1. UTTIPEC
Transit Oriented Development in India
Planning paradigm change at all scales.
- Policy spearheaded by Delhi -
Region
City
Corridor
District
2. UTTIPEC
Why is TOD needed in Delhi/ other cities now?
Issue: • Cause:
Usability of MTRS: Metro has been
constructed but people don‟t feel comfortable/
safe using it.
Lack of safety for Women is biggest
deterrent to public transport success.
• Lack of last mile connectivity by bus, cycle/ walk.
• Unsafe streets, due to lack of „eyes of strret‟
•,unwalkable streets.
• planned paratransit facilities,
• safe crossings and multimodal interchange.
Auto-centric sprawl type planning has
created a private vehicle dependent city, very
difficult for Public Transport users.
• segregated landuses,
• large unwalkable block sizes,
• large R/Ws with unusable footpaths,
• rampant construction of flyovers and cloverleafs
within city limits, leading to rupture of
neighbourhoods & connectivity,
• People-unfriendly urban design
Delhi is already at the second highest level of
air pollution in the world (by particulate matter).
~70% of the total air pollution of Delhi
comes from vehicles.
Delhi has more cars today than the total cars in
other three Metros together.
• Reasons for car dependency are as above.
Environmental Degradation – due to rapid
urbanization, unplanned exploitation of natural
resources, destruction of natural water
systems, and rapid expansion on agricultural
land….
• Lack of dense development
• Lack of adequate low-income housing
• Lack of Environmental Resource documentation
& planning
• Lack of ownership of public spaces in the city.
3. UTTIPEC
A paradigm shift in Planning is therefore needed….
• to make it easier, safer, faster and more convenient for
people to use public transportation so that maximum number
of people “have the choice” to leave their cars at home and
shift to the use of public transport.
• Only then can the desirable modal split of 80-20 (public-
private) be achieved as envisioned in the Masterplan of
Delhi 2021.
Why is TOD needed in Delhi now?
4. UTTIPEC
In accordance with the changing transportation scenario in
India over the last two decades, there has been a change in the
policies at, both, national level and in Delhi.
a) National Urban Transport Policy – 2006, recommends:
i. Integrated land use and transport policy
ii. Priority to the use of public transport & non-motorized
vehicles
b) Master-plan for Delhi – 2021, proposes:
i. MPD 2021 has given a thrust on redevelopment and
redensification along 500m of MRTS corridors. It calls for a
comprehensive redevelopment strategy for accommodating a
large population, and strengthening of infrastructure facilities.
Current Policies:
5. UTTIPEC
Transit Oriented Development (TOD) encompasses any
type of development that induces people to prefer the
use of public transportation.
The Guiding Principles of TOD are to:
• Reduce private vehicle dependency and induce public
transport use – through design, policy & enforcement
measures.
• Provide Public Transport access to maximum number
of people – through densification and enhanced
connectivity.
Guiding Principles of TOD
7. CURRENT CITY PATTERN:
• Population Density evenly distributed all over city.
• Large Travel distances & pollution due to segregated land use and vehicular
dependency.
7
Rohtak Road Delhi Corridor
8. • High Density Mixed Use within 10-min walk of stations.
• Maximum people Live, Work & Play within 5-min walk of RAPID TRANSIT Stations
• Reduced vehicular travel, reduced pollution.
Impact of TOD Policy on City:
8
Rohtak Road Delhi TOD Corridor
10. UTTIPEC
Defining the TOD Zone & Intense Use Zone
Intense TOD Zone
– 3 min walking distance
TOD Zone
– 10 min walking distance
- Intense pedestrian/ NMT
movement
- Limited public parking
- Highest ridership generating
uses.
- Transit supportive amenities.
Lots within 10-min walk
Walkable route 800m (10-min)
13. 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
15. UTTIPEC
1. Pedestrian & Non-Motorized Transport (NMT) Friendly Environment – All streets should
have safe and pleasant walking/cycling environment, with safe at-grade crossings and
climate-sensitive urban design.
2. Maximized Connectivity to Station exists through provision of a dense network of streets
and shortest possible routes to stations.
3. Transit-supportive amenities & Modal Interchange like planned para-transit stands,
easiest multi-modal interchange, hawker zones and convenient retail uses.
4. Equitable Distribution of Road Space – Accommodating all modes on roads with Priority
to pedestrians, IPT, NMT and Public Transport.
5. Placemaking and Safety – A variety of public spaces including streets, parks and plazas
designed to be safe, vibrant and programmed for a variety of uses/ activities for all ages,
genders and people with disabilities.
6. Mixed-Use and High Density as possible near stations should be accommodated so that
maximum number of people can live, work and entertain near station areas. A mix of
residential, commercial and employment uses should be provided near all stations in
contextually relevant proportions, in order to ensure round-the-clock activity, safety and
vibrancy of the TOD.
Every TOD must have….
17. Detailed Norms for TOD:
2.1 Pedestrian & NMT Friendly Environment
2.2. Connectivity and Network Density
2.3. Multi-modal Interchange
2.4. Inducing Modal Shift
4A. Accessibility Guidelines For Social Infrastructure And Open Space
4B. Minimum Mixed-use Criteria
4C. Parking Policy and Norms For Travel Demand Management
2.5. Placemaking and Ensuring Safety
5A. Street Edge Regulations
5B. Active Frontage (Mixed Use Edge Condition)
5C. Minimum Ground Coverage
5D. Vending Zones
2.6. High Density, Mixed-use Mixed-income Development
6A. FAR and Density Thresholds
6B. Open Space and Social Infrastructure
6C. Minimum Housing Mix Criteria (by Unit Sizes)
6D. Non-Permissible Uses and Desirable Uses within the 300m Intense Zone
2.7. Physical Infrastructure and Resource Standards
7A. Water
7B. Energy
7C. Landscape
7D. Solid Waste
7D. Incentives for Additional Green Building Compliance
http://www.uttipec.nic.in/
18. TOD Norms For:
2.1 Pedestrian & NMT Friendly Environment
2.2. Connectivity and Network Density
2.3. Multi-modal Interchange
2.4. Inducing Modal Shift
2.5. PlaceMaking and Ensuring Safety
2.6. High Density, Mixed-use Mixed-income Development
24. http://uttipec.nic.in/
StreetGuidelines-R1-Feb2011-UTTPEC-DDA.pdf
2.1 ALL STREETS TO BE 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
26. UTTIPEC
15 min Walk
Bus/ MRTS
Stop
Current Norms encourage Large block sizes:
increase walking distances, thus encouraging vehicle use.
Example: A project in Noida. Image Source: Internet
Connectivity & Street Network Density2
27. UTTIPEC
2-minute walk
Finer Street Network would increase Connectivity
& Provide short-cuts by foot or cycle.
Modified Image Courtesy UTTIPEC DDA
Connectivity & Street Network Density2
32. Location & Priority of private Parking defines TOD
3
TOD:
• Walkability and
Mixed Use
eg: Dadar
Station, Mumbai
TAD:
• Auto-oriented;
• Fractures Access to
Station
e.g. Janakpuri West
Station, Delhi
Transit Oriented Development
Transit “Adjacent” Development in not TOD
34. 2.2 Make transferring between modes easy, comfortable.
Source: Storm Water Guidelines, OASIS Design INC.
IPT ParkingShuttle Service Pedestrian-Walkway
Private Car
Pick Up/Drop off Bus Stop
40. 2.4 Norms for Mixed-Use
TOD Mixed Use Zone
30%
Small Residential Units
20%
Commercial/ Civic
Any Use
• Market-friendly TOD Policy – sets minimum benchmarks, and allows the
market to decide what should be built in TOD zone.
• So 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:
• At least 30% residential and 20% Commercial/ Institutional use of FAR is
mandatory in every project within TOD Zone
44. 2.5 Minimum Mix-use Frontage Criteria
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.
round the clock active streets
52. 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 / 2
room Apts
NEED FOR NIGHT
SHELTERS
microHomeSolutions
Average Monthly
Income
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 / 1 room Apts
75% of our Cities is Middle Class
– needing a large supply of smaller size homes.
53. 30%
20%
10%
Within the 30% minimum Housing requirement, the following mix is mandatory:
~25-40 sq.m. units
~65 sq.m. units
2.4 Norms for High Density Mixed-Income Development
55. Combined FAR-Density Minimums: 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 Capacity
as per the MPD Zones.
The minimum permissible standard for gross density for any TOD project is
250 du/ha.
Gross
FAR
(site)
Minimum permissible density (with ±10% variation)
Residential dominated project
(Residential FAR ≥ 50%)
Predominantly non-residential
(Residential FAR ≤ 30%)
Under-utilization of FAR below 3.0
not permitted for new/redevelopment
projects
Under-utilization of FAR below 3.0
not permitted for new/redevelopment
projects
Y (2Y x100) du/ha (Y x100) du/ha
58. 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
59. Parking Lot SwalesLarge Canopy Trees
EcoroofPervious Paving
At least 80% of the rainwater falling on Site should be treated by Natural means.
Physical Infrastructure and Resource Standards
60. MCD
MCD
SELF
GENERATED
SELF
GENERATED
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.
Physical Infrastructure and Resource Standards
61. 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.
Physical Infrastructure and Resource Standards
63. 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
64. 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:
65. 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:
66. 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:
67. Physical Infrastructure and Resource Standards
Maximize Cross Ventilation for
Units by appropriate design of
unit plans (provide windows and
openings appropriately)
68. No building floor-plate depth it to be more than 16 m
Max16m
Office building
Physical Infrastructure and Resource Standards
Energy: At Site level:
At Building level, the following Solar Access Regulations need to be followed:
69. 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:
70. • 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
72. 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.
IMPROVING ACCESS TO PUBLIC TRANSIT:Improving footpaths, creating direct pedestrian connections to stations/stops, design standards for access (curb height, ramps, block size etc)REDUCE USE OF AUTOMOBILEPROVIDING ACCESSIBILITY INFRASTRUCTURE FOR MAJORITY OF RESIDENTS:The Right-of-Way should have equal emphasis on Pedestrians, Bicycle/rickshaws, Transit and Autos. The scale of the road (arterial, highway, collector etc), and the surrounding land-use/builtform should determine the preference of the mode of transportationINCREASE PERCEPTION OF EQUITY:By developing design standards and designing R-O-W to equally accommodate modes is the most immediate visual perception of equity. It shows that the government is actually sensitive to the common commuter’s needs. Design is key in improving perceptionFACILITATE MORE DEMOCRATIC DEVELOPMENT:Utilizing Public workshops at zonal/local scale for any improvement project will provide crucial feedback on what citizens desire and gives govt opportunities to educate citizens on alternatives. This will provide key element of ownership amongst communities of public infrastructurePRESERVE SOCIAL FABRIC OF COMMUNITIES:BY planning and designing for pedestrian-oriented living, existing social fabric is maintained and enhanced. The common neighborly behaviors of older delhi communities are things to be cherished and encouraged, and not demolished by building standards that only call for 16-20 story apartments where in one only knows the help that come to work.
IMPROVING ACCESS TO PUBLIC TRANSIT:Improving footpaths, creating direct pedestrian connections to stations/stops, design standards for access (curb height, ramps, block size etc)REDUCE USE OF AUTOMOBILEPROVIDING ACCESSIBILITY INFRASTRUCTURE FOR MAJORITY OF RESIDENTS:The Right-of-Way should have equal emphasis on Pedestrians, Bicycle/rickshaws, Transit and Autos. The scale of the road (arterial, highway, collector etc), and the surrounding land-use/builtform should determine the preference of the mode of transportationINCREASE PERCEPTION OF EQUITY:By developing design standards and designing R-O-W to equally accommodate modes is the most immediate visual perception of equity. It shows that the government is actually sensitive to the common commuter’s needs. Design is key in improving perceptionFACILITATE MORE DEMOCRATIC DEVELOPMENT:Utilizing Public workshops at zonal/local scale for any improvement project will provide crucial feedback on what citizens desire and gives govt opportunities to educate citizens on alternatives. This will provide key element of ownership amongst communities of public infrastructurePRESERVE SOCIAL FABRIC OF COMMUNITIES:BY planning and designing for pedestrian-oriented living, existing social fabric is maintained and enhanced. The common neighborly behaviors of older delhi communities are things to be cherished and encouraged, and not demolished by building standards that only call for 16-20 story apartments where in one only knows the help that come to work.
IMPROVING ACCESS TO PUBLIC TRANSIT:Improving footpaths, creating direct pedestrian connections to stations/stops, design standards for access (curb height, ramps, block size etc)REDUCE USE OF AUTOMOBILEPROVIDING ACCESSIBILITY INFRASTRUCTURE FOR MAJORITY OF RESIDENTS:The Right-of-Way should have equal emphasis on Pedestrians, Bicycle/rickshaws, Transit and Autos. The scale of the road (arterial, highway, collector etc), and the surrounding land-use/builtform should determine the preference of the mode of transportationINCREASE PERCEPTION OF EQUITY:By developing design standards and designing R-O-W to equally accommodate modes is the most immediate visual perception of equity. It shows that the government is actually sensitive to the common commuter’s needs. Design is key in improving perceptionFACILITATE MORE DEMOCRATIC DEVELOPMENT:Utilizing Public workshops at zonal/local scale for any improvement project will provide crucial feedback on what citizens desire and gives govt opportunities to educate citizens on alternatives. This will provide key element of ownership amongst communities of public infrastructurePRESERVE SOCIAL FABRIC OF COMMUNITIES:BY planning and designing for pedestrian-oriented living, existing social fabric is maintained and enhanced. The common neighborly behaviors of older delhi communities are things to be cherished and encouraged, and not demolished by building standards that only call for 16-20 story apartments where in one only knows the help that come to work.
