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Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
Vision for Delhi UTTIPEC
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Vision for Delhi UTTIPEC

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  • So we talk about all of these challenges and opportunities, but how does the change happen? Here is a computerized simulation, which shows the process of change. This could be “any-where USA” Open sites, large set backs of buildings, a generally uncomfortable pedestrian experience.
  • So we talk about all of these challenges and opportunities, but how does the change happen? Here is a computerized simulation, which shows the process of change. This could be “any-where USA” Open sites, large set backs of buildings, a generally uncomfortable pedestrian experience.
  • So we talk about all of these challenges and opportunities, but how does the change happen? Here is a computerized simulation, which shows the process of change. This could be “any-where USA” Open sites, large set backs of buildings, a generally uncomfortable pedestrian experience.
  • So we talk about all of these challenges and opportunities, but how does the change happen? Here is a computerized simulation, which shows the process of change. This could be “any-where USA” Open sites, large set backs of buildings, a generally uncomfortable pedestrian experience.
  • Transcript

    • 1. <ul><li>Vision for a “World Class” Delhi </li></ul><ul><li>Safe </li></ul><ul><li>Clean, Green & Usable </li></ul><ul><li>Getting around easily </li></ul><ul><li>With Civic Pride </li></ul><ul><li>Democratic & Transparent </li></ul>
    • 2. “ 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 pm? Q.
    • 3. Why Boundary Walls??? Delhi Q. Vancouver Which street would you feel safer walking on…? W hy do we have building setbacks & boundary walls? Source: Romi Roy
    • 4. For Safety: Create “Eyes on the Street” …. 1) Source: Romi Roy
    • 5. Remove Boundary Walls Eyes on the street For Safety: Create “Eyes on the Street” …. 1) Source: Romi Roy
    • 6. <ul><li>Benefits of Hawkers: </li></ul><ul><li>They keep streets clean, busy, vibrant and safe . </li></ul><ul><li>They provide a variety of cheaper food and retail options for the public. </li></ul><ul><li>They express our culture. </li></ul><ul><li>They generate self-employment. </li></ul>Hawkers are good for Safety! 2) Source: Flickr.com
    • 7. <ul><li>Benefits of Hawkers: </li></ul><ul><li>They keep streets clean, busy, vibrant and safe . </li></ul><ul><li>They provide a variety of cheaper food and retail options for the public. </li></ul><ul><li>They express our culture. </li></ul><ul><li>They generate self-employment. </li></ul>2) Hawkers are good for Safety! Source: Flickr.com
    • 8. <ul><li>Social Goal 3: </li></ul><ul><li>Clean, Green and Usable </li></ul><ul><li>Open spaces play multiple functions: </li></ul><ul><li>Safe ‘usable’ public spaces for young, old, rich & poor. </li></ul><ul><li>Working landscapes that capture, purify and treat storm water runoff. </li></ul>
    • 9. In Delhi of today, it is either no people and all green, or too many people and no green. No network of safe and usable city and community level public spaces exists. Do your kids play daily at a park within 5 minute walk from your home? Q. Nizamuddin Dilshad Garden Nizamuddin Dilshad Garden G.K. Neglected…. or Compromised… Over-designed! Fenced off!!
    • 10. Make existing Parks usable & safe ! Make Parks intimate and “watched” by surrounding buildings 1) Source: Mitali Ganguly Lajpat Nagar
    • 11. Bryant Park, New York Make Parks – NOT JUST beautiful , but Usable too. 1) Source: Romi Roy
    • 12. Parks should be usable by all age groups… (...at a park in Beijing) kids…. 1) Source: Romi Roy
    • 13. (...at a park in Beijing) young… Parks should be usable by all age groups… 1) Source: Romi Roy
    • 14. (...at a park in Beijing) old…. Parks should be usable by all age groups… 1) Source: Romi Roy
    • 15. Utilize parks as “Working Landscapes”: <ul><li>Utilize Parks and Open Spaces for Natural Storm Water Management. </li></ul><ul><li>Adopt a 3-Tier Approach: </li></ul>Delhi in Monsoons <ul><li>Advantages: </li></ul><ul><li>- Reduced Flooding </li></ul><ul><li>- Less pressure and reduced sizing for Municipal Storm Water Treatment Plants. </li></ul><ul><li>- PREVENT POLLUTING THE YAMUNA!! </li></ul>2) Source: Rowan Roderick Jones 1: Treat at Source (streets, parks) 2: Natural Conveyance (minimal piping) 3: Natural Storm Water Treatment
    • 16. <ul><li>Parks can be usable green spaces throughout the year; </li></ul><ul><li>In monsoons, they transform into storm water swales or detention ponds … </li></ul>Utilize parks as “Working Landscapes”: 2) Source: Tony Chan
    • 17. <ul><li>Social Goal 2: </li></ul><ul><li>Getting Around Easily </li></ul><ul><li>Provide high density mixed use developments (residential. office, entertainment & civic uses) with 5-min walk of Metro Stations. </li></ul><ul><li>Make transferring between modes easy </li></ul><ul><li>Design streets for Pedestrians, not just cars. </li></ul>
    • 18. &quot;Smog is back with a vengeance... it's just getting unbearable… 1,000 new private vehicles being added to Delhi's roads every day” – BBC, Nov 2008 “ What the completion of Metro Phase I has meant for Delhi: Phase I covers 55.79 km, carries 5 lakh passengers daily, ensures 1,650 less buses on Delhi roads, cuts 1.5 million commuter trips per day, saves 2 million man-hours per day, has reduced accidents and pollution levels by 30 percent, while saving fuel worth Rs. 650 crore per year.” – The Statesman, January 26, 2006 How many hours do you spend in traffic jams? Q.
    • 19. Facts first…. Delhi Today: The roads of Delhi are choked by cars which drive less than 15% of its people. (Source: RITES 2008) Highest Road Space to Occupancy ratio Servicing pedestrians and cyclists on roads can help increase ridership for buses & trains.
    • 20. MODAL SPLIT DELHI 2007
    • 21.  
    • 22.  
    • 23. How Flyover make walking difficult & force people into cars… Flyover: a barrier & deterrent to safe and easy pedestrian movement. Landing to nowhere…? How does one get to the bus-stop? Interesting Pedestrian and bus-users situations at AIIMS and Dhaula Kuan Flyover Intersections. ( Photos and Study Source: Akash Hingorani, Oasis Designs )
    • 24. Delhi’s flyovers can’t cope with rising traffic! Breaching Capacity Well Before Schedule. Long term solution needed. - TOI, Sept 09 Vehicle oriented roads ( HIGH TRAFFIC SPEEDS, LACK OF FOOTPATHS ) make them unsafe for Pedestrians.
    • 25. Source:: Hindustan Times, 12 Aug 2009
    • 26. Source:: www.cseindia.org
    • 27. MPD 2021 identifies a current Modal Split of 60-40 (Public-Private Transport). It sets the following Targets for the near future: “ 70-30 Modal Split by 2011” “ 80-20 Modal Split by 2021” Where we are…. Where we want to go….
    • 28. Clearly – a PARADIGM SHIFT is needed. Where we are…. Where we want to go….
    • 29. Re structuring Delhi into a Transit Oriented City.
    • 30. Implement 14 BRT Corridor Network within 5 years to increase Efficiency & Reliability of existing bus network . Source: TOR for BRT/ ITC Corridors, 2011
    • 31. Transit Node Express Bus Route That is the reason for success of BRT in Curitiba 1) High Density near Stations - Maximum people should Live, Work & Play within 5-min walk of RAPID TRANSIT Stations.
    • 32. Interchange ..to “rebuild” Delhi along its new TRANSIT INFRASTRUCTURE All new projects + Redevelopment should be along this Armature Metro BRT Interchange Park ’n’ Ride
    • 33. Current Masterplan
    • 34. ~ 60% of the urban area will be within 15-minute walking distance from the proposed MRTS stations…
    • 35. Interchange 7 min walk Auto-Oriented City Transit-Oriented City SHIFT Rail/ Metro BRT
    • 36. Step 1: ONE COORDINATION & APPROVAL BODY
    • 37. Discontinued Disjointed and Uncoordinated Planning TRANSPORTATION + LANDUSE + INFRASTRUCTURE MUST BE designed and implemented together – complimenting each other. Otherwise they will ALL FAIL….
    • 38.  
    • 39. Planning Coordination Integration Approvals Mobility for all; Planned development blueprint GOALS & ROLES: ONE Coordination Body Advisors Consultants Stakeholders UTTIPEC
    • 40.  
    • 41. Step 3: THE TOD ROADMAP
    • 42. Transit Oriented Development : The ROADMAP Pedestrian Guidelines launched by UTTIPEC, DDA, Delhi
    • 43. CSE Pradeep Sacheva Design Associates ICE & IIT Oasis Designs Samarthyam DIMTS TRIPPs MCD, PWD, NDMC Expert Contributors: Pedestrian Guidelines launched by UTTIPEC, DDA, Delhi
    • 44. Pedestrian Guidelines already launched by UTTIPEC, DDA, Delhi in Nov 2009 News Article Source: Hindustan Times, pg 2; 04 Dec 2009 “ ”
    • 45. 10 Public Amenities, Hawker Zones, Signage Designated Hawker Zones (10G) must be allowed to locate in areas where pedestrians tend to wait or congregate i.e street intersections and near bus stops or major civic destinations, public offices, etc. X. Public Toilets (10A) should be located near every alternate bus-stop and definitely located at each Rapid Transit Station (Metro/BRT). Frequency of location of toilets should be every ~500 - 800 M. <ul><li>“ Set of 3” at every intersection must be provided for Pedestrian Way-finding : </li></ul><ul><li>- Dustbin with map (10E) </li></ul><ul><li>- Street directional signage (10D) </li></ul><ul><li>- Universal accessibility features (03B) </li></ul>Z. Auditory Pelican signals (10C) and raised table-top crossings at all mid-block or T-junctions, in absence of a full traffic signal. Y. Bus Stops with Route Maps (10B) must be universally accessible, and located every ~800-1000 M. The Kit of Parts: ~ 200 M max 1. 2. 3. Auto and Cycle-Rickshaw Stands (04) should be provided near bus-stops, within the Multi-Functional Zone. X. Y. Z. <ul><li>01A Clear Walking Zone </li></ul><ul><li>01B Walking Zone Width </li></ul><ul><li>01C Maximum Curb Height </li></ul><ul><li>01D Curb Radius and Slip Road Treatment </li></ul><ul><li>01E Continuous Pavement </li></ul><ul><li>01F High Albedo Materials </li></ul><ul><li>01G Permeable Pavement </li></ul><ul><li>Frontage Zone or Dead Width </li></ul><ul><li>03A Kerb Ramps </li></ul><ul><li>03B Raised Table-Top Crossings </li></ul><ul><li>03C Tactile Paving </li></ul><ul><li>03D Auditory Signals </li></ul><ul><li>03E Accessible Infrastructure & Signage </li></ul><ul><li>04A Essential Planting </li></ul><ul><li>04B Tree Pits and Tree Grates </li></ul><ul><li>04C Planting with Storm Water Management </li></ul><ul><li>04D Aesthetic Planting </li></ul><ul><li>05A Segregated Cycle + NMT Paths </li></ul><ul><li>05B Bicycle Parking and Other Infrastructure </li></ul><ul><li>06A At-grade Crossing </li></ul><ul><li>06B Mid-Block Crossing </li></ul><ul><li>06C Raised Table-top Crossings </li></ul><ul><li>07A Pedestrian Refuge Island at Median </li></ul><ul><li>07B Median Refuge Design Options </li></ul><ul><li>08A Pedestrian Scaled Lighting </li></ul><ul><li>08B Full Cut-off Fixtures </li></ul><ul><li>09A Underground Utilities </li></ul><ul><li>10A Local Bus Stop </li></ul><ul><li>10B Public Toilets </li></ul><ul><li>10C Vector Street Direction Signage </li></ul><ul><li>10D Auditory Pelican Signals </li></ul><ul><li>10E Dustbins </li></ul><ul><li>10E Hawker Zones </li></ul>ESSENTIAL GUIDELINES Pedestrian Design Guidelines © UTTIPEC, DDA 2009
    • 46. <ul><li>Revise Parking Laws to delink it from landuse and link it to spatial proximity to public transport facilities. ( MCD, NDMC, DDA ) </li></ul><ul><ul><li>low ECS or no/expensive parking within 10 min walking distance of MRTS stations </li></ul></ul><ul><ul><li>enforcement of cycle parking provisions as % of required ECS. </li></ul></ul><ul><ul><li>congestions pricing in areas well served by public transport. </li></ul></ul><ul><ul><li>park and ride/ park and walk policies </li></ul></ul><ul><ul><li>shared parking options </li></ul></ul><ul><ul><li>drop off vs parking provisions </li></ul></ul><ul><li>HOV lanes in street design standards to encourage carpooling ( DIMTS, RoAs ) </li></ul><ul><li>Mega carpool scheme ( CoT ) </li></ul>PROPOSED STRATEGIES:
    • 47. Prioritize HOVs to reduce cars <ul><ul><ul><li>Make the car use more efficient – carpool, congestion pricing, expensive parking, etc. </li></ul></ul></ul>4
    • 48. Private Car: The undesirable feeder Destination Origin Feeder MRTS Feeder Most valuable real estate should not be used for cars parked all day for 8-15% of population. <ul><li>Car Parking beyond 500 M </li></ul><ul><li>Parking only at terminal park-n-ride Stations. </li></ul><ul><li>“ Drop off areas provided. </li></ul>5 min walk from Station
    • 49. Ridership: Parking Versus Joint Development Housing <ul><li>Surface parking </li></ul><ul><ul><li>100 spaces per acre </li></ul></ul><ul><ul><li>200 rides per day </li></ul></ul><ul><ul><li>All at peak period </li></ul></ul><ul><li>Housing = ~1.6-4 rides per unit </li></ul><ul><ul><li>50-100 units/acre = 200 rides per day </li></ul></ul><ul><ul><li>100-200 units/acre = 400 rides/day </li></ul></ul><ul><ul><li>Spread throughout day especially if affordable </li></ul></ul><ul><li>3 Story Garage </li></ul><ul><ul><li>200 spaces per acre </li></ul></ul><ul><ul><li>400 rides per day </li></ul></ul>
    • 50. <ul><li>Revised Taxation Laws for buses. </li></ul><ul><li>Cross Subsidization from Congestion Pricing, Parking fees, advertising, etc. ( CSE ) </li></ul><ul><li>Land Development Rights to be given to Metro, BRT & DTC - to fund long term public transportation supply & improvements ( CoT, DMRC, DIMTS, DDA ) </li></ul>GOALS: <ul><li>High Quality, Speed & Comfort (ITS/ Grade Separation) </li></ul><ul><li>Efficient Feeder Network. (Rerouting of DTCs, more feeders, Dedicated HOV lanes) </li></ul><ul><li>Walking-Cycling Connectivity </li></ul>FUNDING STRATEGIES:
    • 51. <ul><li>Reorder growth to redevelop and redensify the city along MRTS corridors. </li></ul><ul><li>Planning guidelines to attract private investment into densification and redevelopment of existing areas. </li></ul><ul><li>Urban design guidelines to make cities safe, attractive and walkable. </li></ul><ul><li>Leveraging of private investment for direct public benefit. </li></ul>GOALS: <ul><li>Maximum people can live, work & play within 10-min walking distance of MRTS stations. </li></ul><ul><li>Station Areas become well connected and vibrant “places”. </li></ul><ul><li>City Level Goals of Sustainability, mobility, safety, affordability, equity & quality of life are achieved. </li></ul>PROPOSED STRATEGIES:
    • 52. CURRENT MASTERPLAN
    • 53. RESTRUCTURED GROWTH STRATEGY
    • 54. 5) Graded Density 3) Frequent Feeder Routes 4) Mixed landuse 2) Placemaking ~500 M Walk The Transit Oriented Design Principles: 1) Direct Connectivity & Pedestrian/ cycle friendly design 6) Leveraging of Private Investment
    • 55. Vancouver Block: e.g. 80 x 125 M 15-minute walk 5-minute walk Typical Delhi Housing Block Principle 1) Direct Connectivity and Walkability - Finer Street Network for shortest routes to pedestrians & cyclists. - Faster to walk or cycle; than to drive.
    • 56. Vancouver Block: e.g. 80 x 125 M Typical Delhi Housing Block Concentrated traffic : Fewer, wider streets Distributed traffic : More & narrower streets Principle 1) Direct Connectivity and Walkability - Finer Street Network for shortest routes to pedestrians & cyclists. - Faster to walk or cycle; than to drive.
    • 57. <ul><li>Create Vibrant Places, not gated developments. </li></ul><ul><li>Build communities: Create interaction places, public plazas, markets and parks – near public transport nodes & along daily paths of people. </li></ul><ul><li>Mix of uses to provide people of varied social groups with options to live, work, shop and play within easy access to public transport and daily necessities. </li></ul>Nanjing Lu, Shanghai Mizner Park, Florida Fruitvale Village Principle 2) PlaceMaking
    • 58. Source: http://en.wikipedia.org/wiki/Form-based_codes “ Urban Design” Code: Control of Public interfaces is Essential Non-walk friendly street with Setbacks Walkable, vibrant Mixed-use Street Principle 2) PlaceMaking
    • 59. 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 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. Multimodal, pedestrian-oriented. 80-100M max. 80-100M max. Critical Zoning Laws that may need to be introduced: Principle 2) PlaceMaking
    • 60. Principle 3) Cheap, frequent, low-occupancy Feeder Systems Reroute buses to Metro Stations and provide ample feeder systems. Rapid Transit Feeders DIMMTS Free Maps
    • 61. Current Trends: within 5-min walk of Metro Stations No Walkable Design. No Street Frontage. No Diversity. Not enough Density. Principle 4) Mixed Use, Residential dominated within 10 min walk NOT TOD
    • 62. High Density Mixed Uses Recommended: Within 5 min walk of Station (500 M)… 5 min walk Principle 4) Mixed Use, Residential dominated within 10 min walk
    • 63. Within 10 min walk of Station (1000 M)… 10 min walk High Density Mixed Uses Principle 4) Mixed Use, Residential dominated within 10 min walk Recommended:
    • 64. <ul><li>Option 1: </li></ul><ul><li>Mandatory Reservation for % of low-income housing in private developments near public transit. </li></ul><ul><li>Option 2: </li></ul><ul><li>Density bonuses for market-rate developments to pay for, or construct nearby low-income communities. </li></ul><ul><li>Density bonuses for providing and maintaining shared public parks, facilities and social infrastructure. </li></ul><ul><li>Option 3: </li></ul><ul><li>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. </li></ul>Provide DENSITY BONUSES - not FAR bonuses - near Stations ► Principle 4) Mixed Use, Residential dominated within 10 min walk 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 walking radius Source: Paromita (Romi) Roy JNNURM, 2009
    • 65. <ul><li>Reverse Commutes will ensure transit use 24x7. </li></ul>Curitiba Principle 5) High/ appropriate density near Stations Maximum people Live, Work & Play within 5-min walk of RAPID TRANSIT Stations Delhi Segregated Uses, Random density Mixed Uses, Transit-Density Pyramid
    • 66. Incentives Bonuses Taxes Requisites In-situ Upgradation/ Redevelopment of slums and/ or provision of low-income housing near stations. Designated Neighborhood level Open Space Provision and Maintenance. Provision of schools and civic facilities. Maintenance of public realm. : Cross Subsidization of Services Private Investment Expand Public Transportation Principle 6) Leveraging of Private investment for Public Benefit
    • 67. We hope…. we can work together to make change in Delhi……

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