Transit-Oriented Development & Impact on Modern Infrastructure & Cities

Transit-Oriented Development & Impact on Modern Infra structure & Cities Harsh Jain1, Dr. Yogesh Geskar2, * 1Amity School of

Architecture & Planning, Amity University, Rajasthan

*Author to whom correspondence should be addressed: E-mail: harsh.hj.hj026@gmail.com (Received month date, year; Revised month date, year; accepted month date, year).

CHAPTER 1: - WHAT IS TRANSIT ORIENTED DEVELOPMENT (TOD)?

1. Introduction After decades of underinvestment in public transport, many national & local governments today are re-focusing on improving public transport to combat the social, economic & health impacts of car traffic congestion on their cities. This is a positive trend, moving away from the urban development form that many cities adopted from the late 20th century & continues in many cities today, in which ever longer & wider roads, separating buildings & blocks from one another, make way for more & more cars.

Where public transport investment is taking place, cities are striving to get the most use from of it by building homes, jobs & other services adjacent to this transit infrastructure.

The Transit Oriented Development strategy, built on the rich experience of many organizations around the world including our own, addresses development that maximizes the benefits of public transit while firmly placing the emphasis back on the user’s people. We call this form of design "transit-oriented development" (TOD), & it marks a key difference from transit- adjacent development, which is simply development located next to transit corridors & stations. TOD implies high quality, thoughtful planning & design of l& use & built forms to support, facilitate & prioritize not only the use of transit, but the most basic modes of transport, walking & cycling.

transit is more commonly used in western countries, it is gaining prominence in Asia to describe mass transportation systems. In India, it is also known as public transport. Thus, for instance, suburban rail in Mumbai/Delhi could also be termed transit.

1.2 Defining Transit Oriented Development (TOD) Rapid economic growth & urbanization have led to problem of congestion, traffic jams, load on infrastructure, pollution, etc. Along with these, rapidly growing population has very large effect on the housing in the city.

Increasing population has to be accommodated in the city, so the problems of slums, unauthorized construction & haphazard development of fringe areas are observed in most of the cities. A sustainable strategy is required to maintain the economic growth & alleviate the problems

1.1 Defining Transit

arising due to the growth.

Transit is a singular term used commonly to describe shared public transportation service. Available for general public, it is distinct from taxicabs & hired buses which cannot be shared by strangers without prior arrangement.

Transit-oriented development (TOD) which concentrates development near & around transit systems to promote transit ridership is one such sustainable development strategy.

The word transit refers mainly to public transport modes such as suburban rail, metro/subway rail, light rail/tram & bus rapid transit system (BRTS). Though the word

Transit Oriented Development is essentially any development, macro or micro that is focused around a transit node, & facilitates complete ease of access to the transit facility thereby inducing people to prefer to walk &

use public transportation over personal modes of transport. It provides convenient & affordable accessibility to the greatest number of people for the lowest total costs. It creates a truly efficient & equitable community.

Over time TOD has come to acquire the meaning of planned development around any type of

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transit & not necessarily a train station. TOD is not just any development near transit. It is a development that: 

Increases "location efficiency" so people can walk, cycle & use public transport

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Boosts public transport ridership & reduces use of private vehicles

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Provides a rich mix of housing, jobs, shopping & recreational choices

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Provides value for the public & private sectors, & for both new & existing residents

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Affords an accessible & safe living environment for children, adults, & those of advanced age & limited mobility

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Creates a sense of community & place

1.3 Goal of a Transit Oriented Development (TOD)

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Creating a vibrant, livable, sustainable & comfortable communities Creating a compact, walkable, mixed-use community centered around high-quality train, MRTS, BRTS systems.

induce public transport use through design, policy measures & enforcement.

Provide easy public transport access to the maximum number of people within walking distance-through densification & enhanced connectivity.

To achieve this paradigm shift, TODs offer attractive alternatives to the use of personal modes pleasurable walking experiences, very easily accessible & comfortable mass transportation with easy, convenient & comfortable intermodal transfers for last mile connectivity & other low cost, comfortable, non- motorized transportation options.

In addition, highest possible population densities (as per local context), enhanced street connectivity, multimodal networks around transit stations & compact mixed-use development providing housing, employment, entertainment & civic functions within walking distance of the transit system offers: an enhanced level of accessibility by non-motorized modes, a reduced trip length to the average commuter, & Economic viability of the public transportation system through substantial non-fare box revenues.

1.4 Scale of a Transit Oriented Development (TOD) TOD is the area within the first 400 to 800 meters (1/4 to 1/2 mile) of transit stations - it is not one project, but a compilation of projects. Individually, each project may serve one primary function but as a whole, they create a place. Not all TODs function the same & not all are of the same size. The size of the TOD is dependent on the general scale or intensity of development appropriate for that station based on the function of the station & the accessibility of the TOD from the adjacent neighborhoods.

1.5 Factors driving a trend towards a Transit Oriented Development (TOD) o o o o o o

o o

Major solution to the serious & growing problems of climate change & global energy security by creating dense walk able communities that greatly reduce the need for driving & energy consumption.

This type of living arrangement can reduce driving by up to 85%.

Reduce/ discourage private vehicle dependency &

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Rapidly growing, mind-numbing traffic congestion nation-wide.

Growing distaste for suburbia & fry-pit strip development.

Growing desire for quality urban lifestyle.

Growing desire for more walk able lifestyles away from traffic.

Changes in family structures: more singles, emptynesters, etc.

Growing national support for Smart Growth.

CHAPTER 2: - PRINCIPLES OF A TRANSIT ORIENTED DEVELOPMENT (TOD) & IT’S COMPONENTS 2.1 Principles of TOD

B.) CYCLE

A.) WALK

Cycling is an elegant, emission-free, healthy & affordable transport option that is highly efficient & consumes little space & few resources. It combines the convenience of door-to- door travel, the route & schedule flexibility of walking, & the range & speed of many local transit services. Bicycles & other means of people-powered transport, such as pedicabs, activate streets & greatly increase the area coverage of transit stations. Cyclists, however, are among the most vulnerable road users, & their bicycles are also vulnerable to theft & vandalism.

The key factors encouraging cycling is the provision of safe street conditions, & secure cycle parking & storage.

Walking is the most natural, affordable, healthy & clean mode of travel for short distances, & a necessary component of the vast majority of transit trips. As such, walking is a fundamental building block of sustainable transport. Walking is, or can be, the most enjoyable & productive way of getting around, provided that paths & streets are populated & desired services & resources conveniently located. Walking also requires physical effort, & it is highly sensitive to environmental conditions.

The key factors to making walking appealing form the basis for the three performance objectives under this principle: safety, activity & comfort.

• Objective A: The pedestrian network is safe & complete The most basic requirement of urban walk ability is the existence of a safe walking network linking all buildings & destinations, accessible to all persons & protected from motor vehicles. This can be achieved using a variety of configurations of paths & streets.

• Objective B: The pedestrian realm is active & vibrant Walking is attractive & safe, & can be highly productive when sidewalks are populated, animated & lined with useful ground-floor activities & services such as storefronts & restaurants. In turn, being closer to passing pedestrians & bicyclists increases the exposure & vitality of local retail. Visually Active Frontage measures the opportunities for visual connection between sidewalks & the interior ground floors of adjacent buildings. All types of premises are relevant, not only shops & restaurants but also workplaces & residences. Physically Permeable Frontage measures active physical connections through the block frontage via entrances & exits to & from storefronts, building lobbies, courtyard entrances, passageways, & so on.

• Objective C: The pedestrian realm is temperate & comfortable The willingness to walk can be significantly enhanced with the provision of simple elements that enhance the walking environment such as street trees. Trees, the simplest & most effective way of providing shade in most climates. Trees also bring many environmental & psychological benefits. Various forms of shelter, such as arcades & awnings, can also improve walkability.

• Objective A: The cycling network is safe & complete A safe cycling network connecting all buildings & destinations through the shortest routes available is a basic TOD requirement. Cycle Network controls for this provision. Various types of cycle ways, including cycle paths, cycle lanes on roads & cycle-friendly streets can be part of the network.

• Objective B: Cycle parking & storage is ample & secure Bicycles do not take up much space but still require secure parking & storage. Cycling can be an attractive travel option only to the extent that cycle racks is available at destinations, & that bicycles can be secured within private premises at night & for longer periods.

C.) CONNECT Short & direct pedestrian & cycling routes require highly connected network of paths & streets around small, permeable blocks. This is primarily important for walking & for transit station accessibility, which can be easily discouraged by detours. A tight network of paths & streets offering multiple routes to many destinations can also make walking & cycling trips varied & enjoyable.

Frequent street corners & narrower right of ways, with slow vehicular speed & many pedestrians encourage street activity & local commerce. An urban fabric that is more permeable to pedestrians & cyclists than to cars also prioritizes non-motorized & transit modes.

• Objective A: Walking & cycling routes are short, direct & varied The simplest proxy for the quality of path connectivity is the density of pedestrian intersections, which is dependent on small blocks. Small Blocks rewards a development

with a small average block size. This combined with the provision of a complete pedestrian network would represent a dense mesh of pedestrian & cycling routes which would offer a wide choice in routes to take to one's destination, & access to any number of possible activities along the way.

• Objective B: Walking & cycling routes are shorter than motor vehicle routes Although high pedestrian & cycling connectivity is an important feature of TOD, road connectivity enhancing motor vehicle travel is not. Prioritized Connectivity compares the two categories & rewards higher ratios of non-motorized travel (NMT) path connectivity to caraccessible road connectivity.

D.) TRANSIT Transit connects & integrates distant parts of the city for pedestrians. Access & proximity to High-capacity public transit service, defined as bus rapid transit (BRT) or rail transit is a prerequisite for TOD Standard recognition.

High-capacity public transit plays a critical role, as it allows for highly efficient & equitable urban mobility, & supports dense & compact development patterns. Transit also comes in various forms to support the entire spectrum of urban transport needs, including low & high-capacity vehicles, taxis & motorized rickshaws, bi-articulated buses & trains.

• Objective: High-quality transit is accessible by foot The maximum recommended distance to the nearest highcapacity transit station for a transit-oriented development is defined as 1 kilometer, a 15-to-20-minute walk.

Moreover, by building at higher densities closer to the transit station, a development can maximize the number of people & services that can easily be reached by a short walking distance.

E.) MIX When there is a balanced mix of complementary uses & activities within a local area (e.g., a mix of residences, workplaces & local retail commerce), many daily trips can remain short & walk able. Diverse uses peaking at different times keeps local streets animated & safe, encouraging walking & cycling activity, & fostering a vibrant human environment where people want to live.

Inbound & outbound commuting trips are also more likely to be balanced, resulting in more efficient operations in the transit system. A mix of housing prices allows some workers to live near their jobs & prevents lower-income residents, who are also the most dependent on lower cost public transit, from being displaced to outlying areas & potentially encouraging this group to become dependent

on motor vehicles. Therefore, the two performance objectives for this principle are the provision of a balanced mix of land uses & a balanced mix of resident income levels.

• Objective A: Trip lengths are reduced by the provision of diverse & complementary uses Developments that add to the mix of complementary uses allow for a wider range of daily trips to be walk able.

Complementary Uses provides developments that are meant for mix residential & non-residential uses.

Accessibility to Food provides the availability of fresh groceries as a "litmus test" indicating an area well served by locally oriented & regularly supplied goods & services.

Food is also an essential part of daily life, & being able to walk to buy produce & meals contributes to a higher quality of life.

• Objective B: Lower-income groups have short commutes Affordable Housing provides mixed-income developments that include dedicated affordable housing.

F.) DENSITY To absorb urban growth in compact & dense forms, urban areas must grow vertically (Densification) instead of horizontally (sprawl). In turn, high urban densities oriented towards transit support a transit service of highquality, frequency & connectivity, & help to generate resources for investment in system improvements & expansions. Transit-oriented density results in wellpopulated streets, ensuring that station areas are lively, active, vibrant & safe places where people want to live.

Density delivers the customer base that supports a wide range of services & amenities & makes local commerce thrive. As many of the most famous & desirable neighborhoods in the world, high-density living can be highly attractive. The only limits to densification should result from requirements for access to daylight & circulation of fresh air, access to parks & open space, preservation of natural systems, & protection of historic & cultural resources. The performance objective under this principle emphasizes residential & non-residential density to support high-quality transit & local services.

• Objective A: Residential & job densities support highquality transit & local services Land Use Density provides projects that achieve equal or higher densities when compared to comparable projects.

The public & private sector must work together to increase allowable residential & non-residential densities, while remaining sensitive to the local context.

G.) COMPACT The basic organizational principle of dense urban development is compact development. In a Compact city, or a compact district, the various activities & uses are conveniently located close together, minimizing the time & energy required to reach them & maximizing the potential for interaction. With shorter distances, compact cities require less extensive & costly infrastructure (though higher standards of planning & design are required), & they preserve rural land from development by prioritizing densification & redevelopment of previously developed land. The principal compact can be applied to a neighborhood scale, resulting in spatial integration by good walking & cycling connectivity & orientation toward transit stations. At the scale of a city, being compact means being integrated spatially by public transit systems. The two performance objectives for this principle focus on the proximity of a development to existing urban activity, & short travel time to the major trip generators, in the central & regional destinations.

• Objective A: The development is in an existing urban area To promote densification & the efficient use of previously developed vacant lots such as Brown fields, Urban Site provides development on sites within or at the immediate edge of an urbanized area.

• Objective B: Travelling through the city is convenient Transit Options encourages a site to provide multi-modal transport including different high- capacity transit lines & Para-transit options. Having a number of different transport options means the diverse needs of passengers & travelers can be fulfilled, encouraging more people to use transit in a virtuous cycle.

H.) SHIFT When cities are shaped by the above seven principles, personal motor vehicles become largely Unnecessary in day-to-day life. Walking, cycling & the use of highcapacity transit are easy & convenient, & can be supplemented by a variety of intermediary transit modes & rented vehicles that are much less space-intensive.

Scarce & valuable urban space resources can be reclaimed from unnecessary roads & parking, & can be reallocated to more socially & economically productive uses. The performance objective below focuses on these benefits.

• Objective A: The land occupied by motor vehicles is minimized Low provision of off-street space for motor vehicles parking is provided. Driveway Density measures the frequency of driveways breaching the protected status of

walkways, & provides the minimization of interference of the pedestrian network. Roadway Area provides the reduction of street space occupied by motor vehicles either in the form of road area of on- street parking.

2.2 COMPONENTS OF TOD The TOD components are the 3 Ds below: Density (For adequate population density for transit ridership) Diversity (Mixed Use, Mixed Income that use transit) Design (Safe, Comfortable, Active (24X7) Environment created by promoting walkability & access to transit.

The 3 Ds define the density, mix of uses & connectivity required within walking distance of transit stations to encourage transit use & a 24-hour environment around the transit stations.

2.3 WHAT ARE THE MAIN ELEMENTS OF TOD? 1. Walk able design with pedestrian as the highest priority 2. Train station as prominent feature of town center 3. Public square fronting train station 4. A regional node containing a mixture of uses in close proximity (office, residential, retail, civic) 5. High density, walk able district within 10-minute walk circle surrounding train station 6. Collector support transit systems including streetcar, light rail, & buses, etc.

7. Designed to include the easy use of bicycles & scooters as daily support transport 8. Large ride-in bicycle parking areas within stations 9. Bike share rental system & bikeway network integrated into stations 10. Reduced & managed parking inside 10-minute walk circle around town center / train station 11. Specialized retail at stations serving commuters & locals including cafes, grocery, dry cleaners.

2.4 BENEFITS OF TOD 1. Encourages use of non-motorized transportation 2. Provides a balanced approach to accommodating

growth 3. Creates compact, sustainable urban form 4. Enhances local economic development

contaminated brownfield land. 

It only appeals, or thought to appeal, to a certain market segment of home renters & owners.

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A real mix of uses is difficult to attract at many sites.

5. Promotes more sustainable Infrastructure 6. Increases land values Increases public safety 7. Increases mobility choices 8. Increases disposable household income & increase health benefits.

2.5 BARRIERS OF TOD 

The governance structures for TOD at specific sites are often overly complex, & no one organization takes the lead. Sometimes the management of TOD sits is in the hands of different private sector organizations.

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A lack of statutory regional planning & sometimes any form of regional planning organization makes a coordinated regional approach to TOD (and therefore significant impact on regional travel patterns) more difficult to achieve.

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Related to the above, there may sometimes be competition between central & peripheral municipalities in a metropolitan area such as Amsterdam, where peripheral municipalities may wish not to be identified with a land use policy that is seen primarily as that of the central municipality.

Perception or actual lack of high-quality public transport – the public transport service arrives too late at new sites, or is highly radial so does not cater for orbital trips that are an important aspect of regional mobility. This may be compounded by a public transport authority that is not itself that concerned about TOD, preferring to pursue park & ride around suburban stations instead.

2.6 ROLES IN TOD An important prerequisite for TOD is that the delivery of TOD requires the involvement of many actors: national and/or regional public transport authorities, organizations involved in land development around transport infrastructure, e.g., private developers, local authorities, & private companies contracted to provide transit services.

This complex set of relationships can make TOD challenging because of organizational fragmentation between regional & local authorities on the one hand, & between public sector actors & private sector actors on the other. In what follows, we will first describe what previous research has to say about what characterizes ‘successful’ TOD processes & actor relations in TOD planning & delivery.

The motivation for this is that the logics of economic development strongly influence property development & therefore the shape & location of urban development. Any research in this topic area must, therefore, consider the role & motivations of property developers in relation to that of regional & local government.

Property developers & investors constitute, as already mentioned, a category of key actors involved in the planning & implementation of TOD. The role they take differs across geographical contexts. In countries where urban development is more steered by market forces & private sector actors, for instance Japan, developers & investors take a more leading role than in countries such as, for example, Singapore, where government planning largely determines conditions for urban development.

2.7 DEVELOPER PERCEPTIONS OF TOD 

Developers often perceive TOD to be expensive & risky.

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Developers perceive TOD to be something of a niche market

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Developers perceive and/or experience a great number of barriers to the implementation of TOD.

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How developers believe barriers can be overcome & their risks reduced.

In relation to the development industry: 

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There is a rather vague definition of TOD concept & therefore poor understanding of it, so it is perceived by many developers as risky (so especially at times of economic crisis they are reluctant to do it).

This perception of risk is compounded by the multiparty multi-actor context of TOD sites; there are in reality frequently additional development costs as TOD sites are often under complex ownership & on

 CHAPTER 3: - CASE STUDIES CASE STUDY 1: Delhi Metro Rail Corporation (DMRC), India KEY SITE STATISTICS TRANSIT SERVICE  MRT – Mass Rapid Transit (Commuter Rail) DEVELOPMENT     

392 Kilometers of network length (as of 2024) 10 color-coded lines 256 metro stations Pink Line is the longest line at 57.49 km Green Line is the shortest at 27.96 km.

KEY FEATURES    

Automatic Train Control (ATC) Driverless Operations & Modern Facilities LEED Certification Solar Powered

BACKGROUND Launched in 1995, the Delhi Metro Rail Corporation (DMRC) represents a transformative effort to alleviate traffic congestion & enhance urban mobility within India’s capital. As an iconic case of Transit-Oriented Development (TOD), the Delhi Metro initiative was designed to meet the challenges of a rapidly growing population & an overburdened transportation network. The project required strategic planning to accommodate dense urban areas, limited land resources, & integration with other forms of public transit.

By establishing an interconnected network of metro lines that seamlessly links with buses, auto-rickshaws, & cycle rickshaws, the DMRC created a cohesive system that provides a flexible & user-friendly travel experience. Additionally, mixed-use developments were built near metro stations to promote walkability & make essential amenities easily accessible, further strengthening the TOD approach.

The idea for the Delhi Metro was conceived to address the growing traffic congestion & pollution in Delhi, driven by rapid urbanization & population growth. DMRC was formed as a joint venture between the Government of India & the Government of Delhi, with E. Sreedharan playing a crucial role as the Managing Director, overseeing its planning & implementation.

The first line of the metro, the Red Line, opened in 2002 & connected Shahdara to Rohini, spanning about 8 kilometers.

The network quickly expanded, adding more lines & stations to create a comprehensive system covering major areas of the city, including key transport hubs, business districts, & residential areas. The DMRC was designed to be modern, efficient, & eco-friendly, incorporating advanced technologies like automatic train operation (ATO), intelligent signaling systems, & energy-efficient trains.

Over the years, the Delhi Metro has become one of the largest & busiest metro networks in the world, serving millions of passengers daily, easing traffic congestion, & reducing air pollution. Its success has inspired similar metro projects in other Indian cities & has significantly contributed to shaping India's urban transportation landscape.

DEVELOPMENT PROCESS The outcomes of the DMRC initiative reveal its substantial impact on the city’s urban fabric & socio-economic landscape.

Traffic congestion & pollution levels around metro corridors have markedly decreased, highlighting the effectiveness of TOD in managing urban transport challenges. Property values have risen significantly in areas near metro stations, emphasizing the project’s role in elevating the economic profile of its surroundings. The DMRC’s success underlines key planning insights: transit-oriented models are critical in addressing mobility demands, while mixed-use developments around transport hubs play an essential role in fostering sustainable growth in rapidly urbanizing areas. This model not only optimizes transit systems but also aligns with broader urban planning objectives, serving as a vital reference for emerging cities aiming to balance mobility & development.

The development of the Delhi Metro Rail Corporation (DMRC) began in the early 1990s to address the city's worsening traffic congestion and pollution. After a detailed feasibility study conducted by RITES, the project was approved by the Government of India and the Delhi Government. The first phase of construction commenced in 1998, focusing on the Red Line between Shahdara and Rohini, covering about 8 kilometers. The system was designed to be modern and efficient, incorporating automated train control systems, intelligent signaling, and energy-efficient trains. The first section of the metro, the Red Line, opened in 2002, marking the beginning of the network’s expansion.

Over the next two decades, the network grew substantially, with new lines like the Blue Line, Yellow Line, and Violet Line, connecting key areas of Delhi and its suburbs. The metro's construction faced challenges such as land acquisition, urban planning integration, and managing existing infrastructure. However, through innovative engineering, such as underground tunnels and elevated tracks, these obstacles were overcome. The DMRC’s success in expanding its network led to increased ridership and has been a model for other cities in India. The project also contributed to improving air quality, reducing traffic congestion, and enhancing urban mobility. Today, DMRC operates one of the largest metro networks in the world, continuing to expand and modernize to meet the growing demands of the city.

1. Red Line (Line 1)  Starting Point: Rohini West  Ending Point: Shahdara  Connects the northern and eastern parts of Delhi, passing through Connaught Place, Chandni Chowk, and Kashmere Gate.

2. Yellow Line (Line 2)  Starting Point: Samaypur Badli  Ending Point: Huda City Centre (Gurugram)  This line connects northern, central, and southern Delhi, passing through important stations like Rajiv Chowk, Khan Market, and Saket.

3. Blue Line (Line 3 & 4)  Starting Point (Line 3): Dwarka Sector 21  Ending Point (Line 3): Noida City Centre / Vaishali (Line 4)  The Blue Line connects Dwarka, South Extension, and Noida, and extends further to Vaishali, serving key commercial and residential areas.

4. Orange Line (Line 5)  Starting Point: Mundka  Ending Point: Bahadurgarh  A rapid transit route serving the outskirts of Delhi and parts of Haryana, connecting Mundka to Bahadurgarh.

5. Violet Line (Line 6)  Starting Point: Kashmere Gate  Ending Point: Ballabgarh  This line serves the central to southern parts of Delhi and extends to Faridabad, passing through stations like

Mandi House and Sarai Kale Khan.

6. Pink Line (Line 7)  Starting Point: Majlis Park  Ending Point: Shiv Vihar  A major route running around the periphery of Delhi, connecting residential and commercial areas like Lajpat Nagar, Hazrat Nizamuddin, and Mayur Vihar.

7. Magenta Line (Line 8)  Starting Point: Janakpuri West  Ending Point: Botanical Garden (Noida)  Connecting West Delhi to Noida, this line serves areas like Dwarka, Saket, and Greater Noida.

8. Grey Line (Line 9)  Starting Point: Dwarka  Ending Point: Kashmere Gate  A short line connecting Dwarka to the central parts of Delhi.

9. Aqua Line (Line 10)  Starting Point: Noida Sector 51  Ending Point: Greater Noida  Serving the Noida and Greater Noida regions, this line connects residential and commercial sectors.

10. Silver Line (Line 11)  Proposed Route: Connecting the Lajpat Nagar to Shivaji Stadium, this line is still under development, and the route will serve South Delhi.

11. Gold Line (Line 12)  Proposed Route: This line will be designed to connect Mundka with Shivaji Nagar and will enhance connectivity across north and west Delhi.

OBJECTIVE OF DELHI METRO RAIL CORPORATION The Delhi Metro project was conceptualized as early as the 1980s, but it was only in the 1990s that concrete plans were made. The Indian government, along with the Government of Delhi, recognized the need for a metro system, & in 1995, the DMRC was formally established. The planning & construction were heavily influenced by the successful metro systems of other countries, particularly Japan, where Shri E. Sreedharan, known as the "Metro Man of India," brought expertise & leadership to the project.

GOALS OF DELHI METRO RAIL CORPORATION 1.

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Reducing Traffic Congestion Provide a Reliable Public Transportation System Improve Air Quality & Reduce Pollution Support Sustainable Urban Development Provide Safe & Accessible Transportation Enhance Economic Growth & Urban Connectivity Offer a Cost-effective & Efficient Mass Transit System Introduce Modern & Technologically Advanced Infrastructure Address the Challenges of Rapid Population Growth

The primary goal of starting the DMRC was to transform Delhi’s public transportation landscape, providing a sustainable, efficient, & modern mass transit solution. By reducing traffic congestion, improving air quality, promoting economic development, & enhancing the quality of life for millions of commuters, the Delhi Metro has successfully achieved its objectives & continues to expand as a crucial part of the city’s infrastructure.

IMPACT, ANALYSIS & PROJECT SCOPE OF DMRC RITES recommended a rail-based system, comprising a network of underground, elevated & surface corridors, aggregating to 198.5 kms, to meet the traffic demand up to the year 2021. The whole project, estimated to cost Rs. 15000 Crore at 1996 price level was expected to handle 12.6 million commuter trips. First phase of metro has been completed.

DMRC web site indicates a number of benefits to metro. These are: Time saving for commuters, Reliable & safe journey, Reduction in atmospheric pollution, Reduction in accident, Reduced fuel consumption, Reduced vehicle operating costs, Increase in the average speed of road vehicles, etc.

CASE STUDY 2: AHMEDABAD BUS RAPID TRANSIT SYSTEM (BRTS), INDIA KEY STATISTICS TRANSIT SERVICE

 BRTS – Bus Rapid Transit System DEVELOPMENT     

160 Kilometers of network length (as of 2024) Operator – Ahmedabad Janmarg Limited (AJL) 380 Buses, including 150 Electric Buses 157 Bus Stops/ Bus Stations 13 Long Routes

KEY FEATURES  Accessibility: Features include rapid boarding & alighting, & special rides for school children, doctors, religious leaders, & industrialists  Smartcards: 120,000 smartcards have been distributed, with free rides for blind people & freedom fighter BACKGROUND Launched in 2009, the Ahmedabad Bus Rapid Transit System (BRTS) was developed as a strategic initiative to introduce an efficient, bus-based public transport network aimed at enhancing urban mobility. Addressing critical challenges such as optimizing the city’s existing road infrastructure, ensuring high ridership & public acceptance, & seamlessly linking BRT lanes with city planning, the project was designed to transform public transit into a more accessible & appealing choice. The system features dedicated bus lanes, modern stations, & frequent services, thereby minimizing waiting times & promoting a reliable & user-friendly transit experience. The BRTS also incorporated design elements that support nonmotorized transport, reflecting an inclusive approach to urban mobility that encourages diverse, sustainable transport options.

Janmarg, meaning "The People's Way," is designed as a dedicated bus corridor, allowing buses to travel smoothly without interference from regular traffic. The system features modern, low-floor buses, automated ticketing, & well-designed bus stations to ensure safety & accessibility. Ahmedabad BRTS has become a model for other Indian cities, combining features like GPS-based real-time tracking, integrated smart card payments, & a focus on environmentally friendly practices. Over time, it has expanded its network to cover major routes, connecting key commercial, residential, & educational areas, significantly reducing travel time for commuters. Despite initial challenges, including infrastructure adjustments & public skepticism, Ahmedabad BRTS has been recognized for its role in transforming the city’s public transport landscape, promoting a shift from private vehicles to shared, efficient, & greener public transit.

DEVELOPMENT PROCESS The BRTS initiative has positively impacted Ahmedabad’s urban landscape, notably improving accessibility, reducing travel times by 20%, & promoting public transit over private vehicle use. The success of the BRTS highlights several key planning insights: frequent & reliable transit services, coupled with designated lanes, are critical components of an effective BRT system. Additionally, integrating non-motorized transport infrastructure into the system enhances overall mobility & encourages sustainable urban development. As an example of a thoughtfully implemented public transit project, the Ahmedabad BRTS demonstrates the benefits of a well-planned & executed bus-based transport model for cities facing rapid urbanization & transportation challenges. driven by concerns over increasing traffic congestion, air pollution, & inefficient public transport. The Ahmedabad Municipal Corporation (AMC), in collaboration with the Centre for Environmental Planning & Technology (CEPT), conducted feasibility studies & urban mobility assessments, drawing insights from successful BRT models in cities like Curitiba (Brazil) & Bogotá (Colombia).

The design process focused on creating a dedicated bus corridor to ensure uninterrupted flow of buses, thus increasing

speed & reliability. The initial network plan aimed to connect major arterial roads & densely populated areas, with bus stations positioned at regular intervals for convenient access. A key feature was the median-located bus stops, designed to minimize conflicts with mixed traffic & ensure safer passenger movement. The infrastructure also incorporated signal prioritization, modern ticketing systems, & low-floor buses for enhanced accessibility.

Construction of the first phase began in 2007, & the BRTS was launched in 2009, covering an initial stretch of 12.5 kilometers. The system was gradually expanded in multiple phases, responding to growing demand & feedback from users. By adopting a Public-Private Partnership (PPP) model, the city managed to attract investment for fleet procurement & operations, while the AMC focused on building & maintaining the infrastructure.

Over the years, the development process involved continuous improvements based on user feedback & evolving urban needs. Technologies such as GPS tracking, real-time information displays, & integrated smart card ticketing systems were introduced to enhance the commuter experience. The success of the Ahmedabad BRTS has inspired similar projects in other Indian cities, establishing it as a benchmark for urban transit development in the country.

TRANSIT ROUTES 1. Route 1 (A):  Starting Point: Bopal  Ending Point: Randal  This route connects the southern & northern parts of the city, passing through SG Highway, Prahlad Nagar, & Vastral.

2. Route 2 (B):  Starting Point: Sarkhej  Ending Point: Kalupur  This route runs through key commercial areas like Mithakhali, Navrangpura, & connects the western parts of Ahmedabad to the city center.

3. Route 3 (C):  Starting Point: Motera  Ending Point: Naroda  Serving both industrial & residential areas, this route connects the northern & eastern parts of Ahmedabad, with stops near Sardar Vallabhbhai Patel Stadium & Naroda Patiya.

4. Route 4 (D):  Starting Point: Gandhinagar  Ending Point: Kankaria Lake  This route connects Gandhinagar to Kankaria Lake, serving as a major transport link between the two cities & reaching several important destinations.

5. Route 5 (E):  Starting Point: Maninagar  Ending Point: Vastral  Connecting the southeastern & eastern parts of Ahmedabad, this route serves Maninagar, Rakhial, & Vastral.

6. Route 6 (F):  Starting Point: Gota  Ending Point: Naroda  This route runs from Gota in the northwest to Naroda in the east, covering areas like Sardar Vallabhbhai Patel Airport & Naroda Patiya.

7. Route 7 (G):  Starting Point: Naranpura  Ending Point: Gandhinagar  Serving Naranpura, Sola, & Gandhinagar, this route connects central Ahmedabad to the nearby city of

Gandhinagar.

8. Route 8 (H):  Starting Point: Sola  Ending Point: Gandhinagar  Serving key residential & commercial areas, this route runs from Sola to Gandhinagar, facilitating easy access between the two cities.

9. Route 9 (I)  Starting Point: Vastral  Ending Point: Bopal 10. Route 10 (J)  Starting Point: Naroda  Ending Point: Kalupur 11. Route 11 (K)  Starting Point: Sabarmati  Ending Point: Gandhinagar 12. Route 12 (L)  Starting Point: Kankaria  Ending Point: Vastral 13. Route 13 (M)  Starting Point: Gandhinagar  Ending Point: Maninagar OBJECTIVE OF AHMEDABAD BUS RAPID TRANSIT SYSTEM The implementation of Ahmedabad BRTS aimed to serve as a model for other Indian cities, demonstrating the effectiveness of bus rapid transit as a cost-effective, scalable solution for urban transportation challenges.

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Provide an Efficient Public Reduce Traffic Congestion Enhance Accessibility & Connectivity Promote Sustainable Urban Mobility Ensure Safely & Affordability Reduce Travel Time Support Transit-Oriented Development Integrate with Other Transport Modes

The Ahmedabad BRTS was designed to be a scalable, cost-effective solution for urban mobility, aiming to set a benchmark for sustainable public transportation in Indian cities.

GOAL OF AHMEDABAD BUS RAPID TRANSIT SYSTEM The future goals of the Ahmedabad Bus Rapid Transit System (BRTS), or Janmarg, focus on expanding the network, improving service quality, & integrating with broader urban mobility plans. The system aims to build on its success by addressing the evolving needs of the city & supporting sustainable urban growth.

Future Goals: 1.

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Network Expansion & Increased Coverage Integration with Metro & Other Public Transit Systems Adopt Smart & Green Technologies Enhance Passenger Experience¥ Promote Transit-Oriented Development Increase Ridership & Reduce Dependency on Private Vehicles Sustainable Financial & Operational Model Resilience & Adaptability

By focusing on these goals, the Ahmedabad BRTS aims to remain a pioneering model of urban mobility in India, setting the standard for sustainable & efficient public transportation systems in rapidly growing cities.

CASE STUDY 3: TEITO RAPID TRANSIT AUTHORITY (TRTA), TOKYO, JAPAN KEY SITE STATISTICS TRANSIT SERVICE 

TTMS - The Tokyo Metro System

DEVELOPMENT     

356.1 Kilometers of network length (as of 2024) Operator – Teito Rapid Transit Authority (TRTA) 2700 train cars 180 Stations 9 Long Routes, Toei Subway operates 4 additional lines, bringing the total number of subway lines in Tokyo to 13 when combined.

KEY FEATURES   

Automated Train Operation (ATO) systems Energy-efficient regenerative braking Comfort features like air conditioning & multilingual information displays

BACKGROUND Tokyo, one of the world’s most populous cities, has long been recognized for its advanced public transit infrastructure & exemplary urban planning strategies. With the pressures of rapid urbanization, Tokyo embraced Transit-Oriented Development (TOD) to create an extensive & efficient network of trains & metro lines that seamlessly integrates with high-density residential, commercial, & mixed-use developments. The privatization of railways was a crucial factor in this transformation, enabling a highly coordinated approach to land use that prioritized accessibility, quality of life, & sustainable urban growth. Through this integrated model, Tokyo has managed to accommodate its expanding population while minimizing land wastage, promoting efficient transit, & maintaining high standards of urban livability.

The Tokyo Metro system, one of the busiest & most extensive in the world, has a rich history & plays a vital role in the daily life of Japan's capital. Its origins date back to 1927 with the opening of the Ginza Line, Asia's first underground railway. The early development was influenced by European subways & was initially a private venture. However, growth was slow before World War II due to economic challenges. Following the war, Tokyo's rapid population growth necessitated a massive expansion of the metro network. From the 1950s to the 1980s, new lines like the Marunouchi, Hibiya, Tozai, & Chiyoda were constructed, significantly increasing the system’s reach.

The 1964 Tokyo Olympics were a turning point, highlighting the need for a comprehensive transport infrastructure.

In the 1990s & beyond, the Tokyo Metro underwent modernization, incorporating advanced technologies such as Automated Train Operation (ATO) & real-time information systems. The privatization of operations in 2004 under Tokyo Metro Co., Ltd., further enhanced its efficiency. Today, the Tokyo Metro comprises 9 lines, stretching over 195 kilometers & serving millions of passengers daily. It is known for its punctuality, cleanliness, & seamless integration with the Toei Subway & Japan Railways (JR), making it a model of urban transportation. Despite challenges like overcrowding during peak hours, the system continues to innovate, focusing on expanding capacity, improving accessibility, & adopting sustainable practices. With bilingual signage, smart ticketing, & a commitment to modernization, the Tokyo Metro remains a crucial part of the city’s infrastructure, embodying Japan's dedication to urban planning & technological excellence.

DEVELOPMENT PROCESS The results of Tokyo’s TOD approach are significant, with the city achieving a balance between dense development & livability. Real estate development around transit hubs has been essential in financing the transit infrastructure, with a land redevelopment strategy recovering 36% of the mass transit costs. The establishment of a dedicated urban railway reserve fund & the strategic involvement of the government in land rearrangement & zoning have further supported the city’s TOD goals. As a result, Tokyo has successfully reduced car dependency, improved air quality, & alleviated traffic congestion. Key planning insights from Tokyo’s model include the importance of seamless connectivity & robust government involvement in land use regulation. Tokyo’s approach serves as a pioneering example of how urban transit & land use can be harmonized to achieve a sustainable, accessible, & high-quality urban environment in a rapidly urbanizing metropolis.

The development of the Tokyo Metro system began in 1927 with the opening of the Ginza Line, Japan's first subway, which was created to address growing traffic congestion in the rapidly expanding city. The system expanded gradually over the next few decades, with key lines like the Marunouchi Line (1954), Hibiya Line (1961), & Tozai Line (1964) being introduced to meet the demands of Tokyo’s post-war population boom. The 1964 Tokyo Olympics highlighted the need for improved public transit, accelerating the expansion of the network.

Throughout the 1990s & 2000s, Tokyo Metro focused on modernization, incorporating new technologies such as automated train operation, energy-efficient trains, & IC card ticketing to streamline operations & improve accessibility. In 2004, the system was privatized, forming Tokyo Metro Co., Ltd., which allowed for continued investment & efficiency improvements. The Fukutoshin Line (2008) was the latest major addition, designed to ease congestion on existing routes & connect key urban areas. Today, the Tokyo Metro operates 9 lines & serves as one of the world’s largest & most efficient metro systems, continuing to expand & innovate to meet the needs of a growing urban population.

TRANSIT ROUTES 1.

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Ginza Line (G)  The oldest & one of the busiest lines, running from Asakusa in the northeast to Shibuya in the southwest.  Key Stations: Asakusa, Ueno, Ginza, Shibuya.

Marunouchi Line (M)  A vital east-west route connecting Ogikubo in the west to Ochanomizu & Tokyo Station in the east.  Key Stations: Shinjuku, Tokyo, Kasumigaseki.

Hibiya Line (H)  Running from Naka-Meguro in the west to Kasumigaseki in the east, passing through Roppongi & Tsukiji.  Key Stations: Roppongi, Tsukiji, Kasumigaseki.

Tozai Line (T)  An important east-west route from Nakano in the west to Nishi-Funabashi in the east, passing through Kichijoji & Ochanomizu.  Key Stations: Kichijoji, Ochanomizu, Nishi-Funabashi.

Chiyoda Line (C)  Connecting the northern part of the city, from Meiji-Jingumae to Kawasaki, passing through major hubs like Hibiya & Omotesando.  Key Stations: Omotesando, Hibiya, Kanda.

Yurakucho Line (Y)  Running from Wako-shi to Shinkiba, passing through Ikebukuro & Shibuya.  Key Stations: Ikebukuro, Shibuya, Shinkiba.

Hanzomon Line (Z)  Connecting the western & eastern parts of Tokyo from Hanzomon to Kikuna.  Key Stations: Kanda, Hanzomon, Kikuna.

Namboku Line (N)  Running from Meguro in the west to Akabane-iwabuchi in the north, connecting areas like Ikebukuro & Suginami.  Key Stations: Ikebukuro, Suginami, Akabane-iwabuchi.

Fukutoshin Line (F)  The newest addition, providing north-south connectivity from Wako-shi to Shibuya.  Key Stations: Shibuya, Ikebukuro, Wako-shi.

CHAPTER 4: - NEED OF TRANSIT ORIENTED DEVELOPMENT IN INDIA Indian metropolitan cities typically feature complex growth patterns that have evolved over centuries, resulting in old city centers with infrastructure that predates the invention of automobiles and modern transport systems. Despite this, these city centers remain vital hubs of economic activity. Additionally, Indian cities are characterized by diverse neighborhoods, varying densities, and mixed land uses. Over the past two decades, rapid population growth, combined with economic expansion and automobile-based suburbanization, has led to urban sprawl, resulting in significant transportation challenges such as congestion, delays, and pollution.

To address these issues, Mass Rapid Transit Systems (MRTS) offer a promising solution. MRTS, such as metro rail systems, are non-polluting, energy-efficient, and superior to other transport modes in terms of carrying capacity. They are faster, safer, smoother, and require less space compared to other forms of transportation (DMRC, Pune Metro DPR, 2008).

However, metro systems are relatively new in India. The first rapid transit system, the Kolkata Metro, was launched in 1984, followed by the Delhi Metro in 2002, the Bangalore Metro in 2011, and the Chennai Mass Rapid Transit System in 2014 (Sources: KMRC, DMRC, BMRCL, Chennai Metrorail). In 2009, the Indian government decided to invest ₹2000 billion (US$30.6 billion) in metro rail projects across eight cities within the next decade (Times of India, 2009). There are also plans to extend metro systems to all Indian cities with populations exceeding two million, based on recommendations from the working group on urban transport in the Planning Commission (Times of India, 2011).

Most of India's cities were planned long before metro rail systems were considered, making it challenging to integrate such projects into existing Master Plans. The efficiency of a public transport system relies on reaching certain demand thresholds, but in India, metro systems have often attracted fewer passengers than anticipated. They tend to capture more passengers from buses, with limited success in shifting commuters from cars to metro systems (Hayashi, 2007).

Given that many Indian cities were already densely populated and planned before metro systems were introduced, and considering the relatively low ridership in some metro systems, the question arises: How can future metro systems in cities with populations above two million encourage higher transit ridership?

One potential solution is Transit-Oriented Development (TOD), a modern urban planning approach that emphasizes the creation of high-density, mixed-use developments around transit stations. TOD can promote better connectivity, reduce dependency on cars, and enhance metro ridership. This report will examine whether TOD can be effectively applied in the Indian context to achieve higher development densities and encourage greater use of metro transit systems.

IDENTIFIED ZONES IN INDIA FOR TRANSIT ORIENTED DEVELOPMENT TOD Applicability in Indian Zones with Populations Above 2 million: Transit-Oriented Development (TOD) is particularly relevant for areas with populations of 2 million or more. This study explores TOD strategies planned by the government in two such zones: 1.

2.

Mumbai – GTB Nagar Delhi – Karkardooma Metro Station

1) MUMBAI – GTB NAGAR Background: Guru Tegh Bahadur Nagar (GTB Nagar), located in South Central Mumbai, is also known as Koliwada Village, which is home to the largest fishing community in the city. The area is served by the GTB Nagar railway station on the Harbor Line of Mumbai’s suburban railway network, as well as the nearby Monorail. GTB Nagar is predominantly residential and has the fourth-highest projected ridership for the city’s transit system.

The region is characterized by a significant number of dilapidated old buildings, most of which are in need of redevelopment. The area also features slums, occupying a considerable portion of the space around the Monorail station.

GTB Nagar is centrally located within Mumbai’s Monorail corridor and is in close proximity to both the Wadala Depot and the Harbor Line GTB Nagar railway station, making it a strategic location for transit development.

Current Conditions: Residential Area: 39% of the total land is residential, consisting mainly of old, 4-storey buildings, with some reaching up to 7 levels.

Slums: 26% of the area is occupied by one- to two-storey slums.

Walkability Issues: While many people walk to the station, the pedestrian routes need improvement.

Transport Infrastructure Challenges: The site faces problems such as poor road alignment, bottlenecks, and lack of pedestrian-friendly streets, which result in congestion. Enhancing pedestrian pathways and creating safer, walkable streets will be crucial in increasing foot traffic to the Monorail station and improving transit ridership.

Development Process: 1) Grid Pattern for Movement: Implementing a grid layout for both pedestrian and vehicular movement will help address road alignment issues, reduce bottlenecks, and alleviate congestion in the area.

2) Public Spaces and Plazas: The area surrounding the Monorail station should be designed for free public movement, incorporating plazas to encourage social and economic activity.

3) Commercial Development: Commercial spaces should be strategically placed around the station to limit unnecessary traffic into the neighborhood, while providing easy access to the transit system.

4) Land Hierarchy: The design should maintain a hierarchy in land use and property values, ensuring that the most valuable spaces are closest to the station.

5) Slum Rehabilitation: The slum rehabilitation units should be situated on the periphery but well-connected to the Monorail station and the existing railway station by pedestrian pathways.

6) Green Spaces: Green spaces are a vital part of community well-being and should be incorporated into the design of the neighborhood to improve quality of life and livability.

Proposed Development Plan: The development of the GTB Nagar area will be carried out in phases, with the site divided into four sections based on the existing road network: 1) Phase 1: The first phase will focus on acquiring half of the land occupied by slums, followed by the development of the required infrastructure.

2) Phase 2: Once infrastructure is in place, the residents from the second part of the site will be relocated to the newly developed houses in Phase 1. The second section of the land will then be acquired and redeveloped.

3) Phase 3: In the second phase, the remaining slum land in the third section will be acquired and redeveloped following the same pattern as the previous phases.

4) Phase 4: The final section of land will be acquired and developed in the third phase. By the end of this phase, the entire area will be fully redeveloped, with improved infrastructure and upgraded plots.

This phased approach ensures a systematic transformation of the area around GTB Nagar Monorail station, with a focus on enhancing connectivity, walkability, and sustainable development to boost transit ridership.

GTB NAGAR BEFORE AND AFTER TOD

2) DELHI – KARKARDOOMA METRO STATION Background: In spite of Delhi's recent investments in Public Transport Systems which include a world class Metro System and a planned BRT Network, Delhi has been unable to deliver efficient, comfortable and affordable mobility options to its citizens. The current lack of connectivity (in particular to Metro stations), abundant subsidized parking options as well as a lack of safety for walkers, cyclists and women in the city has resulted in public transportation being relegated to second or even last choice of travel. This has consequentially resulted in the ever-increasing number of private vehicles plying in the city.

The problem has reached a state where it is feared that it might have an irreversible damage on our city fabric, its environment (twenty-one people die of respiratory diseases in the Capital every day and vehicular emissions contribute to 70% of the air pollution in Delhi), the social structure and much more.

The city has a very long history of auto-centric planning which prioritized segregated land uses, low density sprawl and large unwalkable block sizes. The supply of extra wide roads with heavily encroached footpaths/ cycle tracks, discourage non- motorized travel modes and ensure that the citizen is auto-dependent. The result has been an exponential growth in private motor vehicle ownership, and a corresponding increase in pollution and congestion, with loss of man-hours and increase in urban poverty (ref: National Urban Transport Policy). Major arterials of the city are currently down to 10 km/hr. average speed in peak hours, which essentially means that we have hit gridlock. This trend has been aggravated through the rampant construction of flyovers and grade separated interchanges within city limits. Congestion is still as it is, and such infrastructure has actually caused a reverse modal shift, by making travel more difficult for walkers and public transport users, consequently adding them to the private-vehicle using population and hence more congestion!

In this alarming situation, it is imperative that a rapid paradigm shift is undertaken in order to move people away from private vehicles towards the use of public transportation. The objective of achieve this paradigm shift is to offer more attractive alternatives to the use of personal modes low cost, comfortable, non- motorized transport, pleasurable walking - experiences and very easily accessible and comfortable mass transportation with easy, convenient and comfortable intermodal transfers for last mile connectivity. The city needs to restructure and redefine how it works, lives and finds means of recreation. This is possible through Transit Oriented Development (TOD).

TOD is not just about higher density. Good urban design can help Delhi transition from being a "rape-city" to a "safecity" by creating a better public-private interface that makes for more eyes on the street. By eliminating setbacks along main building facades and mandating transparent fences where setbacks are allowed, the policy ensures that there is an active interface between activities inside the buildings & on the street.

KARKARDOOMA METRO STATION DDA (Delhi Development Authority) have launched a pilot mission for redevelopment of the area around the karkardooma metro station. Before planning and implementation, consultations were conducted for prioritizing of civic amenities:     

RWAs and discussions with residents (formal and informal neighbourhoods) Traders’ associations NGOs and civil society institutions Schools-workshop with private school children/discussion with government teachers Pradhans and local ward counsellors

It was concluded that in planned colonies: 1. Mixed-use at main street level (banks, property dealers) 2. Re-densifying into G+4 developer flats (with stilts) 3. Gated Colonies with no thoroughfare 4. Rental: Ownership Rate = 30:70 5. Typologies: 100 sq.m. - 300 sq.m.

6. Costs of home: Rs 2.2 crore + 7. Rental costs: Rs 25,000+ 8. Staff: drivers, maids, gardener, guard, vegetable seller- live in informal settlements in both ownership and rent 9. RWA concerns: congestion

10. MCD Site engineer concerns: Maintenance and infrastructure repair issues It was concluded that in informal colonies: 1. Urban Villages: Karkardooma Village 2. Un-authorized Colonies 3. Slums: Anand Vihar JJ Slum a) Mixed-use areas b) Rental: Ownership rate = 70:30 c) Rental costs: Rs 500-700 per person d) Typologies: 16 sq.m. - 40 sq.m. e) Issues: water quality, under-employment, no open spaces for activity; underutilized areas.

Discussion with the school children were carried out: The current condition: 1.

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Safety a key concern for young girls Students (age 4-9) walk to school, crossing the KKD site No space for activity outside school hours/summer holidays Adequate hospitals, schools and dispensaries Adequate public and private schools in the location

What can be done for the area?      

Provide higher-education opportunities Greater entertainment options should be created More green spaces and parks Public transport is inconvenient & not hygienic so a check is needed East Delhi needs character- a monument Access to public libraries & cultural centers.

EXISTING SITE PLAN

EXISTING VIEW

PROPOSED LAYOUT ACCORDING TO DELHI DEVELOPMENT AUTHORITY Developable Site Area for comprehensive TOD Scheme = 2,87,804 sq.m MIX OF USES Residential Commercial Facilities & Social Infrastructure Any Use as per market demand

= Minimum 50% of total built up area = Minimum 10% of total built up area = Minimum 10% of total built up area = up to 30%

Development Control norms shall be applicable as per TOD Norms & TOD Development Code as per MPD – 2021 Multi-model Integration plans as approved by UTTIPEC shall be integrated into final scheme.

LAND AREA DISTRIBUTION Total Land Area under TOD Scheme Land Area under Mixed-use Blocks Land Area Under Utilities Land under Roads and Circulation Recreational/ Open Space Proposed Land Use Pattern

LAND AREA 287804 153185 11113 64560 58945

% 54 4 22 20

CHAPTER 5: REASON AND ANALYSIS OF PROPOSAL OF TRANSITORINTED DEVELOPMENT All of the above transit systems were developed in response to population growth, demand for rapid transportation and reduction of traffic congestion. All of the above strategies recommend policies for promoting development along transit routes on an ongoing basis.

The above Transit Oriented Strategies include all or some of the following key components:

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Maximizing opportunities for channeling new development to transit rich areas

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Locating new development and housing within a 10-minute walk from transit stations or stops

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Comprehensive, consensus-based land use changes for neighborhood and commercial districts for strategic growth, sustainable development and transit-oriented development

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Creating transit corridors bases on development potential, operational feasibility, transit connectivity and public involvement

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Making the Transit Oriented Plan a part of the Comprehensive Land Use Plan

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The definition of Transportation Infrastructure to include roads, bicycle paths, public transport, rail transport, air transport and waterways transport

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Creating a range of sustainable transportation modes which are safe, secure, sustainable and efficient for business and leisure trips

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Public Transport oriented approach by integrating land use and transport planning for compact and efficient urban development

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Planning and investing in infrastructure ahead of time to create high quality urban spaces and accommodate future population growth

10. Planning for a 30-minute or less commute time with mixed use, dense and compact urban environment

CHAPTER 6: CONCLUSION Rapid economic growth and urbanization have led to various urban challenges, including congestion, traffic jams, overburdened infrastructure, and pollution. The varying sizes and types of building blocks, as well as the width and type of streets across different city areas, contribute to these issues.

The limited road capacity, coupled with the increasing number of automobiles and population growth, has resulted in congestion, delays, and rising pollution levels. To maintain economic growth and mitigate these challenges, a sustainable strategy is crucial.

The study concluded that key components of Transit-Oriented Development (TOD), such as design, density, and diversity, are already present in areas surrounding transit stations. These areas benefit from a mix of land uses, diverse income levels, and a 24-hour environment, supported by a network of streets and high population densities. The introduction of transit systems in cities with

populations of over 2 million ensures that these areas already exhibit the necessary density and diversity for TOD. However, while these components exist, accessibility to transit and multimodal connectivity remain significant challenges.

In the Indian context, TOD strategies focus on promoting high-density development around transit stations, improving transportation infrastructure, and enhancing traffic management and pedestrian safety. However, these strategies do not provide immediate solutions to boost transit ridership or shift people from private vehicles to public transportation. As such, these strategies may not alleviate congestion in the short term. Additionally, long-term solutions for continuously increasing transit ridership are not yet fully addressed.

Case studies show that TOD promotes the use of non-motorized transportation and fosters sustainable, compact urban growth, contributing to local economic development and improved infrastructure. Locations near transit hubs experience higher land values, while TOD helps create vibrant, active spaces throughout the day and night, improving pedestrian safety and security. In the U.S., TOD strategies have focused on catalyzing development along transit corridors, with ongoing implementation and specific targets to increase development and transit ridership. In India, rapid transit systems are still emerging, and strategies to densify development, encourage compact growth, and enhance transit accessibility are just beginning to take shape.