Transit Oriented Development (TOD) Public and Stakeholder ...uttipec.nic.in/upload/uploadfiles/files/File394(1).pdf · Cyclists pass by in segregated cycle lanes. Buses, cars and

Vision of Transit Oriented Development (TOD)

& Introduction to TOD Policy

Transit Oriented Development (TOD)Public and Stakeholder Consultations

conducted by

UTTIPEC, Delhi Development Authority

21 Februrary 2013

Our Delhi and Our Present:Typical Day in the Life of our Common Man…

Dropping off the Kids…

Dropping the kids off to school

8:30 A.M.

On Way to Office 9:30 A.M.The strenuous journey to work

Out for Lunch 1:30 P.M.Trying to get an affordable meal from “illegal hawkers”

Returning Back Home 7:30 P.M.The jammed journey back.

Out on Errands for Daily NeedsEndless haggling with autowaalas….on broken footpaths

Or non-existent footpaths….and broken feet!

A Common Vision for Our Delhi:Peep Into The Future

Imagine waking up in a new, high‐rise apartment block, and strolling to the nearest metro station, which is a five‐minute walk away. En route, you drop off laundry at the dry cleaner, whose street‐facing shop is on the ground floor of your apartment building. Young mothers are ferrying babies in strollers to the neighborhood public park for a morning outing. Vegetable vendors are setting up their produce for the day in designated spots on the pavement.

Cyclists pass by in segregated cycle lanes. Buses, cars and scooters and motorbikes keep to themselves on the roads, out of reach of pedestrians. Designated crossings allow you to access the metro station and reach the platform safely, without any unanticipated collisions with a vehicle of any kind. Is this New York, London or Shanghai? According to UTTIPEC, this could be New Delhi, if it chooses to adopt transit‐oriented development.

.‐ Aparna Piramal Raje,

Live Mint

On Way to Office 9:30 A.M.

Graphics by: Oasis Design Inc. for UTTIPEC, DDA

Out for Lunch 1:30 P.M.

2:00 P.M.No Need to Pick Up Kids- They can Cycle Back to Home

7:00 P.M.Shopping on Way Back from Office

Graphics by: In-house team, UTTIPEC, DDA

Enjoying a Weekend of Retail Therapy!

Need for a Paradigm Shift in Planning

People at the center stage of planning for the future

Current planning norms are apt for a city of machines ?


People at the center stage of planning for the future

TOD planning norms are apt for people


Planning for Sustainable Future

SustainableDELHI

ECONOMIC

ENVIRONMENTAL

• Prosperity• Affordability• Employment• Attracting investment• Flourishing entrepreneurship• Equity of access• Lifestyle Choices

SOCIAL• Equity of access to amenities,

transit, infrastructure.• Safety• Affordability• Civic Pride• Heritage• Democracy &

Transparency

• Air Quality• Water Quality• Water & Energy Supply• Climatic Comfort• Cleanliness & Hygiene

Transit Oriented DevelopmentVision for Delhi

SAFER DELHI

1) Create safe ‘usable’ public spaces through design.

2) Bring eyes on street through Hawkers.

Social Goal 1:

“Delhi is India's crime capital..” – TOI, June 2008

“The most unsafe time out - 40% felt unsafe between 8 and 10 am and 5 and 7 pm. 31% felt unsafe in mid-afternoon.Most unsafe places - 45% identified buses as the most unsafe; 25% the roadside; 6.7% found bus stops...”– A Delhi Police survey on women’s safety, 05 March 2006.

Source: http://southasia.oneworld.net/article/view/127142/1/

Can a Woman Walk Alone Safely on the Streets of Delhi After 7:00 PM?Q.

1. Resettlement of weaker sections outside the city to unserved places like SavdaGhevra, Bhalsawa etc.

2. Lack of basic facilities and sense of self-pride in life at inner city slums.3. Removal of hawkers and vendors (who are eyes on streets).

Problem


Solution1. Inclusinve planning - Integrate all income groups into community planning and design.2. Provide shared scoail amenties and physical infrastructure within inclusive communities.3. Provide designated space for hawkers and vendors (who are eyes on streets).

Graphics by: NilaA Architects for UTTIPEC, DDA

Deserted Wide Road


Transformation : Option 01


Transformation : Option 02Daytime


Transformation : Option 02Night-time


Q. Would you feel safer walking on streets with huge setbacks and no people?


Eyes on the street

For Safety: Create “Eyes on the Street” ….1)


Benefits of Hawkers:

• They keep streets clean, busy, vibrant and safe.

• They provide a variety of cheaper food and retail options for the public.

• They express our culture.

• They generate self-employment.

Hawkers are good for Safety!2)

Graphics by: NilaA Architects for UTTIPEC, DDA

For Safety: Hawkers are good for Safety!2)

Benefits of Hawkers:

• They keep streets clean, busy, vibrant and SAFE.

• They provide a variety of cheaper food and retail options for the public.

• They express our culture.

• They generate self-employment.

CLEAN, GREEN & USABLE

Open spaces play multiple functions:

1) Safe ‘usable’ public spaces for young, old, rich & poor.

2) Working landscapes that capture, purify and treat storm water runoff.

Social Goal 2:

34

Many of Delhi’s parks are unwatched, underused, inaccessible and unsafe for women & the disabled.

Example below: This beautiful green space/ park at ITO is inaccessible to the thousands of people working daily in this area – due to lack of pedestrian crossings to reach the park, lack of safety, accessibility and ‘eyes on the park’.

1

Make Parks – NOT JUST beautiful, but Usable too.

Change graphic-Meenakshi to help


Make existing Parks & Public Spaces usable & safe!

Make Parks intimate and “watched” by surrounding buildings

Lajpat Nagar

Picture Source: Mitali Ganguly

37

Only 15% of any Typical Neighbourhood is green/ soft surface which allows Water Infiltration.

2


So building Parking under parks would cause more local flooding and more water logging on roads…..

38

2

• Parks can be multi-use green spaces throughout the year;• In monsoons, they transform into storm water swales or detention ponds…

Source: Storm Water Guidelines, OASIS Design INC.

Utilize Parks as “Working Landscapes”:

Utilize Parks as “Working Landscapes”:


Utilize Road Greens as “Working Landscapes”:


Advantages:- Reduced Flooding- Less pressure and reduced sizing for Municipal Storm Water Treatment Plants.- PREVENT POLLUTING THE YAMUNA!!

A Holistic a 3-Tier Approach:

1: Treat at Source(streets, parks)

2: Natural Conveyance(minimal piping)

3: Natural Storm Water Treatment

Utilize Parks and Open Spaces for Natural Storm Water Management.

Bio-swales in Parks in Lucknow: Sewage Treatment beds in Mumbai:Built Working Examples:

GETTING AROUND EASILY

1) Make transferring between modes easy

2) Design streets for ALL, not JUST cars.

3) Provide high density mixed use developments (residential. office, entertainment & civic uses) with 5-min walk of Metro Stations.

Social Goal 3:

How am I commuting?

Most People in Delhi Walk or Use Public Transport!1

Walking and Bus are the dominant modes of transport in Delhi.

We need to promote Walking and NMT* to reduce Car/ 2W dependency, as people tend to use cars/ 2‐wheelers

even for small trips. This would also reduce traffic jams!!

*NMT = Non Motorized Transport

Data Source: RITES Transport Demand Forecast Study for Dept. of Transport, GNCTD, 2010

BICYCLE 4% CAR/TAXI

9%

2W14%

BUS 27%

METRO 3%

TRAIN 1%

AUTO RICKSHAW 5%

CYCLE RICKSHAW 2%

WALK ONLY 35%

Modal Share Delhi 2008

Short Trips (4‐10 KM) need to move back to Buses.

So that car users can shift to Metro!!

BICYCLE 4% CAR/TAXI

9%

2W14%

BUS 27%

METRO 3%

TRAIN 1%

AUTO RICKSHAW 5%

CYCLE RICKSHAW 2%

WALK ONLY 35%

Modal Share Delhi 2008 Buses stuck in congested roads

Reverse Mode Shift Happening …. Bus Users shifting to Metro!1


Metro Overcrowded – Car/ 2W users unable to Use Metro or Bus!

Short Trips (4‐10 KM) need to move back to Buses.

So that car users can shift to Metro!!

BICYCLE 4% CAR/TAXI

9%

2W14%

BUS 27%

METRO 3%

TRAIN 1%

AUTO RICKSHAW 5%

CYCLE RICKSHAW 2%

WALK ONLY 35%

Modal Share Delhi 2008

1


80% of Trips in Delhi are below 10 km.Walking, Cycling & Bus are the Dominant Travel modes in Delhi.

48

6271

7883

9095 97 99 99 100

0

20

40

60

80

100

120

0‐2 2‐4 4‐6 6‐8 8‐10 10‐15 15‐20 20‐25 25‐30 30‐35 >35

% o

f trips

Trip lengths Distribution in Delhi (KMs)

40%;2-10 km

10%;>10 km

50%;0-2 km

Public Transport Travel Modes as per Trip Length & Time:1

Planning & Design parameters that lead to Private Vehicle dependency.

Planning Level - Failure of Existing Transport NetworkDelhi Traffic dependent on major arterial roads even for short Local Trips!

Image Source: Google satellite imagery

2

A

B

How to go from A to B?

Planning Failure of Existing Road NetworkEven for short Local trips, we have to get on to busy Arterial Roads..

Image Source: Google satellite imagery

2

A

B

How to go from A to B?

Therefore all traffic concentrates on few Arterial Roads..Delhi: Present China: The Future we are heading to ?

Image Source: internet

2

To deal with heavy Arterial Traffic, we make them Signal free!

This causes highly increased fatality for pedestrians and cyclists

2

Average Peak Hour Speed - 5-10Km/Hr

Average Off-Peak Hour Speed - 100Km/Hr

Image Source: Internet

Source: Delhi Traffic Police

• There are more than 2100 accidents occurred during 2010.

• Ring Road has recorded the highest fatal accidents followed by Outer Ring Road, Rohtak Road, G.T.KarnalRoad.

• The maximum casualty in the fatal accidents are pedestrians & 2 wheelers.

• The maximum accidents have occurred during the lean hours both in the morning & night.

Road Safety for Pedestrians is Compromised by ‘Signal-free’.

0 20 40 60 80 100 120 140 160 180 200

Ring Road

Outer Ring Road

Rohtak Road

G T K Road

Mathura Road

N. H.‐8

Mahrauli Badarpur Road

Najafgarh Road

G. T. Road

Wazirabad Road PedestriansTwo WheelersSelf

Fatal Accidents in 2010

• The reasons for all accidents are:1. Signal free high speed corridors.2. Insufficient/ No pedestrian

Crossing facilities.3. Central verge without grills.4. No speed breakers/ rumble strips

on long stretches.5. Absence of dedicated lanes for

slow moving vehicles.6. Heavy volume of traffic.7. Glaring during night etc.

2

Traffic diffused into new linkages reducing load on Arterial roads/ junctionsThe City needs to be retrofitted to create Networks, not flyovers.

Indicative picture only.Image source: Google satellite imagery

At Block/ Community Level

15 min Walk

Bus/ MRTS StopBus/ MRTS Stop

3Current Norms encourage Large block sizes: increase walking distances.


2-minute walk

Block/ Community LevelFiner Street Network would increase Connectivity


• The supply of extra wide roads with resultant heavily encroached footpaths, discourage non‐motorised travel modes

Inequitable Distribution of Road Space4 Context

• Street Design Guidelines provided for Safety and Pride of Place for All Modes

Equitable Distribution of Road Space4


An existing Commercial Project near a Metro Station

• Current Norms cause Building interface with the footpath, making the building unfriendly to pedestrians.

Buildings Mainly Welcome Private Cars! 5 Context

Image Source: DMRC website 2006

• TOD norms allow the building to be safe & comfortable for all modes.

Buildings should welcome both pedestrians & cars!5

Image Source: Google Earth Imagery

WITH CIVIC PRIDESocial Goal 4:

63

Indian style socialism

Aurangzeb Road…. … and Govindpuri

CSE team have counted 3 persons per 10 minutes in Aurangzeb Road and 100 person per five minutes in Govindpuri.

TOD planning norms address real needs of real people.

Source: CSE

Context

Near perfect wide footpaths & Trees No footpaths or Amenities

1

As per National Law, all public spaces must be Universally Accessible.As per National Law, all public spaces must be Universally Accessible.

Graphic Source: SamarthyamImage Source: Samarthyam

Carter Road Promenade, Mumbai

All Public spaces should be available & usable to all income groups…


Carter Road Promenade, Mumbai

All Public spaces should be available & usable to all income groups…



Equitable and well designed public spaces instill Civic Pride.Equitable and well designed public spaces instill Civic Pride.

Creating shared Amenities creates inter-social tolerance, instills Civic Pride.

Graphics by: Oasis Design for UTTIPEC, DDA

INCLUSIVESocial Goal 5:

70

Where do I live?

Rs. 30,000- 60,000/(~3.60- 7.20 Lakh p.a.)

Above Rs. 60,000/-(~above 7.20 Lakh p.a.)

microHomeSolutions

Average Monthly Income

Income Distribution of Delhi &home product relationship to income brackets….

Rs. 5,000-30,000/(~60,000- 3,60,000 p.a.)

Rs. 5,000/-(~60,000 p.a.)

3. Housing budget is based on most common lending scenario for micro-mortgage: – 12% API on 15-year loan – and assumes a family spends 30% of income on housing.

1. Source: Consumer Pyramids, Centre for Monitoring Indian Economy P Ltd.2. Monthly budget for Housing is equal to 30% of income, the global standard for affordability of housing. (Developing Affordable Housing, by Ben Hecht.

22%

55%

4.5%

18%

Current Housing Availability

LIMITED FORMAL SUPPLY OF OWNERSHIP HOUSING

EXISTING HOUSING MARKET

LIVING IN UNAUTHORIZED COLONIES OR SLUMSLIVING IN UNAUTHORIZED COLONIES OR SLUMS

LIVING IN SLUMS/ OR, SLEEPING ON FOOTPATHS

Rs. 30,000- 60,000/(~3.60- 7.20 Lakh p.a.)

Above Rs. 60,000/-(~above 7.20 Lakh p.a.)

EXISTING HOUSING MARKET

INTERESTED IN STARTER HOME OWNERSHIP

NEED FOR SHELTERS

microHomeSolutions

Average Monthly Income

Income Distribution of Delhi &home product relationship to income brackets….

Possible Target Product

Rs. 5,000-30,000/(~60,000- 3,60,000 p.a.)

Rs. 5,000/-(~60,000 p.a.)

3. Housing budget is based on most common lending scenario for micro-mortgage: – 12% API on 15-year loan – and assumes a family spends 30% of income on housing.

1. Source: Consumer Pyramids, Centre for Monitoring Indian Economy P Ltd.2. Monthly budget for Housing is equal to 30% of income, the global standard for affordability of housing. (Developing Affordable Housing, by Ben Hecht.

22%

55%

4.5%

18%

LOOKING FOR RENTAL

Why are most first time home buyers preferring Noida?1Context

Does your peon or driver travel for an hour every day to get to work?

“Can the poor ever be legal?”– Housing and Land Rights Network, Habitat International Coalition, 2002

Delhi has failed to integrate the rich and poor symbiotically and ‘legally’ within the city. Lack of Community Ownership between rich and poor. Failure to make the city’s historic precincts a part of the lives of its people.

2Context

Continual banishment of Poor to Outskirts of the City needs to STOP. 2Context

Where do I go to Work?

Why are most Homes & Commercial establishments in Delhi illegal?3Context

Why are all big businesses locating to Gurgaon?4Context

Remove slums, NOT slum dwellers!Get Development (other than flyovers) back to Delhi.

Integrate rich and poor symbiotically, with shared amenities, near Transit.

Integrate major employment centres along Transit Nodes (not highway arterials) as part of mixed-use communities.

We need to Prepare for 55% Urbanization by 2050.

Integrated Society

Rapid Transit Station(Metro/ BRT)

Low income housing(Size < 250 families)

High/ Middle income housing

Commercial

Offices/ Light Industrial

Schools/ Libraries/ Civic uses

Public Parks

500 M walkingradius

STOP Banishing the Poor; Integrate them into mixed-income communities Give Equal access to Transit + Amenities to Rich & Poor

1. Amenities and Housing for Low-income people MUST be accommodated:• NEAR Transit Facilities and

Amenities.• NEAR mid to high income

groups.

2. Low-income groups can:• work in local offices, • provide household help for

richer homes• also commute to other jobs

easily.• work in community gardens

producing local food, etc.

Principles:

Option 1: - Mandatory Reservation for % of low-income housing in private developments near public transit.

According to the Delhi Masterplan, all private developments are to provide and maintain 15% of the total FSI for low-income groups. Other states are likely to adopt this mandate under the JNURM guidelines. This would be a mandatory requirement for projects to obtain planning approvals.

Option 2:

- FSI-density bonuses for market-rate developments to pay for, or construct nearby low-income communities.

- Density bonuses for providing and maintaining shared public parks, facilities and social infrastructure.

Option 3: - Government built low income housing within 800 M walking distance from a rapid transit stations, limiting the size of each community to a maximum of 250 families.

Rapid Transit Station(Metro/ BRT)

Low income housing(Size < 250 families)

High/ Middle income housing

Commercial

Offices/ Light Industrial

Schools/ Libraries/ Civic uses

Public Parks

500 M walkingradius

STOP Banishing the Poor; Integrate them into mixed-income communities Give Equal access to Transit + Amenities to Rich & Poor

New development

Image taken by: Esben Agersnap

Inclusive mixed-income Communities with Shared Amenities creates intra-social tolerance, instills Civic Pride and reduces Crime in the long run.

• Give Everyone a Home.

Goals and Benefits of TOD in Delhi

Graphic Source: www.housingforall.org

Working with the market

“Property prices in Delhi are too high today and the only way they can come down are by increasing supply,” - Chairman and Managing Director (South Asia) at property advisory firm CB Richard Ellis.

“Delhi has failed to give housing to the common man due to limitations on FAR and density norms. It also aided in the creation of slums. If FAR is freed, land cost for development will come down, bringing down property prices,” -President of the National Real Estate Development Council.

Source: The Economic Times Delhi;Date: Sep 4, 2012;Section: Corporate; Page: 7; http://bit.ly/YC1xJU

Housing for All‐ Variety in Housing Options1. Town houses2. Pent houses3. Apartments4. Studio Apartments5. Dormitories6. Hostels7. Night Shelters


• Market Participates in Better City ‐ Utilize private‐sector investment near MRTS nodes to fund public transport improvements and cross‐subsidize social amenities

GOALS AND BENEFITS OF TOD TO DELHI

STREET

LOBBY

PARKING

RESIDENTIAL

SERVICE CORE

COMMERCIAL

Graphic Source: Internet

SO WHAT IS TOD?

Transit Node

Express BRTS/MRTS

Route

Maximum people Live, Work & Playwithin 10-min walk of RAPID TRANSIT Stations

High Density Mixed Use within 10-min walk of stations…

DEFINITION

Transit Oriented Development (TOD) is essentially anydevelopment, macro or micro, that is focused around a transitnode, and facilitates complete ease of access to the transitfacility, thereby inducing people to prefer to walk and use publictransportation over personal modes of transport.

A new urban planning ideal• Inclusive, egalitarian and

environmentally sustainable. • Ordinary pedestrians are

placed at its centre, rather than buildings, flyovers or cars, a big shift from prevailing practice.


A new urban planning ideal

A variety of high‐density, mixed‐use, mixed‐income buildings, within a short distance of a rapid public transport network. Higher density, or taller buildings, within pre‐specified zones near transit stations to encourage more people to use public transport, and limit urban sprawl.


Most of Delhi within 10 min walking/cycling/rickshaw distance of proposed MRTS.Therefore…

Most of Delhi within 10 min walking/cycling/rickshaw distance of proposed MRTS.Therefore…

Impact of TOD Policy on population holding capacity of MPD

• TOD Policy puts an end to Urban Sprawl.• It encourages sustainable urban environment with low carbon footprints

Schematic representation of current MPD norms implemented in Urban Extension

TOD policy works with the current holding capacity of MPD, 2021


• TOD Policy brings the planned population close to the transit neighborhoods.• It does not increase migration.

Impact of TOD Policy on population holding capacity of MPD

TOD policy works with the current holding capacity of MPD, 2021

Schematic representation of proposed TOD norms implemented in Urban ExtensionGraphics by: In-house team, UTTIPEC, DDA

VISION TIES INTO EACH SECTION OF THETOD POLICY

TOD Policy and

Development Control Norms:

2.1:

99

Pedestrian & NMT Friendly Environment

2.1. Pedestrian & NMT Friendly Environment

http://uttipec.nic.in/StreetGuidelines‐R1‐Feb2011‐UTTPEC‐DDA.pdf

STREETS AS PER ‘Street Design Guidelines‐UTTIPEC’

Contents• Street hierarchy of Delhi• Minimum walking zone• Universal accessibility• Multi Functional Zone• Bicycle and NMT Infrastructure• Crossings• Medians, Refuge Islands• Street Lighting• Urban Utilities• Public Amenities• Traffic Calming Measure• Public Art, Street Furniture and Educative

Signage

2.2:

102

Norms for Connectivity

• Interconnected Street Network• Small walkable blocks; Pedestrian cut-throughs

every ~50-100 M.• Mix of uses to provide people of varied social

groups with options to live, work and play within easy access to public transport and daily necessities.

Station

2.2: Direct Connectivity- Finer Street Network for shortest routes to pedestrians & cyclists.- Faster to walk or cycle; than to drive.

Graphic s Source: www.calthorpe.com

Example: Dwarka ‐ Existing Street Grid

UN

SAFE

for

thes

e U

sers

Example: Dwarka ‐ Proposed Retrofitted Street Grid

Incomplete Road NetworkComplete Vehicular Road Network @ 250m c/cComplete Pedestrian Network @ 50-150m c/c

Connectivity NormsCreate dense networks of streets and paths for all modes.

2.3:

107

Norms for Multi-Modal Interchange

Make transferring between modes easy, comfortable.

108

Pedestrian is highest priority

Station Area Planning to follow above Standards


IPT ParkingShuttle Service Pedestrian‐WalkwayPrivate Car

Pick Up/Drop off Bus Stop


2.4:

110

Norms for Inducing Modal Shift

Mixed-Use : Safety, Vibrancy and Reduced Travel Demand



Location of Parking defines:TAD vs. TOD

Location of Parking defines:TAD vs. TOD

TOD:• Encourages Walkability and Mixed Useeg: Dadar Station, MumbaiTAD:

• Separates the Community from the Station.• Is Auto-oriented developmente.g. Janakpuri West Station, Delhi

Transit Oriented Development

Transit “Adjacent” Development

2.5:

113

Norms for Placemaking & Safety

Placemaking and its BenefitsSome of the biggest gains of TOD are the most intangible:The concept of Place‐making, or designing urban neighbourhoods in such

a way that local communities can be formed. Mixed‐use, mixed‐incomedevelopments, where residential, commercial, civic or institutionalestablishments are located close to each other allow local communities to beformed, with sufficient shared spaces for leisure and recreation.

‐ Aparna Parimal Raje on DDA’s TOD Policy, LiveMint

A shaded plaza in an office dominated complex. Greenway passages along daily routes of people

Building Entries/ windows on Sidewalk (eyes on the street -provides safety for pedestrians)

Remove Setbacks,Require Entries on sidewalks

Regulate Maximum Block Widths,

Minimum Frontages

Design Street Guidelines for pedestrians, not just cars!

Streets for Trains, Buses, cars and Pedestrians.

Built-to-edge Buildings for Safety & Comfort.

Sidewalks, Bio-swales

Smaller blocks, interconnected streets create shorter travel routes for pedestrians.

Critical Norms introduced for PlaceMaking:

Example of Common Public Realm in Delhi: Dwarka:• Due to current norms, Vehicles encroach pedestrian space where its most needed

Graphic representation of Common Public Realm in Delhi: Dwarka:• Due to current norms, Vehicles encroach pedestrian space where its most needed


Graphic representation of TOD Norms:• Pedestrians dominate the street frontage of buildings, parking & cars access from back


Graphic representation of Common Public Realm in Delhi: Dwarka:• Due to current norms, Vehicles encroach pedestrian space where its most needed


Graphic representation of TOD Norms:• Pedestrians dominate the street frontage of buildings, parking & cars access from back


An Unsafe Street in Delhi with Setbacks and Boundary Walls (ITO):• Only vehicles find it safe to use this road although its an important shortcut to Metro Station

ITO Delhi - Now Graphics by: In-house team, UTTIPEC, DDA

ITO Delhi - Future

1)TOD Norms Create “Eyes on the Street”:• Pedestrians dominate the street frontage of buildings, parking & cars access from back


Inhumane single use dominated Plaza:• Only a singular type of office going crowd populates this plaza due to single use nature

Nehru Place Delhi - Now

Inhumane single use dominated Plaza:• Due to lack of any residential/ dorm/ hotel/ hostel type uses, the Area is dead & unsafe at night

Nehru Place Delhi - Now Graphics by: In-house team, UTTIPEC, DDA

Mixed-Use Norms create: Safety, Vibrancy & Reduced Travel Demand


Mixed-Use Norms create: Safety, Vibrancy & Reduced Travel Demand


Minimum Frontage requirements (built-to requirement at setback line)

Facing Street Right‐of‐Way Minimum Percent of Building Street Wall (Frontage) at Setback Line

1 R/Ws of 24m and above 85%

2 R/Ws below 24m 75%

B

A+B_ X 100 = 85%A+B+C

Street Wall Regulations

Minimum Frontage requirements (built-to requirement at setback line)

Facing Street Right‐of‐Way Minimum Percent of Building Street Wall (Frontage) at Setback Line

1 R/Ws of 24m and above 85%

2 R/Ws below 24m 75%

A+B_ X 100 = 75%A+B+C


• The Minimum Ground Coverage requirement for all plots, blocks and projects is 40%.

• Open Space requirements and Solar Access Regulations have to be met as per 2.5.6.2.

Minimum Ground Coverage


Minimum Use - Mix CriteriaIn order to facilitate round‐the‐clock safety and vibrancy of the TOD neighbourhood/ project (min. 10,000 population), at least 50% of total street frontage length within any TOD project should have mix of at least two types of uses with different peak hours of activity: i.e. Residential + Civic, or, Residential +Commercial uses.

round the clock active streets

2.6:

131

Norms for High Density Mixed-Income Development

TOD Influence Zones at Station levelExample showing plotting of the actual 300m, 800m and 2000m catchments of a

Metro Station

Intense Zone

NMT Zone

Standard Zone

HIGH DENSITY- MIX OF HIGH AND LOW RISE TOD AREA

HIGH DENSITY- MIX OF MID AND LOW RISE TOD AREA

HIGH DENSITY- LOW RISE TOD AREA

Transition in Densities: Variety in Development

• The proposed TOD’s planning policy seeks to be both market‐friendly and inclusive by engaging with market forces.

• it sets minimum benchmarks for construction in pre‐defined influence zones around transit stations, and allows the market to decide what should be built in each influence zone.

• For example, “at least 30% residential and 20% commercial and institutional use (including minimum 5% commercial and minimum 5% institutional use) of Floor Area Ratio (FAR) is mandatory in every new or redevelopment project within the TOD influence zone.

New zones of influence

New zones of influence

• At least 50% of total street frontage of any TOD project should have an active frontage, i.e. a mix of at least two types of use, with different peak hours of activity stacked vertically, to provide round‐the‐clock eyes on the street, the policy states.

• So in the intense TOD zone (defined as the 300m catchment area near all MRTS stations), a developer of a particular site can decide whether to build apartments, shops or offices, as long as the developer adheres to these minimum development norms.

GrossFAR(site)

Minimum Permissible Density (with ±10% variation)

Residential dominated project (Residential FAR ≥ 50%)

Predominantly non-residential(Residential FAR ≤ 30%)

Below 1.0 Under-utilization of FAR (not permittedfor redevelopment projects)

Under-utilization of FAR (not permitted forredevelopment projects)

1.1 - 2.0 200- 400 du/ha 100 - 200 du/ha

upto 3.0 400 - 600 du/ha 250 - 400 du/ha

3.1 - 4.0 600 - 800 du/ha 400 - 600 du/ha

No Universal Cap on FAR FAR shall be clubbed with Density Minimums, in order to ensure high-density

mixed-income development.

Density caps per influence Zone shall be based on overall Holding Capacityas per the MPD Zones.

NMT Zone area= 65512.95 Ha ( 44.1 % of Delhi*)TOD Standard Zone = 27369.22 Ha (18.45 % of Delhi* )

Intense TOD = 10279.96 Ha (6.9% of Delhi*)

* Area of Delhi = 148300.0 Ha (as per MPD)

TOD Influence Zones at City level

At least 30% residential and 30% commercial/ institutional use of FAR is mandatory in every project within Intense and Standard TOD Zone

30%(C+I)

30%(R)

40%

Minimum Use- Mix Criteria

30%

5%10%

15%

Minimum Use- Mix Criteria

Station AreaCross-Subsidy Models to be Developed.

2.6.1. Water2.6.1. Water

Rainwater harvesting is mandatory, irrespective of project size. On-site and off-site (roads/public spaces) rainwater must be harvested for reuse or ground water recharge, only after primary treatment.

Rainwater

Current practice: Stormwater recharged to ground without primary treatment.

Physical Infrastructure and Resource Standards

Parking Lot SwalesLarge Canopy Trees

EcoroofPervious Paving


At least 80% of the rainwater falling on Site should be treated by Natural means.

MCDMCDSELF

GENERATEDSELF

GENERATED

Physical Infrastructure and Resource Standards Potable Water and Waste Water

• For projects of 5000 resident population or more, on-site decentralized infrastructure systems i.e. local sewage treatment and recycling systems are mandatory, in order to meet the non-potable per capita demand (90 lpcd for domestic and 115 lpcd for non-domestic).

• Potable per-capita requirement (135 lpcd for domestic and 20 lpcd for non-domestic) should be available from the Municipality or any other source other than ground water.

Potable Tank

Sewage Treatment Facilities

Sustainable Effluent discharge system to

wetland / river

Further Treatment for re-use

Non-Potable

Tank

Potable Use

• Internal taps

• Showers & baths

• Washing

Non-Potable Use

• Toilet Flushing

• Cleaning/ Irrigation

Combined or Separate Grey Water

/ Black Water Collection

Rainfall

DJB main

S l u d g e d i s p o s a l

Dual piping is mandatory irrespective of project size, to facilitate black/ grey separation & recycled water use.


2.6.2Energy

Buildings (and preferably also streets) should be oriented such that all habitable areas of Residential buildings are oriented to face North-South (within 15°) direction.

Energy: At Site level:Physical Infrastructure and Resource Standards

Buildings (and preferably also streets) should be oriented such that all habitable areas of Residential buildings are oriented to face North-South (within 15°) direction.

Physical Infrastructure and Resource Standards Energy: At Site level:

All dwelling units should get minimum 2-hour solar access in at least one habitable area (living room, bedroom or private open space) on the shortest winter day of Dec 21 (Winter Solstice).

At Building level, the following Solar Access Regulations need to be followed:

Microclimate of public streets:Narrow streets provide shading and air movement – and therefore

greater comfort for pedestrians. Spacing between buildings should be enough to allow daylight access to all homes.

Physical Infrastructure and Resource Standards Energy: At Site level:

All residential buildings shall be single-loaded i.e. each unit should face the exterior, in two opposite directions. No double-loaded corridor buildings are permissible in TODs. Openings shall be located suitably to allow for natural ventilation and daylighting of habitable rooms and access to open air for all rooms including toilets and kitchens.

Double loaded housing

Maximize Cross Ventilation for Units by appropriate design of unit plans (provide windows and openings appropriately)

Single aspect housing

Physical Infrastructure and Resource Standards Energy: At Site level:At Building level, the following Solar Access Regulations need to be followed:


Maximize Cross Ventilation for Units by appropriate design of unit plans (provide windows and openings appropriately)

No building floor-plate depth it to be more than 16 m

Max

16

m

Office building

Physical Infrastructure and Resource Standards Energy: At Site level:At Building level, the following Solar Access Regulations need to be followed:

No “row-type” building (floor plate longer than 30 M) will be permitted to go higher than 15 metres. To utilize FAR, only towers with be permitted, in conjunction with 15m high “row-type” buildings.

Physical Infrastructure and Resource Standards Energy: At Building level, the following Solar Access Regulations need to be followed:

• Tower dimensions may not exceed 30 m in any direction.

• Spacing between two towers should not be less than 30M.

Energy: At Building level, the following Solar Access Regulations need to be followed :


Physical Infrastructure and Resource Standards Screenshot of existing 3D GIS model of Delhi:

Physical Infrastructure and Resource Standards New buildings shall be tested for shading of surrounding residential buildings before Approval, in order to ensure that they do not hamper the minimum daylight access requirements of existing buildings.

Rail/ Metro

BRTInterchange

Conclusion: Change Morphology from AutoCity to a Transit City

7 min walk

To reduce car-dependence & increase transit use.

Beware of what is Not TOD !

Not TOD !


An planned Residential Project near a Metro Station

Not TOD !

Not TOD !


In order to Implement the above Vision, all Agencies of the city need to have a

Common Agenda....

• Ministry of Urban development, GOI• Delhi Development Authority• UTTIPEC, DDA• LAP Monitoring Committee• PWD, GNCTD• Transport Department, GNCTD• DJB• EDMC• SDMC• North DMC• NDMC• DMRC• Bhagidari groups• Community and RWA representatives• DUSIB• Delhi Police• Delhi Traffic Police

• TCPO• NIUA• DUAC• IUDI• Intach• ASI• Transport Department, SPA• Transport Planning Experts, IIT-Delhi• EPCA• CSE• Jagori• Samarthyam

Partners in Development change

ECONOMICS

1. DMRC Empanelled Consultants2. Micro Homes Solutions (mHS)

GOVERNANCE

1. Ministry of Urban development, GOI

2. DUSIB, GNCTD3. Delhi Police4. Delhi Traffic Police

SOCIOLOGY1. Samarthyam2. Jagori3. Itrans4. National Alliance for Peoples

Movement (NAPM )5. SEWA

IntegratedPlanning &

Development

ENVIRONMENT

1. Dept. Of Environment, GNCTD.2. Environment Pollution Control

Authority (EPCA) 3. National Environmental

Engineering Research Institute(NEERI)

4. Centre for Science and Environment (CSE)

5. OASIS Landscape Architect Designs Incorporated

6. Institute of Urban Designers of India (IUDI)

7. NIIPC

INFRASTRUCTURE1. Delhi Metro Rail Corporation (DMRC)

2. Delhi Jal Board (DJB)3. Delhi Integrated Multi‐Modal Transit System

(DIMTS)4. RITES Ltd.5. North Delhi Municipal Corporations (NDMC)6. East Delhi Municipal Corporation (EDMC)7. National Environmental Engineering

Research Institute(NEERI)8. PWD, Delhi9. Transport Department, GNCTD10. Delhi Development Authority (DDA)11. SGA Architects12. Indian Institute of Technology, IIT13. School of Planning & Architecture

We Acknowledge……

Documents

Transit Oriented Development (TOD) Public and Stakeholder ...uttipec.nic.in/upload/uploadfiles/files/File394(1).pdf · Cyclists pass by in segregated cycle lanes. Buses, cars and