Increase In Ridership of Delhi Metro

INCREASE IN RIDERSHIP OF DELHI METRO

AP-403, Research Paper

Submitted By : MANEET SINGH DUGGAL Enrolment No. 02959301617 Session : 2020-21

Research Co-ordinator : Research Guide : Prof. Hari K.G Nambiar

December 2020

MBS School of Planning and Architecture Sector-09, PSP Area, Dwarka Subcity, New Delhi - 110077

CANDIDATE’S DECLARATION

I, Maneet Singh, hereby declare that this Research Paper entitled Increase in Ridership of Delhi Metro is the outcome of my own study undertaken under the guidance of Prof. Hari K.G. Nambiar, of MBS School of Planning and Architecture, Dwarka, New Delhi.

The Research Paper is formed under the B.Arch Degree Program of Guru Gobind Singh Indraprastha University, New Delhi.

I have duly acknowledged all the sources used by me in the preparation of this Research Paper.

___________________ Maneet Singh

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ACKNOWLEDGEMENTS

This research would not have been possible without the help of IP University, which gave me an opportunity to write a research paper on the topic of my interest.

I am especially indebted to Prof. Hari K.G. Nambiar for their guidance and constant supervision, as well as for providing necessary information regarding the topic and also their support in completing this research paper.

I would like to express my special gratitude and thanks to my supervisors, Ar.Toshi Sharma and Ar.Rajshree Mathur for imparting their knowledge and expertise in this study.

I would also like to thank my parents for their kind co-operation and encouragement, which helped me in the completion of this project. I would like to appreciate my colleagues and all the people who have willingly helped me out with their abilities in this research paper.

MANEET SINGH ii

ABSTRACT

This research focuses on the principles of Transit Oriented Development (TOD) and method on how to improve the ridership of a transit station.

Delhi Metro consists of eight active lines namely, Red, Yellow, Blue, Violet, Green, Magenta, Pink and Airport Express line. The Red line being the oldest.

Delhi Metro has spread its fingers across Delhi and at any point in the National capital a metro station is maximum 15 minutes away. Based on the latest ridership data it is seen some stations exhibit healthy and good ridership compared to some which seem to underperform. On the Blue line Janakpuri West exhibits healthy ridership, similarly Green Park on the Yellow line. I selected three case stations based on socio-economic profile on the three oldest lines namely Red, Yellow and Blue. The stations were Seelampur (a socio-economically backward locality of Delhi), Green Park and Janakpuri West. I carried out an establishment survey and metro user survey to understand the reason for Green Park and Janakpuri West to exhibit healthy ridership. And I decided if the same Land use mix and establishments were provided around other metro stations (500 M TOD catchement) the ridership in remaining stations could improve. I had limitations of time as this dissertation had to be prepared in minimum time in the background of a world wide pandemic. This is my first attempt and I plan to take this up when I go for further studies.

TABLE OF CONTENTS Candidates Declaration .............................................................................. i Acknowledgements ................................................................................... ii Abstract Table of Contents ..................................................................................... iv List of Figures ......................................................................................... vi List of Maps .......................................................................................... viii List of Tables ......................................................................................... viii

Chapter – 1 : Introduction ................................................................... 1-3 1.1 Background ......................................................................................... 1 1.2 Need of Study ..................................................................................... 1 1.3 Aim .................................................................................................... 2 1.4 Objectives .......................................................................................... 2 1.5 Research Questions ............................................................................. 2 1.6 Scope and Limitations ......................................................................... 3 1.7 Methodology ...................................................................................... 3 Chapter – 2 : Introduction to Transit Oriented Development ............ 5-12 2.1 History of TOD .................................................................................. 5 2.1.1 Evolution of TOD ................................................................... 5 2.1.2 Calthorpe and TOD ................................................................. 6 2.2 What is TOD ....................................................................................... 8 2.3 Vision of TOD ..................................................................................... 9 2.4 Principles of TOD .............................................................................. 10 2.5 Advantages of TOD ............................................................................ 12 Chapter – 3 : Ridership and TOD ..................................................... 13-17 3.1 Station Area Density .......................................................................... 14 3.2 Land Use ........................................................................................... 15 3.3 Pedestrian Accessibility ..................................................................... 15 3.4 Station Area Parking .......................................................................... 16 3.5 Planning Transportation ..................................................................... 16

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Chapter – 4 : Pilot Studies ................................................................ 18-73 4.1 International Case Study .................................................................... 18 4.1.1 Rosslyn – Ballston Corridor .................................................. 18 4.2 Pilot Study Area ................................................................................. 42 4.2.1 Green Park Metro Station ...................................................... 43 4.2.2 Seelampur Metro Station ....................................................... 60 4.2.3 Janakpuri West Metro Station ................................................ 68 Chapter – 5 : Comparative Analysis .................................................. 74-75 Chapter – 6 : Conclusion and Recommendations ............................. 76-77 References

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LIST OF FIGURES Fig 2.1 - Radburn Layout .......................................................................... 5 Fig 2.2 - Peter Calthorpe ........................................................................... 7 Fig 2.3 - Mixed land use development around the stations .......................... 8 Fig 2.4 - Principles of TOD ...................................................................... 11 Fig 4.1- Catchment area of metro station .................................................. 18 Fig 4.2 - The Red boundary signifies the RCRD & Blue the RMSA............ 19 Fig 4.3 - View over Rosslyn toward Washington DC in 1966...................... 20 Fig 4.4 - View over Rosslyn toward Washington DC in 2000...................... 20 Fig 4.5 - Rosslyn’s existing street and block pattern.................................. 21 Fig 4.6 - Density Gradient Rosslyn .......................................................... 21 Fig 4.7 - Pre Metro land use - Rosslyn ..................................................... 22 Fig 4.8 - Post Metro land use - Rosslyn .................................................... 22 Fig 4.9 - Courthouse Square Concept Plan ................................................ 23 Fig 4.10 - Density Gradient - Courthouse ................................................. 25 Fig 4.11 - Pre Metro land use - Courthouse .............................................. 25 Fig 4.12 - Central Clarendon Plan Overview ............................................. 26 Fig 4.13 - Density Gradient Clarendon ..................................................... 27 Fig 4.14 - Pre Metro Land Use.................................................................. 27 Fig 4.15 - Post Metro Land Use ............................................................... 27 Fig 4.16 - Density Gradient Virginia ........................................................ 33 Fig 4.17 - Pre Metro Land Use - Virginia ................................................. 33 Fig 4.18 - Post Metro Land Use - Virginia ................................................ 33 Fig 4.19 - Estimated Devolpment In Ballston............................................ 37 Fig 4.20 - North Ballston Land Use Plan................................................... 38 Fig 4.21 - Central Ballston Land Use Plan ................................................ 38 Fig 4.22 - Density Gradient Ballston......................................................... 40 Fig 4.23 - Pre Metro Land Use - Ballston.................................................. 41 Fig 4.24 - Post Metro Land Use - Ballston ................................................ 41 Fig 4.25 - Catchment Area - Green Park ................................................... 44 Fig 4.26 - Yusuf Sarai Market .................................................................. 44 Fig 4.27 - Green Park main market ........................................................... 44 Fig 4.28 - Diagnostic Lab On Ch. Hukum Chand Marg.............................. 46 Fig 4.29 - Hyundai Showroom On Sri Aurobindo Marg ............................ 46 vi

Fig 4.30 - Bar Graph Showing Count Of Shop Types Yusuf Sarai............... 47 Fig 4.31 - Bar Graph Showing Area Of Shop Types Yusuf Sarai ................ 48 Fig 4.32 - Bar Graph Showing Count Of Shop Types Yusuf Sarai (O)......... 49 Fig 4.33 - Bar Graph Showing Area Of Shop Types Yusuf Sarai (O) .......... 49 Fig 4.34 - Bar Graph Showing Count Of Shop Types of Uphaar complex ....50 Fig 4.35 - Bar Graph Showing Area Of Shop Types of Uphaar complex...... 51 Fig 4.36 - Bar Graph Showing Count Of Shop Types Of ........................... 52 Ashirwaad Complex Fig 4.37 - Bar Graph Showing Count Of Shop Types Of ........................... 53 Sri Aurobindo Marg Fig 4.38 - Bar Graph Showing Area Of Shop Types Of .................................. 53 Sri Aurobindo Marg Fig 4.39 - Bar Graph Showing Count Of Shop Types Of ..................................... 54 Balbir Saxena Marg Fig 4.40 - Bar Graph Showing Area Of Shop Types Of ...................................... 54 Balbir Saxena Marg Fig 4.41 - Bar Graph Showing Count Of Shop Types Of Green Park Market ...... 55 Fig 4.42 - Bar Graph Showing Area Of Shop Types Of Green Park Market ........ 56 Fig 4.43 - Bar Graph Showing Count Of Shop Types Of ..................................... 57 Ch. Hukum Chand Marg Fig 4.44 - Bar Graph Showing Area Of Shop Types Of ...................................... 57 Ch. Hukum Chand Marg Fig 4.45 - Pedestrian Plaza In Green Park Main Market ...................................... 58 Fig 4.46 - Catchment Area - Seelampur Metro Station ........................................ 60 Fig 4.47 - Seelampur Gurudwara ........................................................................ 62 Fig 4.48 - Bar Graph Showing Count Of Shop Types Of South Seelampur ......... 63 Fig 4.49 - Bar Graph Showing Area Of Shop Types Of South Seelampur ........... 64 Fig 4.50 - Bar Graph Showing Count Of Shop Types Of North Seelampur ......... 65 Fig 4.51- Bar Graph Showing Area Of Shop Types Of North Seelampur ............. 65 Fig 4.52 - Seelampur Metro Parking ................................................................... 66 Fig 4.53 - Catchment Area Janakpuri West Metro Station.................................... 68 Fig 4.54 - Piccadily Hotel Janakpuri ................................................................... 70 Fig 4.55 - District Centre Plaza ........................................................................... 70 Fig 4.56 - Bar Graph Showing Count Of Shop Types Of Janakpuri ..................... 72 Fig 4.57 - Bar Graph Showing Area Of Shop Types Of Janakpuri ...................... 72 vii

LIST OF MAPS Map 1.1 - Map of Delhi Metro .................................................................... 1 Map 4.1 - Exsisting land use of Rosslyn Metro station ............................... 19 Map 4.2 - Ballston-Virginia Square .......................................................... 29 Map 4.3 - Exisiting Land Use - Virginia .................................................... 30 Map 4.4 - Concept Plan : Land Use - Virginia ........................................... 31 Map 4.5 - Proposed Land Use - Virginia ................................................... 32 Map 4.6 - Ballston Map............................................................................ 34 Map 4.7 - Concept Plan - Ballston ........................................................... 35 Map 4.8 - Delhi Metro Map, marking the three metro stations .................. 43 Map 4.9 - Land Use Map Of Green Park Metro Station.............................. 45 Map 4.10 - Map Showing The Entry/Exits From The.................................. 59 Station And The Footover Bridge Map 4.11 - Land Use Map Of Seelampur Metro Station ............................. 61 Map 4.12 - Map Showing The Metro Plaza And Parking............................. 67 (1) Marks The Only Entry/Exit For The Metro Station Map 4.13 - Land Use Map Of Janakpuri West Metro Station ...................... 69 LIST OF TABLES Table 3.1 - Typical Ridership Response to 1% change ........................................ 13 Table 4.1 - Count of Shop type and their area of Yusuf Sarai ................................ 47 Table 4.2 - Count Of Shop Type And Their Area of Yusuf Sarai (O) ................... 48 Table 4.3 - Count Of Shop Type And Their Area of Uphaar Complex ................. 50 Table 4.4 - Count Of Shop Type Of Ashirwaad Complex .................................... 51 Table 4.5 - Count Of Shop Type Of Sri Aurobindo Marg .................................... 52 Table 4.6 - Count Of Shop Type And Their Area Of ........................................... 54 Balbir Saxena Marg Table 4.7 - Count Of Shop Type And Their Area Of Green Park Market.............. 55 Table 4.8 - Count Of Shop Type And Their Area Of ........................................... 56 Ch. Hukum Chand Marg Table 4.9 - Count Of Shop Type And Their Area Of South Seelampur ................ 63 Table 4.10 - Count Of Shop Type And Their Area Of North Seelampur .............. 64 Table 4.11 - Count Of Shop Type And Their Area of Janakpuri .......................... 71 Table 5.1 - Comparitive Analysis Of The Establishment Survey ......................... 74 Table 5.2 - Analysis Of The The Three Stations................................................... 75 viii

CHAPTER - 1 INTRODUCTION 1.1 BACKGROUND India is one the fastest growing developing country in the world. The Urban population of India is increasing every year. By 2030 it is poised to grow to 600 million. The private vehicular ownership is also increasing at a rapid rate and the capital Delhi contributes to the issue in a major way. Over 1 crore vehicles are there on Delhi roads and thousands of vehicles are added to the roads every day in Delhi. The capital is flooded with vehicles over its capacity and people need to use less of their cars and more of the private transport. One of the biggest public transport is the Delhi Metro. It is the largest metro in India and the second oldest after Kolkata Metro. It consists of 11 colour

coded

stations

lines

covering

a

with length

285 of

389Km. Started in December 2002

Map 1.1 - Map of Delhi Metro

Delhi metro is an integral part of the capital and its transport.

1.2 NEED OF THE STUDY Despite the Delhi metro being the busiest metro in India, the number of car trips in Delhi is increasing and the congestion of the road is hard to tackle. Delhi is on the verge of becoming a car dependent state , thus the need for people to use the public transport is urgent. We have to increase the ridership of Delhi metro which is the most important public transport in Delhi. Some stations

do

travelling

not

to

have

those

adequate

places

by

ridership car

and

increasing

therefore the

number

people of

are trips.

To be car dependent, it is harmful for the environment as well as the state due to following : •

Air Pollution 1

•

Fossil Fuel Dependence

•

Neighbourhood Disruption

•

Mounting congestion

These issues can be solved if we use the NMT’s and public transport like the Delhi metro and increase the ridership for the same.

1.3 AIM To improve the ridership of Delhi Metro, so that more people use it for commuting, using TOD principles.

1.4 OBJECTIVES 1. Study the principles of Transit Oriented Development (TOD) and list them.

2. Study 3 pilot studies of different metro stations on the 3 oldest lines varying according to their socio-economic profile.

•

Seelampur - Red Line

•

Green Park - Yellow Line

•

Janakpuri West - Blue Line

3. Analyse the Land use mix and the ridership of the 3 stations and analyse whether the right mix of housing and jobs contributes to high ridership.

4. Study what principles of TOD and Land use mix can be applied in the catchment of the stations to increase the ridership of the stations.

5. Conduct establishment surveys around the 3 stations and suggest what measures or businesses need to be introduced to improve ridership.

6. Study about TOD policies/strategies of the stations.

1.5 RESEARCH QUESTIONS 1. Which type of land use mix and establishments is suitable for increasing the ridership of Delhi Metro?

2. What are the factors of low ridership at a station?

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1.6 SCOPE AND LIMITATIONS The research will help us find out the methods of increasing ridership of Delhi metro and how it can affect the traffic situation and congestion on the roads of Delhi.

The research is limited to a study of 3 Metro stations only due to limited time available for Dissertation and to the 500m radius catchment of metro stations.

1.7 METHODOLOGY

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CHAPTER - 2 INTRODUCTION TO TRANSIT ORIENTED DEVELOPMENT 2.1 HISTORY OF TRANSIT ORIENTED DEVELOPMENT 2.1.1 Evolution of Transit -Oriented Development Since the days of horse and buggy streetcars, transit has been around. The cities have developed due to the transportation mode, whether it was for good or worse. The development was focused around the transit stations. During the early part of the twentieth century transit was built to add value to the surrounding residential development. The concept of “ Development oriented transit” explains the early suburbs better than the Transit oriented development. Small commercial and retail districts that served the residents and the commuters , developed around the transit station. These districts in some way act as a modern day Transit Oriented Development.

The urban and suburban fabric of America was shaped by this kind of development. The relationship between transit and suburban real estate laid the foundation for the decentralization of the American city. This started the creation of the separation of the city.

The city was divided into a city of work and a city of homes. Due to this development the automobile became more and more popular.

Fig 2.1 - Radburn Layout

Due to this growth in the popularity of the automobile designers created new towns or new developments which were better for the automobile. One of the most famous examples of this development is Radburn. Although it did not attract many residents, it influenced almost every subsequent development.

After World War II, the automobile industry took over and changed the growth 5

pattern. The automobile became the primary mode of transportation. Highways were constructed and it became the main streets providing quick, easy vehicular access. Ring roads were made to travel to vast areas. This system gave access to places which were inaccessible by transit before therefore killing the mass transit.

The Urban Mass Transit Act was passed by the president in 1964. Atlanta, San Francisco, and Washington DC were the selected ones for providing a rail transit.

The problem with this transit system was that people still had to use their private vehicles to access the transit station, so they failed to live up to their potential and never received the substantial ridership numbers.

America’s dependence on the automobile reached a peak in the 1970s. The everincreasing number of automobiles on the road and sprawling suburban development patterns had taken a toll on the physical and built environments.

The designers and planners began to protest against the low-density and autooriented sprawl and began to develop alternative development patterns. The most appealing alternative was the new urbanism. The New urbanism “promotes walkable, mixed-use neighborhood developments, sustainable communities, and healthier living conditions”. Village of Seaside was one of the first designs to incorporate the new urbanism. It influenced other designers who began to develop concepts based on the idea of Seaside. While they were new developments, they still used automobiles as a primary mode of transit. Eventually with time these villages incorporated transit and it resembled transit oriented development but the focus on automobiles didn’t change.

2.1.2 Calthorpe and TOD Another designer of the New urbanism movement, Peter Calthorpe recognized this fact and began to focus his on compact, walkable,mixed use developments.

In 1986,he co authored, along with Sim van der Ryn, “Sustainable Communities”, while they did not introduce transit then, but they talked about short automobile trips and thus reducing the traffic congestion on the roads.

He then developed a concept based on new urbanism called the ‘ Pedestrian Pocket’. He worked with his professors at UC Berkeley and University of 6

Washington and the results were published in a book called “The Pedestrian Pocket Book”.

This book talked about “a simple cluster of housing, retail space, and offices within a quarter mile walking radius of a transit system”. Pedestrian pockets were usually between 50 to 100 acres and it encouraged a mix of uses in that area. The goal was to provide people with multiple transportation options. It did not focus on new towns development but to connect those subur-

Fig 2.2 - Peter Calthorpe

ban areas which were in isolation due to the growth pattern influenced by automobiles.

One of the initial projects by Peter Calthorpe under his concept of Pedestrian Pocket was Laguna West. It received national media and the New York Times vpublished it stating the project as a Transit Oriented Development. After this article, Calthorpe began to refer to his Pedestrian Pockets as TOD. Thus Peter Calthorpe codified the concept of Transit Oriented Development in the late 1980s.

TOD became a fixture of modern planning when Calthorpe published “The New American Metropolis” in 1993. TOD has been defined generally as “a mixed-use community that encourages people to live near transit services and to decrease their dependence on driving.” TOD helped ‘redefine the American dream’.

During the time when Calthorpe was working with the cities of Sacramento and San Diego, Oregon was going under similar planning. The debate in Portland,Oregon was against a proposed freeway which would produce more sprawl and destroy the environment of the area. After many alternatives they changed the concept to a new regional transit system rather than a new highway. Peter Calthorpe was hired and he began his study. The study claimed that the suburbs failed to provide adequate affordable housing and Calthorpe and his team believed that TOD could help find a solution to this problem and cater to all the demands.

The group began to create an alternative land use plan which accommodated the 7

future population and the job growth by mixing TOD with standard development.

As the TOD concept gained popularity, it became clear to Calthorpe that TOD will succeed if there is coordination between regional, state and federal level. Calthorpe believed that only TOD could not stop the sprawl but like Portland there must be commitment at regional level.

As Calthorpe’s TOD concept has evolved over time, from sustainable communities to pedestrian pockets to TODs and finally into regional cities, it has become apparent that each stage cannot act on its own, but that each stage of the process builds upon each other. While TODs alone are not the answer, as seen in Portland, San Diego, and Sacramento, they can serve as the catalyst of change for an entire region.

2.2 WHAT IS TRANSIT ORIENTED DEVELOPMENT Transit Oriented Development (TOD) is essentially any development, macro or micro, that 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. TOD integrates land use and transport planning and aims to develop planned sustainable urban growth centers, having walkable and livable communes with high density mixed land-use. Citizens have access to open green and public spaces.

Fig 2.3 - Mixed Land Use Development around the transit station

TOD increases the accessibility of the transit stations by creating pedestrian and Non-Motorised Transport (NMT) friendly infrastructure that benefits a large 8

number of people, thereby increasing the ridership of the transit facility and improving the economic and financial viability of the system. Since the transit corridor has mixed land-use, where the transit stations are either origin (housing) or destination (work), the corridor experiencing peak hour traffic in both directions would optimize the use of the transit system.

In simpler words maximum people Live, Work & Play within 10-min walking distance of the Rapid Transit Station.

There are three D’s of TOD given by Robert Cervero are : •

Density

•

Diversity

•

Design

2.3 VISION OF TRANSIT ORIENTED DEVELOPMENT 1. Enable Transformation Transit Oriented Development enables transformation of the cities from the use of private vehicles to the use of public transport. It transforms the car-dependent cities into public transport oriented cities or development.

2. Accessible Public Transport To promote the usage of public transport by making it accessible, in the radius of 10 min walking distance. It also encourages green mobility by using Non motorized transits (NMT’s) to the transit station. It helps to decrease the pollution by promoting the use of walking and cycling by making it more pedestrian friendly.

3. Compact Walkable Communities Transit Oriented Development visions to develop a compact high density mixed use community which can be accessed by public transport and by walking and cycling curbing the pollution as well. The communities are also aimed to be liveable as well as affordable.

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2.4 PRINCIPLES OF TRANSIT ORIENTED DEVELOPMENT 1. Pedestrian & Non-Motorized Transport (NMT) Friendly Environment The streets should be designed for all 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 of not more than 100m which has sidewalks and amenities like lighting and information signage etc. and ensure accessibility of the transit stations by pedestrians and cyclists.

2. Connectivity and Network Density The traffic should be dispersed over a network of streets rather than concentrating traffic on few major streets and junctions.The street network should be interconnected and should be in form of blocks with distance of a single block not more than 100M. There should be direct connectivity. A finer street network should also provide the shortest direct route to the pedestrians and non-motorized modes to the station.

3. Multi-Modal Interchange 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.

4. Inducing Modal Shift While planning for transit oriented development, the proximity of the transport station, homes, jobs, entertainment facilities should be the priority. As far as possible in the influence zones of the TOD locate public transport stations, homes, jobs and civic facilities for better access to each other and this would promote and incentivize walking and cycling for shorter trips.

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Fig 2.4 - Principles of TOD

5. Placemaking and Ensuring Safety The concept of Place‐making, or designing urban neighbourhoods in such a way that local communities can be formed. The aim of Placemaking is to create a safe, vibrant, comfortable urban “place”, by providing round-the-clock active streets and incidental spaces to relax. Introduce mixed land use and other informal street activities like vendors, etc. to promote round-the-clock activity and also promote informal surveillance.

6. High Density, Mixed-use, Mixed-Income Development near stations Influence Zone The TOD influence zones is divided into 3 zones : •

Intense Zone - 300m radius

•

Standard Zone - 800m radius

•

NMT Zone- 2000m radius

•

Intense Zone - This zone will cover a distance of 300m radius around the station. This area will be Pedestrian and NMT priority zone only.

•

Standard Zone - This zone will cover a distance of 800m radius around the station. It should cover 10min walking distance of MRTS station.

•

Transition Zone - This zone will cover a distance of 2000m around the station and also covers a 10 min cycling radius around the MRTS station.

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2.5 ADVANTAGES OF TRANSIT ORIENTED DEVELOPMENT Implementation of Transit oriented development will benefit the life of people in many ways. It will create a sustainable environment for the people to live in. TOD has its advantages in Social, Economic and Environmental lives of the people.

These three are the pillars of sustainability and TOD affects them in a positive way thus promoting sustainability.

1. Social

2. Economical

3. Environmental

•

Equity of access to

•

Employment

•

Better Air Quality

amenities, transit,

•

Attracting Investment

•

Water quality

infrastructure

•

Mix of Use

•

Water and Energy

•

Safety

•

Increase in Ridership

•

Affordability

•

Affordability

•

Climatic Comfort

•

Civic Pride

•

Lifestyle Choices

•

Cleanliness and

•

Healthier Life

supply

Hygiene

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CHAPTER - 3 RIDERSHIP AND TRANSIT ORIENTED DEVELOPMENT Between 1970 and 2000, transit ridership for work trips increased in TOD zones, whereas ridership declined markedly in the metro areas surrounding TODs. Transit use is heavily influenced by relative travel times with automobile and extensiveness of transit service, which can vary markedly across regions. As the transit network links to more job centers, educational opportunities and cultural facilities, transit ridership increases. Transit travel times and their comparison to private car travel times is the strongest predictor of transit ridership. In other words, travel time differentials are a critical factor, and these differentials can vary greatly depending on local circumstances. The more accessible a trip origin is to jobs by transit (relative to auto), the more likely the trip is to be made by transit and thus the ridership may increase.

Table 3.1 - Typical Ridership Response to One Percent Change

Land use variables that affect ridership are frequently described as pertaining to density, diversity (i.e., mixed uses) and design – the “3 Ds”. Higher densities, diverse land uses, and pedestrian-friendly designs must coexist if ridership benefits are to accrue. Accessibility (i.e., the number of jobs accessible within a certain distance or time by mode) has a much stronger influence on travel than the 3 Ds. Having an office or workplace near a transit stop is a strong motivator for people to reside near transit, and in turn motivates people to buy into high transit-accessible neighborhoods. The end result is that having both ends of the trip within a convenient walk to and from a transit stop is key to high rider13

ship levels. Mixed uses like housing, offices, retail shopping, and entertainment centers are important components of TOD since they produce all-day and allweek transit trips, thus exploiting available transit capacity. Urban design features of TOD tend to have a modest influence on ridership patterns. Good urban design treatments probably make living at higher densities more attractive. The quality of the walking environment significantly influences travel choices for non-work travel. The combination of intensifying retail activities with good pedestrian facilities near transit stations can dramatically increase the use of transit for non work purposes.

Nonspatial indicators are related to features such as passenger load, safety in transit, frequency of service, number of route connections, and parking utilization.

Spatial indicators include land-use diversity, mixed-use level, access path, density, pedestrian catchment area, and location accessibility of the transit system.

3.1 STATION AREA DENSITY According to Tumlin and Millard-Ball, “all else being equal, the more housing and jobs within a short walk of the transit station, the greater the ridership.”

According to a national report by the Transit Cooperative Research Program (1996), a ten percent increase in population density around transit stations was found to increase ridership by 5 percent, while doubling density was shown to reduce vehicle travel by up to 20 percent. In denser communities, residents are more likely to live within walking distance of retail shops and services than in traditional communities.

While residential density has been shown to be an important factor in increasing ridership, it does not always translate into the development of true TODs, which would also include mixed uses and pedestrian environments. The commercial density also plays an important role in increasing the ridership. This in other words mean that, more the number of jobs in the station area, more will be the ridership. The type of establishments and businesses also influences the ridership 14

of the stations.

3.2 DIVERSITY OF LAND USES Higher densities are most beneficial to transit ridership when they result in a mix of residential, commercial, and office uses. The most successful TODs feature land-use arrangements that produce all-day and all-week trips, such as entertainment complexes, restaurants, and other mixed uses. Even seemingly successful TODs are being renovated to include a greater mix of uses, such as BART’s Pleasant Hill station, which—following 6 months of community input— is now slated to increase the amount of housing, office space, and community retail in close proximity to the station. A survey of successful TODs illustrates the importance of a variety of land uses.

Orenco Station, located in Hillsboro, Oregon on Metropolitan Portland’s MAX light rail system, offers not only a wide variety of housing types, but also a neighborhood retail district and an attractive promenade resulting in a high ridership of the station.

3.3 PEDESTRIAN ACCESSIBILITY While a wide spectrum of land uses is desirable for TODs, transit stations and TODs must also have good pedestrian accessibility both within and surrounding the station area if residents, employees, and customers are to walk. The concept of pedestrian accessibility, derived from the principles of New Urbanism, seeks to create communities and neighborhoods that take advantage of the accompanying compact mix of land uses by implementing a number of design principles that encourage transit trips. The key to encouraging local pedestrian trips without discouraging automobile traffic lies in creating a network of streets that allows pedestrians, bicyclists, and automobiles to interact safely efficiently.

The way in which the automobile is accommodated has an important effect on ridership.

For example, underground or structure parking is more pedestrian friendly than surface parking, and a network of moderately sized streets is more pedestrian friendly than wide streets.

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3.4 STATION AREA PARKING Balancing the notions of pedestrian accessibility and dense, mixed-use communities with the need for station area parking is often a difficult task. While providing station area parking provides an important ridership base, too much station area parking can inhibit TODs by taking up land close to the transit station that could otherwise be used for retail, office, or residential units.

If the amount of station area parking is too low, there would be lack of ‘Park and Ride’ facility near the proximity of the station. The parking pricing also plays and very important role in determining the ridership. If the parking pricing of a station area is too low then people will not use the transit to travel to those areas and instead will use the automobile.

3.5 PLANNING TRANSPORTATION Planning transportation and balancing it are the fundamentals of ecodesign imperative essential to dealing with both environmental and livability and even financial problems of modern cities. A balanced transportation system does make a difference in how many vehicles are in use and are on the road.

Technological improvements will continue to reduce pollution from different types of transportation, but the biggest reducer of pollution will be the more compact cities and neighborhoods that uses the transit in an efficient manner and when transit is a strong part of the transportation mix.

Before talking about the principles of planning transportation, some terminologies should be clear.

•

Modes - It is the number of ways for moving around from a start point to the destination.

•

Active Modes - These are those modes for moving around in which human energy is required like walking, cycling, skating etc.

•

Modal Split - The proportion of how people move around using different modes available to them.

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Principle 1 The principle 1 states that we should “Give Priority to most active and sustainable modes” Hierarchy of Transportation Priority is as below : 1. Walking 2. Cycling 3. Transit 4. Goods Movement 5. Private Cars Principle 2 The principle 2 states that we should “Provide convenient and accessible transportation choices to everyone”. Rebalancing the transportation can only happen if the alternative can compete with the appeal of the car.

Principle 3 The principle 3 states that “Sustainable modes must be tangibly more attractive to be preferred by the users.”

Balancing and planning transportation should be an area of focus due to the rapid increase of the automobile industry. If the current growth model follows, China may have as many cars in 2050 as was in 2014 in the whole world. By this statistics we should focus on planning the transportation in such a way that it encourages the use of transit, walking, cycling and the use of NMT and less people use the private vehicles. With use of less private vehicles, the ridership of the transit station will also increase.

ASI CONCEPT BY ROBERT CERVERO •

Avoid - We should avoid unnecessary travel and emission through integrated, mixed land use.

•

Shift - we should shift from private vehicles to more sustainable modes such as walking, cycling and NMT.

•

Improve - use the advanced technology which may reduce the pollution such as the electric cars.

17

CHAPTER - 4 PILOT STUDIES 4.1 INTERNATIONAL CASE STUDY 4.1.1 ROSSLYN-BALLSTON COORIDOR

1. ROSSLYN METRO STATION Rosslyn was built in the 1960’s and 70’s, metro came to Rosslyn in 1977. The existing Block and Street pattern does not encourage Transit Oriented Development. It is characterized by long irregular blocks not facilitating dispersion of pedestrian traffic.

Rosslyn is planned with respect to two boundaries the RCRD (Rosslyn Coordinated Redevelopment district) and the RMSA (Rosslyn Metro Station area) a larger area.

Initially a major office and hotel district in the 1960’s and 70’s due to its convenient auto access. About two-thirds of peak hour traffic on Rosslyn streets is passing through Rosslyn on its way somewhere else. Located on the banks of the Potomac river in Arlington next to the Arlington National Cemetry and Marine Corps War memorial (Iwo Jimo), a panoramic view of Washington monument can be seen from Rosslyn.

Rosslyn is part of the WMATA. Since the creation of the RCRD in the mid 1990s, Rosslyn has added considerable residential space than office buildings since the 1950s, thus making it a more mixed use area particularly near its center.

Fig 4.1 - Catchment area of metro station

18

Map 4.1 - Exsisting Land Use

Rosslyn is situated at the confluence of several major local and regional highways. The RCRD is located between these highways on the North, South & West.

In 2015 only 6.4% of the land use in RCRD was residential with 81.3% office, today it is reaching 15% and potentially to reach 30% with 62% offices. The planners forecast increasing the share of housing in RCRD’s land use mix will make Rosslyn more vibrant and economically competitive. Retail share is assumed to total 4% of new development.

Fig 4.2 - The Red boundary signifies the RCRD & Blue the RMSA

29

19

Adding significantly more housing to the RCRD would bring many benefits. More residents

living

in

the

RCRD

would

support

expanded

shopping

and

dining choices and would increase neighbourhood activity on weeknights and weekends. More housing would better balance demands on the transportation network, especially during peak periods. It could also help increase income diversity, improve sustainability, and create more variety in building form and character. It will also help attract more skilled workers, thereby enhancing Rosslyn’s attraction as an employment center.

The planners eventually aim for an FAR of 10, high rise towers, but so placed as not to hinder the view of the Potomac river or Washington monument. For the time-frame of full buildout 2500 to 3000 new housing units would be added by 2040 and 5000 new housing units at ultimate buildout. Thus Rosslyn would be lively and active even in the evenings.

To help achieve these target goals, the planners have included the following recommendations: • For site plans with two or more building towers, at least one should be developed primarily with housing; and • For site plans with four or more building towers, at least two should be developed primarily with housing.

Fig 4.3 - View over Rosslyn toward Washington DC in 1966

New

East-West

and

North-South

street corridors are being created to break up long blocks and permit more direct access. Creating a block structure for Rosslyn that offers improved walkability,

access

and

circulation,

consistent with Master Transportation plan, by strategically adding new streets (including those that are pedestrian only).

A pedestrian corridor links up the metro Fig 4.4 - View over Rosslyn toward Washington DC in 2000.

station to the Western part of Rosslyn, 20

created specifically to improve walkability and access. Also in the eastern direction towards the Potomac river.

Fig 4.5 - Rosslyn’s existing street and block pattern has drawbacks including long and irregular blocks that reduce route options, make wayfinding difficult, complicate building service and loading and make signal spacing inconsistent, encouraging higher vehicle speeds.

Fig 4.6 - Density Gradient Rosslyn

21

Fig 4.7 - Pre Metro Land Use - Rosslyn

FIG 4.8 - Post Metro Land Use - Rosslyn

22

2. COURTHOUSE METRO STATION Courthouse is a lively urban and transit-oriented village that serves as the county’s seat of government and hosts the Judicialcentre, Detention centre and primary govt. offices.

At the center of Courthouse, Courthouse square will be the premier place for Arlingtonians to gather for conversation, recreation, relaxation & to celebrate important events.

Transforming Courthouse into a public square and planning for future redevelopment will provide a centralized civic center and public open space that will engage Arlingtonian residents, workers & visitors.

The conceptual plan, design guidelines elements include circulation & parking, open space, building location, use and design, cultural resources & sustainability.

The Courthouse square area encompasses approximately 10 acres, centrally located within the Courthouse Metro station area. The existing properties are a mixture of privately owned and County-owned buildings; office, retail and residential uses; public streets; and public & private open spaces.

The Courthouse tower (seven-storeyed office tower) was completed in 1961. Metro construction started in 1970, and metro operations began on Dec. 1, 1979. The present day Strayer building was constructed in 2002. In the 1980’s , the success of the metro resulted in the construction of numerous multi-storeyed buildings consisting of residential, office and retail space.

FIG 4.9- Courthouse Square Concept Plan

23

In 1988, the construction of the Courthouse Plaza (residential) replaced a large surface parking lot immediately west of the Courthouse. This altered the existing circulation network with the closure of North Veitch and North Wayne streets and the construction of the Clarendon Boulevard in proximity to the study area.

The current detention centre was completed in 1990 and the current Judicial centre in 1994. Both were built across North Courthouse road adjacent to the study area. In 1997, the Old County Courthouse was demolished.

The future Courthouse square will be a network of interconnected open spaces that can support a wide variety of existing and future programmes & unstructured events. The square will be the social and cultural heart of Arlington and serve as a primary gathering space and activity centre for the community. A new parking garage below the new square will accommodate parking needs for existing and future uses in Courthouse Square.

Community serving open space will replace the current surface parking lot with an underground garage below.

Multi-modal transit accessibility is the major theme for the conceptual plan. A new, centrally located Metro access point will provide a welcoming entrance and serve as a highly visible landmark for residents, workers & visitors. The square will be surrounded by diverse, walkable streetscape that are the fundamental

elements of lively place making. Shared streets within Courthouse square will help connect open spaces to the building and pedestrian activities in the immediate area.

COURTHOUSE SQUARE PROMENADE The extension of a key pedestrian connection between Wilson Boulevard and 14th Street North on the North Uhle Street right of way will create a vibrant centralized promenade and this will link the square both physically and visually to activities on Wilson & Clarendon Boulevards, metro, adjoining open spaces, County facilities, and local businesses and surrounding neighbourhoods.

The promenade, which will be predominantly hardscape and tree-lined will serve as an extension of the open spaces and is an ideal location for strolling, browsing farmers market stalls and participating in community events.

ENHANCED PEDESTRIAN CONNECTION AT NORTH VEITCH STREET AND 14TH STREET NORTH An improved connection to Courthouse plaza from the South at North Veitch Street and 14THStreet North will ease and enrich the pedestrian experience in an area with topographical and visual design barriers, alongwith pedestrian conflicts with access points for parking and loading. This connection will be accessible to all and include elevator access, stairs and/ or escalators. The arrival point will access 24

the Veitch Street Terrace, a proposed element in open space network.

Cultural and civic facilities have the ability to enliven and enrich the Courthouse square experience and create a multipurpose regional destination. A number of locations within Courthouse Square could accommodate cultural uses ranging from a museum to a performing arts centre.

Courthouse Square will serve as a central transportation node with connectivity for pedestrians, bicyclists, metro and bus riders. The Landmark block, Verizon Plaza &Strayer building are primarily residential.

Fig 4.10 - Density Gradient - Courthouse

Fig 4.11 - Pre Metro Land Use - Courthouse

25

3. CLARENDON METRO STATION Clarendon core (the metro station) at the central island between Wilson and Clarendon Boulevards is the focus of planning. The densities taper down as you move away from this core. The intent is to provide a balance of residential, retail and office uses to achieve continuous activity in the area both during the day and evening hours.

An attempt is made to provide affordable housing in the planning area. In addition to private redevelopment projects, other opportunities to gain affordable housing exist through the possible redevelopment of current County-owned property like the Fire Station and other facilities.

Buildings built on streets with no setbacks, the concept of eyes on street followed, with buildings responding to street fronts with transparency –large glazings, and adequate sidewalks. The built form steps back with increase in building height, where part of a block exceeds 60feet in height there will be a stepback of approximately 20feet and the stepback should be implemented somewhere above the 2nd floor and always include a stepback of the entire 5th floor of the building along designated frontages.

Fig 4.12 - CENTRAL CLARENDON PLAN OVERVIEW

26

The focus of the planners on providing maximum affordable housing in the metro station area.

Fig 4.13 - Density Gradient Clarendon

Fig 4.14 - Pre Metro Land Use

Fig 4.15 - Post Metro Land Use

27

4. VIRGINIA SQUARE METRO STATION Virginia Square is planned as a residential community and a center for cultural, educational,and recreational activities. Virginia Square is bordered by Clarendon on the east and Ballston on the west. It is defined technically as the roughly triangular area starting with 10th Street North and North Kirkwood Road on the east, extending westward bounded by Washington Boulevard on the north and Wilson Boulevard on the south, and ending at North Quincy Street in the west.

The central core area (metro station area) has nine existing high and/or medium density residential projects with approx. 230 dwelling units and 3700 residents.

The low density residential neighbourhoods, Ashton heights and Ballston-Virginia square on the North and South sides of metro station. The boundary of Virginia Square generally encompasses the land area within a one-quarter mile radius of the Virginia square metro station and a portion of Ashton heights neighbourhood to the south.

A central area of Virginia square, referred to as the ‘Core Area’, contains approx. 92 acres and includes mostly commercial and high-density residential uses. The Core Area generally includes the properties between Washington Boulevard and Wilson Boulevard. The GLUP has been used to guide redevelopment projects and has resulted in higher dWensity development surrounding the Metro station, primarily west of the station entrance.

Redesign of 9th Street, west of North Monroe Street, with special elements which could include periodic open spaces, public art, street furniture, and landscape materials. This process should include a block-by-block analysis and the design should create a more pedestrian-friendly street. Consider center medians, approximately 10- to 15-feet wide, or moving the curb toward the centerline to gain additional sidewalk width and to reduce the total street width.

Through redevelopment, create a right-of-way for a public pedestrian and vehicle access along the 9th Street alignment east of N. Lincoln Street. Develop this right-of-way with special elements such as adjacent open spaces, public art, street furniture, shade trees and ornamental plantings, and special paving. This area should be designed as part of the overall site design and should relate to the surrounding architectural details. This right-of-way should offer public pedestrian and vehicular access and should be unlike a typical street section. The space should be created with a higher quality environment 28

for pedestrians, should develop as an intimate, narrow space, and should be activated by residential entrances rather than traditional retail. An open space or special feature should be provided at the terminus of 9th Street.

Map 4.2 - BALLSTON-VIRGINIA SQUARE

29

Map 4.3 - Exisiting Land Use

30

Map 4.4 - Concept Plan : Land Use

31

Map 4.5 - Proposed Land Use

32

Fig 4.16 - DENSITY GRADIENT VIRGINIA

Fig 4.17 - Pre Metro Land Use

Fig 4.18 - Post Metro Land Use

33

5. BALLSTON METRO STATION

B

allston Station area comprises approx. 250 acres of land surrounding the Ballston Metro station within the Sector plan, the station area is discussed in terms of the

three sub-areas shown in map below.

North Ballston- predominantly residential Central Ballston- proposed mixed use development, office & residences West Ballston- predominantly residential High density office and residential development opportunities are provided immediately surrounding the metro station. These high density uses and a regional shopping facility form the major focus for a new downtown Central Arlington. North of the metro station, the plan supports apartment development and townhouse infill and reinforce existing residential development.

Map 4.6 - Ballston Map

34

Map 4.7 - CONCEPT PLAN

35

36

Good access to employment in Washing-

The homes in North Ballston have rel-

ton created a market for residential growth atively small lots ranging from 5000 to in Arlington in the 1920s and 1950s. Com-

15000sq.ft. Homes north of 11th street

mercial development in the 1920s & 1930s have a higher owner-occupancy rate and was concentrated along Fairfax drive, pro-

are better maintained than those to the

viding neighbourhood shopping facilities south. Over the past fifteen years an infor Ballston. During the 1940s and 50s, creasing number of properties have been commercial development was extended bought for investment and maintained along Wilson Boulevard and North Glebe with few improvements. road.

CENTRAL BALLSTON is primarily a Population of Ballston in the 1960’s was commercial area although it includes other 4500. A large number of Ballston’s res-

uses. Prior to 1950, Central Ballston had

idents, an estimated 46 per cent live in a mixture of residential, commercial and Garden apartments; an estimated 30 per

light industrial zoning.

cent live in single-family detached units; an estimated 18 per cent live in high-rise WEST BALLSTON: The majority of apartment buildings; and the remaining land in West Ballston is included in the 6 per cent of the population live in other designated Ball’s crossing Neighbourtype of buildings.

hood Conservation area. The single family neighbourhood is largely composed of

NORTH BALLSTON is primarily a rent-

cape cod style houses constructed prior

er-occupied residential neighbourhood. to 1960. In addition to the single family This however has not always been the neighbourhood, a substantial number arcase. The percentage of resident owners den apartments are located south of Carlin declined from 90 per cent in 1950 to 71

Springs road. The Hyde Park high-rise

per cent in 1970 to 35 per cent in 1978. Al-

apartments are located at the corner of

though most of the housing was construct-

North Glebe road and North Henderson

ed in the early 1900s there are homes in

road.

the area which date back to the 1890s.

Fig 4.19 - ESTIMATED DEVOLPMENT IN BALLSTON

37

LAND USE & ZONING

Fig 4.20 - NORTH BALLSTON LAND USE PLAN

The ‘high medium’ area along Fairfax drive should be planned and buildings situated to achieve a transition in the lower density areas immediately to the North.

In the ‘high medium’ area, by site plan, the district provides for up to 90 units per acre in addition to a maximum of 1.24FAR commercial/office development- to encourage‘ high medium’ density apartments.

The ‘low medium’ residential designation along the south side of 11th street provides fo development of up to 30 D.U.’s/acre. Area immediately north of 11th Street to be preserved with townhouse infill and selective preservation of well-maintained dwellings.

At the corner of Fairfax drive and North Glebe road, the GLUP shows ‘high-medium’ residential. This designation provides for apartment density up to 90units/acre and hotel density upto 135units/acre.

Fig 4.21 - CENTRAL BALLSTON LAND USE PLAN

38

The area also includes several single family dwellings and apartment complexes. There are five garden apartment complexes, providing a total of 155 units. Glebe Courts, lying west of Taylor street, is the largest complex with 76 units. The area also includes a limited number of single-family dwellings which have remained in residential use.

The area contains approximately 31 acres and provides the major development potential in Ballston. The westernmost portion of the section is designated ‘medium density office-apartment-hotel’ and the remainder is designated as a “ Coordinated Mixed use Development district”.

The “Coordinated Mixed use Development district” as approved by the Board to help achieve a balance between employment and residential growth in the station area, to ensure the district is even alive at night, encourage use of public transport, provide walk to work opportunities and reduce suburban sprawl.

The “Coordinated Mixed use Development district” provides a minimum of 1700 units.

This provides for approximately one-half of the land to be developed in high density apartments.

The maximum total density ranges from 1.0 FAR on sites which are 4,999 sq.ft. or smaller to 6.0FAR on sites which are 80,000sq.ft. or larger. The ordinance stipulates that half of the total maximum density may be developed as office, hotel, commercial and remainder as residential. In order to encourage residential development, an additional 1.5 FAR may be approved within any project that is at least 90% committed to residential use. The additional density may be used for apartment, commercial or office space.

There is redevelopment potential near the North Glebe road under the ‘ medium’ density office-apartment-hotel designation. This district provides for up to 2.5 FAR office development, 115 units p er acre apartment development and 180 units per acre hotel development.

WEST BALLSTON Existing land use is predominantly residential with commercial uses found primarily along North Glebe road. There are a total 377 single family dwellings in West Ballston.

Most of the dwellings were built prior to 1960. In 1978 the Board approved a site plan 39

for construction of 72 townhouses on the ‘Paden’tract at North George Mason drive and North Park Drive. Two additional townhouse projects have been approved since 1978.

The area has a total of 1,134 multi-family units. Most of these units are found South of Carlin Springs road. The Hyde Park apartment building on North Henderson road is the areas only high rise residential building. A small portion of the Buckingham garden apartment community lies adjacent to Hyde Park.

In the May of 1980 the County Board amended the GLUP for the area bounded by North Vermont Street, Wilson Boulevard, North Carlin Springs road and the commercial frontage along Glebe Road. The land use designation was changed from ’low’ density residential (1-10 units per acre) to ‘low medium’ density residential (16-30 units per acre). This change in response to increase pressure for redevelopment in the area, reinforces the tapering of uses and densities from the Glebe road commercial frontage into the established Ball’s crossing neighbourhood.

The draft portions of the Ball’s crossing neighbourhood conservation plan support preservation of established residential uses in West Ballston, while providing for ‘high medium’ residential re-development of some commercial properties on Glebe road.

Fig 4.22 - DENSITY GRADIENT BALLSTON

40

Fig 4.23 - PRE METRO LAND USE

Fig 4,23 - POST METRO LAND USE

41

PRIMARY CASE STUDIES 4.2 PILOT STUDY AREA DELHI METRO Over 1 crore vehicles are there on Delhi roads and thousands of vehicles are added to the roads every day in Delhi. The capital is flooded with vehicles over its capacity and people need to use less of their cars and more of the private transport. One of the biggest public transport is the Delhi Metro. It is the largest metro in India and the second oldest after Kolkata Metro. It consists of 11 colour coded lines with 285 stations covering a length of 389 Km. Started in December 2002 Delhi metro is an integral part of the capital and its transport.

Delhi Metro operates over 2,700 trips daily, starting at around 05:00 and ending at 23:30. Delhi Metro Rail Corporation Limited (DMRC), a company with equal equity participation from the Government of India and the Government of Delhi, built and operates the Delhi Metro. DMRC was certified by the United Nations in 2011 as the first metro rail and rail-based system in the world to get carbon credits for reducing greenhouse gas emissions, reducing carbon emission levels in the city by 630,000 tonnes every year.

Despite the Delhi metro being the busiest metro in India, the number of car trips in Delhi is increasing and the congestion of the road is hard to tackle. To help with the issue people should use the metro more and thus the ridership of Delhi metro should increase but how?

Delhi Metro is still underutilized at some places and their ridership can be increased using TOD principles and some urban design elements. To analyse the current situation of the Delhi metro with respect to its ridership, three pilot case study was chosen.

The Pilot case study are as follows : 1. Green Park Metro Station 2. Janakpuri West Metro Station 3. Seelampur Metro Station These three different metro stations were selected on the the Oldest lines of Delhi Metro i.e, Yellow line, Blue line and Red line respectively, varrying according to their socio-economic profile.

Green Park being a High income group area (HIG), Janakpuri West a Middle income group area (MIG), Seelampur a lower income group area (LIG).

42

Ridership data was collected for the mentioned metro stations for the month of February 2020 and December 2019 by DMRC and the metro stations were studied and analysed on the basis of the parameters obtained from the literature study, i.e, Density, Land Use, Establishment survey, Parking and Pedestrian Accessibility in a catchment area of 500m radius.

Map 4.8 - Delhi Metro Map, marking the three metro stations

1. GREEN PARK METRO STATION INTRODUCTION Green Park metro station is located in a high income group area and the station belongs to the yellow line of Delhi metro. It is an underground station accessed from 3 entries/exits. The station was opened on 3 September 2010 and is in near proximity to some large hospitals of the nation like AIIMS hospital and Safdarjung hospital. The preceding and the following stations are AIIMS and Hauz Khas, respectively. The Green park metro station lies below the arterial from AIIMS crossing to Qutab Minar, called Sri Aurobindo Marg.

43

Regional office of Indian Oil Corporation Pvt.Ltd and General Raj public school is located adjacent to the metro station. The famous Uphaar Cinema is also located in its precincts. Ashirwaad complex, a place of prominent companies/firms is also located in the catchment area of the green park metro station. It serves Green Park Main Market, Yusuf Sarai Market and Green Park Extension. It is also a short walk from Aurobindo Place, located on the same road just south of the station.

Places like Green Park Market, Gulmohar Park, Gautam Nagar have access from this metro station only. Restaurants like A2B, Evergreen and the famous National Institute of Fashion Technology can be reached by walk from this metro station.

The catchment area of the metro station is divided by two major roads : 1. Sri Aurobindo Marg 2. Ch. Hukum Chand Marg The Average Daily Ridership for green park metro station for the month of February 2020 is 23,293.

Fig 4.23 - CATCHMENT AREA - GREEN PARK METRO STATION

Fig 4.24 - YUSUF SARAI MARKET

Fig 4.25 - GREEN PARK MAIN MARKET

44

LAND USE MIX PRODUCED BY AN AUTODESK STUDENT VERSION

kum Ch

Park

and Ma

YUSU

Ch. Hu

F SAR

AI MA RKET

Park

rg

Gurudwara

Green Park M

etro Station

Indian Oil Regional Office

Uphaar

DDA Flats Balbir Sa

xena Mar

Sri Aurobind

Park

DAV Model School

o Marg

GREEN PARK MAIN MARKET

g

General Raj's School Action for Ability Development & Inclusion

Ashirwaad Park

Study Area = 785,398 sq.m.

Residential = 289,026.46 sq.m.= 36.8% Commercial = 96,603.95 sq.m.= 12.3% Institutional & PSP = 72,256.61 sq.m.= 9.2% Green = 52,621.66 sq.m.= 6.7% Circulation = 274,889.30 sq.m.=35%

National Institute of Fashion Technology

DDA Flats Hauz Khas

Ground Floor Plan

PRODUCED BY AN AUTODESK STUDENT VERSION

Map 4.9 - LAND USE MAP OF GREEN PARK METRO STATION IN A CATCHMENT OF 500M RADIUS z Kha

s Mar

g

Nili Masjid

Hau

PRODUCED BY AN AUTODESK STUDENT VERSION

LR Saraswathi Vidya Nikethan School

The land use map shows the mix of percentages of different land use in our catchment area.

Residential - 36.8% Commercial - 12.3% Institutional & PSP - 9.2% Green Area - 6.7% Circulation Area - 35%

45

As clearly seen, the residential development in the catchment area is the maximum.

Most of the commercial development is near the metro station attracting more people to the commercial developments. Major commercial development near the vicinity of the metro station are located in Yusuf Sarai Market which the located on both side of the Sri Aurobindo Marg, Uphaar Complex and Ashrirwaad Complex.

The residential developments are plotted G+3 developments and most of which are getting converted into developers floors. Due to this increase in developer floors, there is an acute shotage of parking near the residential areas.

Ch. Hukum Chand Marg mostly constitutes of surgical/medical buildings and some diagnostic labs. On this road also some instituitional buildings are also situated. The road also connects to the green park main market.

There is also a prominent gurdwara at the junction of Sri Aurobindo Marg and Ch. Hukum Chand Marg Fig 4.26 - Diagnostic Lab On Ch. Hukum Chand Marg

The Ashirwaad complex houses some of the well known companies like CP Kukreja Architetcs, ALPS etc and also some food joints. Inside the green park colony, a prominent daily needs market is located in the heart of the colony named Green park main market. The Uphaar Complex located on the Sri Aurobindo Marg is a commercial complex housing some restraunts and a chain of banks with some offices.

Towards the end of our catchment area on the Sri Aurobindo Marg lies multiple car showrooms of some famous brands like Mercedes Benz, Suzuki etc, which attracts people in the area. Behind the metro station, adjacent to Balbir Saxena Marg there is a chain of banks and some inssurance offices. It also locates some coaching centre in the vicinity.

It is very difficult to implement Transit Oriented Development (TOD) guidlines in this case due to division of station area by two major sub-arterials resulting in a TAD. Fig 4.27 - Hyundai Showroo,M On Sri Aurobindo MARG

46

ESTABLISHMENT SURVEY The survey tells us about the type of establishments and the area of that establishments in our catchment area.

1. YUSUF SARAI MARKET (ADJACENT TO METRO STATION)

TABLE 4.1 - COUNT OF SHOP TYPE AND THEIR AREA

Fig 4.28 - Bar Graph Showing Count Of Shop Types

47

Fig 4.29 - BAR GRAPH SHOWING AREA OF SHOP TYPES

2. YUSUF SARAI MARKET (OPPOSITE TO METRO STATION)

TABLE 4.2 - COUNT OF SHOP TYPE AND THEIR AREA

48

Fig 4.30 - Bar Graph Showing Count Of Shop Types

Fig 4.31- Bar Graph Showing Area Of Shop Types

49

3. UPHAAR COMPLEX

TABLE 4.3 - Count Of Shop Type And Their Area

Fig 4.32 - BAR GRAPH SHOWING COUNT OF SHOP TYPES

50

Fig 4.33 - Bar Graph Showing Area Of Shop Types

4. ASHIRWAAD COMPLEX

TABLE 4.4 - COUNT OF SHOP TYPE

51

Fig 4.34 - Bar Graph Showing Count Of Shop Types

5. SRI AUROBINDO MARG (FROM CAR SHOWROOM TO GURUDWARA)

TABLE 4.5 - COUNT OF SHOP TYPE

52

Fig 4.35 - BAR GRAPH SHOWING COUNT OF SHOP TYPES

Fig 4.36- BAR GRAPH SHOWING AREA OF SHOP TYPES

53

6. BALBIR SAXENA MARG

TABLE 4.6 - COUNT OF SHOP TYPE AND THEIR AREA

Fig 4.37 - BAR GRAPH SHOWING COUNT OF SHOP TYPES

Fig 4.38 - BAR GRAPH SHOWING AREA OF SHOP TYPES

54

7. GREEN PARK MARKET

TABLE 4.7 - COUNT OF SHOP TYPE AND THEIR AREA

Fig 4.39 - BAR GRAPH SHOWING COUNT OF SHOP TYPES

55

Fig 4.40 - BAR GRAPH SHOWING AREA OF SHOP TYPES 8. CH. HUKUM CHAND MARG

TABLE 4.8 - COUNT OF SHOP TYPE AND THEIR AREA

56

Fig 4.41 - BAR GRAPH SHOWING COUNT OF SHOP TYPES

Fig 4.42 - BAR GRAPH SHOWING AREA OF SHOP TYPES

57

PARKING AND PEDESTRIAN ACCESSIBILITY One of the important factors affecting ridership is Parking. The facility of park and ride should be provided but the pricing should be proper so that not many people park their automobile.

Green Park metro station does not have a proper parking dedicated to the metro station but the parking in front of Yusuf Sarai Market caters to some parking of metro station too. The Market parking is in walkable distance to the metro station The pricing of the parking is cheap if compared to some TOD areas.

Pricing are as follows : 1hr- Rs.20/ 2hr- Rs.40/ 3hr- Rs.60/ increasing Rs. 20 for every hour.

Green Park main market also has its own parking with same pricing policy. These Parking are formal parking by SDMC and all the parking in the catchment area are surface parking.

There is no formal parking for the Non motorized transport (NMTs) and other three wheelers but they are parked along the foothpath near the markets and metro station causing congestion intraffic sometimes.

Pedestrians are most affected by the congestion like these and thus pedestrian accessibility to the metro station and around the metro station is very important to increase ridership of a metro station.

The catchment area around the Green park

Fig 4.43 - Pedestrian Plaza In Green Park Main Market

metro station caters to the pedestrians very well. There are well connected footpaths to the metro station and from the metro station to Yusuf Sarai Market and Balbir saxena Marg.

The width of foothpath can be increased but they are unobstructed and shaded at some places. There is a small plaza running along all the markets and pedestiran and vehicular

58

movment is well segregated due to this. These plaza also incorporates street vendors which are life of the street and add more security to the place.

There are 3 entry and exits from the station which makes it easy for the pedestrians to access both sides of the Sri Aurobindo Marg without tackling the traffic. All the entries and exit have lifts to make it more accessible and comfortable for the public.

Map 4.10 - Map Showing The Entry/Exits From The Station And The Footover Bridge

Entry 1 caters the Balbir Saxena Marg and the Yusuf Sarai Market on the right side. The Entry 2 caters to left side of Sri Aurobindo Marg and is in near proximity to the Uphaar Complex and Ashirwaad Complex. The Entry 3 caters to Yusuf Sarai market on the left side, also to the Ch. Hukum Chand Marg and Green Park Gurudwara. All the entries are well placed and provide access to a major location in the catchment area. Connectivity from these entry/exits are also well managed as these entries/exits are accessed from the footpaths or the plaza in front of the market.

Both sides of the Yusuf Sarai market are connected from a footover bridge which is placed at the start of the market. The footover bridge is also accessed through a lift.

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2. SEELAMPUR METRO STATION INTRODUCTION Seelampur Metro station is located in a low income group area and the station belongs to the red line of Delhi metro. It is an elevated station and was opened on 25 December 2002. The preeceding and the following stations are Welcome metro station and Shastri Park metro station, respectively. The station only have a single entry/exit. The seelampur station lies along the arterial connecting to the yamuma, GT Road.

The catchment area of the metro station has a netrowk of narrows streets surrounding the compact urban grain of the area. Seelampur metro station is one of the most important metro station on the red line and the metro station houses a food court inside it and some small shopping attractions also. The Ghazipur drain runs adjacent to the metro station. There is a wholesale Metro mall adjacent to the metro station which requires a special card for the mall to enter. Seelampur Gurudwara also lies in the catchment area which is 400M radius. There is alot of instituitional building in the vicinity of the metro station such as Guru Nanak public school, Pratibha Vidhalaya, Sarvodya Kanya Vidhalya etc.

The catchment area of the metro station is divided into two parts, i.e, North Seelampur and South Seelampur by the major arterial road, GT Road The Average Daily Ridership for Seelampur metro station for the month of February 2020 is 13,814.

Fig 4.44 - CATCHMENT AREA - SEELAMPUR METRO STATION

60

LAND USE MIX

Map 4.11 - LAND USE MAP OF SEELAMPUR METRO STATION IN A CATCHMENT OF 400M RADIUS

The land use map shows the mix of percentages of different land use in our catchment area.

Residential - 17.6% Commercial - 5.4% Institutional & PSP - 4.8% Green Area - 8.1% Circulation Area - 61.8% Water body - 2.3%

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In the catchment area of the metro station the residential development dominates and covers the maximum ratio of land use. There is no single area where the commercial development is constituted unlike green park it is scattered all over the catchment area. Some of the commercial development is near the Seelampura Gurudwara in North Seelampur. The metro wholesale mall is the biggest commercial development in the vicinity of metro station. The area does not constitute of alot of commercial development and there is no commercial activity in the catchment area to attract the people.

Most of the commercial developments are on the ground floor under the residential development. The place lacks a commercial attraction. The residential development is a clustered development with high morphological density in the area. In south seelampur the residential development is alot more clustered than North seelampur.

While there are more schools in North Seelampur, the quantity of religious buildings are more in South Seelampur. The structures are also not well maintained. In south seelampur the green area is also less as compared to North seelampur. The GT has divided Seelampur into two halves and the difference between both the halves are quite evident.

The gurudwara road locates most of the commercial developments in North Seelampur and in which most of the developments are Agarbatti sellers. The Gurudwara Road gives the access to the Seelampur gurudwara and also connects GT road to the North seelampur and specially to the Pratibha Vidhalya.

The north seelampur is more developed as plotted development, unlike south Seelampur.

Fig 4.45 - SEELAMPUR GURUDWARA

Most of the commercial developments in South seelampur is of clothing. Most of the residential development is G+3 and due their clustered form and high density there is no space to park car near the residential area. As Seelampur is a LIG area few people own a car but the problem persists.

It is difficult to implement TOD in the catchment area because of the placement of the buildings and the division of seelampur into two parts due to GT road, resulting in a Tranit Adjacent Development (TAD).

62

ESTABLISHMENT SURVEY The survey tells us about the type of establishments and the area of that establishments in our catchment area.

1. SOUTH SEELAMPUR

TABLE 4.9 - COUNT OF SHOP TYPE AND THEIR AREA

Fig 4.46 - BAR GRAPH SHOWING COUNT OF SHOP TYPES

63

Fig 4.47 - BAR GRAPH SHOWING AREA OF SHOP TYPES

2. NORTH SEELAMPUR

TABLE 4.10 - COUNT OF SHOP TYPE AND THEIR AREA

64

Fig 4.48 - BAR GRAPH SHOWING COUNT OF SHOP TYPES

Fig 4.49 - BAR GRAPH SHOWING AREA OF SHOP TYPES

65

PARKING AND PEDESTRIAN ACCESSIBILITY The lack of parking in South Seelampur is quite evident due to the clustered morphology of that place but Seelampur metro station has a dedicated parking unlike Green Park metro station. There is Park and ride facility for the metro travellers but the issue is the pricing of the parking.

The parking is authorized and is managed by DMRC. The parking area is directly connected from the main arterial, GT Road. It is a type of surfaced parking only and is near proximity to the metro station. The parking area is not well maintained and numerous cars are parked for so long in the sandy parking area that they are covered with dirt. It is evident that people of South Seelampur who have a car are using the parking for their household parking and it is due to the Very Very Cheap pricing of the parking area.

The pricing for the Seelampur metro station parking is as follows : 6hr- Rs.30/ 12hr- Rs.50/

The parking prices are too low that it encourgaes people to use the automobile than the metro. The boundary of the parking area is not well constructed giving the space more shady look. The place feels unsafe to park the car due to these elements. A small local road connects the metro parking to the metro station. Also there is no formal parking for the Non Motorized transport (NMTs) and other Three wheeler vehicles. Though they are easily available to the public as they are parked along the footpaths on the GT road, in front of the metro station.

Fig 4.50 - SEELAMPUR METRO PARKING

Pedestrian accessibility has not been a priority for the metro station. Although there is a huge plaza in front of the metro station but it just pretends to portray pedestrian accessibility. The plaza is not activated and there is no commercial or recreational activity in such a big plaza. The space is not utilized properly which could have increased the pedestrian comfort for the place. There is no proper pedestrian conectivity from the Metro parking to the metro station and due to improper width of the roads, there is collision between the vehicles and pedestrians.

66

South Seelampur is accessed through a metro underpass adjacent to the metro station but there is no footpaths for pedestrians and the passageway is littered with garbage making it a very awful experience for the pedestrians. The entry of the Metro underpass have a cluster of vendors making the place more clustered and causing congestion.

There is no direct connectivity for the pedestrians to the other side of the GT Road, to the North Seelampur. Unlike Green Park there is no footover bridge, the pedestrians have to cross the roads by walking on the roads only by avoiding the fast moving traffic or use the NMTs which are parked outside the metro station along the GT road.

Due to the presence of the NMTs and Three wheeler vehicles, Last mile connectivity is not a problem but pedestrian accessibility and comfort is a major problem for the catchment area.

Map 4.12 - MAP SHOWING THE METRO PLAZA AND PARKING. (1) MARKS THE ONLY ENTRY/EXIT FOR THE METRO STATION

67

3. JANAKPURI WEST METRO STATION INTRODUCTION Janakpuri metro station is located in a medium income group (MIG) area and it belongs to the blue line of the Delhi Metro. It is an elevated station and was opened on 31 December 2005 and it also connects to the magenta line which was inaugurated on 29 May 2018. The preceding and the following stations are the Janakpuri East metro station and Uttam Nagar East metro station, respectively. The station has three entry and exit gates.

Janak Puri West Metro Station serves as an interchange between Blue Line and Magenta Line of the Delhi Metro. The metro station also houses India’s highest escalotors having height of 15.65M. The janakpuri metro station lies on the arterial called Najafgarh Road and it divides the the catchment area into two halves : 1. VikasPuri PAJanakPuri The station serves the people of Janakpuri and Vikaspuri and the catchment area constitutes of many attractions and some important institutional buildings. The District centre of Janakpuri West is located adjacent to the metro station. Behind the district centre, in the catchment area are some major institutional buidlings like the Janakpuri Police station and MTNL office. The famous Piccadily hotel lies within its precincts. The new Unity One mall is also located in near proximity to the station. Najafgarh road also connects to the Outer Ring road.

The Average Daily ridership for Janakpuri West metro station for the month of February 2020 is 13,765.

Fig 4.51 - CATCHMENT AREA JANAKPURI

WEST

METRO

STATION

68

LAND USE MIX

PRODUCED BY AN AUTODESK STUDENT VERSION Ramakrishna Senior Sec. School

Temple

M Block road

Maharaja Agrasen Bhavan Vikaspuri

Kerala Senior Sec. School OUT ER R

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Study Area = 785,382 sq.m.

Residential = 160,217.92 sq.m.= 20.4% Commercial = 65,186.70 sq.m.= 8.3% Institutional = 51,049.83 sq.m.= 6.5% Green = 237,185.36 sq.m. = 30.2% Circulation = 271,742.17 sq.m.= 34.6%

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Ground Floor Plan 2020

PRODUCED BY AN AUTODESK STUDENT VERSION

Map 4.13 - Land Use Map Of Janakpuri West Metro Station In A Catchment Of 500M Radius

The land use map shows the mix of percentages of different land use in our catchment area.

Residential - 20.4% Commercial - 8.3% Instituitional & PSP - 6.5% Green Area - 30.2% Circulation Area - 34.6% 69

In the catchment area of the metro station the residential development has the maximum land use mix among other uses. The catchment area is also constitutes of some major commercial attractions of the place as well as some important institutes. The major commercial developments are situated in the south side of the catchment area.

The residential developments are plotted G+3 and are formed in societies mainly.

Fig 4.52 - Piccadily Hotel Janakpuri

The residential developments are mainly developed around the station and are connected to each other through fine network of streets. The catchment area houses District Centre of Janakpuri west which was once the main focus point for commercial activity in West Delhi, but with time the commercial space is becoming empty. The

Fig 4.53 - District Centre Plaza

major developments in district centre are Adjacent to the metro station is the famous on the ground floor but the whole towers Piccadily hotel which was earlier called in the centre are not activated. The plaza Hilton hotel. The commercial developin the centre attracts the pedestrians but ment in the catchment area is of various the area has only few vendors and no other types but some are not activated to its poactivity for the public. The District centre tential. also houses Inox Cinema which was earlier called Satyam Cinema.

On the side of the Piccadily hotel

Adjacent to the District centre West gate locates the Janakpuri Club and the Westend mall is located. The 12 storey mall is al- Banquet. The district Centre also houses most barren and people visit the mall only some office areas on the upper floors of the for some service centres and offices which tower. are also less in number. The mall lost its

charm due to another mall adjacent to The catchment area also have large fix of the metro station named Unity One mall green spaces around the commercial and which is newly developed and houses some of the most reknowned brands.

residential developments.

70

ESTABLISHMENT SURVEY The survey tells us about the type of establishments and the area of that establishments in our catchment area.

JANAKPURI

TABLE 4.11 - COUNT OF SHOP TYPE AND THEIR AREA

71

Fig 4.54 - BAR GRAPH SHOWING COUNT OF SHOP TYPES

Fig 4.55 - BAR GRAPH SHOWING AREA OF SHOP TYPES

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PARKING AND PEDESTRIAN ACCESSIBILITY The catchment area holds multiple parking spots for multiple spaces and there is no shortage of parking in the catchment area. All the major commercial and instituitional developments have their seperate parking, some either have surfaced parking while some have basement parking.

The district centre of Janakpuri have both structure and basement parking which is also very cheap. Cheap parking encourages people to drive to the place by car and not use the metro. Also the place has a fine network of streets which can accomodate automobiles. Piccadily Hotel being a famous hotel has its own parking . The unity one mall has its own multi-storey parking well connected from the arterial. Adjacent to the Unity one mall is located a big parking lot owned and maintained by DMRC. People Could also park the car on the street in front of Janakpuri Club and Westend Banquet. All the mentioned parking are formal parking and are very cheap pricing policies which discourage people to use Metro to Janakpuri West.

The Pricing for some of the above developments are as follows : 1. District Centre

2. Unity One Mall

Every hour = Rs.20

1hr = Rs.30 2hr = Rs 50

3. In front on Janakpuri Club Every hour = Rs.30

Pedestrian accessibility and comfort is not a big problem in the catchment area. Both sides of the catchment, divided by the arterial is connected through a footover bridge.

The metro station has a proper and comfortable acess to the District Centre. The central plaza in the district centre gives a comfortable environment for the pedestrians but the place can be activated and provided with more commercial activites for the pedestrians.

Connectivity to the Piccadily hotel is adequate for the pedestrians to use as it is in front of the metro station but there is no proper connectivity to the Janakpuri Club and the Unity One mall. The Foothpaths have adequate width but are not well maintained and connected. Although Unity one mall has its own plaza which also has some attractions for the pedestrians.

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CHAPTER - 5 COMPARATIVE ANALYSIS Parameters Residential Land Use Commercial Land Use Ridership Shop Type ATM Bed Mattress Book Chemist Clothing Crockery Cycle Shop Departmental Store Diagnostic Lab Electronics Grocery Hotel/Lodging Jewellers Money/Gold Exchange Paint/Hardware Restaurants/Bar Stationery Surgicals/Clinic Misc Bags Shoes Assurance Bank Furniture Insurance Automobile Hospital Salon Charted Accountant Computer Hardware Construction Software Travel Boutique Confectionaries Agarbatti

Count 3 2 2 34 27 5 4 9 4 12 22 3 4 8 8 15 1 10 14 1 4 1 22 1 2 3 1 5 2

Green Park 36.80% 12.30% 23,293 Area (Sq.m) 20 60 28 518 576 74 72 185 94 226 342 538 53 96 109 1455 19 1644 523 12 52 270 3855 250 540 1350 400 195

Janakpuri West Seelampur 20.40% 17.60% 8.30% 5.40% 13,765 13,814 Area (Sq.m)3 Count Area (Sq.m)2 Count2 6 30

7 17

660 1373

1

10000

18

465

7 53

97 5183

19

2007

3

320

16 20 26 13 12

960 700 1895 820 430

4 59

54 863

12

158

29 18

327 205

2 1

19 15

1

10

2

15

3

41

2

23

6 6 16

83 98 138

Table 5.1 - Comparitive Analysis Of The Establishment Survey Of The Three Stations

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Table 5.2 - Analysis Of The The Three Stations On The Basis Of The Parameters

The Comparitive analysis clearly shows that the Green park metro station has the highest ridership and the highest commercial land use mix ratio. The catchment of Green Park Metro station also has the highest number of establishments.

We analysed that the residential land use is high in all the three stations but the commercial land use varies in the three station, Green park having the highest and Seelampur having the lowest. This increase in commercial land use mix and establishments may be the rason for the increase of ridership in Green Park metro station.

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CHAPTER - 6 CONCLUSION AND RECOMMENDATIONS CONCLUSION Delhi metro is one of the most integral part of the transoirtation system of the Capital. The ridership of the Delhi metro is not adequate and should be increased to lower the traffic load from the Delhi roads and to prevent Delhi to be a car dependent state.

The purpose of this dissertation was to examine how principles of Transit Oriented Development (TOD) can help imporve the ridership of the Delhi metro.

As each year passes by, the ridership of Delhi Metro is substantially decreasing.

The increase in the usage of automobile in the capital has resulted in the decrease of ridership of the Delhi Metro. The Delhi Metro has seen a decrease of around 20% in the ridership from January 2015 to December 2019.

From this study we learned about the factors influencing the ridership of the transit stations and these factors became the foundation for the Study areas, i.e, Density, Land Use, Pedestrian Accessibility to stations, Parking and the Establishments in the catchment.

By comparing and analyzing the three study areas, i.e, Green Park Metro Station, Seelampur Metro Station and Janakpuri West Metro Station on the basis of the principles of Transit Oriented Development (TOD) and the above mentioned parameters, we can clearly conclude that the Metro Station with the better mix of land use in the catchment area (500M) has more ridership. It is clear that the Metro station which show some resemblance to the factors affecting the ridership tends to have a higher ridership. Catchment of Green Park Metro Station has better land use mix than the other two stations, with proper pedestrian connectivity and less cheap parking, resulting in the highest ridership among the three Metro Stations.

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Seelampur and Janakpuri West are lacking in some factors which affect the ridership, therfore having less ridership than expected. Change in the socio-economic profile and the decrease of activation of commercial places in the last few years have resulted in a low number of ridership in Janakpuri West Metro Station. Seelampur on the other hand have the lowest mix of commercial land use , thus resulting in a improper land use which do not generate an increase in ridership. Seelampur has a slightly higher ridership than Janakpuri West due to its high density and a very few people owning a car, thus using the Metro to travel .

This further answers the questions to the hypothesis, that: 1) Land use mix and establishments present in Green Park is suitable for increasing the ridership of Delhi Metro. The land use mix in Green Park is also not ideal but is suitable to increase the ridership.

2) Factors of low ridership are improper land use mix, low density, poor pedestrian connectivity and cheap parkinig.

The study clearly shows the affect of princples of Transit Oriented Development (TOD) on ridership.

RECOMMENDATIONS It is understood from TOD principles that the best way to increase ridership is to increase residential density in the 500M catchment of the metro station. But however if there are obstacles to increase in residential density then providing businesses and establishments as seen in the case of Green Park Metro station may be provided. Parking policy with adequate parking prices, a better pedestrian connectivty and urban design elemts also contributes to the increase of ridership.

Thus, providing a similar kind of land use mix and establishments in the catchment of the Janakpuri West Metro Station and Seelampur Metro Station can help improve the ridership of these Metro stations.

Activating the commercial spaces in Janakpuri West can help to increase the ridership more

as

more

commercial

passengers

land

use

and

will

use

activating

these the

spaces. exsisting

Providing commercial

spaces in Seelampur Metro station can increase the ridership of the station.

Increasing the parking prices may also influence the people to use the transit instead of their own cars.

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REFERENCES

Book : 1. Ecodesign of cities and suburbs Author - Jonathan Barnett and Larry Beasley Research Papers : 1. Travel Characteristics of Transit-Oriented Development in California Author - Hollie M. Lund, Robert Cervero, Richard W. Willson 2. Transit-Oriented Development - An Urban Design Assessment of Transit Stations in Atlanta Author - Allen Daniel Braswell 3. TOD on Housing Travel Author - Robert Cervero Websites : 1. https://dda.org.in/ (MPD 2021) 2. http://www.uttipec.nic.in/cms/transit-oriented-development--tod.php