capacity to undertake such development as per
TOD norms. However, care needs to be taken that the amalgamated plots are redesigned to allow
finer network of streets and dispersion of open spaces.

The mix of uses to be proposed shall be decided as per the local conditions and the trends in real
estate market, however, the minimum percentage of built up area for housing, commercial and
other amenities should be fixed. The use of balance built up area may depend on the prevailing
market conditions and demand of the city.

4. Mandatory and Inclusive Housing

The cities should fix a minimum percentage (30% or higher) of allowed FAR for affordable
housing (for example up to 60 sq.mt. area) in all development/redevelopment in the influence
zones.

Housing in the influence zone should have a mix of all economic groups/ sections. The
development control regulation should stipulate housing for Economically Weaker Sections
(EWS) as well as LIG/MIG, or other types based on Census definition, in the influence area to
give an opportunity to the people who depend on public transport for daily commuting to live in
walkable neighbourhoods.

The upper limit to the area of individual dwelling unit should be fixed as a regulatory component
in the influence zones to ensure housing for LIG/MIG.

To ensure provision of EWS housing, a 10-15 percentage of built up area in the influence zone
should be defined. This could be ensured by providing mandatory incentive of additional FAR for
EWS housing. It should also be ascertained that only low-income families/ individuals are
provided ownership of these EWS units.

5. Multimodal Integration

The influence area should have high quality integrated multimodal transport system for the
optimum use of the facilities by the residents/users. The system should have seamless physical
connectivity, information integration and fare integration across modes so that the first and last
mile connectivity does not become a bottleneck in the use of public transit systems by the
citizens.
41
The transit system, including its stations, should be designed to provide high quality services that
assure user satisfaction in terms of safety and comfort. The citizens should have barrier free
access to all the required amenities in the transit system as well as around the transit centres.

The hierarchy of the facilities at the transit system should prioritize pedestrians followed by
bicycle, feeder buses, drop-off facilities and park and ride facility in the given order.

The transit stations should have ample bicycle parking spaces with scope for future expansion if
need arises.

Intermediate Public Transport (IPT), Non-Motorized Transport (NMT) and feeder buses perform a
significant role in providing first and last mile connectivity to the populace beyond the influence
zone. To ensure that the area around the transit station remain congestion free and to facilitate
easy transfers, it is important to provide adequate parking and pickup/ drop-off facilities for the
above modes at suitable locations at the stations and in the influence zone.

To support TOD, park and ride facilities may be provided, if needed. The facilities, with suitable
pricing that deters private vehicle use, may be planned primarily at the end stations and can
variably decrease according to the requirement on the intermediate nodes. On-street parking
should be prohibited in the influence area and if necessary it should be priced higher than off
street parking.

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 Figure 20: Multimodal Integration in TOD

4.6. Focus on pedestrians, cyclists and NMT users

The streets should be designed for users of all age groups and for all types of commuters including
pedestrians, bicyclists, motorists and transit riders. They should be safe and accessible by all. The
influence zone should have development in smaller blocks with a finer street network having
provision for pedestrians, bicyclists and NMT users. This will create a grid of small, traversable
blocks which has sidewalks and amenities like lighting and information signage etc. and ensure
accessibility of the transit stations by pedestrians and cyclist.

Right of Way (ROW) should not dictate the pedestrian circulation network, it should rather be
designed based on the pedestrian volume and adjoining land-use. Smaller ROWs should be made
‘pedestrian and NMT only’ or one-way streets so that pedestrian circulation is not compromised.

43
 Continuous and unobstructed footpaths of suitable width should be provided on either side of the
streets. To protect the footpaths from encroachment and parking, buffers or bollards etc. may be
provided.

Universal Accessibility: All streets should be designed to meet or exceed the minimum standards
stipulated for barrier free environment by Government of India1 to ensure universal accessibility
for people with reduced mobility including visually and hearing-impaired persons.

Traffic Calming: To promote a safe and secure environment for pedestrian and NMT users,
necessary measures should be taken to reduce speed as well as volume of motorized traffic in the
influence zone. On streets which are primarily designed for movement of pedestrian and NMT as
well as those having ROW less or equal to 12m, the maximum speed limit should be restricted to
20 kmph by design by use of table top crossings, carriage way surfaces etc. For all other streets,
in and around the influence zone, the speed should not exceed 40 kmph.

4.7. Street Oriented Buildings and Vibrant Public Spaces

Retail and other ‘active uses’ should be supported on the ground floor along the main streets, key
intersections, stations and parking garages to ensure high quality pedestrian environments. To
promote natural surveillance of public spaces, all boundary walls and setbacks should be removed
and buildings should be permitted up to the edge of the street. Also, the orientation of the
buildings should be such so as to face the pedestrian facilities.

The streets should have a natural surveillance system by providing mixed-use active frontage,
vending zones and avoiding opaque wall, which would ensure a safe environment for pedestrians,
especially women, children and elderly. Ground floor should support commercial activity, with at
least 50% un-tinted transparent frontage.

The height of compound wall, if present, should be transparent above 100 cm, with exception of
high security government buildings.

The frontage of all parking structure/podiums or stilts on the ground floor should support active
frontage on all primary streets.

Street Vendors: TOD aims at inclusive development wherein all users of the system are
benefited. The street vendors are the eyes of the streets; hence the designated spaces should be
created for them while designing the streets. However, care should be taken that the integration
does not have negative affect on their business.

Preserve Open Spaces: All open areas such as amenity spaces, green spaces, playgrounds, parks
and natural areas should be preserved as part of TOD. The open space provision within TOD
should meet the Urban and Regional Development Plans Formulation and Implementation
(URDPFI)2 guideline of 10-12 sq.mt. per person.

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 Safety and Security: To ensure a safe and secure environment for pedestrian and NMT users,
especially women and children, the influence zone should be designed to maximize natural
surveillance. For this purpose, street lighting should be provided, active frontage and vendors
zone etc. should be created. Further, facilities such a CCTV cameras and panic buttons etc.
should also be installed for round the clock surveillance.

4.8. Managed Parking

To discourage the use of private vehicles and to manage parking in TOD, it is essential that the
supply of the parking is reduced and made expensive within the influence zone.

On-street parking should be prohibited within 100 m of the transit station, except for freight
delivery and pickup or drop-off of the differently abled.

The use of parking spaces within the influence zone can be maximized by sharing of spaces
between uses that have demand during different times of the day. For example, parking
requirements for office/work can be shared with the parking spaces for residences as their hours
for demands do not coincide with each other.

TOD aims to promote NMT which includes use of bicycle. Therefore, bicycle parking facilities
should be provided at regular intervals and suitable locations within the influence zone. Public
bicycle sharing systems may also be planned to promote the use of bicycles.

Parking should not be allowed in a manner wherein the aesthetics of the city is lost. The
neighbourhood is generally adversely affected by parking of vehicles in front of the buildings on
the primary streets, therefore, on-street parking should be avoided. In case, if on-street parking is
needed, it should be provided in a manner, wherein it acts as a buffer for the pedestrians and
cyclists from motorized traffic.

To restrict unauthorized parking and to avoid congestion caused due to on-street parking, it is
important to have an enforcement mechanism in place. Cities should have a parking policy with
heavy penalty for unregulated parking in the influence zone and ensure that the same is
implemented. Also, the parking should have price variations according to time of day and duration
of parking.

Chapter 5 : Challenges of TOD

One of the biggest challenges is that the regulatory framework of most municipalities is not
supportive of TOD. It is common for cities to have zoning ordinances and land development
codes designed for automobile-oriented, single-purpose, suburban-scale development. The
physical requirements of zoning ordinances often prohibit the development density necessary for
TOD, through such provisions as maximums on floor area ratio (building floor area divided by lot
area),

45
 height limitations, and minimum front setback of buildings, landscaping requirements, lot
coverage maximums, and minimum parking requirements.

1. Resolving the conflict between transit node and desirable place

Issues such as increased residential densities or changes to neighbourhood character may provoke
strong opposition to a proposed development, the ‘Not in My Backyard’ or NIMBY reaction,
unless predicted and catered for with careful education and promotion backed up by genuine and
extensive community consultation processes. The tension between node and place refers to a
station’s dual role as a node in a regional transportation system and its role as a neighbourhood.
The key to balancing the development mix is in understanding the station’s role in the transit
network and metropolitan economy. Stations in predominantly residential neighbourhoods will
require a different mix of uses from those that are at transit interchanges or major employment
centres. The imperative for successful TOD of any size or location remains ensuring the walker
has precedence (Curtis 2008).

2. Parking

Developments where car parking ratios for residents, shoppers and commuters remain generous,
and private car use continues at former levels, will struggle to develop the sense of place and
community to which genuine TOD aspires. Research results show that TOD parking supply and
pricing policy seldom are structured to support transit ridership goals (Willson 2005). Parking
policy is an important determinant of travel behaviour, regardless of proximity to transit (Hess
2001). Critics argue that parking is generally oversupplied and under-priced. Researchers have
called for reforms in minimum parking requirements and the cashing out of parking subsidies
(Shoup 2005; Willson 2000).

Figure 21: Showing parking tuned into mess at sector 18, Noida

5.3 TODs degenerating into TAD

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 Development close to transit which is not pedestrian and cyclist friendly, fails the walkability test
(destinations within a 10-minute walk), does not include a rich mix of uses appropriate to the
population it is supposed to serve, is not well served by feeder services or connected to larger
regional transport networks, fails to conform to the expectations from a TOD. A development
which does not achieve a balance between residential and commercial uses or utilise and expand
on existing employment, facilities and social capital is likely to not meet its potential (Irvine
2012).

Figure 22: TOD vs TAD

5.4 Gentrification

The general consensus lately has been that even as most cities continue to sprawl, many young
families especially from the middle class prefer returning to the central city resulting in an
increase in demand for housing in upmarket neighbourhoods which are usually located around
newly ordained public transit projects (Garrett and Taylor 1999). Scholars agree on the
problematic shifting of the geography of wealth and employment from the suburbs to the core
city. It is generally agreed that in the American context, average prices for homes near transit may
be at least 10 per cent costlier than in the suburbs. In the resultant competition for housing limited
by development regulations, invariably those with poor purchasing power may get replaced by
the newly arrived richer households through the process of gentrification. This exacerbated
imbalance in spatial distribution of wealth and concentrations of poverty. This flies in the face of
those who advocate for spatial and social equity.
As a result of the above reasons, the low-carbon objective of TODs may not be met. Additionally,
it may also result in the exclusion of the low-mobility, low-income groups that were located on
the TOD corridor who may be considered captive groups for public transit. These groups may
then be replaced by middle-income or high-income groups that already own cars and would be
reluctant to use public transit in the absence of adequate push factors in the form of high taxation
and fuel

47
 prices.

Figure 23: Houses torn apart using sledgehammer in kathputli colony

5.5 Willingness from stakeholders

One of the major components in making a TOD successful is the ‘economic condition, political
will and capacity among stakeholders’ It is imperative for stakeholders to actively take part and
integrate between various departments within a city to make a TOD successful. In the Indian
context, political will acts as a major factor in the completion of TOD projects because of the age-
old discussions and policies mostly leading into private vehicle-oriented policies, it is a shift
which needs to be backed by willingness from the citizens as well as the government.

Chapter 6 : TOD Policies and Design Guidelines

In what follows, there are six policy objectives statements which provide the key policy that
must be followed within a design. Following are TOD guidelines that provide direction and
potential options on how to achieve the policy objective. Also, these guidelines are strategies that
seek to accommodate projected growth and allow for a good integration between the station, the
new developments, and the existing urban fabric. It is the intent that these guidelines can allow
for a flexible and creative approach that achieves TOD in the wide variety of contexts (The city
of Calgary, Land Use Planning & Polices 2004b); (Anastasia, Houston, & Bromberg 2007).

48
1. Policy Objective - Ensured Transit Supportive Land Uses

It is principal to ensure land uses that encourage high levels of transit use and provide mixed-use
activity node for the local community and citywide transportation network benefits. This provides
the local community with increased services, employment, and housing options within their
community. The included guidelines are:

1. Mix land use

 A station area should allow for a mix of residential, employment and supporting retail and
service uses.

 The mix of land uses may be horizontally or vertically integrated; that is, the mix of uses may
be found within a particular building or incorporated in multiple buildings throughout the
planning area. This provides a variety of uses within a compact, walkable station area and
creates a synergy between the varying types of development.

Figure 24: Mixing land uses can occur horizontally across a site, or vertically within a building

2. Transit-supportive land uses

Transit-supportive land uses encourage transit use and increase transportation network efficiency.
Also, the pattern of land uses should be characterized by: see Figure (3.6)
 High employee and/or residential densities.
 Promoting travel time outside of the am and pm peak periods.
 Attracting reverse-flow travel on roads.
 Encouraging extended hours of activity, throughout the day and week.
 Attracting pedestrian users and generates pedestrian traffic.

49
 Figure 25: Medium to high density residential developments are transit-supportive and can come in a variety of forms

3. Limitation of non-transit supportive land uses

Non-transit-supportive land uses are oriented primarily to the automobile and not the pedestrian or
transit user. These limitations are such as:

 Frustrating high levels of vehicle activity

 Forbidding the consumption of large amount of land through low-density form
 Reducing of require extensive surface parking areas.
 Decreasing of negative impacts for pedestrians such as isolation from building frontages,
long windswept walks, and numerous vehicle crossings on sidewalks.
 Preventing stand-alone auto-oriented uses and formats, such as gas and service stations,
car washes automotive parts, repair and service, etc.
 Preventing Low intensity industrial.
 Preventing Low density commercial, such as big box retail.

6.2 Policy Derivative - Increased Density Around Transit Stations

It is essential to increase density around all transit stations to support high frequency, rapid transit
service and provide a base for a variety of housing, employment, local services and amenities that
support a vibrant station area community. The included guidelines are:

6.2.1 Optimization density around each station

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  Higher densities should be encouraged in the immediate vicinity of a transit station
through infill development and the utilization of existing vacant parcels. Also, density
should be placed in locations with the best access to transit and local public systems.
 Density should be increased around transit stations, relating to the surrounding context
and particular station type.

Figure 26: Medium to high density residential developments are transit-supportive and can come in a variety of forms

Figure 27: Density around Transit Stations should be increased with the highest density near the station.

2. Minimization the impacts of density

 Consideration for impacts of height on shadowing and massing should be made in

determining transitions.
 Shadow studies are required to ensure that new development creates significant
shadowing on existing communities.

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  Transit facilities, public spaces and roadways can be used as organizing elements for
the placement of density, height and shadow.
 Creation of transition between higher and lower intensity development have to be
made, and it can be happened by stepping down building heights and densities from
the station area to the outer area.
 It is important to create proper edge treatments such as compatible building scale,
parking location, and landscaping between new developments and existing
communities to minimize impacts and ensure integration.
 The intrusion of high-rise structures in neighbourhoods with low- and medium-rise
buildings may alter the general character of a neighbourhood and is likely to be
vehemently opposed by existing residents. Appropriate treatments of building facades
should be considered to break up monolithic mega-structures. When the development
involves many structures a gradual blending of different densities and different
building types is recommended.

Figure 28: Density should transit from high to lower density, ensuring compatibility with adjacent communities

3. Policy Objective – Pedestrian Oriented Design

It is constitutional to create convenient, comfortable, direct, and safe pedestrian linkages

to and from all transit stations in order to support a walkable station area and promote the
use of transit. This objective can be achieved by:

1. Quality pedestrian connections

 A convenient, comfortable pedestrian-oriented route has to be designed. It must be

short, barrier-free, safe, and easily navigable.
 Primary and secondary pedestrian routes should be identified.
 New streets and walkways should be incorporated into the existing local road pattern.
 Streets should have sidewalks on both sides of the road that can accommodate high-
volume pedestrian activity.

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 Figure 29: Primary and secondary pedestrian connections provide access to the Station and throughout the area.

2. A compact development form:

 Buildings should be grouped together to allow for easy pedestrian access between buildings
and to frame the pedestrian spaces, which makes easily legible routes; as in Figure (3.11).

Figure 30: Development patterns in TOD station areas should to be compact.

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3. Integrated public systems

 Public systems are essential to ensure a fully integration. Elements of the public systems
should include; primary and secondary pedestrian routes, bicycle routes, roads, sidewalks,
public open space, transit stations and bus stops.
 Development should be integrated with all elements of the public system in order to create
pedestrian comfort and an effective network for all travel modes within the station area.
 Regional pathways and pedestrian routes should be located close to each other, but physically
separated.

4. Locating pedestrian-oriented uses at the ground level

 As TOD is focused on pedestrian comfort, the ground floor should contain uses that are
appealing to pedestrians, such as retail, personal service, restaurants, outdoor cafes, and
residences.

5. Human scaled architecture

 Doorways and windows should be oriented to the street level in order provide ease of
entrance, visual interest and increased security through informal viewing
 Architectural variety (windows, variety of building materials, projections) should be used on
the lower storeys of a building in a TOD station area in order to provide visual interest to the
pedestrian
 Buildings higher than 4 to 5 storeys should step back higher floors in order to maintain the
more human scale along the sidewalk and reduce shadow impacts on the public street.

6. Incorporate climatic design

 Primary pedestrian routes, developments and transit facilities should incorporate climate and
weather adjustment; as in Figure (3.12). This can include covered waiting areas, building
projections and colonnades, awnings, bus stops, use of landscaping etc.

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 Figure 31: Buildings in TOD stations areas should create a comfortable environment for the pedestrian.

4. Policy Objective – Make Each Station Area as a 'Place'

Each station area should be developed as a unique environment, with transforming a utilitarian transit
node into a community gateway and a vibrant mixed-use hub of activity. The following guidelines
should be adhered to achieve this topic:

1. Emphases of important buildings

 Public or high-profile buildings (i.e. large commercial, prominent residential) should be

highly visible landmarks within the TOD area, that it should be located on high exposure
sites, at the terminus of a sight line or view.

 These buildings should be articulated creatively and have distinctive design features that can
be easily identified. Also, taller buildings should have distinctive rooflines to further create a
landmark location.

2. Street and block layout

 Street layout should be oriented toward the transit station.

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  Where possible, street and building configuration should be designed to create vistas, or to
terminate views with a landmark feature, building, or public space

3. Use open space creatively

 Public and private open space should be developed to complement the station area. This
would emphasize the station as a public place, provide a comfortable and interesting waiting
area, and give the community an attractive gathering point.

 In high density TOD areas parks should be developed to meet on-site population needs. Total
open space acreage should be calculated based on the quantity of residential development.
Open spaces should not be designed as residual or left-over spaces but should be easily
accessible and well-integrated to the existing urban fabric.

4. Creation a focus for the local community

 Development in the station area should provide a destination for both transit users and local
residents.

 Elements should include local gathering places, shopping, services and transit connections.

 Amenities such as benches, mail boxes, newsstands, bike racks, and bus shelters should be
provided on the station area and along pedestrian corridors.

4. Policy Objective – Manage Parking, Bus and Vehicular Traffic

It is fundamental to accommodate transit bus and private automobile circulation and parking needs while
creating a comfortable and attractive pedestrian environment. All in all, parking management can be used
to tip the balance toward making conditions more favourable to transit and less favourable to auto travel.
This significance can be gotten by the following guidelines:

1. Reduction of standard parking requirements

 On-street short term parking can be provided to accommodate drop-off, pick up and taxi
services.

 Longer-term secure bike parking with shower and locker facilities should be used to enhance
this trend.

 Surface parking lots should be placed to the rear of buildings not front of them; this delivers
entries and windows fronting on streets and sidewalks. The size of continuous surface parking
lots should be limited.

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  Shared parking is recommended for adjacent uses with different peak periods of demand.

 Parking structures can be used, but they should not be allowed to dominate the street frontage.

 Park-and-Ride sites could be considered for accommodating parking during off-peak hours.
Though, this type of sites should not act as buffers between the station and its adjacent mixed-
use and commercial areas.

 A cash-in-lieu policy for parking in TOD areas should be considered as part of a parking
management strategies for a station area.

2. Placing parking in appropriate locations

 Parking areas should be designed appropriately in order to maintain the pedestrian comfort in
the TOD station area.

 Major parking areas should be accessed from collector and arterial roads around the station
areas, without impacting existing communities or the pedestrian environment closest to the
station. Direct and convenient pedestrian connections should lead from these parking areas to
primary destinations; such as, transit station, office areas, densely residential, etc.

 Along primary pedestrian routes, parking lots should be located to the rear or side of the
building.

 Parking lots should be designed and located to minimize or prevent the vehicles crossings
over primary pedestrian routes.

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 Figure 32: Parking areas should be located to minimize conflict with pedestrian.

3. Developing parking forms that integrate with the pedestrian nature of the area

 Surface parking should be broken into smaller cells through landscaping and walkways.

 Lighting in surface parking areas should be directed within the site

 Surface parking areas must accommodate safe, direct pedestrian traffic through the provision
of landscaped walkways to and from, as well as through the site.

 Parking structures should have active street-level facades, including commercial uses and/or
building articulation and glazing.

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 Figure 33: Parking areas should provide safe pedestrian access to the site, and safe circulation

4. Encouraging transportation demand management strategies

 Encouraging local shuttle service for employment canter’s or shopping centres.

 Facilitating community car-sharing and car-pooling by providing authorized car licenses, and
preferential parking spots for car-share/car-pool vehicles.

 Work with businesses to encourage transit ridership programs for employees.

5. Integrating design for transit circulation and drop-off zones

 Bus access and public transportation facilities to station areas should be a primary
consideration in the design of the station and local roadways. This provides a more
comfortable transition between modes of public transportation. Where possible, bus drop-off
areas should be from local roadways with quick and direct access to the station platform.

 The drop-off sites for motorists, where they can drop off or wait for a transit passenger, should
be provided where feasible. These facilities should provide quick and direct access to the
station platform, but not to be the focus of the public systems design. These should avoid
being placed prominently at the station, but rather placed in locations where the vehicle can
enter and exit the station area conveniently and the passenger has a direct connection to the
station.

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6. Long term redevelopment

 Surface parking should be designed to allow redevelopment with parking structures and/or
other development.

5. Policy Objective – Plan in Context with Local Communities

Transit Oriented Development should benefit the local community. Through consultation with
local communities, TOD should provide a wide range of supporting benefits for local
communities, including increased uses and services, a variety of housing, increased transportation
options, and a more walkable environment and community amenities. To achieve this purpose,
the following guidelines have to be accomplished:

1. Working with local communities

 Local communities can provide valuable and essential database input about services and
amenities needed by the community, housing forms, key pedestrian destinations, current
pedestrian habits, parking management concerns etc.

 Local landowners and communities should participate in station area plan planning processes.
Information should be made available to them and opportunities to be consulted made
available at opportune times.

 All communities within the catchment area of the transit station should provide input into
station area planning processes. This database can be applied especially to the creation of
station area plans, as other types of planning applications, which have established circulation
processes.

 Stakeholders must to be encouraged to consult with local communities early in the planning
process to ensure a common understanding of important community issues related to a
particular site or area.

2. Providing needed community services and amenities

 New development in station areas should provide services and amenities needed by local
communities. These could include new housing forms to support community demographics,
employment options, convenience retail and personal services, day-care, public gathering
spaces, etc.

3. Built form should complement the local structure context

 Each station exists in a particular community context. Development should complement the
existing development and help to enhance the local character while creating a walkable,
vibrant station area.

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  Transitions between established residential areas and the new TOD area should provide a
sensitive interface. Low rise, medium density residential or low-profile mixed-use
development may be used as an appropriate transitional use between adjacent low density
residential and the TOD area.

 Public pedestrian systems should implement the integration between the new and existing
developments in the area.

Conclusion and Recommendations

The resulted conclusions can be classified and demonstrated as the following:

Controlling the urban progress needs efficient tools

Communities are looking for ways to get the most out of new development and to maximize their
return from social, economic and environmental activities. Communities expect to create new
neighbourhoods and maintain existing ones to be more attractive, convenient, safe, and healthy.
Therefore, guidelines and tools are needed to be determined.

Sustainable Development
Sustainable development is very important trend because it is not about threat analysis; but, it is
about system analysis. Specifically, it is about how environmental, economic, and social systems

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interact to their mutual advantage or disadvantage at various space-based scales of operation.
Moreover, the term expounds potent expected outcome that is represented in attracting, managing
and retaining infrastructure, businesses, employment, economic growth, community image, cultural
diversity, accessibility, housing quality, transport system, public transport, town centres and
collaborative leadership.

Smart Growth
The term Smart Growth is never growth; rather, it seeks to revitalize the already-built environment to
the extent necessary, and to foster efficient development at the edges of the region through the
process of creating more liveable communities. The importance of Smart Growth comes from the ten
principles that provide a framework for how development and growth can be executed in a superior
way to the status quo. These principles can be summarized in mix land uses, compact building
design, range of housing choices, walkable neighbourhoods, attractive communities, open space,
farmland, beauty and critical environmental areas, developing existing communities, transportation
choices, making development decisions fair, consistent and predictable, community and stakeholder
collaboration.

Transit Oriented Development as a significant planning paradigm

The negative side effects of urban planning and transportation systems have become particularly
apparent in the metropolitan areas. This demands an efficient planning tendency that can direct such
problems to be solved. Transit Oriented Development has gained popularity as a mean of redressing
number of urban problems including; automobile dependency, uncontrolled urban sprawl, and all
effects of these situations; such as traffic congestion, affordable housing shortages and air pollution.
From this point, TOD has become one of the most popular tools for achieving Smart Growth and
Sustainable Development principles. Also, most people make the mistake of thinking that TOD can
be created through the design and development of one project, but in actuality, it usually takes
multiple projects working together to create an urban fabric that seamlessly blends the ideals of trend
TOD can be conserved as an approach that can actualize a moderate to higher density development,
located within an easy walk of a major transit stop, generally with a mix of residential, employment,
and shopping opportunities designed for pedestrians without excluding the auto. However, number of
variables determines the success of TOD through; social and economic market demands, local
government policies, strong and proactive institutions, individual political champion, supportive
neighbourhoods and communities, high quality transit service, availability of attractive developable
land, strong real estate markets and parking management. Also, TOD needs technical and design
strategies to be followed.

References

 http://cdn.cseindia.org/userfiles/S.S%20Bajaj.pdf

 https://www.slideshare.net/onlyromi/tod-mpdroad-map08nov09

 http://wricitieshub.org/sites/default/files/Presentation%20by%20Mr.%20Rohit%20Khandelwal%20-
%205.pdf

 http://www.nayaraipur.gov.in/

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 Building a Sustainable and Smart urban Development model based on transit oriented development
(tod) Gaza city (implementation area) by Shaymaa Ali Maher/ Abdela'al Abu Rass pdf

 Chhattisgarh development plan pdf

 Naya raipur development authority pdf

 Transit-Oriented Development: Lessons from Indian Experiences pdf

 The Unified Traffic and Transportation Infrastructure (Planning and Engineering) Centre
(UTTIPEC) website

 World Resources Institute (WRI) India website

 National TOD Policy

 TOD Policy Delhi

 Master Plan Delhi 2021

 A Study of Transit Oriented Development in Indian Context by Arati Siddharth Petkar, Sneha Sunil
Hamand, Town and Country Planning Section, Civil Engineering Department, College of
Engineering, Pune, India

 Transit Oriented Development (TOD) Policy: Case Study-East Delhi Hub - Kadkadooma TOD
project, New Delhi (India) by P.S. Uttarwar, Consultant (Planning) & Former Addl. Commissioner,
Delhi Development Authority, New Delhi (India)

 Parking Policy as a Travel Demand Management Strategy, UTTIPEC, Delhi Development Authority,
October 2010

 An Introduction to Transit Oriented Development pdf

 Sustainable Transport: A Sourcebook for Policy-makers in Developing Cities Module 3a:Mass

Transit Options

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