M.PLAN THESIS_URABN PLANNING_FINAL REPORT

ASSESSING THE IMPACT ON “LAND USE AND TRANSPORT INTEGRATION” OF TRANSIT LINKAGES WITHIN CNCR REGION CASE AREA: GHAZIABAD A Thesis Submitted to the School of Planning and Development, Sushant University

by PARAS MONGIA Roll No. 200MPLUP021

In Partial Fulfilment of the Requirements for the Degree of MASTER OF PLANNING (URBAN PLANNING) 2020-2022

Thesis Guide: Dr. Himadri Shekhar Dey, Assistant Professor, SPD Thesis Coordinator: Prof. Preetha Ravisree Sajin, Director, SPD

SCHOOL OF PLANNING AND DEVELOPMENT SUSHANT UNIVERSITY, GURUGRAM, HARYANA, INDIA

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DECLARATION I, Paras Mongia, the author of this thesis titled “ASSESSING THE IMPACT ON LAND USE AND TRANSPORT INTEGRATION OF TRANSIT LINKAGES WITHIN CNCR REGION, CASE AREA: GHAZIABAD”, hereby declares that this is an independent work, carried out towards partial fulfilment of the requirements for the award of Master’s Degree in Planning (Urban Planning) School of Planning and Development, Sushant University, Gurugram. This work has not been submitted to any other institution for the award of any Degree/Diploma.

Date:

Paras Mongia Roll No. - 200MPLUP021 Semester IV

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BONAFIDE CERTIFICATE

This Thesis is submitted by PARAS MONGIA, student of Second Year M Plan, Session 20202022, at School of Planning and Development, Sushant University, Gurugram, as partial requirement for the Two-Year M Plan Degree course of Sushant University, Gurgaon.

Originality of the information and opinion expressed in the thesis report are of the author and do not reflect those of the guide, the coordinator or the institution.

Name: Prof. Preetha Ravisree Sajin

Name: Dr Himadri Shekhar Dey

Director, SPD

Assistant Professor, SPD

Signature of the Student: Roll No.: 200MPLUP021 (Thesis Coordinator) Name: Paras Mongia

Date:

(Thesis Guide)

Date:

Institution Stamp Date:

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ACKNOWLEDGEMENT This thesis writing was a great chance for learning and professional development.

Therefore, I consider myself as a very lucky individual as I was provided with an opportunity to be a part of it. I am also grateful for having a chance to meet so many wonderful people and professionals who led me though this interesting phase.

I express my deepest thanks to Dr. Himadri S Dey, my thesis guide for taking part in useful decision & giving necessary advices, his practical experiences, sources of data collection along with guidance has helped me in arranging all the facilities which made my life easier. I choose this moment to acknowledge his contribution gratefully. It is my radiant sentiment to place on record my best regards, deepest sense of gratitude to Prof. Preetha Ravisree Sajin, Program Co-ordinator and Director of SPD at Sushant University, for her careful and precious guidance simultaneously which was extremely valuable for my study both theoretically and practically throughout this work.

I perceive this opportunity as a big milestone in my career development. I will strive to use gained skills and knowledge in the best possible way, and I will continue to work on their improvement, in order to attain desired career objectives. At last, I would like to thank my Summer Internship mentor and guide Mr. R Srinivas, Town and Country Planner,

Head,

Metropolitan

&

Union

Territories

Division

TCPO, Ministry of Housing and Urban Affairs, New Delhi for his immense guidance, motivation and support throughout this journey. His contribution would surely have a great influence in my future endeavors. I would also like to acknowledge each and every person from the concerned authorities who helped me in data collection and inspiration regarding the topic. These were: Ms. Priti Shukla, Shakti Sustainable Foundation, Munirka, New Delhi; Ms. Urvashi, Mr. Ishwar and Mr. Shidhwin, TOD Cell, Gatishakti Bhawan, NCRTC, INA, New Delhi. Lastly, my consistent guides and support systems since my graduation degree in Architecture are my family members: my mother Ms. Sunita Mongia for her eternal blessings and hard-work for me, my elder brother Mr. Anmol Mongia for his immense support and my late father without whose Universal support I would not have been able to complete this project. I am here at the edge of this joyful journey in achieving the Masters in Urban Planning degree which would surely guide my path further in life.

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ABSTRACT

The rapid growth and expansion of modern-day cities in developing world contributes to the significant outcome of changing socio-economic dimensions which is primarily observed due to one of the predominant factors termed as urbanization. The process of urbanization has a great impact on the overall urban form and structure of the cities and their counterparts. The key drivers of this complex process are mainly the demographic shift due to change in the needs and demands of people to experience the benefits of opportunities provided by urban cores along with other factors such as geographical, geoclimatic, physical factors of different regions or areas serving better quality of life to lead a sustainable living. A classic example throughout the history of urban and regional planning which has brought the emergence of larger cities (known as metropolitan cities or million plus cities in modern era) was Industrial revolution of 19th century. Since, 1950s the total global population got more than tripled (from 2.5 billion to 7.95 billion) and urban population got doubled. The current urban population constitutes around 56% of the total population worldwide and is continuously expected to grow by 70% in 2050 as reported by United Nations and World Bank statistical information. As a result of the pull factors mentioned above, the central areas of existing cities experience an outward push towards fringes and hence more growth centres with multiple activities disperse which cause a situation of urban sprawl. In today’s urbanised world, cities are expected to grow and fulfil demands of dwellers as per different classification based on its population size, area and level of activities they possess. Initially, various North American and European countries started to get urbanised more rapidly, because of good economic stability, more technological advancement and good opportunities for urban development in these parts of world.

Recently, there is a significance increase in urban population in less developed parts of the world like few Asian countries India, China, Pakistan, Bangladesh and Indonesia.

Urbanization has an adverse impact on multiple sectors of urban planning discipline such as housing, economy, transportation and infrastructure, governance through multiple dimensions (social, economic and environmental) and at different scales (global, regional or city). Therefore, as cities expand with time one of the most common impacts would be the demand to travel or communicate to reach the desired

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destination from the areas of origin. For instance; home to work, home to leisure, work to home, work to leisure etc. This requires good connectivity of public transportation systems among various land use patterns within urban fabric (city and its satellite towns).

This thesis attempts to highlight and discuss the major outcomes of the most impacted sector in modern day cities i.e., public transportation considering the historical nature and relation of city forms, activities and land use patterns. The constant change in mobility patterns, technological improvements in transportation modes and increasing trip lengths over the centuries has decreased the quality-of-life urban centres to such extent that it started developing negative and ill effects like congestion, over-crowding situations, pollution etc. The role of different stakeholders during the initial stages of the planning process such as researchers, poly-makers, planners and designers is crucial to implement and execute the concept of land use and transport integration (LUTI), as it has the potential to reverse the rising urban sprawl issue of cities by focussing on efficient utilization of land with guided, high dense, compact and mixeduse development around existing or proposed transit corridors through various norms and policies. This eventually provides multiple benefits to large population which spreads at much larger context. Hence, a holistic approach for sustainable living through developing inclusive environment and to reveal the ideal public realm by bringing back vibrancy into communities is the ultimate intent of this thesis work.

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LIST OF FIGURES Figure 1: Global urban population growth trend (1950-2050) Source: https://blog.plangrid.com/2019/09/4-ways-construction-can-solveurbanization-problem ...................................................................................................................................... 1 Figure 2 Map showing worldwide percentage of urban population Source: https://www.urbanet.info/world-urban-population/ ...................................................... 2 Figure 3 Major sectors impacted by urbanization Source: https://www.urbanet.info/world-urban-population/ ...................................................... 2 Figure 4 Impacts of Urbanization at different scales Source: Author .......................................... 3 Figure 5 Arrangement of city’s urban form and urban spatial structure Source: https://transportgeography.org/contents/chapter8/transportation -urban-form/ ....................................................................................................................................................... 4 Figure 6 Transportation – Shaping the urban form Source: https://transportgeography.org/contents/chapter8/transportation -urban-form/ ....................................................................................................................................................... 4 Figure 7 Development of street patterns Source: https://transportgeography.org/contents/chapter8/transportation -urban-form/ ....................................................................................................................................................... 5 Figure 8 Hybrid land use model: Transportation and urban dynamics Source: https://transportgeography.org/contents/chapter8/transportation -urban-form/ ....................................................................................................................................................... 6 Figure 9 Land use and transport integration Source:https://smartnet.niua.org/sites/default/files/resources/file_ 1215201402295859.pdf ................................................................................................................................. 7 Figure 10 Urban land use models Source: https://www.geographycasestudy.com/urban-land-use-patterns-and-models/.. 8 Figure 11 Elements of land use and transport integration Source:https://smartnet.niua.org/sites/default/files/resources/file_ 1215201402295859.pdf ................................................................................................................................. 9 Figure 12 Benefits of land use and transport integration Source:https://smartnet.niua.org/sites/default/files/resources/ file_1215201402295859.pdf ......................................................................................................................... 9 Figure 13 Process of land use and transport integration Source:https://smartnet.niua.org/sites/default/files/resources/ file_1215201402295859.pdf ......................................................................................................................... 9 Figure 14 Types of transportation systems Source:https://smartnet.niua.org/sites/default/files/resources/ file_1215201402295859.pdf .......................................................................................................................10 Figure 15 Components of urban transit systems Source: https://www.geographycasestudy.com/urban-landuse-patterns-and-models/ ...........................................................................................................................10 Figure 16 Timeline of public transport modes for commuting Source: https://www.pinterest.com/pin/308848486917784780/ ..........................................12 Figure 17 History of urban transport modes Source: Author ........................................................12

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Figure 18 Strategies to reduce trip lengths & travel demand Source:https://smartnet.niua.org/sites/default/files/resources/ file_1215201402295859.pdf .......................................................................................................................13 Figure 19 Urban mobility and modes ownership trend Source: https://www.geographycasestudy.com/urban-land-use-patterns-and-models/14 Figure 20 Process of land use and transport integration Source:https://smartnet.niua.org/sites/default/files/resources/ file_12152014022958.pdf ............................................................................................................................15 Figure 21 Urbanization and MRTS trends in India Source: https://assets.kpmg/content/dam/kpmg/in/pdf/2017/10/Reimagining-publictransport.pdf ......................................................................................................................................................16 Figure 22 Trends of public transportation system in India and few other countries Source: https://assets.kpmg/content/dam/kpmg/in/pdf/2017/10/ Reimagining-public-transport.pdf ............................................................................................................16 Figure 23 Preference of transport modes used to commute for work in India Source: Census of India 2011 ......................................................................................................................17 Figure 24 Research Methodology/ Scheme of study Source: Author ..................................................................................................................................................20 Figure 25 Rapid Metro - Development Oriented Transit (DOT) Source: https://www.metrorailnews.in/transit-oriented-development-development -oriented-transit-indian-cities/ .................................................................................................................25 Figure 26 Transit Corridor Development (TCD) Source: https://www.itdp.in/tag/transit-oriented-development/ ............................................25 Figure 27 Transit Adjacent Development (TAD) Source: https://www.sciencedirect.com/science/article/ abs/pii/S0966692312000592 ...................................................................................................................26 Figure 28 Transit Joint Development (TJD) Source: Value-Capture-Scheme_fig2_335158399 ...............................................................................26 Figure 29 Transit Supportive Development (TSD) Source: https://www.sciencedirect.com/science/article/ abs/pii/S0966692312000592 ...................................................................................................................26 Figure 30 MRTS and RRTS Source: https://www.delhimetrorail.com/pages/en/introduction ...........................................27 Figure 31 Influence Zone of station area Source: https://thecityfixlearn.org/sites/default/files/TOD%20%20Regulatory%20framework.pdf .........................................................................................................27 Figure 32 Showing concept diagram of TOD Source: Transit Oriented Development Types, 2017 ........................................................................28 Figure 33 Bull’s Eye concept of TOD in Arlington, USA Source: https://www.mdpi.com/2075-5309/8/9/127/htm ........................................................29 Figure 34 Copenhagen’s Finger Plan concept of TOD Source: https://www.citiesforum.org/news/sustainable-growth-through-transitoriented-development/ .................................................................................................................................30 Figure 35 Singapore Constellation Plan concept of TOD Source: https://www.citiesforum.org/news/sustainable-growth-through-transitoriented-development/ .................................................................................................................................31 Figure 36 TOD type of development in South-Asian countries Source: https://www.thegpsc.org/tod/tod-basics ............................................................................32

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Figure 37 Showing concept diagram of TOD structure Source: https://www.semanticscholar.org/paper/A-climate-responsive-model-fortransit-oriented ................................................................................................................................................33 Figure 38 Showing benefits of TOD to different sectors Source: https://slideplayer.com/slide/16151199/ ..........................................................................34 Figure 39 Showing benefits of TOD kind of development Source: https://www.researchgate.net/figure/Benefits-oftransit-oriented-development ....................................................................................................................34 Figure 40 Showing three Values (Vs) of TOD Showing benefits of TOD kind of development Source: Author .....................................................................................................................36 Figure 41 Showing six Ds of TOD ..............................................................................................................36 Figure 42 Transit Oriented Development – Implementation Process Source: https://www.thegpsc.org/tod/transit-oriented-development-knowledgeproducts ...............................................................................................................................................................38 Figure 43 Transit Oriented Development – Stages of design Source: https://www.thegpsc.org/tod/transit-oriented-development-knowledgeproducts ...............................................................................................................................................................39 Figure 44 Transit Oriented Development – Implementation steps Source: https://www.thegpsc.org/tod/transit-oriented-development-knowledge products ...............................................................................................................................................................40 Figure 45 Different scales of TOD (station areas) Source: https://www.thegpsc.org/tod/transit-oriented-development-knowledgeproducts ...............................................................................................................................................................43 Figure 46 Different stakeholders in TOD process Source: Author ..................................................................................................................................................43 Figure 47 Themes of TOD Source: Author ..................................................................................................................................................43 Figure 48 SDG 11-2 Convenient access to Public Transit Source: https://sdgs.un.org/goals/goal11 ............................................................................................47 Figure 49 Grand Paris project alignment in city Source: file:///F:/4th%20Sem/Grand_Paris_towards_new_centres_part_1.pdf ...................48 Figure 50 Grand Paris Project – Concept and its impact on city Source: file:///F:/4th%20Sem/Grand_Paris_towards_new_centres_part_1.pdf ...................50 Figure 51 Singapore city and its satellite towns Source: http://cdn.cseindia.org/attachments/0.12159500_1543815771_ India-Conclave-deck-Girish-RamachandranV3-020918.pdf ..........................................................51 Figure 52 Singapore city and its connectivity with surrounding areas Source: https://www.sciencedirect.com/science/article/pii/S2095263521000261 ........52 Figure 53 Singapore city -Master Plan Concept Source: https://www.sciencedirect.com/science/article/pii/S2095263521000261 ........52 Figure 54 Singapore TOD strategy Source: https://www.infrastructureasia.org/en/Insights/ Transit-Oriented-Development..................................................................................................................53 Figure 55 Mumbai Metropolitan Region - Location Source: https://niua.org/tod/todfisc/book.php?book=1&section=4 ........................................54 Figure 56 Mumbai Metropolitan Region – Rail Network along high dense areas Source: https://niua.org/tod/todfisc/book.php?book=1&section=4 ........................................56

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Figure 57 Mumbai city – Skyline and railways Source: https://niua.org/tod/todfisc/book.php?book=1&section=4 ........................................56 Figure 58 National Capital Delhi – Location and growth Source: https://www.thegpsc.org/sites/gpsc/files/additional_resources.pdf......................57 Figure 59 National Capital Delhi – Metro Network and TOD timeline Source: https://www.thegpsc.org/sites/gpsc/files/additional_resources.pdf......................58 Figure 60 Delhi – TOD timeline strategy at built level Source: https://www.thegpsc.org/sites/gpsc/files/additional_resources.pdf......................59 Figure 61 Ideal indicators of TOD Source: https://www.frontiersin.org/articles/10.3389/fpubh.2022.820694/full..............61 Figure 62 Common Performance indicators of TOD Source: https://www.frontiersin.org/articles/10.3389/fpubh.2022.820694/full..............62 Figure 63 Regional Setting - Location of NCR, Delhi and its satellite towns Source: NCRPB, Notified & Draft NCR Regional Plans, 2021 & 2041 ..........................................68 Figure 64 Population growth in Delhi Source: NCR Regional Plan 2021 ...............................................................................................................69 Figure 65 Timeline of NCR Regional Plans Source: NCRPB, Notified & Draft NCR Regional Plans, 2021 & 2041 ..........................................70 Figure 66 Sub-region wise a) Population b) Area c) Share in economy Source: NCRPB, Notified & Draft NCR Regional Plans, 2021 & 2041 ..........................................71 Figure 67 Economic profile of NCR Source: NCRPB, Notified & Draft NCR Regional Plans, 2021 & 2041 ..........................................71 Figure 68 Change in land Use/ land cover profile of NCR Source: https://www.sciencedirect.com/science/article/pii/S2226585620300637 ........72 Figure 69 Change in land area %age of NCR .........................................................................................72 Figure 70 Policy Zones as per Draft RP 2041 of NCR Source: NCRPB, Draft NCR Regional Plan 2041 ...................................................................................73 Figure 71 Existing Road Network and Proposed Transit Links in NCR – Rail and Road Source: NCRPB, Draft NCR Regional Plan 2041 ...................................................................................75 Figure 72 CNCR area concept plans - Delhi and its satellite towns Source:http://www.tcpo.gov.in/sites/default/files/TCPO/REPORTS/ MUTP%20REPORTS/FinalDMAreport.pdf............................................................................................75 Figure 73 CNCR area - Delhi and its satellite towns (Survey, 2006) Source:http://www.tcpo.gov.in/sites/default/files/TCPO/REPORTS/ MUTP%20REPORTS/FinalDMAreport.pdf............................................................................................76 Figure 74 UP sub-region – Area distribution Source: https://rgplan.com/delhi/Sub-Regional-plan-2021-2031-Uttar-pradesh.pdf ......78 Figure 75 Location of Ghaziabad district and city – Conceptual plans Source: Ghaziabad Development Authority (GDA) ............................................................................79 Figure 76 Statistical data of Ghaziabad city Source: Ghaziabad Development Authority (GDA) ............................................................................80 Figure 77 Historical timeline of Ghaziabad city Source: Regional pattern of Socio-economic conditions in sub urban areas of Ghaziabad city, https://shodhganga.inflibnet.ac.in/handle/10603/341158 .........................81 Figure 78 Growth pattern of Ghaziabad city since 1989 Source: Author ..................................................................................................................................................81 Figure 79 Timeline of city development since, Ghaziabad – Since 1982 to 2022 Source: Author ..................................................................................................................................................81

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Figure 80 Decadal population growth, Ghaziabad – Since 1901 to 2031 Source: Master Plan of Ghaziabad, 2021 and District Census of Ghaziabad, 2011 https://www.census2011.co.in/census/city/105-ghaziabad.html ............................................82 Figure 81 a) Sex ratio distribution b) Child sex ratio distribution c) Literates distribution Source: District Census of Ghaziabad, 2011 https://www.census2011.co.in/census/city/105-ghaziabad.html ............................................82 Figure 82 Housing and Economic profile of Ghaziabad Source: District Census of Ghaziabad, 2011 https://www.census2011.co.in/census/city/105-ghaziabad.html ............................................83 Figure 83 Existing Landcover map of Ghaziabad city Source: Author ..................................................................................................................................................84 Figure 84 Proposed Land use/ Master plan of Ghaziabad city, 2021 Source: Ghaziabad Development Authority (GDA), Master Plan of Ghaziabad, 2021 ..........85 Figure 85 a) Existing landcover and b) proposed land use % distribution of Ghaziabad city Source: Author, GDA ........................................................................................................85 Figure 86 Land use map of old city Ghaziabad Source: Research Paper - Exploring the Concept of CBDs in the Indian Context Abhishek Koduvayur Venkitaraman & V.Devadas ............................................................................86 Figure 87 Regional linkages of Ghaziabad city, Source: Author ....................................................87 Figure 88 Types of vehicles and mode share distribution used for commute in Ghaziabad Source: UPSRTC, UP Sub-Region Plan 2021, RTO, Master Plan 2021 GDA ........89 Figure 89 Personal vehicular modes vs public mode share distribution in Ghaziabad Source: UPSRTC, UP Sub-Region Plan 2021, RTO, Master Plan 2021 GDA ...............................89 Figure 90 Regional commute per day via railways in Ghaziabad Source: UPSRTC, UP Sub-Region Plan 2021, RTO, Master Plan 2021 GDA ...............................89 Figure 91 SWOT analysis, Ghaziabad Source: Author .......................................................................90 Figure 92 Map showing area of study and intervention within Ghaziabad city Source: Author ..................................................................................................................................................90 Figure 93 Proposals for extension of blue line metro within Ghaziabad Source: https://www.metrorailnews.in/up-govt-to-approve-dprs-of-two-proposedmetro-corridors-in-ghaziabad/ .................................................................................................................91 Figure 94 Delhi-Ghaziabad-Meerut RRTS (Phase 1) relevance in Ghaziabad city Source: Delhi-Ghaziabad-Meerut RRTS feasibility report, 2016 ..................................................92 Figure 95 Overall impact of RRTS on NCR Source: NCRTC ..................................................................................................................................................93 Figure 96 Impact of RRTS in Delhi Source: NCRTC ..................................................................................................................................................94 Figure 97 Delhi-Ghaziabad-Meerut RRTS (Phase 1) – Surrounding land use pattern along proposed corridor Source: Delhi-Ghaziabad-Meerut RRTS feasibility report, 2016 ..................................................94 Figure 98 Origin and destination trips within and outside Delhi Source: NCRTC ..................................................................................................................................................95 Figure 99 Existing and future estimated mode share in Delhi Source: NCRTC ..................................................................................................................................................95 Figure 100 Demographic profile along the RRTS corridor Source: Delhi-Ghaziabad-Meerut RRTS feasibility report, 2016 ..................................................96 Figure 101 Distance and time to reach from stations of RRTS corridor Source: Delhi-Ghaziabad-Meerut RRTS feasibility report, 2016 ..................................................96

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Figure 102 & 103 Influence zones of TOD of a) Metro and b) RRTS Source: Delhi-Ghaziabad-Meerut RRTS feasibility report, 2016 ..................................................97 Figure 104 Delhi-Ghaziabad-Meerut RRTS (Phase 1) – Full route analysis Source: Delhi-Ghaziabad-Meerut RRTS feasibility report, 2016 ..................................................98 Figure 105 Map showing before and after transit situation of Vaishali metro station area Source: Author ..................................................................................................................................................99 Figure 106 Overview – Vaishali-Sahibabad study area with mode preference to reach metro station Source: Author ....................................................................................................................99 Figure 107 Maps showing road hierarchy, movement pattern, IPT modes location and parking areas – Vaishali-Sahibabad study area Source: Author ............................................................................................................................................... 100 Figure 108 Maps showing proposed land use in master plan and existing built use pattern – Vaishali-Sahibabad study area Source: Author ............................................................................................................................................... 101 Figure 109 Major activity concentration, sector wise built use distribution and mobility pattern – Vaishali-Sahibabad study area Source: Author ............................................................................................................................................... 101 Figure 110 Social amenities in vicinity of metro station – Vaishali-Sahibabad study area Source: Author ............................................................................................................................................... 102 Figure 111 Area characteristics – Vaishali-Sahibabad Source: Author ............................................................................................................................................... 103 Figure 112 Overview – Vasundhara-Sahibabad study area with mode preference to reach metro station Source: Author ............................................................................................................................................... 104 Figure 113 Maps showing road hierarchy, movement pattern, IPT modes location and congestion areas – Vasundhara-Sahibabad study area Source: Author ............................................................................................................................................... 104 Figure 114 Maps showing proposed land use in master plan and existing built use pattern – Vasundhara-Sahibabad study area Source: Author ............................................................................................................................................... 105 Figure 115 Major activity concentration, sector wise built use distribution and mobility pattern – Vasundhara-Sahibabad study area Source: Author ............................................................................................................................................... 106 Figure 116 Social amenities in vicinity of proposed RRTS station and building heights map – Vasundhara-Sahibabad study area Source: Author ............................................................................................................................................... 106 Figure 117 Area characteristics – Vasundhara-Sahibabad Source: Author ............................................................................................................................................... 108 Figure 118 Above charts showing a) Gender distribution b) Profession c) Age-groups of people surveyed at household level Source: Author ............................................................................................................................................... 109 Figure 119 Above charts showing the analysis of questions that were asked during primary survey at household level Source: Author ............................................................................................................................................... 110 Figure 120 Above charts showing the analysis of questions that were asked during primary survey at household level Source: Author ............................................................................................................................................... 111

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Figure 121 Above charts showing the analysis of questions that were asked during primary survey at Vaishali metro station Source: Author ............................................................................................................................................... 113 Figure 122 Influence Zone Plan (IZP) – Sahibabad RRTS station Source: Author ............................................................................................................................................... 119 Figure 123 Vision for IZP Source: Author ............................................................................................................................................... 119 Figure 124 Integration Mechanism for LUTI Source: Author ............................................................................................................................................... 120 Figure 125 Typical cross section of street as per TOD Source: Author ............................................................................................................................................... 120 Figure 126 Considerations for station area/ IZP development Source: Author ............................................................................................................................................... 122 Figure 127 Stakeholders for RRTS project at Sahibabad Source: Author ..................................................................................................................................... 122-123 Figure 128 Built/ un-built relation and vacant areas available Source: Author ............................................................................................................................................... 123 Figure 129 Point of Interest and potential vacant area within sectors Source: Author ............................................................................................................................................... 124 Figure 130 Existing activities on land and potential vacant areas for supportive development Source: Author ................................................................................................................... 125 Figure 131 Existing and proposed land use %age distribution within Influence Zone Area Source: Author ..................................................................................................... 126 Figure 132 Proposed land use zones for Influence Zone Area Source: Author ............................................................................................................................................... 126 Figure 133 Existing population density (in PPH) within Influence Zone Area Source: Author ............................................................................................................................................... 128 Figure 134 Proposed land use zoning in sector 7 & 8 Source: Author ............................................................................................................................................... 130 Figure 135 Impact of land use on existing/ proposed public transit facilities Source: Author ............................................................................................................................................... 131 Figure 136 FAR utilization on residential plots greater than 0.5 ha area Source: Author ............................................................................................................................................... 132 Figure 137 FAR utilization on residential plots less than 0.5 ha area Source: Author ............................................................................................................................................... 133 Figure 138 FAR utilization on commercial and other plots greater than 0.5 ha area Source: Author ............................................................................................................................................... 134 Figure 139 Proposed Road hierarchy map and completing the grid Source: Author ............................................................................................................................................... 135 Figure 140 Public semi-public transport promoting Multi Modal Integration in future Source: Author ............................................................................................................................................... 136 Figure 141 Existing scenario of streets within study area Source: Author ............................................................................................................................................... 136 Figure 142 Multiple mode alternative options with NMT and pedestrian facilities in influence area Source: https://smartnet.niua.org/sites/default/files/resources/ delhi_tod_policy_manual_0.pdf ................................................................................................................ 137

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Figure 143 Considerations for NMT and pedestrians within 500 m zone of study area Source: https://smartnet.niua.org/sites/default/files/resources/ delhi_tod_policy_manual_0.pdf ................................................................................................................ 137 Figure 144 Recommended proposed cross section of 45 m wide road with metro corridor passing at centre, NMT and bus lanes Source: https://smartnet.niua.org/sites/default/files/resources/ delhi_tod_policy_manual_0.pdf ................................................................................................................ 138 Figure 145 Recommended proposed cross section of 24 m wide road with NMT and bus lanes Source: https://smartnet.niua.org/sites/default/files/resources/ delhi_tod_policy_manual_0.pdf ................................................................................................................ 138 Figure 146 Scenario 1 (option for approaching years with existing IPT and new feeder bus to access metro station until other new extension) Source: Author ............................................................................................................................................... 139 Figure 147 Scenarios 2 & 3 (horizon year for RRTS station: 2023 – 2025 and for Metro Phase 1 - 2027, Metro Phase 2 - 2032) Source: Author ............................................................................................................................................... 140

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LIST OF TABLES Table 1 Definitions of TOD given by various organizations Source: Author ..................................................................................................................................................25 Table 2 Different scales of TOD Source: https://www.thegpsc.org/tod/transit-oriented-development-knowledgeproducts ...............................................................................................................................................................41 Table 3 Context of TOD Source: https://www.thegpsc.org/tod/transit-oriented-development-knowledgeproducts ...............................................................................................................................................................42 Table 4 Approach for Regional Plans – Aim/ Vision Source: NCRPB, Notified & Draft NCR Regional Plans, 2021 & 2041 ..........................................70 Table 5 Sub-region wise population Source: NCRPB, Notified & Draft NCR Regional Plans, 2021 & 2041 ..........................................71 Table 6 Change in land area of NCR Source: https://www.sciencedirect.com/science/article/pii/S2226585620300637 ........72 Table 7 Public transportation system in NCR Source: NCRPB, Draft NCR Regional Plan 2041 ...................................................................................74 Table 8 Sub-region wise road network area in NCR Source: NCRPB, Draft NCR Regional Plan 2041 ...................................................................................74 Table 9 Existing landcover and proposed area distribution in hectares of Ghaziabad city Source: Author, GDA .......................................................................................................................................85 Table 10 Mobility pattern in Ghaziabad Source: UPSRTC, UP Sub-Region Plan 2021, RTO, Master Plan 2021 GDA ...............................87 Table 11 Public transportation scenario in Ghaziabad Source: UPSRTC, UP Sub-Region Plan 2021, RTO, Master Plan 2021 GDA ...............................88 Table 12 Public transportation analysis, Ghaziabad Source: Author ..................................................................................................................................................89 Table 13 Parameters and indicators identified for transit station selection and further study based on 5 Ds of TOD Source: Author ..................................................................................................................................................91 Table 14 List of existing metro stations with daily ridership in Ghaziabad city Source: DMRC Annual reports and DPR reports .................................................................................91 Table 15 Difference between RRTS and Metro Source: NCRTC ..................................................................................................................................................93 Table 16 Delhi-Ghaziabad-Meerut RRTS (Phase 1) length in Km Source: D-G-M RRTS feasibility report, 2016 .......................................................................................93 Table 17 Delhi-Ghaziabad-Meerut RRTS (Phase 1) – Station wise daily average ridership in peak hours Source: Delhi-Ghaziabad-Meerut RRTS feasibility report, 2016 ..................................................93 Table 18 Impacts of RRTS Source: NCRTC ..................................................................................................................................................94 Table 19 Impact assessment based on parameters and sub-parameters for land use and transport integration at both station areas Source: Author ............................................................................................................................................... 114

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Table 20 List of stakeholders/ officials – Information collection and perception towards proposals and interventions Source: Author ............................................................................................................................................... 115 Table 21 Existing and proposed land use area (in ha) within Influence Zone Area Source: Author ............................................................................................................................................... 125 Table 22 Considerations from the Uttar Pradesh TOD policy Source: Planning norms, zoning regulations and Building Byelaws for mixed use and TOD –2015 ...................................................................................................................................... 129 Table 23 Assumptions for Residential Land Use Source: Planning norms, zoning regulations and Building Byelaws for mixed use and TOD –2015 ...................................................................................................................................... 129 Table 24 Assumptions for other Land Uses (Commercial, Industrial, Institutional etc.)

Source: Planning norms, zoning regulations and Building Byelaws for mixed use and TOD –2015 ........................................................................................................................ 129 Table 25 Proposed social amenities/ activities – Supporting and enhancing the efficiency of land uses within Influence Zone Area Source: Author ............................................................................................................................................... 131 Table 26 Factors considered for the three scenarios/ proposals for transportation with recommendations to implement within Influence Zone Area Source: Author ............................................................................................................................................... 141

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Table of Contents Declaration.......................................................................................................................................................i Bonafide Certificate....…………………………………..................................................................................ii Acknowledgments……………………………………………………………....................................…………iii Abstract ……………...…………………………………......................................................................................iv List of Figures ……...…………………………………......................................................................................vi List of Tables……...…………………………………..................................................................................... xiv Table of Contents Chapter 1: Introduction .........................................................................................................................................1 1.1: Background .......................................................................................................................................................1 1.1.1: Urban form and Urban spatial structure ......................................................................................3 1.1.2: Transportation and Urban Dynamics – Shaping the urban form.......................................5 1.1.3: Urban Land use zoning models and Transportation ...............................................................6 1.1.4: Transportation and Urban dynamics ............................................................................................8 1.1.5: Urban mobility & its evolution – History of transit system and modes ..........................9 1.1.6: The process of Land use and Transport Integration – Emergence of transit cities .......................................................................................................................... 12 1.1.7: Urbanization and transportation trends in India .................................................................. 16 1.2: Need of the study......................................................................................................................................... 17 1.2.1: Aim ............................................................................................................................................................ 19 1.2.2: Objectives ............................................................................................................................................... 19 1.2.3: Limitations ............................................................................................................................................. 19 1.2.4: Scope of study....................................................................................................................................... 19 1.2.5: Research Methodology and Project Plan .................................................................................. 20 Chapter 2: Literature Review .......................................................................................................................... 22 2.1: Introduction................................................................................................................................................... 22 2.1.1: Transformation of urban transport character and the origin of Transit Oriented Development (TOD) ....................................................................................................................................... 23 2.1.2: Meaning of TOD: Defined by various authors and organizations ................................... 23 2.1.3: Meaning of TOD: Defined by various authors and organizations ................................... 25 2.1.4: Changing dynamics of Transit Oriented Development: From past to present .................................................................................................................................................. 28

xvii

2.2: What is TOD? Why it is important? ...................................................................................................... 31 2.2.1: Overall concept of TOD structure................................................................................................. 33 2.2.2: Objectives ............................................................................................................................................... 33 2.2.3: Characteristics ..................................................................................................................................... 34 2.2.4: Benefits of transit development ................................................................................................... 34 2.2.5: 3Vs approach of TOD ......................................................................................................................... 35 2.2.6: Six ‘D’ approach ................................................................................................................................... 36 2.2.7: Advantages and disadvantages of transit infrastructure ................................................... 37 2.2.8: Overall planning process of TOD highlighting coordination among various stakeholders ...................................................................................................................................................... 38 2.2.9: Stages/ phases of a TOD project ................................................................................................... 38 2.2.10:Various elements of measuring the TODness level to understand Implementation mechanism ......................................................................................................................................................... 39 2.2.11: Myths and Misconceptions related to TOD............................................................................ 45 Chapter 3: Best Practices: Secondary Case Studies, TOD Policies and Analysis.................. 47 3.1: International context of TOD .................................................................................................................. 47 3.2: Present Day Scenario – Best Practices................................................................................................ 48 3.2.1: Case Study 1: Paris, France ............................................................................................................. 48 3.2.2: Case Study 2: Singapore ................................................................................................................... 51 3.3: Indian context of TOD................................................................................................................................ 54 3.4: Present Day Scenario – Best Practices................................................................................................ 54 3.4.1: Case Study 3: Mumbai, Maharashtra .......................................................................................... 54 3.4.2: Case Study 4: Delhi, India ................................................................................................................ 57 3.5: Towards sustainable Transit and Land use Integration ............................................................. 60 3.6: Key barriers to TOD adoption in low and middle-income countries ..................................... 61 3.7: Key indicators of TOD: Adapted from global case studies ......................................................... 61 3.7.1: Ideal Indicators .................................................................................................................................... 61 3.7.2: Common Performance Indicators and their impact on selected parameters ....................................................................................................................................... 62 3.8: Review of Literature Referred ............................................................................................................... 63 3.8.1: Published Sources: Research Papers/ Journals, Articles.................................................... 63 3.8.2: Unpublished Sources: Thesis/ Dissertations .......................................................................... 64 3.9: Research Gap................................................................................................................................................. 65 3.10: Approach for further study................................................................................................................... 65 Chapter 4: Introduction to Study Area, Primary Survey and Analysis ..................................... 68 4.1: National Capital Region (NCR)............................................................................................................... 68 4.1.1: National Capital Region: Context ( NCR Regional Plan 2021) .......................................... 68 4.1.2: National Capital Region (NCR): Approach of Regional Plans ........................................... 70

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4.1.3: Demographic and Economic profile ............................................................................................ 71 4.1.4: Land use/ Land cover profile ......................................................................................................... 72 4.1.5: Five Policy zones within NCR (Draft NCR Regional Plan 2041) ...................................... 73 4.1.6: Transportation system of NCR ...................................................................................................... 74 4.1.7: Reason for studying Central National Capital Region (CNCR) within NCR ................. 75 4.1.8 Need for TOD in CNCR towns as per Draft Regional Plan 2041........................................ 77 4.2 Ghaziabad: City Profile ............................................................................................................................... 78 4.2.1 Context and Location (Ghaziabad Development Authority, 1973) ................................. 78 4.2.2 Evolution of city: Historical background and Growth Pattern .......................................... 81 4.2.3 Demographic and Socio-Economic profile of the city ........................................................... 82 4.2.4 Master plan development and land use pattern of the city ................................................ 84 4.2.5 Land use pattern in old city area of Ghaziabad........................................................................ 86 4.2.6 Transportation system of the city ................................................................................................. 86 4.3: SWOT analysis .............................................................................................................................................. 90 4.4: Area of study: Metro and RRTS station influence zones ............................................................. 90 4.4.1: Existing Metro Station and Proposed RRTS Station: Selection of station ................... 91 4.4.2: Vaishali Metro Station ....................................................................................................................... 99 4.4.3: Sahibabad Station of proposed RRTS ...................................................................................... 104 4.5: Primary survey and analysis ............................................................................................................... 108 4.5.1: Survey types and methods for study ....................................................................................... 109 4.5.2: Primary survey ................................................................................................................................. 109 4.5.3: Analysis - Impact Assessment ................................................................................................... 114 4.5.4: Stakeholder’s Consultation ......................................................................................................... 115 4.5.5: Major Outcomes .............................................................................................................................. 115 Chapter 5: Area Delineation, Concept and Proposal ....................................................................... 117 5.1: Influence Zone Delineation – Sahibabad Station of Delhi-GhaziabadMeerut Corridor................................................................................................................................................. 117 5.1.1: Vision, Concept Development and Strategies....................................................................... 119 5.1.2: IZP – Land Use Planning Approach (Destination Accessibility within IZ) .............. 122 5.1.3: IZP – FAR Utilization and Density Calculation ..................................................................... 127 5.1.4: Scenarios for potential land use and FAR proposals ........................................................ 132 5.1.5: Proposals for strengthening existing transportation system in influence zone (Distance to transit) ..................................................................................................... 135 5.1.6: Scenarios for transportation proposals .................................................................................. 139 5.2: Conclusion ................................................................................................................................................... 142 Annexures ............................................................................................................................................................... 144 Bibliography .......................................................................................................................................................... 147

Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

Chapter-1

Overview:

0

Introduction

This chapter begins with the background study of the concept land use and transport integration. It then justifies the need of this study and further describing its aim, objectives, methodology in which the thesis was carried out with certain limitations highlighting its scope in the long run.

Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

Chapter 1 Introduction 1.1: Background The rapid growth and expansion of modern-day cities in developing world contributes to the significant outcome of changing socio-economic dimensions which is primarily observed due to one of the predominant factors termed as urbanization. The process of urbanization has a great impact on the overall urban form and structure of the cities and their counterparts. The key drivers of this complex process are mainly the demographic shift due to change in the needs and demands of people to experience the benefits of opportunities provided by urban cores along with other factors such as geographical, geoclimatic, physical factors of different regions or areas serving better quality of life to lead a sustainable living. A classic example throughout the history of urban and regional planning which has brought the emergence of larger cities (known as metropolitan cities or million plus cities in modern era) was the Industrial revolution of 19th century (Jaysawal & Saha, 2014). But these cities started to develop in the part most economically and advanced part of the world. Since, 1950s the total global population got more than tripled (from 2.5 billion to 7.95 billion) and urban population got doubled. The current urban population constitutes around 56% of the total population worldwide and is continuously expected to grow by 70% in 2050 as reported by United Nations and World Bank statistical information (UN, 2018)

Figure 1: Global urban population growth trend (1950-2050) Source: https://blog.plangrid.com/2019/09/4-ways-construction-can-solve-urbanization-problem

As a result of the pull factors mentioned above, the major economic activities in existing cities were started to shift and experience an outward push from Central Business District (CBD) areas towards fringes and hence more growth centres emerged due to multiple activities dispersal which causes a situation of urban sprawl. In today’s urbanised world, cities are expected to grow and fulfils demands of its dwellers based

1

Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

on different classifications of its population size, area and level of activities they possess. Initially during 1900s, various North American, Latin American and European countries started to get urbanised more rapidly because of good economic stability, more technological advancement and good opportunities for urban development in these parts of world (Rodrigue, 2017) (as shown in Fig. 1 and 2). Recently, there is a significance increase in urban population in less developed parts of the world like few Asian countries India, China, Pakistan, Bangladesh and Indonesia. Urbanization has an adverse impact on multiple sectors of urban planning discipline such as housing, economy, transportation and infrastructure, governance through multiple dimensions (social, economic and environmental) and at different scales (global, regional or city) (Ellis & Roberts, 2016).

Urbanization is the result of three primary demographic trends: Natural increase (when birth rate is high than death rate), Rural to urban migration (constitutes approximately 40-60% in cities) and country to country migration (Aayog, Reforms in Urban Planning, September 2021).

Figure 2 Map showing worldwide percentage of urban population Source: https://www.urbanet.info/world-urban-population/

Therefore, as cities expand with time, one of the most common impacts (as shown in Fig. 3) is the demand to travel or communicate to reach the desired destination from the areas of origin and vice versa. For instance; trips could be either home to work or home to leisure or work to home or work to leisure etc. This requires good connectivity of public transport systems with smooth access to various land uses within urban fabric.

Figure 3 Major sectors impacted by urbanization Source: https://www.urbanet.info/world-urban-population/

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

Urbanization is the change from a rustic to a metropolitan culture. Measurably, urbanization mirrors a rising extent of the populace living in settlements characterized as metropolitan, fundamentally through net provincial to metropolitan movement. The degree of urbanization is the level of the complete populace living in towns and urban areas, while urbanization is the rate at which it develops (UNFPA, 2007). The impacts of urbanization in the form of three dimensions of urban planning i.e., social, economic and environmental at different levels (from global to city) are discussed in the table below:

Figure 4 Impacts of Urbanization at different scales Source: Author

Due to urbanization the urban mobility issues experience the increase proportionally and sometimes exponentially. About 50 million urban population growth happens annually with approximately a million per week. Out of which maximum growth occurs in the developing parts of the world which increases pressure on urban infrastructure especially on transportation which is responsible in shaping the urban spatial structure consisting of small towns/ cities/ large urban agglomerations (Rodrigue, 2017).

1.1.1: Urban form and Urban spatial structure As the cities remain under the process of urbanization as the demand for better quality of life by the migrating population is constantly growing. This way the level of providing ideal urban infrastructure to sustain also becomes challenging to cater this growing demand. As discussed in previous section, the transport infrastructure such as road networks, different transit alignments and even pedestrian paths are the major contributors in shaping the city’s profile (Skeldon, 2008). Subsequently, it provides variety in urban forms and spatial structures which followed urban transportation

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

systems since history. The spatial arrangement of these urban forms and structure are represented through diagrams (as shown in Fig. 5 and 6).

Figure 5 Arrangement of city’s urban form and urban spatial structure Source: https://transportgeography.org/contents/chapter8/transportation-urban-form/

•

Urban form: The physical or spatial arrangement of urban transport systems along with other types of physical and social infrastructure.

•

Urban spatial structure: The variety of associations emerging from the urban form/ pattern defines the spatial structure of any urban area along with the mobility of passengers and freight. It helps to identify the possibilities of spatial structure which can be achieved through providing different systems of transport.

Figure 6 Transportation – Shaping the urban form Source: https://transportgeography.org/contents/chapter8/transportation-urban-form/

Both the phenomenon takes place differently based on geography of the cities. But these are still interconnected by two common elements which are Nodes and Linkages (Rodrigue, 2017). Nodes provides the understanding of concentration of activities and landmarks surrounding it while the linkages consist of hierarchy in the access or connectivity between different areas whether regions, city or neighbourhoods through rail, air, streets, highways etc.

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

1.1.2: Transportation and Urban Dynamics – Shaping the urban form In ancient era before rapid urbanization in 20th century, the means of Urban mobility was primarily restricted to walking due to compactness of the city forms planned around major business districts or urban centres of economic drivers. Hence, the most common pattern of streets was grid iron as it provides direct access and connectivity (Loibl,

Etminan,

Gebetsroither-Geringer,

Neumann,

&

Sanchez-Guzman,

Characteristics of Urban Agglomerations in Different Continents, 2018). Later the dependency on other motorized modes of transport to travel longer journeys increased because of the urban sprawl and exclusionary zoning approach in planning. Then the pattern of streets changed to curvilinear (cul-de-sacs) and the movement was from sub-urban to core/ downtown areas of the cities (as shown in Fig. 7).

Figure 7 Development of street patterns Source: https://transportgeography.org/contents/chapter8/transportation-urban-form/

Because of the possibility of connecting nodal points, the concept of transit nodes was introduced in most of European and East Asian cities with planned/ compact areas surrounded with areas of mix of activities (Wu, Lu, & Gu, 2018). This concept can even be observed today in new cities there which inherited the walk and bicycle culture represented by dense urban forms. On the other hand, cities in America and UK preferred the culture of commuting through personal vehicles and less through public transport. These approaches bring out a major outcome that technological advancements in transportation modes resulted in varied urban forms and spatial structures in different cities (Forum, 2017). Thus, the change in densities also can be easily observed with mono-centric to poly-centric forms, nodal to multi-nodal structures due to decentralization of economic, manufacturing, retail activities in suburban areas with new mobility patterns. These areas started to compete with core areas as these tend to develop around transit/ highway nodes (as shown in Fig. 8). The

5

Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

North American cities, large vacant/ greenfield lands were available after WWII creating opportunities for migrating people to get settled there with less land prices.

Hence, built-up areas were more as compared to population resulting in development of less dense areas (Forum, 2017). The focus on public commuting through transit systems was not the concern even when the distance of trips increased.

Figure 8 Hybrid land use model: Transportation and urban dynamics Source: https://transportgeography.org/contents/chapter8/transportation-urban-form/

The mandatory components such as pedestrian areas (10-20%), roads (30-60%), cycling areas, parking areas, transport terminals in periphery for commuting, ports, airports, stations, railyards, different transit options such as LRTS, BRTS, subways etc. were preferred to adopt while implementing plans for the city in most developed countries like Netherlands in Europe (Rodrigue, 2017). More recently, the complex urban forms developed based on trip purpose and activity concentration. Therefore, roads/ streets in most of the towns and cities are now follows the ring patterns during 21st century.

1.1.3: Urban Land use zoning models and Transportation Urban land use depicts the location, context and level of physical arrangement of activities (residences, offices, schools, institutions, industrial-manufacturing units etc.) which are related to the mobility pattern of commuters and hence trips are generated/ produced or attracted accordingly creating traffic analysis zones. Therefore, it can be said that the nature of urban land use is heterogeneous in nature consisting of production, consumption and distribution of these activity functions (Aditjandra, 2013). Today, land use is defined by zoning regulations, urban governance and principles/ restrictions through norms and guidelines (as shown in Fig. 9). Urban areas experience socio-economic and cultural type of activities making a system of activities.

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

These activities happen at regular (daily for a purpose) or irregular (occasionally) intervals.

Figure 9 Land use and transport integration Source: https://smartnet.niua.org/sites/default/files/resources/file_1215201402295859.pdf

Examples of commuting for regular activities are shopping, work, study etc. while for irregular are related to specific needs like leisure, visiting, travelling etc. These activities are for mobility of passengers (Forum, 2017). Other types can be production based to transport large items and manufactured materials.

These activities are for mobility of freight. Accordingly, the accumulation of things and people take place in each area. There are basically two types of land uses: •

Formal – related to physical nature or attributes of any space such as forms and patterns which can be described.

•

Functional – related to economic nature or attributes of a space such as production, consumption and distribution describing the socio-economic character.

Various land use models proposed by different urban planners, theorists and sociologists are discussed briefly further in this section (Gulhan & Ceylan, 2016). These are studied to understand the perspectives in which the land use is arranged based on certain factors and their relation with transportation planning (as shown in Fig. 10).

Von Thunen’s Regional Land Use Model: This model was developed to understand the impact of market (at central place) on surrounding agricultural land use. The closer the economic activity to market, lesser is the transport cost and available land. (Burdett, 2018)

Von Thunen’s Regional Land Use Model: This model was developed to

7

Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

Burgess concentric circles/ zones Model: Initially in 20th century, this model was designed to analyse social classes, later transport, mobility and cost of living away and around CBD areas were important outcomes (Burdett, 2018).

Homer Hoyt’s Sector Model: This model was developed as hybrid scheme including concentric Burgess concentricsector, circles/ zones and nuclei processes urban this land Model: Initially in 20thofcentury, uses. Itwas helped in assessing thesocial radial model designed to analyse or concentric impact mobility of transport classes, later transport, and corridors (Burdett, cost of living away 2018). and around CBD areas Rent were important outcomes Land Theory Model: This model (Burdett, 2018). to explain land use was developed locations to attainSector a strategic position Homer Hoyt’s Model: This based market rates. Access and model onwas developed as hybrid distance-decay aresector, major factors scheme including concentric and nuclei land processes of urban land influencing rent (Burdett, 2018) Figure 10 Urban landuses. use models It helped

in assessing the radial

Source: https://www.geographycasestudy.com/urban-land-use-patterns-and-models/

or concentric impact of transport Land Rent Theory Model: This model Since, each type of land uses offers different purpose functional character with corridorsand (Burdett, 2018). was developed to explain land use different mobility demands based on time, distance and cost. Therefore, the role of locations to attain a strategic position transport is to strategically identify suitable location/ orientation of activities which based on market rates. Access and are dispersed but still connected to each other by other means. distance-decay are major factors 1.1.4: Transportation and Urban dynamicsinfluencing land rent (Burdett, 2018) Transportation and land use are dynamic in nature and are under the influence of many external factors subjected to make changes internally. Due to advancement in technology, demographic changes, economic changes, changes in culture and values, the elements constantly evolve (Rodrigue, 2017). The stable components of the complex system of urban dynamics which experience changes are mentioned below:

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

Figure 11 Elements of land use and transport integration Source: https://smartnet.niua.org/sites/default/files/resources/file_1215201402295859.pdf

1.1.5: Urban mobility & its evolution – History of transit system and modes As discussed earlier, metropolitan regions are the complicated settings in which mainly the mobility of passengers and freight takes place. Passengers and freight movements are inter-dependent but sometimes can be seen competing to use existing land and transport infrastructures. Urban mobility is concerned with both type of movements but also with the modes used, routes used and trip generation (Huxley & Inch, 2020).

The

five

types

of

urban

mobility

are:

Pendulum, Professional,

Personal,

Touristic, Distribution. The types of transportation systems based on trips and activity patterns are:

• Public transportation – Its purpose is to provide the public an accessible mobility option to reach specific parts of the city. These systems are usually operated and owned by an authority and it is accessible to all unless a decent amount/ fare is paid. Hence, it is known as a public transit.

• Individual transportation – Movement is the personal choice to commute by own mode.

• Freight transportation – E-commerce and city logistics are parts of rising purposes for local freight movement inside the cities. Other than activities for passenger movement, urban areas are also convoyed by freight movement.

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

Figure 14 Types of transportation Source: https://smartnet.niua.org/sites/default/files/resources/file_1215201402295859.pdf

Four types of Urban mobility considerations/ transportation modelling are: •

Trip Generation – Three to four trips are generated on an average per person per day in an urban area

•

Trip Destination/ Distribution – Activity based (now suburbs are more trips attracting)

•

Modal Split – Choice of changing modes of transport as per availability

•

Trip Assignment (routing) – Route analysis/ alternate route options Various types of public transport

systems

for mobility are: •

Metro

(subway)

system •

Bus system

•

Transit rail system

•

Shuttle system

•

Paratransit system

•

Taxi system

Figure 15 Components of urban transit systems

https://www.geographycasestudy.com/urban-land-use-patterns-and-models/ The historicalSource: timeline (era wise) is discussed briefly below (Rodrigue, 2017): Various types of public a) Walking/ Horse-car era: Diameter of the cities was 5 Km and it was possible to walk transport systems in 30 minutes from core to edge. The settlements were compact and concentrated for mobility are: with density of 100 to 200 pph only.

•

Metro system

•

Bus system

(subway)

10

Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

•

Omnibus service was the first mode of transit increased the diameter of cities but didn’t change the overall functioning of structure.

•

Rail-road changed the urban morphology as new development started around trackside suburbs (small nodes which were physically separated from the city).

•

Horse-car as a mass transit system was required.

b) Electric motor era: Electric trolley lines/ streetcars shaped the 19th century cities.

Its speed was three times more than horse-cars with no waste generation.

•

Cities were developing in shape of irregular star pattern of 20-30 Km range.

•

Trolleys were used to connect commercial areas.

•

Later in 20th century congestion on streets deteriorate the efficiency of these streetcars.

c) Automobiles in North America and Europe: Motorized vehicles were used which was affordable by only upper-class people in the society.

•

The sudden change in land development pattern and single use zones were developing.

•

Private developers shifted to greenfield areas where less pollution, less crowd and more space was available with new opportunities to develop.

•

The core areas were still dependent on transit facilities and were compact.

d) Diffusion of automobiles and construction of highway networks: This era greatly impacted the mobility patterns.

•

The highways started connecting the CBDs.

•

Paradigm shift in residential area development

•

Tramways were dismantled and transit services got subsidized.

•

Only subways were functional.

•

Transit ridership reduced suddenly and large companies faced huge financial crisis.

•

Urban sprawl was happening at high pace.

•

New LRT were introduced which demands large parking lots at suburban areas.

•

Automobiles became the luxury as rates of income increased.

e) Information and Communications Technology (ICT): ICT is changing the perception of disconnection of transport modes which were thought to be operated by different owners, companies and transit agencies.

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

•

E-commerce, home deliveries, last mile, freight and logistics distribution strategies are the new concepts.

•

More demand for hire-vehicles.

•

More chaotic cities due to urban mobility as fast growth happens to provide transport infrastructure.

Figure 16 Timeline of public transport modes for commuting Source: https://www.pinterest.com/pin/308848486917784780/

Figure 17 History of urban transport modes Source: Author

1.1.6: The process of Land use and Transport Integration – Emergence of transit cities Urban structure decides the travel demand and on the other hand transport supply influence the urban structure. Alignment and character of transport infrastructure impacts the distribution of land uses from macro to micro scales (Gulhan & Ceylan, 2016). Land use has an impact on demand for travel and transport improvements brings change in the physical character of the area with various activities and change in land values.

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

The present strategy for spatial development and transport is not integrated due to the following reasons: Transport plans follows the proposals of the spatial planning through master plans, city development plans and local area plans instead of justifying the possible solution to the issues (MOUD, Land Use Transport Integration and Density of Urban Growth, 2013).

NUTP policy, 2006 realizes and provides an emphasis on integration of both land use and transport towards sustainable approach.

The present strategy for spatial development and transport is not integrated due to the following reasons: Transport plans follows the proposals of the spatial planning through master plans, city development plans and local area plans instead of justifying the possible solution to the issues (MOUD, Land Use Transport Integration and Density of Urban Growth, 2013).

NUTP policy, 2006 realizes and provides an emphasis on integration of both land use and transport towards sustainable approach.

Figure 18 Strategies to reduce trip lengths & travel demand Source: https://smartnet.niua.org/sites/default/files/resources/file_1215201402295859.pdf

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

Figure 19 Urban mobility and modes ownership trend Source: https://www.geographycasestudy.com/urban-land-use-patterns-and-models/

Benchmarking land use and transport integration (MOUD, Land Use Transport Integration and Density of Urban Growth, 2013): •

Step 1: Identification of indicators

•

Step 2: Collection of data (primary and secondary surveys)

•

Step 3: Measure the indicators

•

Step 4: Setting the goals for each indicator

Enablers for efficient land use and transport integration (MOUD, Land Use Transport Integration and Density of Urban Growth, 2013): a) Density – It determines the intensity of development with concentration of activities/ people within dense urban fabric. Smaller and compact areas demand less travel time. b) Land Use mix – Self-contained neighborhoods with a city at a walking distance and accessible to transit by NMT or IPT services. Mixing or clubbing of activities at nodal points. c) Strategic Network – Linking the active nodal points with good public transit and complete network of roads. More dependency on public transport means more sustainable mode of commute. d) Multimodal Transit – Integration at physical level by interlinking various modes.

It is desirable that less time should be there to change from one mode to other.

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

e) Transit Oriented or Development Oriented (TOD & DOT) – Assessing the pattern of development as per existing or new transit corridors.

Figure 20 Process of land use and transport integration Source: https://smartnet.niua.org/sites/default/files/resources/file_1215201402295859.pdf

Inferences: •

Urban transit is the most crucial aspect in defining the shape and spatial structure of the cities especially in high dense areas.

•

Traditionally, the urban mobility patterns were catered only to fulfil the passenger demand as cities were organically formed for human interactions with different origins and destinations.

•

Later, the freight movement was also taken into consideration. Hence, it can be inferred that urban transportation issues in 21st century city planning is of utmost importance so that the essence and character does not change else it can be retained.

•

Good public transportation service acts as the backbone of any urban area. These should be used efficiently to minimise the adverse impact on environment by personal vehicles especially two and four wheelers.

•

So, the two major considerations are that access to transit facilities carrying the mass should be smooth, has direct connection and offer multiple modes to commute.

•

Also, the land developed or to be developed should support multiple activities to take place in close proximity so that the area maximizes the potential benefits for future developments and functioning of services.

•

This way the integration between land and transit services could be strengthened.

1.1.7: Urbanization and transportation trends in India Inferences: India has the second largest population (17.7% of total global) worldwide after China, •

Urban transit is the most crucial aspect in defining the shape and spatial structure of

more than one-third of which lived in urban areas. The adoption of public transport is the cities especially in high dense areas.

•

Traditionally, the urban mobility patterns were catered only to fulfil the passenger demand as cities were organically formed for human interactions with different origins and destinations.

15

Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

quite low in India compared to a selected few other country (as shown in Fig. 20 and 21). This converts into a more prominent utilization of individual vehicle modes, principally vehicles and bicycles (KPMG, 2017).

•

36.5 million people in India (18% of the total population), commute daily by public transport modes like bus, train, tempo, auto, taxi, water transport.

•

Average daily ridership of Delhi Metro rail is 2.7 million people.

•

Urban rail is the most feasible and adopted concept which is quickly developing in India with a total of 751.5 km of metro lines across the country nowadays.

National policies like NUTP, National TOD and Metro rail policy in India have recognized the need for sustainable mobility across the country. Yet the adoption by states and cities has been slow & needs to be scaled up. National Urban Transport Policy (NUTP) framed by GOI in 2006 prioritized the use of public transport and NMTs with emphasis on integration of land use-transportation and TOD in cities. Other policies are: Metro-Rail Policy (2017) and National TOD Policy (2017).

Figure 21 Urbanization and MRTS trends in India Source: https://assets.kpmg/content/dam/kpmg/in/pdf/2017/10/Reimaginin g-public-transport.pdf

Operational Routes Length: 707.61 km Under Construction Routes: 505.25 km Approved Routes: 471.54 km Proposed Routes: 1045 km Oldest (First) Metro Rail System: Kolkata Metro Newest Metro Rail System: Nagpur Metro Largest Metro System: Delhi Metro (347 km) Smallest Metro System: Ahmedabad Metro (6 km) Busiest (Highest Ridership) Metro System: Delhi Metro

Operational Routes Length: 707.61 km Under Construction Routes: 505.25 km Approved Routes: 471.54 km Proposed Routes: 1045 km Oldest (First) Metro Rail System: Kolkata Metro Newest Metro Rail System: Nagpur Metro Largest Metro System: Delhi Metro Figure 22 Trends of public transportation system in India and few other countries (347 km) Source: https://assets.kpmg/content/dam/kpmg/in/pdf/2017/10/Reimagining-public-transport.pdf Smallest Metro System: Ahmedabad Metro (6 km) Busiest (Highest Ridership) Metro System: Delhi Metro

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

Major Challenges: •

While the percentage of public transport may look robust, its share is going down in cities.

•

According to a Centre for Science and Environment (CSE) study, the share of public transport is projected to decrease from 75.7% in 2000 -01 to 44.7% in 2030-31.

As per 2011 Census of India report: •

36% Indians either walk or cycle to work

•

30% live in close proximity of their workplace and do not need to travel

•

18% use Public Transport

•

16% use personal vehicles to travel to work - 3% by car and 13% use two-wheelers

Figure 23 Preference of transport modes used to commute for work in India Source: Census of India 2011

Inferences: •

Increased congestion due to more construction of roads inviting more private vehicles

•

Increased travel times due to less dependency on public transit

•

Air pollution and consequent health issues

•

Loss of economic productivity

1.2: Need of the study It is derived from the background study that urbanization always impacted the cities Inferences: to sprawl and the demand for urban mobility increases with time. Various theories as • Increased congestion due to more construction of roads inviting more private discussed were selected to understand the relation between land use and transport. vehicles Hence, there is a need to study the concept of transit cities through Transit Oriented • Increased travel times due to less dependency on public transit Development (TOD) approach out of all city planning concepts discussed. The key • Air pollution and consequent health issues reasons are explained below: • Loss of economic productivity • It is more relevant and applicable in modern day “metropolitan city” planning.

•

It is important to analyze the demands of commuters and change in land use pattern in areas of public transit facility to control the unplanned growth.

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

•

Through this concept; various socio-economic and environment benefits can be attained in areas with existing or proposed transit systems through a guided land development strategies with smooth accessibility to station areas.

•

Transit cities possess and support most of the components of other concepts such as; compactness, inclusivity, mixed activities in dense areas, walk or use public mode to travel to reduce private vehicle dependency, to use land efficiently, hence promote sustainability.

Transit oriented development is defined as a modern-day approach to traditional urban living with new ideologies, philosophies and strategies in the discipline of urban and regional planning. Ideally, it should integrate both land use and transit infrastructure together in a way to promote compact, mixed-land use, healthy and walkable neighbourhoods. But more recently this concept is being tested and implemented in variety of dimensions and new approaches at different scales. This understanding drives the motivation and became the cause of study in depth to explore the new opportunities and possibilities of this concept which could benefit both micro to macro level context of study area. Other factor includes, personal interest in relation to the topic and past research work done during internship at TCPO, Delhi. The explored topics of research were: mixed use and its implications and TOD guidelines for railway station land.

National Capital Region Transport Corporation (NCRTC) is a joint venture and main authority responsible for handling transportation system of NCR and its sub-regions.

Its new approach has the vision of developing new station areas along proposed regional rapid mass transit system (RRTS) as TOD zones to capture land values and hence develop the infrastructure in premises through revenue generation, taxation, integration of land use and transportation etc. for stations identified in sub regional parts of the sates like Haryana, Rajasthan, Uttar Pradesh, and Delhi which forms the major part of NCR planning region.

Therefore, the need becomes relevant in the field of research so as to seek potentials of new development in this region where an impact assessment can be done prior to the operation of upcoming transit corridors so as to cater the needs of future population who would be working, commuting as well as living near to such facility and also to tackle the existing issues of the area under demarcated station wise influence zones.

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

1.2.1: Aim To prepare an integrated plan for spatial and guided land development in delineated influence zone of a transit station thereby improving land use efficiency and accessibility with reference to TOD norms/ principles for policy recommendations.

1.2.2: Objectives •

To understand the importance of land use and transport in defining urban spatial structure through urban planning concepts and models in history.

•

To understand the theoretical and practical implications of TOD through best practices at both international and national levels with relevance of public transit in shaping city form.

•

To do a comparative analysis of the literature studies, case studies and TOD policies to derive parameters/ indicators for impact assessment of selected transit service.

•

To understand the importance of study area at regional level considering the change in land use pattern, compactness and mobility behaviour.

•

To analyse the issues of accessibility and seek potentials to enhance land use efficiency through parameters and mapping thereby promoting the use of public transport to frame the strategies based on TOD policy/ norms referred.

1.2.3: Limitations •

The area which has been delineated is in alignment with existing Mass Rapid Transit System (MRTS) with proposed Regional Rapid Transit System (RRTS) stations for study. Hence, other linkages are a limitation such as rail or any other metro line in the city. The study limits the other type of transit systems such as BRTS, LRTS etc.

•

The study is limited to station area for assessment/ proposal and not corridorbased development (city or regional level).

•

The surveys were conducted to understand the user perception towards accessing the transit station at present and also in future based on comfort, safety and quality of commute. Here, a detailed traffic volume surveys are the limitation from study.

•

The recommendations as per TOD policies are limited to city or catchment areas of transit stations with the potential of development in future. Hence, the study is limited to detailed policy framework/ structure for TOD and have only suggested recommendations and strategies through critical appraisal and assessment.

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

1.2.4: Scope of study •

This thesis would act as a guiding principle for implementing TOD as a strategy with an integrated approach.

•

It would promote the use of more public transport and emphasize on reduction in private mode of vehicles.

•

Improving first and last mile to/ from station considered as one solution for smooth commuting at local level.

•

It will also encourage people to live near to transit station area to experience its full potentials and attain better quality of life.

•

The goal is to offer efficient utilization of land to promote compact development and increase transit ridership.

1.2.5: Research Methodology and Project Plan

Figure 24 Research Methodology/ Scheme of study Source: Author

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21

Chapter-2 Literature Review Literature Review

Chapter-2

Overview:

This chapter aims to study the concept of TOD with brief understanding of:

Introduction – Origin; historical meaning of the term; definitions by various authors and organisations; terminologies related; changing dynamics from past to present conceptual models; Theoretical framework – What is Tod; importance; concept; structure; objectives; benefits; 3Vs & 6Ds TOD process; stages of implementation; elements; typology of tools and techniques of context and scale; stakeholders; TOD themes; myths and misconceptions of TOD

TOD – An Integrated Approach for Spatial Development

Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

Chapter 2 Literature Review 2.1: Introduction Modern urban areas or cities caters many opportunities for its residents which is the key reason of rural to urban shift/ migration resulting in changing demographics, shape and growth pattern of cities in developing countries like India. The emerging needs and requirements of the citizens are to be met simultaneously with rapid urbanization so as to accommodate them in these urban areas. The percentage of population increase creates a stress on the infrastructure services, quality of life, socioeconomic disparities and environment degradation due to inefficient utilization of the resources available (Aayog, Reforms in Urban Planning, September 2021). It is evident that since last few decades, the Government has taken many initiatives to improve the quality of urban sector in India, however it is also noticeable that urban planning being the foundation for the integrated development of cities, citizens, and the environment, has not received adequate attention at grass-root level (BANK, 2020).

With Urbanisation in Indian cities, the rise in population and increased density, the travel demand increased rapidly. Cities today are facing challenges due to proliferation of privatised vehicles which is causing mistreatment of the public transportation system along with isolation of spatial planning model from transportation planning.

Land is considered as the most crucial asset in the field of urban planning but the evergrowing sprawl of cities results in continuous acquisition of agro-based land for the purpose of development and decongesting the congested core areas. Less availability of facilities at peri-urban areas or fringes forced the demand of more and more vehicles and transit facilities to be served to connect with the business areas of the district or region to make commute possible (Baindur, 2015). These provisions for expanding boundaries ultimately increased the dependency on personal vehicles as well as a system of mass transit facility (rail, metro etc.) to carry large number of commuters travelling from one place to other. This changing perception for modal shift brings down the community’s quality, pedestrian character and nature of compactness with loss of public realm. Some of the outcomes were; loose grid pattern of roads; inefficient land utilization; fragmented development; single-use zoning; incomplete street

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

networks; increase in the travel time; number of trips and vehicles to reach destinations; privatization of properties; emergence of gated communities; loss of sense of a place; encroached lands by informal settlements and illegal parking of vehicles.

2.1.1: Transformation of urban transport character and the origin of Transit Oriented Development (TOD) In the context of urban scenario, the realization of the importance of transport rooted with the fact that it directly uplifts the economic profile of the city and livelihood of its workers. It provides economic stability, reduces travel time and cost, increases productivity of workers, provides wide range of options for labour market and making them inclusive, enhance competitiveness etc (Aayog, Reforms in Urban Planning, September 2021). It also balances the location of jobs, housing and other basic facilities with holistic development. But since last four decades, the issues related to urban transport are being continuously progressing in developing cities globally because of dependency on increased motorization which hosts the traffic congestion, pollution, segregation of land uses, accidents, adverse environmental impacts and deteriorating economic health of these cities. As a result, it demands high consumption of fuels, wastage of quality time, complex mobility options, dispersed and automobile-centric development (NIUA, 2017). Therefore today, the desire to develop smart and sustainable cities to reduces the countereffect of unplanned growth emerges with New Urbanism movement in post-modernisation era. To overcome these issues, global cities took the initiative of strengthening their public transport service by developing mass rapid transit system (MRTS) and bus rapid transit system (BRTS). It is therefore significant that efficient use of such transit facilities needs robust planning techniques to integrate Land use and Transport infrastructure to make cities more sustainable, smart, liveable and healthier.

2.1.2: Meaning of TOD: Defined by various authors and organizations

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

Table 1 Definitions of TOD given by various organizations Source: Government Organizations

2.1.3: Meaning of TOD: Defined by various authors and organizations •

Development Oriented Transit – DOT Development

Oriented

Transit

(DOT)

is

characterized as a cycle in which travel is consolidated after improvement. In this development comes first whereas in TOD transit shapes the development. DOT is built to serve the demand of Figure 25 Rapid Metro - Development Oriented Transit (DOT) Source: https://www.metrorailnews.in/transitoriented-development-development-orientedtransit-indian-cities/

•

development. Here, transit follows the development pattern. Ex. Rapid metro, Gurugram, Haryana (Kumar, 2018).

Transit Corridor Development – TCD

Development Oriented Transit (DOT) is Transit Corridor Development means an that shows up characterized as a cycle in which travel is along primary vehicle courses within a metropolitan consolidated after improvement. In this development edge, and could relate to either a movement hall or a comes first whereas in TOD transit shapes the vehicle passageway; an action hallway then containing a development. DOT is built to serve the demand of combination of business activities, private parts and development. Here, transit follows the development transport, while a vehicle passageway would interface pattern. Ex. Rapid metro, Gurugram, Haryana Figure 26 Transit Corridor action hubs without the blend of activities along the route (Kumar, 2018).

Development (TCD) (Insider, 2012).

Source: https://www.itdp.in/tag/transitoriented-development/

Development Oriented Transit (DOT) is Transit Corridor Development means an that shows up characterized as a cycle in which travel is along primary vehicle courses within a metropolitan consolidated after improvement. In this development edge, and could relate to either a movement hall or a comes first whereas in TOD transit shapes the

25

Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

•

Transit Adjacent Development – TAD Census block groups within one mile of light rail stations, transit centres, and Park & Ride locations in Harris County, Houston were

known

as

transit

adjacent

development. In this, people have to be dependent on private vehicles due to lack of Figure 27 Transit Adjacent Development (TAD) Source: https://www.sciencedirect.com/science/ article/abs/pii/S0966692312000592

•

area (Transportation, 2019).

Transit Joint Development – TJD The concurrent improvement of a travel

framework

encompassing

and

land

the

composed

between the travel organization and land designers is called transit joint development (FTA, 2017).

•

services/ facilities in the vicinity of station

Census block groups within one mile of light rail stations, transit centres, and Park & Ride locations in Harris County, Houston were

known

as

transit

adjacent

development.

In this, people have to be Figure 28 Transit Joint Development (TJD) Source: Value-Capture-Scheme_fig2_335158399 dependent on private vehicles due to lack of

services/ facilities in the vicinity of station Transit Supportive Development – TSD area (Transportation, 2019).

The concurrent improvement of a Transit-supportive development is a wide travel framework and the composed

rule that portrays a connection between

between the travel organization and

metropolitan development and travel. By

land designers is called transit joint

Census block groups within one mile of light guiding metropolitan development to

development (FTA, 2017).

rail stations, centres, andbyPark & regions that aretransit all around served travel,

encompassing

land

Ride locations Harris County, Houston travel strong in advancement elevates The concurrent improvement of a travel

framework

encompassing

and

land

the

composed

Figure 29 Transit Supportive Development (TSD)

between the travel organization and Source: https://www.sciencedirect.com/science/

article/abs/pii/S0966692312000592 land designers is called transit joint

were known as portability transit adjacent admittance to practical choices development.

In this, people haveoftoland be to additional individuals.

The role dependent on vehicles lack of developers to private guide the type due and toscale services/ facilities in the near vicinity of station development on land stations to area (Transportation, 2019).2018). increase ridership (Institute,

development (FTA, 2017).

Transit-supportive development is a wide The concurrent improvement of a travel

framework

encompassing

land

and

the

composed

rule that portrays a connection between Census block groups within one mile of light metropolitan development and travel. By rail stations, transit centres, and Park & guiding metropolitan development to Ride locations in Harris County, Houston regions that are all around served by travel,

26

Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

•

Public Transit – Mass Transit (MRTS), Regional Transit (RRTS) •

Mass transit system refers to public shared transportation, for example, trains, transports, ships and so on such that it can drive a bigger number of travellers from origin to destination on a no-held premise and in lesser time. Ex. Delhi Metro undertaking of DMRC (Shah, 2015)

•

RRTS is not the same as traditional rail system as it will give solid, high recurrence, highlight point local travel at fast along a devoted pathway. RRTS is not the same as Metro as it takes special care of travellers hoping to travel moderately longer distances with less stops and at a higher speed. Ex. Delhi-Ghaziabad-Meerut RRTS by NCRTC (Prasad, 2019).

• •

Figure 30 MRTS Source: https://www.delhimetrorail.com /pages/en/introduction

and RRTS https://ncrtc.in/unveiling-ofthe-first-look-of-the-rrts-train

Influence Zone of station area Mass transit system refers to public shared transportation, Thesoregion inthat the itprompt area of the travel for example, trains, transports, ships and on such station, i.e.,origin insidetoa mobile distance, having can drive a bigger number of travellers from dense minimal improvement with destination on a no-held premise andhigh in lesser time.

Ex. blended Delhi Metro undertaking of DMRC (Shah, 2015)land use to help all fundamental

•

necessities of itthe occupants is known as the RRTS is not the same as traditional rail system as will influence of at a transit station/ corridor. give solid, high recurrence, highlight point localzone travel the significance of fast along a devoted pathway. RRTS This is notfocal the area samemirrors as travel locally in the district in general.

Metro as it takes special care of travellers hoping toand travel Figure 31 longer Influencedistances Zone moderately with less stops and at a

Source: https://thecityfixlearn.org/sites/default/ files/TOD%20-%20Regulatory%20framework.pdf higher speed. Ex. Delhi-Ghaziabad-Meerut

RRTS by The region in the prompt area of the travel

NCRTC (Prasad, 2019). station,ini.e., distance, The transportation centre ought to be situated theinside core aofmobile the area, inside having a 400

meter, or 10-minute stroll from occupants.high dense minimal improvement with blended land use to help all fundamental • Mass transit system refers to public shared transportation, A TOD region could incorporate a range of just 0.5 miles or however much 1 mile from necessities of that the occupants is known as the for example, trains, transports, ships and so on such it a travel station (VS, 2020). influence of to a transit station/ corridor. can drive a bigger number of travellers from zone origin focal time. area mirrors the significance of destination on a no-held premise andThis in lesser Ex. Figure 2 undertaking Showing concept diagram TOD travel locally and in the districtofin general.

Delhi Metro of DMRC (Shah, 2015) Source: Transit Oriented Development Types, 2017 The transportation centre ought to be • RRTS is not the same as traditional rail system as it will situated the high core of the area, inside a 400 meter, or travel 10-minute give in solid, recurrence, highlight point local at stroll from occupants.

The region in the prompt area of the travel fastregion alongcould a devoted pathway.

RRTS is not same asa mobilemuch A TOD incorporate a range ofstation, just 0.5the miles or however 1 milehaving from i.e., inside distance, Metro as it takes special care of travellers a travel station (VS, 2020). highhoping denseto travel minimal improvement with

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

2.1.4: Changing dynamics of Transit Oriented Development: From past to present Transit Oriented Development (TOD) has evolved throughout the history in the disciplines of urban planning and design. With special emphasis on the sustainable urban growth, compact development and concentrated transit nodes of moderate-tohigh density with a balanced mix of land uses around the station premises, the dynamics of this concept have been adopted differently in each country or region as per the character of the area, demand, existing pattern of land uses, socio-economic and environmental viability (Joshi, Joseph, Patel, & Darji, 2017). The facilities such as accessible green spaces and market areas, institutional areas, working areas are aligned along walkable streets completing the hierarchy. The area nearer to the transit stop (intense to standard zone upto 500-800 m distance to be covered by walk) is planned with high density and the influence area (transition zone upto 1000-2000 m distance to be covered by bicycle) with moderate density so as to accommodate as much as population within the influence area (termed as white area) (NIUA, 2017).

This type of development is not limited to the conceptual strategy which was codified

by Peter Calthorpe (American Urban Designer and Planner) in late 1980s and it became the part of discussion in modern planning through publishing of a book written by him namely ‘The New American Metropolis’. (Peter Calthorpe: Ideology and Philosophy, 2022).

Figure 32 Showing concept diagram of TOD Source: Transit Oriented Development Types, 2017

Since then, TOD became the part of New Urbanism in North America and Western Europe in the 1970s and 1980s, further developed and implemented practically over Figure 6 Showing concept diagram of TOD Source: Transit Oriented Development Types, 2017

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the period of 30 years in many global cities and regions of developed as well as developing nations. Few examples are; Hong Kong, Tokyo, Singapore, Bogota, Copenhagen, Navi Mumbai, Pune, Bangalore, Ahmedabad, Naya Raipur, Delhi etc (Ollivier, 2021). This deliberation proves that, earlier settlements were organically planned in a compact and concise manner surrounding the major route or transit facility available during that time with no such technological advancements motorised transportation modes (Wen, Kenworthy, Guo, & Marinova, 2019). Therefore, the concept of Live, Work and Leisure was established to have self-sufficient and selfdependent neighbourhoods. The new concept and idea of development around transit enables various policy and decision- makers to understand the relation between three visions of cities which are economic, land uses and mass transit network (Wen, Kenworthy, Guo, & Marinova, 2019). Few examples of conceptual implementation of TOD in cities are listed below: a) Bull’s Eye Concept in Arlington, USA The relevance of case area in Rosslyn-Ballston (R-B) Corridor which is situated in Arlington County, Virginia, in closeness to Washington, D.C. The 3.3-mile R-B Corridor includes two hubs of unmistakable skyscraper groups put at Ballston and Rosslyn.

Among Rosslyn and Ballston, three hubs of skyscraper advancement concentrate around three areas: Courthouse, Clarendon, and Virginia Square (Al-Kodmany, 2018).

Arlington experienced a rapid urban growth during 1960s, which suggested the idea to planners to accommodate population by expanding regional connectivity via rapid rail system to run above ground and bypassing commercial R-B corridor.

Figure 33 Bull’s Eye concept of TOD in Arlington, USA Source: https://www.mdpi.com/2075-5309/8/9/127/htm

Figure 9 Bull’s Eye concept of TOD in Arlington, USA Source: https://www.mdpi.com/2075-5309/8/9/127/htm

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The proposal was to develop five metro stations to connect the neighbourhoods of Rosslyn, Ballston, Courthouse, Clarendon, and Virginia Square. Beginning in 1972 and over the course of a dozen years, Arlington County drafted a General Land Use Plan (GLUP) to ensure growth in desired areas (Al-Kodmany, 2018). The plan was based on the bull’s eye concept with a means of concentrating activity nodes in close proximity of 1/4th mile distance from proposed transit corridor. The thought behind ‘tapered density’ emerges later after the intrinsic planning of course of several decadal years which depicts the decreasing height of buildings as once moves away from transit station towards single family residential plots in neighbourhood adjacent to corridor. b) Copenhagen’s Finger Plan

Figure 34 Copenhagen’s Finger Plan concept of TOD Source: https://www.citiesforum.org/news/sustainable-growth-through-transit-oriented-development/

Copenhagen has become a good case example for urban planners to study as it caters different challenges. Its finger shaped planning highlights the idea of connecting municipal areas with the whole region via long public transit corridors.

The green areas of the city retained and protected against encroachment for urban development and hence the development is allowed either in city’s core region or peripheral fringes (the palm like a hand and city fingers) with varied transit options (Jain, 2022). The green wedges district is protected from being changed over into a metropolitan zone by the planning act. The outlook behind the fringe green wedges is that green designs should be created in accordance with the extension. The demonstration supported the station closeness rule, workplaces of more than 1500 sqm to be situated inside 600 meters of a rail line station (Jain, 2022). The strategic

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

land us e planning at city level promotes mixed-use and high dense development around transit stations with limited parking facilities to reduce private vehicles usage. c) Singapore Constellation Plan

Figure 35 Singapore Constellation Plan concept of TOD Source: https://www.citiesforum.org/news/sustainable-growth-through-transit-orienteddevelopment/

Singapore has a strong vision of connecting whole region (city to state level) to integrate regional transit linkages with development. The metropolitan island of 5.1 million occupants has embraced the Transit-Oriented Development rule having outspread hallways that associate the focal centre with arranged new towns (Jain, 2022). The towns connecting major high-rise and dense urban central core with facilities act as satellite planets forming a strong system of greens as well as rail linkage spreading across whole region but connecting the centre.

Inferences: The above cases discussed briefly provides the idea of real-life implementation of concepts generated and applied which could act as a prototype for developing nations to adopt the TOD strategy as per the character and requirement of their own regions so as to guide sustainable urban growth, manage economic activities an promote inclusive development.

2.2: What is TOD? Why it is important?

This section consists of all the basics of the concept of TOD describing the Inferences: understandings and key learnings adopted from various secondary sources.

The above cases discussed briefly provides the idea of real-life implementation of concepts generated and applied which could act as a prototype for developing nations to adopt the TOD strategy as per the character and requirement of their own regions so as to guide sustainable urban growth, manage economic activities an promote inclusive development.

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From the above conversations, transit-oriented development, known as TOD, can be termed as a mix of arranging and funding methodologies or plans that means to advance portability and walkability as essential methods of transport, which upholds energetic, various, minimized, blended and liveable networks (FTA, 2017). TOD concentrates on metropolitan density within 5-10 minutes of stroll around mass rapid transit stations (both transport and rail), grows top notch metropolitan public space, and gives helpful and productive admittance to a different blend of land utilizes. To accomplish manageable turn of events, TOD unites components of metropolitan plan, land use arranging, transport arranging, metropolitan recovery, land advancement, land esteem catch, and framework execution. To accomplish the maximum capacity of this idea, it is significant for the urban communities of non-industrial nations to grasp the complicated elements between these different metropolitan frameworks (Understanding the Basics of TOD, 2010). This strong mix of hardware empowers city actors to arrange the compromises of shifting metropolitan needs to focus on consideration and strength inside an upgraded climate eventually. In current world, most quickly developing urban communities in low and centre pay nations are thickly populated without formal public travel.

Probably the densest urban communities all around the world, including Dhaka, Manila, Mexico City, and Mumbai are portrayed by an inadequate or overburdened travel foundation (Understanding the Basics of TOD, 2010). The subsequent disintegration in everyday environments in metropolitan centres is making numerous urban areas pick suburbanization as the predominant improvement pathway, a methodology that is not so much economical but rather more wasteful than utilizing TOD to support compact urban development (FTA, 2017). Thus, TOD offers a chance of metropolitan development way for city centres of such nations which is upheld by great travel framework which coordinates with very much arranged densities.

Figure 36 TOD type of development in South-Asian countries Source: https://www.thegpsc.org/tod/tod-basics

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2.2.1: Overall concept of TOD structure

Figure 37 Showing concept diagram of TOD structure Source: https://www.semanticscholar.org/paper/A-climate-responsive-model-for-transit-oriented

The design of TOD comprises of the accompanying area based useful parts: public transportation station, centre business, office/work region, TOD local area, optional region and public open space (Jariwala, 2018).

•

Public Transportation Station

•

Core Commercials

•

Office/Employment Areas

•

Residential Areas

•

Public Open Spaces

•

Secondary Areas

2.2.2: Objectives •

Decrease reliance on personal vehicles and prompt public vehicle use through plan, strategy measures and implementation.

•

Give smooth to access public vehicle to the maximum individuals within compact area/ distance, through densification and further developed availability.

2.2.3: Characteristics •

A mixture of uses with moderate to high density development

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

•

Transportation modes, including walking, biking to access and use the public transportation in vicinity

•

Urban design features which support and integrates surrounding built uses and streets

2.2.4: Benefits of transit development Decreased utilization of cars on an individual level consistently will prompt fundamentally lower air contamination and commotion contamination levels and prompts a better climate for the inhabitants of a Transit Oriented Zone (Mishra, 2022).

Figure 38 Showing benefits of TOD to different sectors Source: https://slideplayer.com/slide/16151199/

Figure 12 Showing benefits of TOD kind of development Source: https://www.researchgate.net/figure/Benefits-of-transit-oriented-developmentFigure 13 Showing benefits of TOD to different sectors

Source:

https://slideplayer.com/slide/16151199/

Figure 14 Showing benefits of TOD kind of development Source: https://www.researchgate.net/figure/Benefits-of-transit-oriented-development

Figure 39 Showing benefits of TOD kind of development Figure 15 Showing three Values (Vs) of TOD Showing benefits of TOD kind of development Source: https://www.researchgate.net/figure/Benefits-of-transit-oriented-development

Source: AuthorFigure 16 Showing benefits of TOD kind of development

Source: https://www.researchgate.net/figure/Benefits-of-transit-oriented-developmentFigure 17 Showing benefits of TOD to different sectors

Source:

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

2.2.5: 3Vs approach of TOD TOD standards can't be applied consistently across a whole city or travel organization.

World Bank report (Transforming the Urban Space Through Transit-Oriented Development: The 3V Approach) frames three 'values' (3V) of neighbourhoods around travel stations which urban communities can use to recognize which regions are of great possibility for TOD, and what sort of improvement checks out in every area. The 3V framework has been intended for use by both huge urban communities with broad vehicle organizations, and more modest urban areas with a couple of mass-travel lines or a transport fast travel framework. This approach would be used to benefit huge urban communities, organizations, and furthermore more modest urban communities with a couple of mass-travel lines or a transport quick travel framework (Salat, 2017).

TOD principles cannot be applied uniformly across an entire city or transit network, since densities of jobs and people vary widely across the urban space. In fact, experience has shown that only about 15% of transit stations and their surrounding area can support very high-density development (Bank, 2017). The 3Vs are discussed below: •

Node Value: It means the significance of a station in the public travel network in light of passenger traffic, associations with other vehicle modes, and centrality inside the organization (Salat, 2017).

•

Place Value: It means the quality and allure of the region around the station.

Factors incorporate the variety of land use; the accessibility of fundamental administrations like schools and medical services; the extent of regular conveniences that can be gotten to by strolling or cycling; walker availability and furthermore the size of metropolitan blocks around the station (Salat, 2017).

•

Market Value: to the hidden market worth of station regions. It is estimated by taking the significant factors that can impact the interest for land (current and future number of occupations nearby the station, number of occupations open by travel in no less than half hour, existing and future densities) as well as the stock (measure of developable land, potential changes in drafting strategy, market energy, and so on) (Salat, 2017).

35

Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

Figure 40 Showing three Values (Vs) of TOD Showing benefits of TOD kind of development Source: Author

2.2.6: Six ‘D’ approach

Figure 27 Showing three Values (Vs) of TOD Showing benefits of TOD kind of development Source: Author

Figure 41 Showing six Ds of TOD Source: Author 28 Showing three Values (Vs) of TOD Showing benefits of TOD kind of development The 6Figure D mechanism of parameters of TOD is a great opportunity to understand specific Source: Author

Figure 30 Showing fiveimproving Ds of TOD efficiency at different levels issues and provide sustainable solution towards

of land use and transport integration (Ogra & Ndebele, 2014). These are discussed briefly:

Figure 31 Showing five Ds of TOD

Density: Density not three onlyValues refers(Vs) to the chosen location’s but also Figure 29 Showing of TOD Showing benefits ofpopulation TOD kind of density, development Figure 32Source: Showing five Ds of TOD dwelling unit density and floor to area ratio.Author

Diversity: Diversity refers to the level of land use blend. Land utilizes are partitioned into a few unique classes. While analysing, different degrees of land use between various regions are contrasted in connection with different viewpoints, for example, the extent of travel use. The flexibility between specific picked classifications and values can then be determined.

Design: This has a connection with road/ street organizations. The organization can be exceptionally associated with straight roads, normal of a midtown region, to bended roads and circular drives typically tracked down in rural regions. It additionally alludes

36

Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

to obstruct sizes, number of four-way convergences and number of crossing points per region unit. Other urban dimensions are walkway inclusion, setbacks, road width, number of pedestrians at on foot intersections, presence of trees etc.

Distance to transit: It estimates the shortest routes from the home or working environment to the closest travel stop, typically a rail station or transit stop. On a more territorial scale it can quantify number of stations per unit region or the distance between stops.

Destination accessibility: This alludes to how open objections are. All the more explicitly it implies the picked areas distance, or simple entry, to the most well-known objections. This can be both regional and local destinations. Regional level access can be the distance to downtown, or the quantity of positions reachable inside a specific determined travel time. Ordinarily, being situated close to downtown means great access. Neighbourhood access estimates the quantity of retail options in proximity to home.

Demand Management: Transportation Demand Management, or TDM, is a term used for procedures that increment by and large versatility and proficiency of movement in the city by empowering a shift towards high-capacity vehicles with less motorized trips, particularly during peak hours. This is in sync with the National Urban Transport Policy's attention on moving individuals and products instead of private vehicles.

2.2.7: Advantages and disadvantages of transit infrastructure Advantages:

Disadvantages:

• Affordable housing • Reduced driving and car usage • Healthy and active lifestyle (walk

• High capital cost and irreplaceable • Gentrification • Regulatory barriers such as long

• •

•

culture) Employment Opportunities Live, Work & Play

permitting processes, Lack of stakeholder’s commitments for community involvement

2.2.8: Overall planning process of TOD highlighting coordination among various Disadvantages: stakeholders

• High capital cost“Transit and irreplaceable The TOD framework designed by World Bank in its report – Oriented Advantages: • Gentrification Development Implementation Resources & Tools” acts as a guiding tool for any project • Affordable housing • Regulatory barriers such as long which demonstrates various stages and process permitting of implementing the concept from processes, • Reduced driving and car usage • Lack of stakeholder’s commitments • Healthy and active lifestyle (walk for community involvement culture) • Employment Opportunities • Live, Work & Play Disadvantages:

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

execution to its application (Group, 2018). Two most common hurdles experienced while making the framework were: (1) the absence of an engaged organization that can work across different scales, levels of government, and arranging areas towards a TOD arrangement; and (2) the absence of a TOD-steady strategy structure, including pedestrian-friendly regulations, proficient and comprehensive guidelines and marketaccommodating monetary devices. Key building blocks were also identified so as to set up and institutionalize an enabling environment for TOD (Ollivier, Ghate, Bankim, & Mehta, 2021). The These are mentioned below: •

Leadership and Vision

•

Robust Institutional Structure

•

Effective Coordination between Governmental and Participating Agencies

•

Inclusive and Effective Community Engagement

Figure 42 Transit Oriented Development – Implementation Process Source: https://www.thegpsc.org/tod/transit-oriented-development-knowledge-products

2.2.9: Stages/ phases of a TOD project The TOD framework also developed necessary tools and resources to ensure a robust process discussed above so as to initiate, design and evaluate TOD concepts at variety of scales and levels (Ollivier, Ghate, Bankim, & Mehta, 2021). The major five stages of any TOD process are: (1) Assess, (2) Enable, (3) Plan+Design, (4) Finance, and (5) Implement.

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

Figure 43 Transit Oriented Development – Stages of design Source: https://www.thegpsc.org/tod/transit-oriented-development-knowledge-products

2.2.10: Various elements of measuring the TODness level to understand Implementation mechanism 33 Transit Development design Before discussingFigure further aboutOriented the term TOD, –itStages mayof be expressed that the Source: https://www.thegpsc.org/tod/transit-oriented-development-knowledge-products

methodology to execute and finally implement such type of concepts needs detailed monitoring, evaluation and various assumptions should be considered in a way to understand the potential benefits it can give (Mishra, 2022). Along with this, various Figure 34 Transit Oriented Development – Stages of design

failures should also be listed earlier to assess the weaknesses in the planning process Source: https://www.thegpsc.org/tod/transit-oriented-development-knowledge-products of any TOD project. Though TOD if implemented in correct manner could be an effective Urban planning and designing technique to address present day concerns of sustainability through land use and transport network integration. It provides feasible Figure 35 Transit Oriented Development – Stages of design

solutions to accommodate a better and controlled urban growth.

Source: https://www.thegpsc.org/tod/transit-oriented-development-knowledge-products India is a fast-growing country and is ranked second most populous nation in the world sue to which it is facing urban challenges related to pollution, mobility, congestion etc. therefore, this concept pertains certain challenges in adopting at urban body level even though there are diverse indicators, parameters and criteria listed by various authors, researchers and policy analysts (Aayog, Final Report- REFORMS IN URBAN PLANNING, September 2021). The applicability of any concept like that of TOD varies differently in different country regions.

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

Figure 44 Transit Oriented Development – Implementation steps Source: https://www.thegpsc.org/tod/transit-oriented-development-knowledge-products

Understanding the TOD typology based on scale and context of study area The scale and context are two distinct yet inter-related terms in the case of TOD Figure 36 Transit Oriented Development – Implementation steps planning process.

The selection of any TOD project depends directly on these two Source: https://www.thegpsc.org/tod/transit-oriented-development-knowledge-products

terms not theoretically but also practically (Hrelja, Olsson, Pettersson, & Rye, 2020).

The spatial development with application of any TOD model in a certain area of city/ region needs in-depth analysis before the commencement of the project. Nonetheless, Figure 37 Transit Oriented Development – Implementation steps

as the settingSource: in low and centre pay nations shift from one city to another, the use of https://www.thegpsc.org/tod/transit-oriented-development-knowledge-products the TOD information items should be adjusted to nearby necessities and needs (Ollivier, Ghate, Bankim, & Mehta, 2021). It is very important to understand the needs and requirements of the area so as to understand the adoption of the type and level of Figure 38 Transit Oriented Development – Implementation steps

detailing

Source: https://www.thegpsc.org/tod/transit-oriented-development-knowledge-products required in the planning.

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

Table 2 Different scales of TOD Source: https://www.thegpsc.org/tod/transit-oriented-development-knowledge-products

The TODs can likewise be grouped in view of their area inside the city as ghetto or inner city, peri-urban and extended areas, and in light of the idea of their improvement as infill (for the most part in denser ghetto regions), redevelopment and greenfield (for the most part on bigger plots of unused land) (NIUA, 2017). It is a good practice that these elements be thought about while fostering a TOD as they can fundamentally affect the idea of the turn of events.

However, TOD policies which will be discussed further in practical framework part of next chapter are framed on the on three levels: a) City b) Area and c) Station level

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

(Ollivier, Ghate, Bankim, & Mehta, 2021). These are depicted in following diagrams and table.

Table 3 Context of TOD Source: https://www.thegpsc.org/tod/transit-oriented-development-knowledge-products

Figure 45 Different scales of TOD (station areas) Source: https://www.thegpsc.org/tod/transit-oriented-development-knowledge-products

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Key stakeholders and actors in the implementation process of TOD City Leaders

City Leaders

Economy Developers

Community Specialists

Transit Planners Urban Planners Community Specialists Economy Developers

Policymakers

Road Safety Experts Urban Planners City Leaders Economy Developers Community Specialists Policymakers Figure 46 Different stakeholders in TOD process Transit Planners Source: Author Road Safety Experts Urban Planners City Leaders Community Specialists Economy Policymakers Three themes for further assessment and Developers TOD implementation Policymakers

Road Safety Experts

The successful implementation ensures that TOD isTransit further governed properly, is Planners Urban Planners inclusive and is safe for all. These are discussed in brief below: Policymakers

Road Safety Experts

Policymakers

Transit Planners

Policymakers Policymakers

Figure 47 Themes of TOD Source: Author

Effective TOD governance: It can be possible only if the leaders of the city have prior better understanding and knowledge about the benefits that TOD approach can provide too much broader context. For this the vision should be wider and governance/ leadership system should be strong enough to improve the quality of life of citizens and also form resilience against challenges occurred. An official organisation should be formed to monitor step by step execution/ working of the proposal so that efficiency of the project can be assessed (Understanding the Basics of TOD, 2010). This way mindfulness among residents can likewise be laid out.

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To additionally guarantee authenticity, the association ought to accept its spending plan from a level of the income earned from the TOD. This course of action propels proceeded with commitment to making and keeping up with the adequacy of the framework (Understanding the Basics of TOD, 2010).

Inclusiveness in TOD: TOD provide advantages to both locally as well as larger context whether individuals are public vehicle clients or non-clients. The thought behind inclusivity is that one in number arrangement of public travel as a choice ought to be the need of urban communities (Understanding the Basics of TOD, 2010). Once functional, TOD ought to be open and adopted by all ages, social groups etc.

Safe TOD: TOD offers more safety through completing the street hierarchy, making pedestrian-friendly environment and reduces conflicts at neighbourhood level (Understanding the Basics of TOD, 2010). At citywide level, it offers multiple options of modal split and reduces the dependency on cars. It improves the health condition of urban areas as well as its citizens. It protects user-groups on roads who are vulnerable to accidents. It promotes more safety and security through active and accessible streets at local level.

To accomplish safety inside a TOD region, the standards of usefulness, homogeneity and consistency are pivotal for arranging and planning of streets, so they line up with the TOD standards and can be incorporated with the neighbourhood setting (Understanding the Basics of TOD, 2010). At regional level it suggests multi-modal interchange options to users with better connectivity which reduces time travel of similar distance travelled by private vehicles.

2.2.11: Myths and Misconceptions related to TOD •

It is a universal myth that TOD is workable only in developed countries and not in developing (low-middle income) countries. Though the resources and facilities if compared shows different scenarios, there is a huge potential that TOD offers with much more benefits if implemented carefully while the planning of areas are at initial stages of proposal. Some good examples are Ahmedabad and Curitiba (with high FAR and FSI for the purpose of densification) (Understanding the Basics of TOD, 2010). This way it offers opportunities to various stakeholders to work simultaneously with community to enhance their participation.

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

•

TOD must only be planned at city levels. This misconception can be resolved while discussing further cases through best practices around world (Hrelja, Olsson, Pettersson, & Rye, 2020). TOD has two approaches as it is discussed above in implementation process section. Two approaches can be: Top-Down (regional to local) or vice a versa.

•

To accomplish safety inside a TOD region, the standards of usefulness, homogeneity and consistency are pivotal for arranging and planning of streets, so they line up with the TOD standards and can be incorporated with the neighbourhood setting.

(Understanding the Basics of TOD, 2010).

•

Real-estate, capturing land values, land suitability, spatial development through modelling, affordable housing options near transit, improved public realm while designing neighbourhoods are often ignored and not fully taken care of (Understanding the Basics of TOD, 2010). There is a misconception that it only impact positively in area demarcated as influence zone but actually it can impact in many good ways to much larger context if politically adopted (Hrelja, Olsson, Pettersson, & Rye, 2020).

•

Policy formulation is not required for effective TOD implementation. This misconception should be resolved as it can be seen that in Indian context, the timely and active policy framework works as a as a guiding principle for the whole state and its parts as cities. It can help in formulating development regulations and also provides flexibility to plan different parcels of land which are fully, partially or under-developed. Hence, focussing on guided development.

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46

Chapter 3

Best Practices: Secondary Case Studies, TOD Policies and Analysis

Overview:

This chapter aims to study the practical implications & implementation of TOD:

Practical framework – Context of TOD; best practices (International & National), benefits; challenges and impact of Mass Transit; principles; components/ elements; land use and transport integration; barriers in TOD, Comparative Analysis – Review of various literature done previously; Comparison of policy implications (National & State level); Comparison of case studies based on parameters and indicators; finding the Research Gap; approach for further study

TOD – An Integrated Approach for Spatial Development

Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

CHAPTER 3 Best Practices: Secondary Case Studies, TOD Policies and Analysis 3.1: International context of TOD TOD is emerging and celebrated paradigm shift to shape and plan our modern cities, localities and urban expansions to renew/ retrofit old cities and develop efficiently the remote areas within these cities of several countries. Some of the successful TOD models practiced internationally that can provide lessons for Indian cities for the integration of transportation and land use are discussed further (NIUA, 2017). From previous understandings it is clear that global cities started to adopt the concept as an outcome of birth of other concepts like New Urbanism and Smart Cities growth with management (Bank, Case Studies - Compilation Of Good and Innovative Practices, 2021). The introduction of TOD models was initially seen in countries of North America and Europe after WWII. The extensive development started focussing to control urban sprawl, increase in property and land values with taxes as revenues for TOD projects, mange economics, healthy living and strengthening inter-relation among urban and regional planning disciplines with designing making the concept more context specific and sensitive. Few ideas/ strategies understood from international experiences which could be helpful for other developing cities to incorporate in their TOD vision are mentioned below: •

Amalgamation

of

conceptual

strategies,

new

innovation

and

practical

implementation all together.

•

Understanding the TOD ness at different scales; region, city/ urban, suburban and local/ neighbourhood level.

•

Sustainable Development Goal (SDG) – 11 supports the TOD concept as one strategy to achieve sustainability through the promotion of using the public transportation modes to commute between cities.

Figure 48 SDG 11-2 Convenient access to Public Transit Source: https://sdgs.un.org/goals/goal11

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3.2: Present Day Scenario – Best Practices 3.2.1: Case Study 1: Paris, France

Capital city of France Paris Metropolitan area – 2845 sq. km Population – 11 million (metropolitan area) and 2.4 million (old city) Figure 49 Grand Paris project alignment in city Source: file:///F:/4th%20Sem/Grand_Paris_towards_new_centres_part_1.pdf

Density – 21,000 persons/ sq.km

Paris is a small city (according to its present boundaries) as compared to other large Capital city of France

metropolis/ cities of the world (Bank, Case Studies - Compilation Of Good and Paris

Metropolitan

Innovative Practices, 2021). There were less opportunities of area redevelopment within – 2845 sq. km the inner-city core due to low supply of reserved land.

Population – 11 million (metropolitan

The sub-urban areas of the city are now attracting more peoplearea) to reside due to and there 2.4 million (old city)

land availability and new economic opportunities as most of the large and medium Density

–

21,000

scale companies are shifting towards periphery for businessespersons/ (Hobbs,sq.km Cavalcanti, & IDOM, 2021). Hence, these areas have started offering new clusters of business, skills, solution for companies due to population pool.

Capital city of France

Metropolitan The public transportation system of Paris is not adequate due toParis its radial pattern and area – 2845 sq. km

is not connecting the social and economic life activities together making it impossible Population

–

11

for people living in CBD areas to commute longer distances. The public transport is million (metropolitan

area) 2021). and 2.4 million only serving the outer region of the city (Hobbs, Cavalcanti, & IDOM, Therefore, (old city)

a new approach of the city planning is to extend the present boundaries to suburbs so Density

–

21,000

persons/ sq.km that all the amenities are easily accessible by means of transport thereby providing

seamless connectivity between the inner and outer city areas (Suzuki, Cervero, & Iuch, 2013).

Capital city of France Paris Metropolitan area – 2845 sq. km Population – 11 million (metropolitan area) and 2.4 million (old city)

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Existing Challenges (Bank, Case Studies - Compilation Of Good and Innovative Practices, 2021): •

Metro stations are available at every 500 m within old city but not at metropolitan city level.

•

Disconnection between sub-urban (potential area) with city center which is creating pressure/ congestion within.

•

Public transport service is good but still people prefer to use their private vehicles (30%).

•

Barrier to employment accessibility.

•

No land available within city boosting high prices/ cost of living (even on rent).

•

Housing crisis due to lack of new housing stock.

Grand Paris Express is a major and largest transport infrastructure project which aims at transforming the city into, a world-class metropolis hub and boost the transport network of the metropolitan region (Grand Paris Towards New Centres, 2019). It started in the year 2010 for 20 years vision. The three strategies for overcoming the challenges at present were: •

Modernization of transport network

•

Development of New housing options

•

Strengthen existing economic activities

Aim: Integration of new economic centers of the city such as airports, research centers and institutions, business centers etc. with residential, mixed-use neighborhoods which are currently inaccessible.

Goal: Reducing the travel time by providing accessibility to leisure, cultural, education, employment areas.

Impact: •

68 new stations with four lines of metro

•

Total 200 km area coverage

•

Facilities and stations would be in the range of 2km of easy access

•

Existing %age coverage of metro lines is 19% which will be improved to 41%.

•

Direct (20,000) and indirect jobs (30,000).

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

Figure 50 Grand Paris Project – Concept and its impact on city Source: file:///F:/4th%20Sem/Grand_Paris_towards_new_centres_part_1.pdf

Potential strategies for TOD integration (Hobbs, Cavalcanti, & IDOM, 2021): •

Creation of automatic metro lines

•

Focus on public bike sharing (PBS) as it is most popular mode at present. The project will modernize and extend existing network and will improve daily commute.

•

Seven new tram lines to be created with five BRT lines, thirteen multi modal hubs to facilitate connection of multiple modes, four new metro lines etc.

•

The construction has been started since 2015 and between 2020-30 phasing of lines will be done.

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•

Strategic placement of various activities around station areas such as housing, institutes, economic and cultural places.

•

Linking new public transport network and housing.

•

Paris Saclay project is another theme consisting of science technology clustersbased development similar to Silicone Valley or Cambridge. It will inhabitant 60,000 students, 10,000 researchers, 1,300000 sqm of class rooms, offices, homes etc. It will be beneficial for students, academicians and researchers.

•

Job opportunities – 15,000-20,000. 90% of residents will be residing 2km from a station area with daily ridership of 2 million.

•

Social housing and densification concept is the second leading pillar of this project.

•

Isolated areas will also get connected with other parts of Paris region.

3.2.2: Case Study 2: Singapore Republic of Singapore Sovereign country

island

Singapore area – 728 sq. km Population – 5.9 million Density – 8,358 persons/ sq.km

Figure 51 Singapore city and its satellite towns

Republic of

Source: http://cdn.cseindia.org/attachments/0.12159500_1543815771_India-Conclave Singapore -deck-Girish-RamachandranV3-020918.pdf

Sovereign island Singapore is an island country and city-state in Maritime Southeastcountry Asia. Here, the main Singapore area – issue was observed the traffic congestion due to which Singapore’s approach shifted 728 sq. km

towards integrating the urban transport development with its spatial planning and Population – 5.9

design (ShaofeiNiu, AngHu, ZhongweiShen, YingHuang, & YanchuanMou, 2021). million Singapore’s TOD mainly focused towards urban renewal scheme by expanding Density – 8,358its persons/ sq.km

existing transit networks to other parts adjacent to it (Suzuki, Cervero, & Iuch, 2013).

The satellite towns which were developed around the central area linking with city Republic of Singapore Sovereign country

island

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

center and industrial parks. These satellite towns consist of features like selfsustainability and amenities oriented within a walking distance of 400-800 m.

The transit corridors identified also included affordable housings along corridor so as to accommodate maximum population in close proximity to station areas (NIUA, 2017). The idea of integration of mass transit is a good approach but the management of other IPT modes and NMT services is not taken into consideration for local areas.

Unique features (ShaofeiNiu, AngHu, ZhongweiShen, YingHuang, & YanchuanMou, 2021): •

The spatial structure pattern is of ring and radial having MRTS network and LRT feeder service along networks.

•

High dense urban centers.

•

Major and minor sub-center identified nodes with high density at intersection points of transit corridors.

Figure 52 Singapore city and its connectivity with surrounding areas Source: https://www.sciencedirect.com/science/article/pii/S2095263521000261

Figure 53 Singapore city -Master Plan Concept Source: https://www.sciencedirect.com/science/article/pii/S2095263521000261

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Strategies for TOD implementation (Bank, Case Studies - Compilation Of Good and Innovative Practices, 2021): •

The planners and designers realized that Singapore is an island and could not sprawl more so they introduced a public transport-oriented plan scheme.

•

Anew transport plan was developed accordingly, addressing the policies regarding parking, housing, interconnected job and workplaces (co-working environment) through expansion of MRTS and LRTS.

•

A consolidated fund was established to collect revenue from motorized vehicles and further use it for public transport maintenance rather investing on new highway or road projects. Hence, focus is to increase the mass transit ridership by promoting awareness among people on less usage of personal vehicles.

•

Pragmatic approach through policies.

•

High parking charges through Electronic Road Pricing (ERP) schemes was one of the new ideologies align it with Area Licensing Scheme of 1990s.

•

There is a limitation on annual vehicle registration through electronic bidding system.

•

New urban structures located and integrated along MRTS stations with diverse range of activities consisting of local shopping and community services etc.

Figure 54 Singapore TOD strategy Source: https://www.infrastructureasia.org/en/Insights/Transit-Oriented-Development

Impact (ShaofeiNiu, AngHu, ZhongweiShen, YingHuang, & YanchuanMou, 2021): •

Local Area Plan (LAP) with Transport plans started to integrate with increase in community involvement.

•

Pedestrian paths and Cycling tracks on all major arterial roads adopted in the design strategies.

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•

Enhancement in the vibrancy and local environment of the station area due provision of more commercial and leisure facilities.

3.3: Indian context of TOD •

Better understanding and optimum utilization of land as a resource through policy level initiatives at National as well as State level (Towards an Inclusive and Lowcarbon TOD in Indian Cities, 2017) .

•

Policies such as National TOD Policy (MOUD, 2017), UTTIPEC Guidelines (for MPD21 Delhi, 2012), Haryana State TOD Policy (2014).

•

Cities like Delhi, Mumbai, Nagpur, Pune, Ahmedabad, Bangalore, Naya Raipur etc. adopted TOD principles to reduce congestion and control urban sprawl.

3.4: Present Day Scenario – Best Practices 3.4.1: Case Study 3: Mumbai, Maharashtra Capital city of Maharashtra Linear polycentric development MMR area – 604 sq. km Population – 23 million Density – 4,764 persons/ sq.km Figure 55 Mumbai Metropolitan Region - Location

Capital city Source: https://niua.org/tod/todfisc/book.php?book=1&section=4

of Maharashtra

Mumbai is the capital city of Maharashtra state in India. Its economy is dependent on Linear polycentric development

financial services, IT, media and entertainment Greater Mumbai and its satellite towns collectively are known as Mumbai Metropolitan Region (MMR). The Greater Mumbai MMR area – 604 sq. km

area is divided into three main regions: Mumbai the Island city (25% population as per Population – 23 million

Census 2011), Eastern suburbs (30%) and Western suburbs (45%) (Towards an Density – 4,764 persons/

sq.km Inclusive and Low-carbon TOD in Indian Cities, 2017). The density in Mumbai city is

very high that its population is stabilized at present and will get slow down by the year Capital city of from 2034 thereby increasing pressure on suburban areas. The city got transformed Maharashtra

mono-centric to poly-centric city with such a high population influx due to its oldest Linear polycentric development MMR area – 604 sq. km Population – 23 million Density – 4,764 persons/ sq.km

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

railway transit network which carries 7.5 million on an average on daily basis (Bank, Case Studies - Compilation Of Good and Innovative Practices, 2021).

The first passenger train also ran here in 1853. Later the rail network got expanded continuously with total 465 km coverage area in five corridors (in its western, central and harbour areas). The population of Mumbai was 6 million in 1970s and it increased to 14 million in 1990s because of conversion into MMR and at present more than 22 million in 2022 (Towards an Inclusive and Low-carbon TOD in Indian Cities, 2017).

Two big cities of this region are Mumbai and Navi Mumbai served by the densest suburban railway system/ network. Bus and rail constitute 88% as the most preferred public transport mode to commute. Out of which 52% commuters travel only by railways in MMR. Unique features (NIUA, 2017): •

Railway network connects the multiple CBDs of Mumbai city as well as suburban areas also.

Hence, performs the dual function.

•

Organically, the urban form of the city is linear and compact. Therefore, the growth is also seen in around transit stations and most active areas.

•

Due to high cost of housing, middle income population can’t afford the core area to live in and hence started to shift towards the fringes and still preferred local rail as main transit option to commute. The most vulnerable people neither afford to live in both areas, thus preferred to live along rail lines in dilapidated conditions forming slums.

•

Traditionally the tidal commute pattern has the directional ratio as 80:20 in morning and evening peak hours. Since, the transformation into poly-centric form, various business centres developed in fringes which boosts the economic potential of those area.

•

Haphazard movement, encroachments and congestion near station areas such as street vendors, IPTs, parking of two wheelers, bus stops for feeder service etc. can be seen generally on daily basis.

•

MCG developed supporting infrastructure facilities in identified suburban railways stations. Example; foot-over bridge, separate parking areas, for auto rickshaw and taxis, sky walks etc. through a Station Area Traffic Improvement Scheme (SATIS).

•

Other commercial activities also enhance the vibrancy within station complex area.

•

Percentage of passengers to reach railway stations: 50% walk or NMT, 15% IPT, 34% buses. (EMBARQ India, Survey 2014)

•

12% commercial and 29% mixed-land use activities results in high footfall around stations.

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

Figure 56 Mumbai Metropolitan Region – Rail Network along high dense areas Source: https://niua.org/tod/todfisc/book.php?book=1&section=4

Strategies for TOD: (Towards an Inclusive and Low-carbon TOD in Indian Cities, 2017) •

Mumbai Development Plan of 2014-2034 defines influence zone around station areas (300m, 6500m and 1 Km).

•

TOD policy framework has been drafted but it needs to get strengthened as per Development Control Norms (DCRs) for all station areas.

•

Some of the approaches under TOD scheme are: land value capture, listing down the number of passengers boarding and alighting, redesigning of existing stations as per mixed use, commercial zones to decrease commuting time.

•

Modernization and improvement of existing public transport system infrastructure as per street guidelines and norms is the demand from daily commuters.

•

Mumbai Development Plan is now focusing towards pedestrian movement at grade by segregating the comfortable car free zones in vicinity of influence areas of TOD.

•

Figure 57 Mumbai city – Skyline and railways Source: https://niua.org/tod/todfisc/book.php?book=1&section=4

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3.4.2: Case Study 4: Delhi, India

Figure 58 National Capital Delhi – Location and growth Source: https://www.thegpsc.org/sites/gpsc/files/additional_resources.pdf

•

Population of NCT Delhi – 16.32 million (2011 census)

•

Current Population – 32 million (2022)

•

Area – 1484 sq km

•

Density – 11,289 per sq km (2011), 29,259 per sq km (Current)

•

DDA – Development Authority of Delhi, Master Plan prepared in 2005 for 2021 year under DDA act of 1957

•

Migration is from nearby satellite towns/ villages for job opportunities.

•

Population of NCT Delhi – 16.32 million (2011 census)

•

Current Population – 32 million (2022)

Delhi is also known as National Capital Territory of Delhi and it is the second most populous in the country after MMR. As per census 2011, it constitutes the • Areaurban – 1484area sq km population of–16.7 million and growth recorded of NCT Delhi 50% • Density 11,289 per sq kmaverage (2011), decadal 29,259 per sq kmrate (Current) (1950-2001) and 21% (slowed down in 2001-2011). inner ring for rail2021 started • DDA – Development Authority of Delhi, Master PlanIn1975, prepared in 2005 yearfor under DDA actand of 1957 freight movement in 1982 EMU service introduced for intra-city passenger service • Migration is from nearby satellite towns/ villages for job opportunities. (during Asian Games) (Towards an Inclusive and Low-carbon TOD in Indian Cities,

2017). When the city’s population growth increased and area expanded beyond ring •

Population of NCT Delhi – 16.32 million (2011 census)

•

Current Population – 32 million (2022)

•

Area – 1484 sq km

•

Density – 11,289 per sq km (2011), 29,259 per sq km (Current)

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road, the ridership of these rail systems eventually fell down. Few of the reasons for its failure were: inadequate station infrastructure, poor integration with road-based transport modes, poor access to stations through dirty and narrow alley ways surrounded by low dense industrial areas with no reach to IPT or NMT services etc. At preset EMUs are mostly used as freight corridor with very few %age of people using during peak hours (Towards an Inclusive and Low-carbon TOD in Indian Cities, 2017)..

Delhi’s 93.2% population lives in urban area. Master plan development started in 1962 for the city by Delhi Development Authority (DDA) and MPD 2021 was formulated in 2001. Delhi Metro Rail Corporation (DMRC) is the main authority for Metro rail construction as the prime public transport system since 25th December, 2002 (NIUA, 2017). Total expansion area of metro network reaches to 348 km in total with total 8 lines with phase wise development. 2.46 million is the daily average ridership. Due to this 3.9 lakh private vehicles got off road in 2014 resulting in reduced pollution levels, enhance working hours, reduced fuel consumption etc.

MPD 2021 vision was to densify the station areas around metro corridor and hence TOD policy was framed by UTTIPEC (DDA) Delhi with special emphasis on street guidelines for pedestrians and mixed-use development (in 2008) (NIUA, 2017). Earlier in 2006, National Urban Transport Policy (NUTP) also emphasize on public transport use and its integration with land use in Indian cities.

Figure 59 National Capital Delhi – Metro Network and TOD timeline Source: https://www.thegpsc.org/sites/gpsc/files/additional_resources.pdf

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Strategies for TOD (Bank, Case Studies - Compilation Of Good and Innovative Practices, 2021): TOD policy was framed for influence zones of 500 m metro corridor on either side with 1 Hac. or more land under this scheme. The policy framework is briefly discussed below: •

FAR/Density: Higher density, mandatory FAR for EWS, land pooling as redevelopment strategy, large land parcels

•

Mixed use: Minimum 30% Residential, 10% commercial, 10% public-semi public

•

Road Network: Minimum 20% land reserved for road

•

Open Space: 20% public use, 10% private use in less than 1 hac land

•

Public facilities: School, Health (social infrastructure)

•

Green building: Minimum three star or gold rating as per IGBC

•

Traffic impact: Street design guidelines, public-transport use, universal access, reduce heat island effect, pedestrian safety and comfort.

•

Financial model: Sale of FSI and betterment charges, EDC, uniform rates for commercial and residential.

Figure 60 Delhi – TOD timeline strategy at built level Source: https://www.thegpsc.org/sites/gpsc/files/additional_resources.pdf

TOD strategies developed by UTTIPEC and WRI in 2014 and TOD policy was approved by MOUD in 2015. Developed for influence zones (500m) along MRTS corridor as designated in MPD 2021. The norms for design standards for TOD are mentioned below (Bank, Case Studies - Compilation Of Good and Innovative Practices, 2021): •

Area for TOD development – 1Ha or more with high density

•

FAR - 30% for residential (15% EWS) of max. 25sqm, 10% of 40 sqm and remaining 5% for other housing.

•

Residential Density – 250 DU/ Ha min. and 450 DU/ Ha max.

•

Population Density – 2000 person/ Ha

•

Roads (20%), Open spaces (20%), Commercial & institutional (20%), including socialinfrastructure as a part of built up, buildings should be green building certified, IPT & NMT parking on street, Park & ride facility.

TOD strategies developed by UTTIPEC and WRI in 2014 and TOD policy was approved by

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3.5: Towards sustainable Transit and Land use Integration Case studies of cities that have aggressively invested in mass transit systems highlight the unique contexts and challenges of integration (Bank, Case Studies - Compilation Of Good and Innovative Practices, 2021). Collectively, the insights gleaned from these case experiences point to policy recommendations and implementation measures that deserve careful consideration at different levels of strategic decisions and planning exercises.

Strategic vision and enabling institutional and regulatory framework: 1. Develop strategic plans 2. Create a supportive institutional and government environment 3. Remove restrictive regulations and set appropriate prices on land 4. Aim for short-term mobility objectives and long-term sustainable urban form goals, in parallel City-level planning approach: 1. Create articulated densities 2. Combine higher densities with diverse land uses and pedestrian friendly design 3. Create a supportive environment to leverage TOD 4. Exploit implementation tools 5. Rationalize mainline transit investments and feeder systems Promoting and implementing transit-oriented development: 1. Create TOD typologies 2. Create TOD prototypes 3. Combine TOD with transportation demand management (TDM) 4. Mainstream social development in TOD (make cities inclusive) Financing scheme: 1. Pursue sustainable finance through value capture

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3.6: Key barriers to TOD adoption in low and middle-income countries •

Absence of regional coordination at the metropolitan level

•

Sector silo behaviour and practices at the city level

•

Inadequate policies and regulations for strategically creating “articulated

densities” (strategically distributed densities) •

Restrictive national regulations and managerial constraints

•

Irregularities in the planning instruments and deficiencies in their

implementation •

Inadequate policies, regulations, and supporting mechanisms for redeveloping

built-up areas, particularly brownfields or distressed and blighted districts •

Neglected urban design at the neighbourhood and street level

•

Financial constraints

3.7: Key indicators of TOD: Adapted from global case studies 3.7.1: Ideal Indicators

Figure 61 Ideal indicators of TOD Source: https://www.frontiersin.org/articles/10.3389/fpubh.2022.820694/full

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3.7.2: Common Performance Indicators and their impact on selected parameters

Figure 62 Common Performance indicators of TOD Source: https://www.frontiersin.org/articles/10.3389/fpubh.2022.820694/full

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3.8: Review of Literature Referred 3.8.1: Published Sources: Research Papers/ Journals, Articles a) Transit Oriented Development (TOD): A Tool for Effective Urban Growth (Jariwala, 2018) Significance: This paper covers the concept, basic structure and role of TOD in Urban planning and design. It also aims to understand the key objectives and benefits of TOD model. It further discusses the key research areas done by various authors/ researchers with variety of thoughts and dimensions. It will be helpful in getting familiar with the previous researches and practicality of this concept and finally concludes by mentioning the characteristics that draws relation between urban planning and design through application of TOD approach. b) A decision framework for defining Transit-Oriented Development in an Indian city (Kumar, Parida, & Chalumur, 2020) Significance: This paper covers the planning criteria of TOD and frames indicators which will be helpful in assesment further. c) Analysing City Urban Transport System and Impact of TOD Proposal (Nema & Sharma, 2019) Significance: This paper revolves around the applicability of the Tod policy in Satana city of M.P. this would help in understanding how the TOD area is identified, notified and developed as per new policy. d) Transit Oriented Development In India: A Critical Review of Policy Measures (Jain & Singh, 2019) Significance: This paper highlights the importance of collecting primary source data and capture the perception of various stakeholders involved in the TOD planning process and shares various concerns of secondary source data collected. e) Development strategies for Transit Oriented Development (Tomar & Jadon, 2021) Significance: This paper is a good documantation of basics of TOD data discussed initially. Then it talks about the relevance of TOD in Indian context both in greenfield and brownfield developments.

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f) Influence Area of Transit-Oriented Development for Individual Delhi Metro Stations Considering Multimodal Accessibility (Ann, Jiang, & Yamamoto, 2019) Significance: This paper focuses on local context sensitive of selected metro stations of DMRC in the city of Delhi. The major objective is to understand last-mile connectivity and multi-modal integration as major principles. g) Identifying Urban Structure Based on Transit-Oriented Development (Zhang, Song, Nes, He, & Yin, 2019) Significance: This paper studies the relation of TOD and spatial planning through assessment of different scales from city core to urban fringes to justify the imbalance nature of core and highlighting potentials of development at edges with a case of Beijing.

3.8.2: Unpublished Sources: Thesis/ Dissertations a)

Impact Assessment of Gurugram-Qutab Minar Corridor, Masters Thesis, Dept. of

Regional Planning, SPA, Delhi, 2012 b)

Financing Urban Rail Projects through Land Value Capture – The Indian Case, PhD

Theis, Rohit Sharma, July 2018, Curtin University Sustainability Policy Institute c)

Role of Transit Oriented Transit Oriented Development in Urbanism, Architecture

Dissertation, Shubham Tiwari, Sunderdeep College of Architecture, Ghaziabad d)

Measuring transit-oriented development (TOD) at regional and local scales : A Planning

Support tool, Yamini Jain Singh; MFAM van Maarseveen ; MHP Zuidgeest; Johannes Flacke, November 2015, Universiteit Twente (Enschede). Faculty of Geo-Information Science and Earth Observation e)

Impact of TOD: Case Study Karkarduma, Master’s Thesis, Nikhil Kumar, 2016, Dept. of

Urban Planning, SPA Delhi f)

Implications of Delhi Meerut Expressway on Land Development in Ghaziabad, Master’s

Thesis, Utkarsh, 2018, Dept. of Urban Planning, SPA Delhi g)

Impact Assessment of TOD: Case Study Delhi, Master’s Thesis, Prateek Verma, 2014,

Dept. of Physical Planning, SPA Delhi h)

Land Value Capture in TOD: Delhi, Master’s Thesis, Priti Shukla, 2019, Dept. of Urban

Planning, SPA Delhi

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3.9: Research Gap The above literature studies referred through secondary sources have been analysed on the basis of the outcome and approach for studying the vast concept of Transit Oriented Development. Following are the research gaps found out in the research field: •

One common thing observed that almost all the studies explored yet revolves around the development in terms of designing the station area or neighborhood design recommendations.

•

Very limited studies from abroad through research papers touched upon the theme to assess or study the transit connecting the whole region.

•

Most of the studies focussed upon capturing the land values or developing TOD index/ model.

•

Almost all the studies focussed upon understanding the basics of TOD concept theoritically and suggest recommendations accordingly for the study area based on notified TOD policy of state level in terms of Mass transit facilities.

•

None of the studies (which were referred) focussed upon impact assessment of proposed transit facility to tackle the issue seeking the existing potentials of the influence area.

•

None of the studies (which were referred) tried to work upon in the area without having TOD draft or notified policy but has the potential to develop in future simultaneously as per the National guiding principles of TOD policy.

3.10: Approach for further study •

The approach for further study is that, the area which is suitable for assessment of land use and transport will be taken into account.

•

The area would be a part of CNCR region only as sub-regions of Haryana and Uttar Pradesh are in close relation to NCT Delhi. Thus applicability of norms, standards or other elements as mentioned in the policies of these states would be helpful in formulating guidelines and suggestions for the area selected.

•

The area of study would serve larger number of population demand and will provide benefit to larger context so as to increase the ridership of transit facilities (either existing or proposed).

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

•

The transit facilities of existing as well as proposed will be considered for study so as to keep in mind the connectivity at larger scale from station area (city as well as region).

•

The existing mass transit stations of the city will be studied to understand the riders behaviour to access the transit station. On the other hand, the proposed transit station selected (of regional level) will be assessed to determine the modal split options, demands of the users for smooth access/ commute and efficient land development once the facility will get operational.

•

The proposal as per the data analysis will sum up in three stages:

The impact assessment of these transit stations through parameters and indicators identified, the analysis part through mapping and finally the recommendations to solve the issues identified along with few suggestions for TOD policy for future applicability and considerations.

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67

Chapter-4

Introduction to Study Area, Primary Survey and Analysis

Chapter-4

Introduction to Study Area, Primary Survey and Analysis

Chapter-4

Introduction to Study Area, Primary Survey and Analysis Overview: This chapter introduces the area of study in the following hierarchal manner: (a)

Regional

context

of

study

area

–

National

Capital

Region

(NCR),

India

and Central National Capital Region (CNCR) (which is part of NCR (NCT Delhi and its satellite towns).

(b)

Ghaziabad city profile and area of study/ intervention within the city Note – (a) and (b) both covers the brief Introduction - Location/ Regional Setting, Development of Regional Plans/ Master Plan, History, Demography, Economy, Land use/ Land Cover and Transportation

Chapter-4

(c)

Primary survey methods, analysis and stakeholder consultations

Introduction to Study Area,

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Chapter 4 Introduction to Study Area, Primary Survey and Analysis

4.1: National Capital Region (NCR)

Figure 63 Regional Setting - Location of NCR, Delhi and its satellite towns Source: NCRPB, Notified & Draft NCR Regional Plans, 2021 & 2041

4.1.1: National Capital Region: Context ( NCR Regional Plan 2021) National Capital Region or NCR planning region is administered by NCR Planning Board NCRPB since 1985 and consists of the National Capital city of Delhi (NCT Delhi), various sub regions of states like UP, Rajasthan, Haryana comprising of several districts of these sun-regions making a uniformity its spatial structure. It was mainly made under NCRPB Act of 1985 to connect the capital with its neighbouring towns which started emerging and developing since 1980s. The overall idea was to control the land uses through harmonized policies and provide sufficient infrastructure over the time to cater the demands of growing population within the region

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especially in Delhi. The major prominent towns/ cities forming Central NCR (CNCR) area at present are: Gurugram, Faridabad, Noida, Greater Noida, Ghaziabad. Below is the discussion about NCR and its regional planning approach in brief:

9 Counter Magnet Areas (CMAs) - Spread over 6 adjacent states consisting of Hisar, Ambala, Kota, Jaipur, Patiala-Rajpura, Kanpur-Lucknow, Bareilly, Gwalior and Dehradun.

Need of preparing the Regional Plan: To control the increasing congestion, divert the pressure of population on civic amenities in Delhi & develop metropolitan area with focus on planned regional development. Hence, it was passed through the following stages: •

1956 - Interim General Plan

•

1961 - High Powered Board set up

•

1962 - First Master Plan for Delhi

•

1973 - High Powered Board reconstituted

•

1985 - Enactment of the National Capital Region Planning Board Act (NCR Planning Board was constituted)

•

1988 - First Regional Plan prepared for 2001 horizon year

•

1989 - It was notified

Figure 64 Population growth of Delhi Source: NCR Regional Plan 2021

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Impact: Reduction in % of growth rate of population in NCT Delhi (between 19902001) after NCR delineation. Hence, the migration started towards the satellite towns.

4.1.2: National Capital Region (NCR): Approach of Regional Plans

Figure 65 Timeline of NCR Regional Plans Source: NCRPB, Notified & Draft NCR Regional Plans, 2021 & 2041

Table 4 Approach for Regional Plans – Aim/ Vision Source: NCRPB, Notified & Draft NCR Regional Plans, 2021 & 2041

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4.1.3: Demographic and Economic profile

Table 5 Sub-region wise population Source: NCRPB, Notified & Draft NCR Regional Plans, 2021 & 2041

b)

a)

c)

Figure 66 Sub-region wise a) Population b) Area c) Share in economy Source: NCRPB, Notified & Draft NCR Regional Plans, 2021 & 2041

a)

b)

c)

a)

b)

c)

a)

b)

c) Figure 67 Economic profile of NCR

Source: NCRPB, Notified & Draft NCR Regional Plans, 2021 & 2041

•

Inferences: •

The U.P. sub-region contributes maximum population share followed by NCT Delhi and Haryana in the whole region (as shown in above table and chart ‘a’).

•

Maximum area is covered by Haryana sub-region followed by U.P. sub-region (as shown in chart ‘b’).

•

Maximum share economic share is of NCT Delhi (as shown in chart ‘c’)

•

NCR contributed 7.1% to India’s GDP in 2009-10, whereas its share in the population was 3.8% and even when its land area was only 1%.

•

During 2004-05 to 2009-10, the per capita income of NCR went up from Rs. 38,758 to Rs. 59,264 whereas the all-India figures were Rs. 24,143 and Rs. 33,901

•

Inferences: •

The U.P. sub-region contributes maximum population share followed by NCT Delhi and

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4.1.4: Land use/ Land cover profile

Figure 68 Change in land Use/ land cover profile of NCR Source: https://www.sciencedirect.com/science/article/pii/S2226585620300637

Table 6 Change in land area of NCR Source: https://www.sciencedirect.com/science/article/pii/S2226585620300637

Figure 69 Change in land area % of NCR

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4.1.5: Five Policy zones within NCR (Draft NCR Regional Plan 2041) The National Capital Region Planning Board (NCRPB) has recently approved the 'Draft RP 2041'. The five important policy zones are: a) NCT Delhi b) Central NCR i.e., CNCR which will be outside Delhi as much as five (05) Km past the external edge of the ring road conformed to Delhi for example by the Eastern Peripheral Expressway and the Western Peripheral Expressway; this CNCR region will be denoted as the Golden Ring of Opportunity in NCR c) Highway Corridor Zones and Transit Oriented Development (HCZ and TOD) d) Conservation Zone e) Rest of NCR

Figure 70 Policy Zones as per Draft RP 2041 of NCR Source: NCRPB, Draft NCR Regional Plan 2041

High FAR, TDR, mixed land use, non-restrictive height, slum free provisions, etc. like NCT Delhi with similar conditions attached are allowed.

TOD areas in addition to HCZs for intensive development including industrial, logistics and urban development with higher FAR, mixed land use both vertical and horizontal, value capture provisions, etc.

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4.1.6: Transportation system of NCR •

The transport system of NCR consists of a good road network and rail corridors catering to intra-city, inter-city commuters and long-distance traffic. The freight traffic is also substantial in the region which is mainly carried by road.

•

The mobility level is very low throughout NCR. The mobility index is greater than 1.9 for 100% of traffic zones, thereby showing immense need to improve connectivity throughout the region.

Table 7 Public transportation system in NCR Source: NCRPB, Draft NCR Regional Plan 2041

Table 8 Sub-region wise road network area in NCR Source: NCRPB, Draft NCR Regional Plan 2041

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Figure 71 Existing Road Network and Proposed Transit Links in NCR – Rail and Road Source: NCRPB, Draft NCR Regional Plan 2041

Inferences: Provisions for Transit Oriented Development (TOD) as per draft RP 2041 for whole NCR with special emphasis on CNCR area are as follows: •

NCR region consisting of vast metro network and plans to develop regional level (RRTS) corridors in phases for connectivity in future of major towns with the capital city.

•

Hence it is proposed that all such major public transit corridors and intersecting transit nodes would act as prime areas for urban mass densification.

•

High-capacity/ volume carrying transit corridors shall develop potential TOD influence zones and land in its immediate proximity be reserved for planned commercial, industrial, institutional and intensive cum economic development mixed-use activities.

4.1.7: Reason for studying Central National Capital Region (CNCR) within NCR

Inferences: Provisions for Transit Oriented Development (TOD) as per draft RP 2041 for whole NCR with special emphasis on CNCR area are as follows: •

NCR region consisting of vast metro network and plans to develop regional level (RRTS) corridors in phases for connectivity in future of major towns with the capital city.

•

Hence it is proposed that all such major public transit corridors and intersecting transit CNCRareas area concept plans - Delhi and its satellite towns nodes wouldFigure act as72prime for urban mass densification.

Source: http://www.tcpo.gov.in/sites/default/files/TCPO/REPORTS/ MUTP%20REPORTS/FinalDMAreport.pdf

•

High-capacity/ volume carrying transit corridors shall develop potential TOD influence zones and land in its immediate proximity be reserved for planned commercial, industrial, institutional and intensive cum economic development mixed-use activities.

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CNCR area is the prime source of connectivity within whole NCR. All the major roads, rail and other transit linkages are aligned or planned upto CNCR area. Thus, an emergence need was realized while preparing the regional plan for 20221 in 2001. It was earlier termed as Delhi Metropolitan Area (DMA) towns area. Later in final plan of 2021 it was termed as CNCR. Hence, the need to reach the study area keeping the regional context in mind was realized. This is most part as it is direct connection with the capital city of Delhi, the dependency and the centrality of it within whole region makes it even more justifiable for this whole study.

Within this part of region, the potential cities are developing at present and consist of numerous opportunities in terms of economic activities, jobs, education, leisure etc. To understand the process of selection of city for further study, a report by TCPO Delhi was referred which included the surveys done based on samples collected from each of DMA towns in 2005-06. Below are the outcomes from the report:

Figure 73 CNCR area - Delhi and its satellite towns (Survey, 2006) Source: http://www.tcpo.gov.in/sites/default/files/TCPO/REPORTS/MUTP%20REPORTS/FinalDMAreport.pdf

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Justification for selecting Ghaziabad city •

The study of TCPO shown above concluded that the satellite towns selected for study are developing in terms of infrastructure since they have direct connection the capital city of Delhi which act as a major strength.

•

Ghaziabad city as highlighted depicts that people with middle-income groups resides here and they prefer to use public transport as secondary mode after their own vehicles but the inadequacy of efficient service is the concern for intra/ intercity and also regional commute.

•

The satisfaction level for housing within Ghaziabad shows a good percentage and people prefer to stay because of low land/ property prices even if the transport infrastructure is lacking as compared to other towns.

•

If compared to other satellite towns, only Ghaziabad and Faridabad have reached their targeted population to be decongested from Delhi until 2001, while the rest of DMA (now CNCR) towns could not achieve their target.

•

Originally, Ghaziabad was a developing industrial city (now transforming into residential mostly). It has been selected to test the hypothesis because of the following reasons: proposed transit facilities (RRTS Phase I) and Metro extensions thereby shifting from private to public transport and enhance quality of life by fulfilling the demands of its residents as well as commuters.

4.1.8 Need for TOD in CNCR towns as per Draft Regional Plan 2041 •

Maximum possible options to be explored for promoting commercial or other Justification for selecting Ghaziabad city developments near all the stations.

•

The study of TCPO shown above concluded that the satellite towns selected for study

“TOD and Valuein Capture” proximity to direct transitconnection routes, interchanges are developing terms ofmechanisms infrastructurein since they have the capital

•

orcity station areas both and regional scales should be incorporated. of Delhi which actatasurban a major strength.

Ghaziabad city as highlighted that people with middle-income groups • • TOD policy provisions shoulddepicts be strengthened, by identifying major TOD resides areas in hereSub-Regional and they prefer to use public transport as secondary mode after their own vehicles each Plan. but the inadequacy of efficient service is the concern for intra/ intercity and also

To discourage the use of private vehicles along with managing parking in TOD, it

•

regional commute.

should be mandatory to reduce the supply of parking by inducing high charge •

The satisfaction level for housing within Ghaziabad shows a good percentage and

within the influence zone of TOD.

people prefer to stay because of low land/ property prices even if the transport infrastructure is lacking as compared to other towns.

•

If compared to other satellite towns, only Ghaziabad and Faridabad have reached their targeted population to be decongested from Delhi until 2001, while the rest of DMA (now CNCR) towns could not achieve their target.

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•

To promote organized development along the Potential Corridors such as RRTS, ORC, highways, etc.

•

The provision of increased FAR may also be considered at future metro stations to improve non- fare box revenue. These benefits should also be applicable to the plots at metro station or in the vicinity of metro station for commercial development.

4.2 Ghaziabad: City Profile 4.2.1 Context and Location (Ghaziabad Development Authority, 1973)

Figure 74 UP sub-region – Area distribution Source: https://rgplan.com/delhi/Sub-Regionalplan-2021-2031-Uttar-pradesh.pdf

Ghaziabad is a large suburban district in the state of Uttar Pradesh. It comes in (national capital region) and it is the section of Meerut division. According to the 2011 survey, Ghaziabad is the third district in Uttar Pradesh with the highest population. It is arranged in Ganga-Yamuna doab. Ghaziabad was the tehsil of region Meerut.

Ghaziabad was pronounced declared as a separate district on 14th November 1976.

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•

Ghaziabad is one of the major industrial and corporate hubs of Uttar Pradesh and is called Gateway of U.P (Acharya, 2019).

•

The Hindon river (a tributary of Yamuna) flows through the city and divides it into two parts named as CIS Hindon Area (CHA – 2/3rd area) in the East and Trans Hindon Area (THA- 2/3rd area) in the West.

•

It is situated at around 22 km. from NCT Delhi and is a significant modern and exchanging focus Delhi Metropolitan Area (DMA). The city is spread and created on both the sides of River Hindon, a significant tributary of River Yamuna (Acharya, 2019). The city is limited by the NCT Delhi in the west and NOIDA in south. This is a significant town of U.P because of quick development of modern, business exercises. Accordingly, throughout the long term it has encountered exceptionally quick turn of events and urbanization (Fatma, 2019). The three Policy zones as proposed by UP Sub-Regional Plan 2021 for development of Sub-Region are: i.

Central National Capital Region (CNCR) – District Ghaziabad including Loni and NOIDA (Part of Gautam Budh Nagar District).

ii.

Highway Corridor Zones as per NCR Regional Plan 2021 and UP Sub-Regional Plan 2021.

iii.

Rest of NCR. The emphasis for planning in towns of CNCR part should be given

to develop infrastructure (transportation and land use integration, promotion of potential economic activities, conservation and tourism) and quality of environment.

Figure 75 Location of Ghaziabad district and city – Conceptual plans Source: Ghaziabad Development Authority (GDA)

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Figure 76 Statistical data of Ghaziabad city Source: Ghaziabad Development Authority (GDA)

The situation with Ghaziabad was overhauled from Municipal Board to Municipal Corporation, known as Ghaziabad Nagar Nigam (GNN) on 31 August 1994 following 74th constitution Amendment Act 1992 with confirmed legislation by state government (Acharya, 2019). The Municipal organization has been decentralized in five zones and 80 administrative wards. Area of Ghaziabad Nagar Nigam (GNN) was bound to the centre region of the city for example just 63.94 sq km till 1991 with populace of 5, 11,759 however by 2001, region expanded to 171.43 sq km with statistics populace as 9, 68,52. The city was developing at an exceptionally high growth rate and the base population expanded from 0.5 to more than 1 million. During the most recent twenty years down the line, the focus of development has been on the outskirts of the MC limit (Fatma, 2019). The city is developing spatially. Private developers advanced by Public — Private Partnership strategy (PPP) are currently supporting the urban growth in the city. The quality and amount of housing stock and other facilities are improving showing the intervention of private sector in development. The estimated population of GNN and GDA in 2041 is 4.4 million and 6.1 million separately.

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4.2.2 Evolution of city: Historical background and Growth Pattern

Figure 77 Historical timeline of Ghaziabad city Source: Regional pattern of Socio-economic conditions in sub urban areas of Ghaziabad city, https://shodhganga.inflibnet.ac.in/handle/10603/341158

Figure 78 Growth pattern of Ghaziabad city since 1989 Source: Author

Figure 79 Timeline of city development since, Ghaziabad – Since 1982 to 2022 Source: Author

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4.2.3 Demographic and Socio-Economic profile of the city Ghaziabad had a total population of 16.48 million (2011 Census). Max. growth rate first was recorded between 1971-81 with rapid increase in population since then with decreasing rate after 1991. Estimation is 46 million by 2031.

Figure 80 Decadal population growth, Ghaziabad – Since 1901 to 2031 Source: Master Plan of Ghaziabad, 2021 and District Census of Ghaziabad, 2011 https://www.census2011.co.in/census/city/105-ghaziabad.html

b)

a)

c)

Figure 81 a) Sex ratio distribution b) Child sex ratio distribution c) Literates distribution

•

a)

Source: District Census of Ghaziabad, 2011 https://www.census2011.co.in/census/city/105-ghaziabad.html

b)

population growth during last four decades.

a)

•

c)

Ghaziabad is a fast-growing urban centre of U.P. and experienced unprecedented b)

c)

In 1911, it was a small town with 11,309 population.

b) growth rate was recorded c) as per Census 2011 with • a)During 1971-81, highest

109.66%. Till 2001, the population increased by 6.5 times.

•

Rapid increase of population was seen in Ghaziabad as compared to other cities in UP sub-region.

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

•

Reason for high population growth rate after independence is mainly due to induced development within city and agricultural activities in adjoining areas.

•

Govt. of UP established planned industrial estates and followed industrial-friendly policy due to discouragement to establish large scale industries in Delhi.

•

Multiplier effect of the policy – Rise in population growth in 1921-31 and 1941-51 due to grain markets, oil mills, breweries, administration offices, influx of refugees etc.

Figure 82 Housing and Economic profile of Ghaziabad Source: District Census of Ghaziabad, 2011 https://www.census2011.co.in/census/city/105-ghaziabad.html

The economy of the town has been dual in nature as industries cum administrations/ services beginning around 1971. Industries are a significant part of the economic base of the city (Acharya, 2019). Ghaziabad is one of the biggest modern urban areas, close to Kanpur, in Uttar Pradesh. It is additionally a significant place for exchange and business in western UP sub-region. Different items and hardware are provided to the provincial, public and global business sectors. The workforce support rate and rate laborers in secondary sectors are hardly declining however the size of work force in the city has kept up with its rising pattern. Various popular significant industries like Bharat Electronics Limited (a public area unit of Central Government), UPTRON (a public area unit of Uttar Pradesh Government), Dabur, Mohan Meakins, Sri Ram Piston, Bhushan Steel and Weston Television are situated in Ghaziabad. Sahibabad Industrial area, a business exercises is locate in the western part of the city. It is a significant city in NCR region, which is being created to decongest National Capital Delhi by further developing framework in NCR towns determined to move a portion of the workplaces and foundations of Government of India. With every one of the necessary offices and vicinity to Delhi, Ghaziabad has become one of the fast-developing city in NCR (Acharya, 2019). 72% of housing units are MIG with few LIG (20%) and 65% people’s occupation is in service sector followed by private business (24%).

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

4.2.4 Master plan development and land use pattern of the city Ghaziabad being an Industrial city is developing in terms of infrastructure/ services and majorly housing more recently. Less % of commercial and green spaces were planned. The increasing population trends depicts that the development needs to be integrated with transport facilities as new proposals are at pace (Fatma, 2019). Hence, a city’s guided land development especially near transit stations (existing or proposed) should be compact, mixed and integrated with public transit so, that the urban spatial structure doesn’t get hamper as much due to expansion in future.

Figure 83 Existing Landcover map of Ghaziabad city Source: Author

•

1961: First Master Plan for Ghaziabad was prepared with a horizon year of 1981.

In 1961, the area of the city was 573.72 hac.

•

1981: During 1981, 5853.50 hac. was proposed to be developed ideally, but only 4365.35 hac. (74.60%) was developed.

•

1986: Another Master Plan was notified with 5933.00 hac. proposed to be developed.

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

•

2001: Master Plan for 2001 proposed a total of 10039.23 hac. as developed land.

Only 8455.00 hac (84.21%) was developed area as recorded.

Figure 84 Proposed Land use/ Master plan of Ghaziabad city, 2021 Source: Ghaziabad Development Authority (GDA), Master Plan of Ghaziabad, 2021

a)

a)

a) b) Table 9 Existing landcover and proposed area distribution in hectares of Ghaziabad city Source: Author, GDA

Figure 85 a) Existing landcover anda)b) proposed land use % distribution of b) Ghaziabad city Source: Author, GDA

b)

b)

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

4.2.5 Land use pattern in old city area of Ghaziabad

KEY MAP

KEY MAP

KEY MAP

KEY MAP

Figure 86 Land use map of old city Ghaziabad Source: Research Paper - Exploring the Concept of CBDs in the Indian Context Abhishek Koduvayur Venkitaraman & V.Devadas

The CBD area as defined by old city of Ghaziabad situated along GT road and railway track on SW part, is surrounded by low-medium density residential areas (Venkitaraman & V.Devadas, 2014).

The land use distribution in CBD area has the spatial distribution of activities in compact urban form with the dominance of commercial (38%) and residential units (36%) (Venkitaraman & V.Devadas, 2014). “The community and institutional facilities depict less % share balancing by mixed land use (22%).”

4.2.6 Transportation system of the city Since transportation influences population distribution, shape of cities, access to markets and thus directly impacts the overall socio- economic development, Ghaziabad city is termed as Gateway of Uttar Pradesh has two major national highways passing by i.e., NH24 (new no. 9) connecting Nizamuddin in Delhi to Hapur in Uttar Pradesh and NH58 (new no. 34) connecting Ghaziabad to Meerut (Fatma, 2019). Also, a state highway SH57 which connects Ghaziabad to Baghpat. Ghaziabad

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

city is well connected to Capital city of Delhi via metro rail blue line and red line which marks at two ends at Vaishali and new bus stand in Ghaziabad itself.

Ghaziabad city has highest number of trip generation as compared to other neighboring towns of Noida and Meerut with passenger to goods ratio of 3:1 (Acharya, 2019). In terms of traffic characteristics, the traffic in the city can be divided to 79% of passenger vehicular traffic and 14.6% of goods vehicles with remaining of traffic by NMV’s.

Figure 87 Regional linkages of Ghaziabad city, Source: Author

Table 10 Mobility pattern in Ghaziabad Source: UPSRTC, UP Sub-Region Plan 2021, RTO, Master Plan 2021 GDA

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

Table 11 Public transportation scenario in Ghaziabad Source: UPSRTC, UP Sub-Region Plan 2021, RTO, Master Plan 2021 GDA

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

Figure 88 Types of vehicles and mode share distribution used for commute in Ghaziabad Source: UPSRTC, UP Sub-Region Plan 2021, RTO, Master Plan 2021 GDA

Figure 89 Personal vehicular modes vs public mode share distribution in Ghaziabad Source: UPSRTC, UP Sub-Region Plan 2021, RTO, Master Plan 2021 GDA

Figure 90 Regional commute per day via railways in Ghaziabad Source: UPSRTC, UP Sub-Region Plan 2021, RTO, Master Plan 2021 GDA

0

Table 12 Public transportation analysis, Ghaziabad Source: Author

Inferences: •

Passengers to Goods vehicles ratio is 3:1.0

•

Most preferred mode to commute is personal either 2 W or IPT modes/ services.

•

2 W constitutes max. share in vehicles owned %.

•

Preferred PT modes are either Metro or Rail.

0

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

4.3: SWOT analysis

Figure 91 SWOT analysis, Ghaziabad Source: Author

4.4: Area of study: Metro and RRTS station influence zones

0

Figure 92 Map showing area of study and intervention within Ghaziabad city Source: Author

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

TOD parameters for station selection

Table 13 Parameters and indicators identified for transit station selection and further study based on 5 Ds of TOD Source: Author

4.4.1: Existing Metro Station and Proposed RRTS Station: Selection of station Based on the parameters discussed above in table, one existing (Metro) and one proposed (RRTS) station is selected. Other factors considered were: Routes used by commuters at present, potentials of multi-modal interchange with RRTS through extension of metro in future, proximity between stations, footfall and % of Population (residing) benefitting directly.

Table 14 List of existing metro stations with daily ridership in Ghaziabad city Source: DMRC Annual reports and DPR reports

0 Figure 93 Proposals for extension of blue line metro within Ghaziabad Source: https://www.metrorailnews.in/up-govt-to-approve-dprs-of-two-proposed-metro-corridors-in-ghaziabad/

•

The extension of metro lines from Noida sector 62 and Vaishali (intersecting near RRTS station) will improve the connectivity between Indirapuram, Vaishali, Noida and Vasundhara.

•

Workers in Sahibabad industrial area will also get benefitted from this initiative.

•

Over 8-10 Lakh residents residing in areas mentioned above, will be able to commute more efficiently.

•

Dependency of people on over 1 Lakh private vehicles will be changed and shifted towards public transport modes to commute and use other services thereby such as IPT and NMTs.

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

What is RRTS? (RRTS Feasibility Report : Delhi – Ghaziabad - Meerut, 2016) •

RRTS is a Rail based Regional Rapid Transit System with a design speed of 180 kmph and average speed of 100 kmph.

•

Inter station distances: 5 -10 km.

•

It is Fastest, Comfortable, Reliable and Safest mode of public transport to opt for.

Relevance of RRTS a) For the sustainable development of urban transport to overcome the challenges of increasing congestion, pollution, road accidents etc., various mobility options have been proposed in “Functional Plan” on transport for NCR 2032 (prepared by NCRPB). b) It suggests integrated multi-modal transport plan for NCR which mainly consists of: •

Road System 4 expressways and 17 regional expressways

•

Regional Rapid Transit System (RRTS) – 8 RRTS corridor to connect Delhi with suburbs to be developed by NCRTC by 2032.

•

Rail Links – 9 new rail links

•

Mass Rapid Transit System (MRTS) – 14 metro lines in regional and sub-regional centres.

c) These sub-sector networks need to be integrated with each other in order to provide “seamless transfer amongst each other, extend the accessibility of every location within region and enable mobility of people of the region.”

Figure 94 Delhi-Ghaziabad-Meerut RRTS (Phase 1) relevance in Ghaziabad city Source: Delhi-Ghaziabad-Meerut RRTS feasibility report, 2016

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

Table 15 Difference between RRTS and Metro Source: NCRTC

Impact of RRTS Phase I on NCR

Table 16 Delhi-Ghaziabad-Meerut RRTS (Phase 1) length in Km Source: D-G-M RRTS feasibility report, 2016

Figure 95 Overall impact of RRTS on NCR Source: NCRTC

0

0

0

0

Table 17 Delhi-Ghaziabad-Meerut RRTS (Phase 1) – Station wise daily average ridership in peak hours Source: Delhi-Ghaziabad-Meerut RRTS feasibility report, 2016

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Figure 96 Impact of RRTS in Delhi

Table 18 Impacts of RRTS

Source: NCRTC

Source: NCRTC

Impact of RRTS Phase I on National Capital

0 0

0 Figure 97 Delhi-Ghaziabad-Meerut RRTS (Phase 1) – Surrounding land use pattern along proposed corridor Source: Delhi-Ghaziabad-Meerut RRTS feasibility report, 2016

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

Figure 98 Origin and destination trips within and outside Delhi Source: NCRTC

•

More than 1 million (about 1,107,043) vehicles cross Delhi borders on daily basis

•

About 1/4th of vehicular traffic is of transient nature, i.e., NCR to NCR crossing Delhi

•

RRTS would relieve the roads in the region particularly in the capital from such traffic which do not have origin or destination in the city but using it as thoroughfare.

•

Congestion on Delhi roads is growing at 7% annual rate.

•

About 537 cars and 1, 158 two-wheelers are added every day on roads.

•

RRTS would provide an efficient public transport for commuting between Delhi, Ghaziabad and Meerut and other towns enroute.

•

Private transport share post RRTS will reduce to 37%.

0

Figure 99 Existing and future estimated mode share in Delhi Source: NCRTC

Impact of RRTS Phase I on Ghaziabad As Delhi-Meerut RRTS corridor would pass through dense area of Ghaziabad and other towns, the dominant land uses proposed to be developed are residential, commercial and industrial to boost the economic potential. The areas within influence zone of RRTS stations will also experience high footfall daily, as a result the development pattern and travel experience with help of TOD elements would bring a positive change with improved access and vibrant surroundings.

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

Figure 100 Demographic profile along the RRTS corridor Source: Delhi-Ghaziabad-Meerut RRTS feasibility report, 2016

0

Figure 101 Distance and time to reach from stations of RRTS corridor Source: Delhi-Ghaziabad-Meerut RRTS feasibility report, 2016

•

The Ghaziabad development authority (GDA) has prepared a framework for seven influence zones and two special development areas (SDAs)

0

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

•

Influence zones - 1.5-km radius centred at each of the seven proposed RRTS stations in Ghaziabad — Sahibabad, Ghaziabad, Guldhar, Duhai, Muradnagar, Modinagar (South) and Modinagar (North). Mixed land use and commercial activities upon payment of impact fee will be allowed.

•

The influence zones and SDAs will be incorporated under the Master Plan 2031, which will come into effect next year.

•

RRTS will also reduce CO2 emissions with reduction of around 1.5 lakh private vehicles off the road.

a)

b) Figure 102 & 103 Influence zones of TOD of a) Metro and b) RRTS

a)

Source: Delhi-Ghaziabad-Meerut RRTS feasibility report, 2016

b)

Hence, station of Delhi-Meerut RRTS corridor and Vaishali metro station (termination point with for study because of three main a) proposals for extension) has been selected b) reasons: •

a) the priority corridor under Phase 1 and b) is under construction on ground.

This

Therefore, the impact at present on surrounding land use and accordingly user perception/ behavior commuting at regional at present was an interesting exercise to conduct.

•

The station of RRTS which is in close proximity of any other transit linkage/ station such as metro was a prime concern while conducting the impact assessment study to understand intercity commuter pattern other than regional commute. Any future 0 extension of metro extension and integration of nodal points0 were also taken into

consideration while selecting.

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

•

For TOD study, the influence zones, their catchment area and norms for such stations were also useful in formulating recommendations for development in that area along with other aspects.

Figure 104 Delhi-Ghaziabad-Meerut RRTS (Phase 1) – Full route analysis Source: Delhi-Ghaziabad-Meerut RRTS feasibility report, 2016

Apart from that, the metro stations that were taken into consideration for analysis and detailed study were Vaishali metro station on blue line with maximum daily ridership if comparedFigure with 3940 another station of Kaushambi.

Other were the catchment Delhi-Ghaziabad-Meerut RRTS (Phase 1) –factors Full route analysis Source: Delhi-Ghaziabad-Meerut RRTS feasibility report, 2016

areas. From Vaishali commuters travel an average distance of 3.5 to 4.5 km to reach their destinations/ home in other parts like Indirapuram, Mohan Nagar, Khoda apart from Vaishali and Vasundhara. The stations of red line metro were not taken as part of Figure 4142 Delhi-Ghaziabad-Meerut RRTS (Phase 1) – Full route analysis Source: Delhi-Ghaziabad-Meerut RRTS feasibility report, 2016

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

study because of different alignment of corridor, less ridership, physical constraints such as village abadi areas/ railway line, major portion of industrial use with less potential of any interventions there and unorganized pattern of land at different intervals of corridor.

4.4.2: Vaishali Metro Station •

The catchment area of metro station of Vaishali is 3-4 Km, serving the larger population with direct benefit to

•

The influence zone of 1.5 km (500m intense, 1 Km transition with max. 1.5 Km influence) has been studied to understand the direct impacted area’s accessibility, mobility and land use pattern.

Figure 105 Map showing before and after transit situation of Vaishali metro station area

Figure 106 Overview – Vaishali-Sahibabad study area with mode preference to reach metro station

Source: Author

Source: Author

Inferences: •

The residential built use started to build as low-rise independent housing units with 0 the transit station (2002). The pattern of development 0 low density before of other uses were away from it in multiple directions.

Inferences:

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

•

The residential use started developing into high rise high dense apartments after coming up of Vaishali metro station (2011-2012) and also core commercial areas such as shopping malls started changing the area’s image.

•

By today (2022), the area’s development and activity patterns are highly dependent on station area due to commuter’s mobility throughout the day on daily basis.

•

The accessibility via different modes to reach transit station area and within its influence zone is moderately good with high frequency of shared autos and private autos. The preference to use two wheelers is still quite high because of lack of NMT and pedestrian infrastructure.

•

The residential use started developing into high rise high dense apartments after coming up of Vaishali metro station (2011-2012) and also core commercial areas such as shopping malls started changing the area’s image.

•

By today (2022), the area’s development and activity patterns are highly dependent on station area due to commuter’s mobility throughout the day on daily basis.

•

The accessibility via different modes to reach transit station area and within its influence zone is moderately good with high frequency of shared autos and private autos. The preference to use two wheelers is still quite high because of lack of NMT and pedestrian infrastructure.

•

The residential use started developing into high rise high dense apartments after coming up of Vaishali metro station (2011-2012) and also core commercial areas such as shopping malls started changing the area’s image.

•

By today (2022), the area’s development and activity patterns are highly dependent on

area due toroad commuter’s throughout the day on daily and basis.

Figurestation 107 Maps showing hierarchy,mobility movement pattern, IPT modes location parking areas – Vaishali-Sahibabad study area • The accessibility via different modes to reach transit station area and within its Source: Author

influence zone is moderately good with high frequency of shared autos and private autos. The preference to use two wheelers is still quite high because of lack of NMT and Inferences: •

pedestrian infrastructure.

Complete hierarchy in the road/ street pattern was observed within Vaishali. ROW ranges between 9m to 30m. Few spots in the inner roads of area, lacks infrastructure

• •

facilities for pedestrians and NMTs. The residential use started developing into high rise high dense apartments after 0 High vehicular movement is along main roads andand sector roads. Pedestrian coming up of Vaishali metro station (2011-2012) alsoperipheral core commercial areas such movement atmalls side-walks along thesethe roads alsoimage. observed during morning and evening. as shopping started changing area’s

•

IPT services are available makes theand areaactivity congested on major spotsdependent are marked By today (2022), the area’sbut development patterns are highly on which stationhampers area duethe to movement. commuter’s mobility throughout the day on daily basis.

•

The accessibility via different modes to reach transit station area and within its influence zone is moderately good with high frequency of shared autos and private autos. The preference to use two wheelers is still quite high because of lack of NMT and

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

Figure 108 Maps showing proposed land use in master plan and existing built use pattern – Vaishali-Sahibabad study area Source: Author

Inferences: •

Land use within influence zone of metro station as per master plan 2021 is mainly residential on one side and industrial on other bifurcating with a green belt as buffer zone.

•

Built use is mainly dominated by residential plots mostly converted into mixed use vertically stretching on outer roads with large commercial areas in front. Industrial 0 activities remain the same with large vacant/ open greens.

Inferences: •

Land use within influence zone of metro station as per master plan 2021 is mainly residential on one side and industrial on other bifurcating with a green belt as buffer zone.

•

Built use is mainly dominated by residential plots mostly converted into mixed use vertically stretching on outer roads with large commercial areas in front. Industrial activities remain the same with large vacant/ open greens.

Inferences: •

Land use within influence zone of metro station as per master plan 2021 is mainly

Figure 109 Major activity concentration, sector wise built use distribution and mobility pattern residential on one side and– industrial on otherstudy bifurcating with a green belt as buffer Vaishali-Sahibabad area

zone.

•

Source: Author

Built use is mainly dominated by residential plots mostly converted into mixed use

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

Inferences: •

The bubble diagram above depicts the types of land use activities observed within the influence area existing Vaishali metro station.

•

The area is rich with % of large commercial activities, social amenities for leisure and daily needs for which do not residents commute longer with decrease in trip lengths and travel time for such activities. Mixed use activities are the key factors providing options for diverse population to stay here.

Inferences: •

Major landmarks are marked with division of sectors and colonies. Most and less concentrated areas with

Inferences: •

diverse activity range are spotted

The bubble diagram above depicts the types of land use activities observed the around the station mainly inwithin sectors 3 influence area existing Vaishali metro station.

•

and 4 through mapping.

The area is rich with % of large commercial •activities, social amenities for leisure and Therefore, people living in these daily needs for which do not residents commute sectors longer with decrease trip lengths are served byinamenities at and travel time for such activities. Mixed use activities the key factors providing walkingare distance. options for diverse population to stay here.

Figure 110 Social amenities in vicinity of metro station – Vaishali-Sahibabad study area

Inferences:

Source: Author

• identification Major landmarks are marked with Major observations during site survey: Issues division of sectors and colonies. Most

Inferences:

and less concentrated areas with

diverse activity range are spotted The bubble diagram above depicts the types of land use activities observed within the around the station mainly in sectors 3 influence area existing Vaishali metro station. and 4 through mapping.

• The area is rich with % of large commercial activities, social amenities for leisure and • Therefore, people living in these daily needs for which do not residents commute longer with decrease in trip lengths sectors areMalviya served Marg by amenities at • The Conditions (along main road) Mohan andEdge travel time for such activities.

Mixedi.e., useMadan activities are the key factors connecting providing walking distance.

0population Mohan to Delhi which istothe major optionsNagar for diverse stay here. spine is impacting the land use of the area •

at it consists of Vaishali metro (existing) and proposed RRTS near Vasundhara at 4.5 Km from metro.

Inferences: •

Inferences: •

Major landmarks are marked with division of sectors and colonies. Most and less concentrated areas with

diverse activity observed range are spotted The bubble diagram above depicts the types of land use activities within the influence area existing Vaishali metro station.

around the station mainly in sectors 3

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

•

The route to Vaishali metro via Madan Mohan Malviya Marg (main arterial road) is dominated by various commercial activities such as hotel, food outlet, multiplex, mall, nurseries and also manufacturing industries etc.

•

The inner roads of industrial area opposite to metro station within influence zone consists of parking facilities for bicycles and two wheelers in front. People residing in proximity to industries on rental basis majorly.

•

Majority of the trips generated are within the same land use zone such as from home to industries within 2-3 Km distance.

•

Vaishali metro station consists of the IPT facilities such as shared autos, private autos, cabs serving maximum catchment area of 3-4 Km. Closer proximity residential units are served mainly by E-rickshaws or residents commute by walk/ two wheelers.

•

The sectors of Vaishali (4 & 5) are highly dominated by mixed use activities since metro establishment (2011). The three sectors in influence of metro consists of 0

good number of social amenities making the area more vibrant & diverse

Figure 111 Area characteristics – Vaishali-Sahibabad

0

Source: Author

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

4.4.3: Sahibabad Station of proposed RRTS •

The catchment area of RRTS station of Sahibabad is much more, serving the

larger population of the city for smooth commute at regional level in future.

•

The influence zone of 1.5 km (500m intense, 1 Km transition with max. 1.5 Km

influence) has been studied to understand the direct impacted area’s accessibility, mobility and land use pattern.

Figure 112 Overview – Vasundhara-Sahibabad study area with mode preference to reach metro station Source: Author

Inferences: •

The accessibility via different modes to reach transit station area and within its influence zone is moderately good with high frequency of shared autos and private

Inferences: •

The accessibility via different modes to reach transit station area and within its influence zone is moderately good with high frequency of shared autos and private

Inferences: •

0

0

The accessibility via different modes to reach transit station area and within its influence zone is moderately good with high frequency of shared autos and private

Figure 113 Maps showing road hierarchy, movement pattern, IPT modes location and congestion areas Inferences: – Vasundhara-Sahibabad study area

•

Source: The accessibility via different modes toAuthor reach transit station area and within its

influence zone is moderately good with high frequency of shared autos and private

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

Inferences: •

Hierarchy in the road pattern observed within Vasundhara as compared to Sahibabad industrial area. ROW ranges between 9m to 30m.

•

Major vehicular movement on sector peripheral roads during peak hours creating congestion spots as shown. No pedestrian safety measures were there.

Inferences: •

Hierarchy in the road pattern observed within Vasundhara as compared to Sahibabad industrial area. ROW ranges between 9m to 30m.

•

Major vehicular movement on sector peripheral roads during peak hours creating congestion spots as shown. No pedestrian safety measures were there.

Inferences: •

Hierarchy in the road pattern observed within Vasundhara as compared to Sahibabad industrial area. ROW ranges between 9m to 30m.

•

Major vehicular movement on sector peripheral roads during peak hours creating congestion spots as shown. No pedestrian safety measures were there.

Figure 114 Maps showing proposed land use in master plan and existing built use pattern – Vasundhara-Sahibabad study area Source: Author

Inferences: Inferences:

•

Hierarchy in the road pattern observed within Vasundhara as compared to Sahibabad

•

Land use area. within influence zone of9m RRTS station as per master plan 2021 is industrial ROW ranges between to 30m.

•

mainlyvehicular residential on one industrial otherpeak with proposed Major movement on side sectorand peripheral roadsonduring hours creating congestion commercial spots andas PSP shown. landNo uses pedestrian zones. safety measures were there.

0

•

Built use is mainly dominated by residential plots converted into mixed use vertically stretching on outer roads. Industrial activities remain the same.

•

The major difference the character observed as compared to Vaishali was that, this area is more densely packed in terms of the urban grain with smaller plots dominating within built fabric.

Inferences: •

Land use within influence zone of RRTS station as per master plan 2021 is

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

Figure 115 Major activity concentration, sector wise built use distribution and mobility pattern – Vasundhara-Sahibabad study area Source: Author

Inferences: •

The bubble diagram above depicts the types of land use activities observed within the influence area of proposed RRTS station and sector wise built use analysis.

•

The area lacks in % of large commercial activities, social amenities, community facilities, employment opportunities for which residents commute longer with increase in trip lengths and travel time.

0

0

Inferences: •

The bubble diagram above depicts the types of land use activities observed within the influence area of proposed RRTS station and sector wise built use analysis.

•

The area lacks in % of large commercial activities, social amenities, community 0 facilities, employment opportunities for which residents commute longer with increase in trip lengths and travel time.

Figure 116 Social amenities in vicinity of proposed RRTS station and building heights map – Vasundhara-Sahibabad study area

Inferences: •

Source: Author

The bubble diagram above depicts the types of land use activities observed within the influence area of proposed RRTS station and sector wise built use analysis.

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Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

Inferences: 2

Major landmarks are marked with division of sectors and colonies. Most and less concentrated areas with diverse activity range are spotted through mapping.

3

Building heights of residential units ranges between G+2, 3 and 5 majorly with few group housings (> G+15).

Major observations during site survey: Issues identification Inferences: 4

Major landmarks are marked with division of sectors and colonies. Most and less concentrated areas with diverse activity range are spotted through mapping.

• 5 Madan Mohan Malviya Marg connecting Mohan Nagar the major Building heights of residential units ranges between G+2,to3 Delhi and 5ismajorly with spine few between Sahibabad and Vasundhara. Commuters mostly use this route to reach group housings (> G+15).

Vaishali Metro.

People residing with sectors, either reach main road via e-rickshaw and further take

•

shared auto to reach metro/ wait for shared autos inside/ take private auto/ appInferences: based service or prefer to use their own vehicle.

•

6

Major landmarks are marked with division of sectors and colonies. Most and less concentrated areas with diverse activity range are spotted through mapping.

7

Building heights of residential units ranges between G+2, 3 and 5 majorly with few group housings (> G+15).

Proposed RRTS station at Sahibabad-Vasundhara (sector 2) junction is under

•

construction at present. IPT modes are already available near this station’s Inferences: proximity mainly under the elevated flyover connecting Mohan Nagar.

8

Major landmarks are marked with division of sectors and colonies. Most and less

The junction becomes busy in peak hours. Metro extension is also proposed here.

•

concentrated areas with diverse activity range are spotted through mapping.

9

Building heights of residential units ranges between G+2, 3 and 5 majorly with few 0 group housings (> G+15).

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•

The Sahibabad industrial area adjoining the residential Vasundhara zone experience less vehicular movement on inner roads.

•

Maximum Worker population resides within village abadi areas/ colonies adjacent to existing railway line. Therefore, workers mostly commute either by private vehicles (2W) or bicycles with parking facility outside industrial units.

Figure 117 Area characteristics – Vasundhara-Sahibabad Source: Author

•

Mixed use activities were observed along outer peripheral roads of sectors mainly (Max. % in sectors 2, 3, 5, 10). Congested roads due to high vehicular movement during peak hours due to increase in distance to transit system.

•

Vacant lands are either encroached by squatter settlements or few commercial activities starts to take place.

4.5: Primary survey and analysis The primary survey was conducted as listed into three broad categories below: Household survey: Type 1- To understand the trip pattern of residents within the influence zone area, physical conditions, issues at local level to access the metro station.

Type 2 - To understand the trip pattern of residents outside influence zone such as inter-city/ regional commute at present and user perception for future to reach proposed transit station to combat accessibility issues in advance.

0

Metro user survey: To understand the user perception of existing metro in terms of accessibility, purpose and mode preference to reach or alight.

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4.5.1: Survey types and methods for study Data collection from secondary sources •

Feasibility reports/ DPR/ annual reports of DMRC and RRTS (existing and proposed transit systems in city) were referred to get the passenger ridership demand and capacity)

•

Sector maps of study area were used as base.

•

Other necessary information from authorities/ offices was used for area delineation and understanding the character.

Observational surveys •

To understand the user/ commuter perception both regional and intercity distances.

•

To study the existing built use pattern and analyse the change before and after the transit system situation.

•

To study the land use pattern, density, heights, zoning, activity distribution, accessibility to transit based on certain parameters to understand the efficiency of integration level between land/ built use and transport.

Assessment and Analysis •

To assess the qualitative data through mapping so as to highlight the issues and quantitative data through graphical representation to derive the inferences.

•

Collectively, both were used to find solutions/ recommendations.

4.5.2: Primary survey a) Household Survey: Trips generated to access metro station

a)

b)

c)

Figure 118 Above charts showing a) Gender distribution b) Profession c) Age-groups of people surveyed at household level Source: Author

a)

b)

c)

a)

b)

c)

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a)

b)

a)

b)

a) c)

b) d)

a) c)

b) d)

c)

d)

e) c)

d)

e)

f)

f)

Figure 119 Above charts showing the analysis of questions that were asked during primary survey at household level Source: Author

e) Questions asked (as mentioned in Annexure A):

f)

a) Graph showing preference of Public Transport Usage

e)

b) Quality of commute/ experience to transit station

f)

c) Frequency of commute through Metro d) Frequency of available IPT modes e) Need of any other service to access transit station f)

Rate the available facilities in your area on a scale of 0-10

Inferences: • 75% ofasked residents of Vaishali living near to transit station use it daily (65% satisfied Questions (as mentioned in Annexure A): with quality of commute) while a little less 60% of commuters are from Vasundhara g) Graph showing preference of Public Transport Usage

use it daily (only 15% are satisfied with quality of commute) but have no other option.

h) Quality of commute/ experience to transit station i) •

Frequency of commute via through Metro Trips for commuting metro generated mostly on daily basis. Frequency of modes is

j)

Frequency much more of in available Vaishali IPT(80% modes wait for only 5 minutes) and while in Vasundhara (54%

wait for more than 10 minutes). k) Need of any other service to access transit station l)

Rate the available facilities in your area on a scale of 0-10

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•

95% of Vaishali residents need NMT facilities, while 85% need Feeder bus facilities in Vasundhara.

•

Road infrastructure is poor in Vasundhara as compared to Vaishali as rated by residents.

•

95% of Vaishali residents need NMT facilities, while 85% need Feeder bus facilities in Vasundhara.

b)• Household Survey: Trips to commute atto regional level Road infrastructure is poorgenerated in Vasundhara as compared Vaishali as rated by residents.

•

95% of Vaishali residents need NMT facilities, while 85% need Feeder bus facilities in Vasundhara.

•

Road infrastructure is poor in Vasundhara as compared to Vaishali as rated by residents.

•

95% of Vaishali residents need NMT facilities, while 85% need Feeder bus facilities in Vasundhara.

•

Road infrastructure is poor in Vasundhara as compared to Vaishali as rated by residents.

0

Figure 120 Above charts showing the analysis of questions that were asked during primary survey at household level Source: Author

0

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Questions asked (as mentioned in Annexure A): a) Commuting in NCR (far away): Yes/ No b) Frequency of commuting in NCR (far away) c) Mode preference to commute in NCR (far away) at present d) Purpose of commute in NCR (far away) e) Reason for not staying there

Questions asked (as mentioned in Annexure A): f) Commuting in NCR (far away): Yes/ No g) Frequency of commuting in NCR (far away) h) Mode preference to commute in NCR (far away) at Inferences: present PurposeofofVasundhara commute in(near NCR (far away) regional transit station) commute more • i)Residents to proposed j)often Reason fortowns not staying in NCR (70%)there on weekly and daily basis in comparison to Vaishali.

•

•

Maximum % of mode preference (50-60%) to commute is via own vehicle or Questions asked (as (20-25%). mentioned in Annexure A): alternatively by rail k) Commuting in NCR (far away): Yes/ No The purpose of travel (35-40%) is for business followed by job or visiting relative l) Frequency of commuting in NCR (far away) or own house (who is non- resident but living here on rent or owned m) Mode preference to commute in NCR (far away) at accommodation). present

• n)Reason forofnot stayinginnear Purpose commute NCR destination (far away) as answered by few people is due to expensive living (50-55%). o) Reason for not staying there 0 Questions asked (as mentioned in Annexure A):

d) Metro Survey: generated to No commute at inter-city level p) User Commuting in Trips NCR (far away): Yes/ Inferences: •

q) Frequency of commuting in NCR (far away) Residents of Vasundhara (near to proposed regional transit station) commute more r) Mode preference to commute in NCR (far away) at often in NCR towns (70%) on weekly and daily basis in comparison to Vaishali. present

• s)Maximum Purpose % of commute of mode in preference NCR (far away) (50-60%) to commute is via own vehicle or (20-25%). t)alternatively Reason for by notrail staying there •

The purpose of travel (35-40%) is for business followed by job or visiting relative or own house (who is non- resident but living here on rent or owned accommodation).

•

Reason for not staying near destination as answered by few people is due to expensive living (50-55%).

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Figure 121 Above charts showing the analysis of questions that were asked during primary survey at Vaishali metro station Source: Author

Questions asked (as mentioned in Annexure A): a) Origin and Destination (as per User Type) b) Reason for using metro as Public Transport to commute (Dependency) c)

Purpose of Trip (as per User Type)

d) Mode Preference in Proximity to Station (Access/ Egress) e) Origin and Destination (Commuting Distance)

Inferences: Questions asked (as mentioned in Annexure A): • 67% of commuters surveyed were residents while 33% were non-residents. f) Origin and Destination (as per User Type) • Maximum people choose metro to travel as it provides comfortable journey, save travel g) Reason as(20-30%).

Public Transport to commute (Dependency) time andfor is using safe/ metro reliable. h) Purpose ofresidents Trip (as per Userprefer Type) to use it to reach their workplaces or education • Maximum (57%) institutes (28%) while non-residents use(Access/ it most commonly i) Mode Preference in Proximity to Station Egress) for occasional visits or for 0 leisure (30-35%). j) Origin and Destination (Commuting Distance) • Most preferred mode to access or egress is by shared autos (30%), private autos (26%) or private vehicle (18%) • On an average 30% of commuters were commuting 500m-3 Km distance.

Questions asked (as mentioned in Annexure A): k) Origin and Destination (as per User Type) l) Reason for using metro as Public Transport to commute (Dependency)

Inferences:

m) • n) • o)

Purpose of Trip (as per User Type) 67% of commuters surveyed were residents while 33% were non-residents.

Mode Preference in Proximity to Station (Access/ Egress) Maximum people choose metro to travel as it provides comfortable journey, save travel Origin and Destination (Commuting Distance) time and is safe/ reliable. (20-30%).

•

Maximum residents (57%) prefer to use it to reach their workplaces or education

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4.5.3: Analysis - Impact Assessment

Table 19 Impact assessment based on parameters and sub-parameters for land use and transport integration at both station areas Source: Author

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4.5.4: Stakeholder’s Consultation

Table 20 List of stakeholders/ officials – Information collection and perception towards proposals and interventions Source: Author

4.5.5: Major Outcomes •

The survey analysis concluded that the major issues were observed around the station area of RRTS i.e., in Vasundhara-Sahibabad influence zone because of more duration to reach metro station from these sectors. Even if there is good availability of IPT services here, the frequency drops down due to inadequate smooth access and encroachment due to parking along main roads.

•

Less options of other modes are there resulting in dependency on either private vehicle such as 2 wheelers, autos or0 cabs. Feedback from residents proves that there is a constant demand to strengthen the existing network for the IPTs thus resolving the first-mile issue. It will also benefit the area once the RRTS station or extension of metro takes place which will demand more smooth access within this zone.

•

The area has the potential to integrate these IPT routes to be planned in a way so that the mixed-use built character efficiency could be enhanced and promotes walkability and vibrancy in the area. The large vacant sectors adjacent to Sahibabad

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station, if planned in a way to have mixed-use zoning with commercial and leisure amenities thus supporting the TOD principles would also generate economic and employment opportunities which could also increase the ridership of transit services (more use of public transport) to commute inter-city or regionally.

4.5.6: SWOT Analysis: Sahibabad-Vasundhara Influence Zone study area

0

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• •

117

Chapter-5

•

Area Delineation, Concept and Proposal • • • Area Delineation, Concept and Proposal • •

Chapter-5

• Area Delineation, Concept and Proposal • •

Area Delineation, Concept and Proposal • • • •

Chapter-5

• • • • • •

Chapter-5

• •

Overview:

This chapter aims to deliver the understandings from the previous chapters to have a strong base for the concept and proposal for the pilot project: • • • •

Area Delineation, Conceptual Development Proposals Conclusion

TOD – An Integrated Approach for Spatial Development

Assessing the impact on land use and transport integration of transit linkages within CNCR region | Ghaziabad

Chapter 5 Area Delineation, Concept and Proposal 5.1: Influence Zone Delineation – Sahibabad Station of DelhiGhaziabad-Meerut Corridor The Detailed Project Report for the Delhi-Ghaziabad-Meerut RRTS corridor identified TOD zones of 3000 m radius around each of the stations, consisting of a 'intense zone' up to the first 300m (5-minute walk), a 'standard zone' up to 800m (10-minute walk), a 'transition zone' up to 2000m (bicycle radius), and finally a buffer zone of 1000 m that shall include green This proposed radius of 3000m for the TOD influence zone around each station was later revised to 1500m by the NCRTC, Ghaziabad Development Authority, and Meerut Development Authority jointly. This revision conformed to the rules of the 'Planning standards, zoning regulations, and Building Byelaws for mixed use and TOD-2015' of Government of Uttar Pradesh. Hence, to bring as many people as possible closer to mass transit, influence zones of 1500m radius are suggested around each RRTS station that will feature high-density mixed-use development.

It is planned to establish the idea of Transit Oriented Development around RRTS stations in order to promote higher densities along the RRTS transit lines. Apart from high density, the principles of walkability, non-motorized transport (NMT), public transportation connectivity, and multi-modal integration are essential components of TOD. A distance of 500-1000m is deemed walkable in 7-10 minutes, whereas a distance of 1500 m is regarded handy for walking, biking, or using local feeder services. TOD Zones should be defined up to a radius of 1,500m from the stations. In line with the UPTOD Policy, the station influence regions of all RRTS stations should be designated as TOD Zones.

Multiple variables control the demarcation of the impact zone, including natural or geological features (if any), existing transportation routes such as major roads, highways, and railway lines that operate as physical obstacles to contiguousness.

Existing towns, plot borders, and other developed regions all contribute to the definition of these limits. When defining an influence zone, the entire block or neighbourhood should be considered.

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The influence zone around the Sahibabad RRTS station is shown in the figure below.

The circle represents the impact zone of 1500m radius, as defined by current state policies. Based on the characteristics stated above, a more specific border of the effect zone is delineated. The land north of the current railway line is excluded due to the physical hindrance to walkability and NMT access. However, the competent authority might plan for continuous access to such places while formulating specific plans for particular transportation nodes.

Figure 122 Influence Zone Plan (IZP) – Sahibabad RRTS station Source: Author

5.1.1: Vision, Concept Development and Strategies

Figure 123 Vision for IZP Source: Author

VISION: To enhance the efficiency and improve integration of land/ built uses with transit systems by developing a strategic plan for demarcated 0 influence zone through TOD concept

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Integration Mechanism

Figure 124 Integration Mechanism for LUTI Source: Author

Figure 125 Typical cross section of street as per TOD Source: Author

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The concept of integrating the land use with transport can be fully understood by understanding the spatial structure of the area which enables the need to travel and accordingly the supply of sufficient infrastructure influencing it. Land use allocation is majorly impacted by location and characteristics at different scales based on which activities and investment decisions are finalized. The interaction among these activities is characterized by the transport decisions such as modes/ routes options based on destination and user choice.

Hence, to tackle the current issues in this process a holistic approach with key strategies could be suggested with generating different scenarios, which could be applied or adopted for analysing the possible affects a particular area can experience as an outcome of development or interventions. For selected study area four main strategies are mentioned below:

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Figure 126 Considerations for station area/ IZP development Source: Author

5.1.2: IZP – Land Use Planning Approach (Destination Accessibility within IZ) As mass transit routes within a city or region may pass through already developed regions, it is necessary to determine the extent of areas eligible for future densification and development in accordance with TOD principles. The Sahibabad IZ evaluation was completed following a thorough field survey and analysis of plot-specific factors such as: The Sahibabad influence zone assessment was completed following a comprehensive field survey and analysis of plot-specific features such as: •

Developable and non-developable land

•

Existing land uses

•

Vacant areas of potential development

•

Access road width and FAR utilized on plots 0

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Figure 127 Stakeholders for RRTS project at Sahibabad Source: Author

Step 1: Using the satellite images and field survey by observing existing situation at present on site, categories of existing land parcels in the impact zone into two types were mapped: vacant & developed.

Figure 128 Built/ un-built relation and vacant areas available Source: Author

The developed and developable land parcels within influence zone depicts that maximum area available for any potential or new development is within sector 7 & 8 with other land parcels to be developed in other sectors mainly in 3, 4, 6 and 9.

0

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Step 2: Overlaying the land use proposed in the Master plan on the defined Influence zone was a crucial step to be done, to get an overview of the proposed land use for the zone's vacant land parcels.

Figure 129 Point of Interest and potential vacant area within sectors Source: Author

Map depicting the potential areas of development which are vacant (either encroached or less developed). Land use categorization is done based on existing conditions and suitability.

0

Step 3: Identification of the restricted and non-developable uses on unoccupied land, such as green belt, intended transportation hubs, and plotted Development Authority designs, were needed to be eliminated from further discussions.

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Figure 130 Existing activities on land and potential vacant areas for supportive development Source: Author

Step 4: Following steps 1–3, the remaining land is the real unoccupied property suitable for development.

0

Table 21 Existing and proposed land use area (in ha) within Influence Zone Area Source: Author

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Figure 131 Existing and proposed land use %age distribution within Influence Zone Area Source: Author

0

Figure 132 Proposed land use zones for Influence Zone Area Source: Author

The proposed land use zoning has been done considering the existing character of vacant land parcels and its surroundings. Sector 7 & 8 are proposed for high dense, compact and mixed-use zoning/ activities. Majority of new development would take place along major roads.

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5.1.3: IZP – FAR Utilization and Density Calculation The RRTS Station Influence Zone (IZ) has been described as a 1.5 km radius from the station's centre. This influence zone is then simplified by limiting it to certain circumscribed regions or physical boundaries, such as a railway line, canal or huge drain, significant/ major roadways, and so on. In instances where the IZ has bifurcated blocks, such complete blocks have been included or removed to bring some type of logic into outlining the influence zone. Following that, an analysis was performed based on some of the minimal plot size requirements (0.5 hectare or 5000 sqm). The plot parameters for each of the three parcels (Residential, Vacant Residential, and Slums) were extracted and analysed independently from the whole delineated area. At first, all plots

in

the

Residential,

Commercial,

Mixed-use,

Commercial,

Industrial,

were categorized.

In circumstances when redevelopment enables a threshold parcel, the Industrial, Vacant, and Slums were separated from the remainder of the Mixed-use TOD policy.

Other properties were removed because they are unlikely to have a minimum road width of 18m in order to qualify for the higher FAR. Even after the establishment of the TOD policy, all plots that have a road width of less than 18m are not eligible for the higher FAR allowed by the IZ. Second, a filter was applied to the size of plots - all plots were treated equally - and thus, the total available land that is likely to be redeveloped less than 5000 sqm was separated from those greater than 5000 sqm after applying all of the filters of plot size, access road width, and (the Mixed-use). According to TOD policy, in situations of redevelopment, the FAR utilized (intensity of development) has been specified.

Present Population of IZP – 70,061 persons --------------------------------------(i) Total area of IZP – 685 Hectares Total residential area of IZP – 482 Hectares (40%) Present Population Density – 145 PPH

Population residing in high rise high dense/ Group Housing – 17,485 persons Average Household size – 4 (17485/4 = 43,71 flats)

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Population residing in low to medium rise with low to medium density/ Plotted Housing – 52,576 persons Average household size on plotted – 7 (52,576/7 = 7510 plots)

Figure 133 Existing population density (in PPH) within Influence Zone Area Source: Author

Map depicting the low, medium and high dense areas within influence zone. Sectors at a distance of 1.5 km away are more dominated by housing societies having medium density.

0

There is potential to develop new areas with high density and utilize the benefit of high FAR with low to medium dense areas along main roads to use max. FAR.

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Table 22 Considerations from the Uttar Pradesh TOD policy

Source: Planning norms, zoning regulations and Building Byelaws for mixed use and TOD–2015

Table 23 Assumptions for Residential Land Use Source: Planning norms, zoning regulations and Building Byelaws for mixed use and TOD–2015

Table 24 Assumptions for other Land Uses (Commercial, Industrial, Institutional etc.)

Source: Planning norms, zoning regulations and Building Byelaws for mixed use and TOD–2015

Estimated population and density of IZP after development process (Horizon Year, 2032) ASSUMPTION 1: High density range in New Group housings (250-400 PPH as per TOD policy) with maximum FAR utilization: •

Land demarcated for new housing (Type - Group housing) as shown = 25 Ha. (12 Ha. in Sectors 7 & 8 + 13 Ha. in other sectors). Hence, 25 Ha. * 325 (avg. range) = 8,125 persons ----------------------------------------------------------------- (ii)

ASSUMPTION 2: Adding another floor or utilizing FAR maximum as per TOD policy on plotted housing (from G+2/ 12 m in height at present to G+3/ 15 m) = Increase in population up to 25-30% on an average:

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•

25 % of 52, 576 = 14,460 --------------------------------------------------- (iii)

Outcome: Total increase in population growth up to 32% with increase in density from 145 PPH to 192 PPH •

Adding (i) + (ii) + (iii) = 70,061 + 8,125 + 22,585 = 92, 646 (future estimated population) with density increase up to 192 PPH.

Proposed land use zoning for sector 7 & 8

Figure 134 Proposed land use zoning in sector 7 & 8 Source: Author

Map depicting the proposed mixed land use zoning in the two vacant sectors. Mixing is done to enhance the land use efficiency in the zone and promote vibrancy through social amenities, active streets, smooth connectivity thus supporting the principles of TOD for upcoming metro and RRTS stations adjacent to these sectors.

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Impact of Land Use on Existing/ Proposed Public Transit Facilities

Table 25 Proposed social amenities/ activities – Supporting and enhancing the efficiency of land uses within Influence Zone Area Source: Author

0

Figure 135 Impact of land use on existing/ proposed public transit facilities Source: Author

0

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5.1.4: Scenarios for potential land use and FAR proposals Scenario 1: Residential Plots > (Greater than) or = 0.5 Ha. Area│18 m Wide Access Road Conditions •

On less than 18 m with less than 2 FAR – Max. 3

•

On more than or equal to 18 m with less than 2 FAR – Max. 4

Figure 136 FAR utilization on residential plots greater than 0.5 ha area Source: Author

Inference •

Maximum number of plots are satisfying the condition of having access road >=18 m with rare plots having <18 m roads.

•

Thus, FAR can be increased to 4 on larger plots.

0

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Scenario 2: Residential Plots < (Less than) 0.5 Ha. Area│12 m Wide Access Road Conditions •

On less than 12 m with less than 1.5 FAR – Max. 2

•

On more than or equal to12 m (up to 18 m) with less than 1.5 FAR – Max. 3

Figure 137 FAR utilization on residential plots less than 0.5 ha area Source: Author

Inference •

Maximum number of plots are satisfying both the conditions of having access road >=12 m and <12 m roads.

•

Thus, FAR 3 can be achieved on main roads and 2 on inner roads.

0

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Scenario 3: Commercial and other Plots > (Greater than) or = 0.5 Ha. Area│18 m Wide Access Road Conditions •

On less than 18 m with less than 2 FAR – Max. 3

•

On more than 18 m with less than 2 FAR – Max. 4

Figure 138 FAR utilization on commercial and other plots greater than 0.5 ha area Source: Author

Inference •

Maximum number of commercial/ PSP plots are satisfying the condition of having access road >18 m with rare plots having <18 m roads.

•

Thus, FAR can be increased in the range of 3-4 on such plots.

0

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5.1.5: Proposals for strengthening existing transportation system in influence zone (Distance to transit)

Figure 139 Proposed Road hierarchy map and completing the grid Source: Author

•

Existing ROW, street hierarchy and grid pattern are retained for completing the street structure.

•

Focus on movement pattern at present as well as in future has been taken care while planning so that multiple modes can use the lanes dedicated respectively.

•

The existing available and most preferred modes are IPT as sharing autos/ private autos/ personal modes. The existing route for IPT has been overlayed proposed transit stations in IZP.

•

0

Through this, the understanding of demand and need to access such services were generated to provide alternate/ more sustainable modes supporting the development as per TOD.

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Figure 140 Public semi-public transport promoting Multi Modal Integration in future Source: Author

•

The existing routes are demarcated into three categories: Primary, secondary and tertiary as per availability of IPT modes, most frequently used routes by commuters and supporting edge conditions. Thus, routes are defined by superimposition on proposed land use map.

0

Figure 141 Existing scenario of streets within study area Source: Author

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Figure 142 Multiple mode alternative options with NMT and pedestrian facilities in influence area Source: https://smartnet.niua.org/sites/default/files/resources/delhi_tod_policy_manual_0.pdf

00

Figure 143 Considerations for NMT and pedestrians within 500 m zone of study area Source: https://smartnet.niua.org/sites/default/files/resources/delhi_tod_policy_manual_0.pdf

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Figure 144 Recommended proposed cross section of 45 m wide road with metro corridor passing at centre, NMT and bus lanes Source: https://smartnet.niua.org/sites/default/files/resources/delhi_tod_policy_manual_0.pdf

0

Figure 145 Recommended proposed cross section of 24 m wide road with NMT and bus lanes Source: https://smartnet.niua.org/sites/default/files/resources/delhi_tod_policy_manual_0.pdf

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5.1.6: Scenarios for transportation proposals Scenario 1: (Option for approaching years)

Figure 146 Scenario 1 (option for approaching years with existing IPT and new feeder bus to access metro station until other new extension) Source: Author

Inference •

Through Scenario 1, the demand at present is the main focus as the current accessibility factor to reach transit is suffered due to quality, comfort, less active, congested junctions during peak hours, and low frequency of modes during the day.

•

Hence, a metro feeder service routes0 are demarcated as per the user demand analysed from primary survey.

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Scenarios 2 & 3: (Horizon Year RRTS: 2023–2025, Metro Phase 1 - 2027, Metro Phase 2 - 2032)

Figure 147 Scenarios 2 & 3 (horizon year for RRTS station: 2023 – 2025 and for Metro Phase 1 - 2027, Metro Phase 2 - 2032) Source: Author

Inference •

Through Scenarios 2 and 3, the proximity distance to transit is considered a priority to assess the user behaviour for using the transit service and not their private modes.

•

0 The map is prepared on the basis of various factors and their impact for near future

on mobility/ trip pattern within IZP. •

This is the most ideal condition to reduce issues in advance before the transit is operational.

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Table 26 Factors considered for the three scenarios/ proposals for transportation with recommendations to implement within Influence Zone Area Source: Author

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Major Outcomes: Influence Zone Area •

Shared autos/ E-rickshaws / NMTs share to be increased within sectors once the proposed metro and RRTS stations are operational.

•

Hence, routes are demarked for enhancing connectivity to nearest RRTS transit station.

•

For smooth commuting, feeder bus routes are also planned (connecting all the major chowks) and moving towards Vaishali metro.

•

On street parking on major roads in front of commercial and mixed-use areas resulting in congestion during peak hours.

•

Few major junctions of the area also got blocked due to encroachment or illegal parking.

•

Routes coinciding with weekly market experience mixed movement.

•

The extension of metro lines from Noida sector 62 and Vaishali (intersecting near RRTS station) will improve the connectivity between Indirapuram, Vaishali, Noida and Vasundhara.

•

Workers in Sahibabad industrial area will also get benefitted from this initiative.

•

Over 8-10 Lakh residents residing in areas mentioned above, will be able to commute more efficiently.

•

Dependency of people on over 1 Lakh private vehicles will be changed and shifted towards public transport modes to commute and use other services thereby such as IPT and NMTs.

5.2: Conclusion with recommendations for UP TOD policy Plans for Transit Oriented Development are currently regarded as independent proposals, despite the fact that they must be integrated into the greater regional and urban planning of the cities. An integrated planning strategy is needed to achieve the goal of the corresponding TOD Policy, which is to encourage planned sustainable urban development centres with walkable and liveable neighbourhoods and high density mixed land-use. The contemporary institutional structure in metropolitan areas

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includes a multiplicity of organizations and institutions involved in planning and development. As a consequence, there are obstacles to a coordinated approach among diverse planning and implementing agencies.

In accordance with current policy regulations, it is proposed that a TOD cell be developed, with participation from the appropriate Development Authorities, Urban Local Bodies, and other associated and relevant departments/organizations. To oversee the implementation of the TOD policy in all IZs and SDAs, the cell will have a Management Board led by the Development Commissioner for TOD. The Development Authority, ULB, and other major departments and agencies would be recognized on the Management Board.

Coordinating for the aim of planning and carrying out the intended TOD development is necessary, which is discussed briefly below: •

To coordinate the development of Master Plans and Zonal Plans for the Influence Zones/SDAs.

•

To coordinate for the improvement of physical and social infrastructure.

•

To be enabled to monitor and manage land purchases for infrastructure development and to investigate development/redevelopment prospects by promoting land-pooling.

•

To ensure that the share of all income relevant to the RRTS project from different State Government entities/ Development Authorities, Urban Local Bodies is determined and credited to the RRTS debt-servicing fund account.

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Annexure Survey Questionnaire: User Preference Survey Type 1 User Group at Household Level – Residents generating trips locally and intercity via Metro, Sample Size: 110 Q 1.) What is your preference of Public Transport Usage?

Answer: Yes/ No Q 2.) Quality of commute/ experience to transit station?

Answer: Satisfactory/ Non-Satisfactory Q 3.) Frequency of commute through Metro?

Answer: Daily/ Weekly/ Monthly/ Never Q 4.) Waiting time/ frequency of available IPT modes Answer: 5 Minutes/ 5-10 Minutes / More than 10 Minutes Q 5.) Need of any other service to access transit station Answer: NMT/ Feeder Bus Q 6.) Rate the available facilities in your area on a scale of 0-10 Answer: a) b) c) d) e) f) g) h) i) j)

Road Conditions Footpath Availability Road Safety Signages Shopping/ Market area Lane division for different modes Street Lighting Accessible open Spaces IPT Stands/ Stops Bus Stops -

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Type 2 (User Group – Residents generating trips regionally via different modes) Sample Size: 110 Q 1.) Do you commute within NCR region (far away) Answer: Yes/ No Q 2.) How often do you commute within NCR region (far away) Answer: Daily/ Weekly/ Monthly/ Rarely Q 3.) Mode preference to commute within the region (far away) Answer: a) By rail b) By private vehicle c) By Bus d) Other mode Q 4.) Purpose of commute within the region (far away) Answer: a) Job b) Business c) Education d) Visiting hometown/ relatives Q 5.) Reason for not staying there Answer: a) Expensive b) Own Accommodation c) Less infrastructure/ Facilities d) Other reasons

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Type 3 User Preference Survey at Vaishali Metro Station (User Group – Residents and non-residents generating inter-city trips (to and fro movement via Metro), Sample Size: 80 Q 1.) Origin and Destination (as per User Type) Answer: a) Resident (Going outside the city) b) Visitor/ Outsider (Moving in the city) Q 2.) Reason for using metro as Public Transport to commute (Dependency) Answer: a) Work b) Education c) Leisure d) Occasional Visit Q 3.) Purpose of Trip (as per User Type) Answer: a) Accessible b) Comfortable Journey c) Time Saving d) Economical e) Safe & Reliable f) Environment Friendly Q 4.) Mode Preference in Proximity to Station (Access/ Egress) Answer: a) Walk/ Cycle b) Private Vehicle c) Private Auto d) E Rickshaw e) Shared Auto f) Cab/ Taxi Q 5.) Origin and Destination (Commuting Distance) Answer: a) Within 500 m b) 500-1 Km c) 1-3 Km d) 3-5 Km e) Above 5 Km

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