Detailed Policy Framework and a Roadmap for Change - required to solve problems of Delhi & achieve a vision for a livable world class city. Solving Traffic Congestion through Transit Oriented Development, Delhi (Romi Roy)
Transit Oriented Development and Land Value Capture: A Concept NoteHarshada Chavan
An optimal TOD scenario to reduce negative transportation impacts and enhance land value. The value generated will be captured using the Land Value Capture (LVC) mechanism, which could be utilized as a sustainable source of funding.
The motivation of this study is to explore about Transit Oriented Development (TOD), its parameters and principles. This dissertation includes case studies of areas that show the benefits of TOD and how it is making public transportation feasible near stations and thereby reducing traffic jam problems.
Transit Oriented Development and Land Value Capture: A Concept NoteHarshada Chavan
An optimal TOD scenario to reduce negative transportation impacts and enhance land value. The value generated will be captured using the Land Value Capture (LVC) mechanism, which could be utilized as a sustainable source of funding.
The motivation of this study is to explore about Transit Oriented Development (TOD), its parameters and principles. This dissertation includes case studies of areas that show the benefits of TOD and how it is making public transportation feasible near stations and thereby reducing traffic jam problems.
Transit Oriented Development is the exciting fast growing trend in creating vibrant, livable, sustainable communities. Also known as TOD, it's the creation of compact, walkable, pedestrian-oriented, mixed-use communities centered around high quality train systems.
transit oriented development california
transit oriented development principles
examples of transit oriented development
transit oriented development abstract
transit oriented development case studies
transit oriented development hawaii
transit oriented development seattle
transit oriented development benefits
The New Urbanism: Design Principles for Vibrant CommunitiesVierbicher
Much of the development that has occurred in Wisconsin and around the nation over the past 60 years has created a feeling of sameness from community to community. Our development pattern has separated uses from one another and catered to cars at the expense of pedestrians, bicyclists, and transit. The New Urbanism promotes the creation and restoration of diverse, walkable, compact, vibrant mixed-use communities built with integrated housing, employment, shops, and schools. It is a revival of the lost art of "placemaking" to raise our quality of life and standard of living by creating neighborhoods, not just subdivisions, and building main streets, not just shopping malls.
Based on the mandate given in SDG 11, calling for promoting an affordable and sustainable transport, globally all nations are trying to come out with an agenda and a vision for achieving carbon neutrality. Nations must make commitment to promote emissions-free mobility as a fundamental human right; doing the best things for humanity and society to lead towards a better and sustainable future and proactively promoting a paradigm shift towards electrification and creating a hydrogen based society for bringing sustainability. Sustainable transport is known for its distinct and numerous social and economic benefits for the communities, cities, environment and ecology. Studies made and analysis carried out has concluded that; Sustainable transport can help create large number of jobs; improve commuter safety through investment in bicycle lanes; reduce use of fossil fuel ; minimize pollution and congestion, making cities walkable; and making access to employment and social opportunities more affordable and efficient besides decarbonizing cities and making urban settlements more livable and sustainable. Sustainable transportation offers a practical opportunity and simple method of saving people's time, improving people’s health increasing household income and making cities great places for happy, healthy and more productive living besides making investment in sustainable transport, a 'win-win' option and opportunity for all stake holders.’ Decarbonizing, Carbon Neutrality and Zero-Carbon must remain the prime agenda to redefine, promote and achieve the sustainable transportation in urban areas and to achieve the mandate/goals given in SDG11. Planet earth looks at how nations can minimize travel and make it sustainable for making human settlements more peaceful and livable.
Transit Oriented Development is the exciting fast growing trend in creating vibrant, livable, sustainable communities. Also known as TOD, it's the creation of compact, walkable, pedestrian-oriented, mixed-use communities centered around high quality train systems.
transit oriented development california
transit oriented development principles
examples of transit oriented development
transit oriented development abstract
transit oriented development case studies
transit oriented development hawaii
transit oriented development seattle
transit oriented development benefits
The New Urbanism: Design Principles for Vibrant CommunitiesVierbicher
Much of the development that has occurred in Wisconsin and around the nation over the past 60 years has created a feeling of sameness from community to community. Our development pattern has separated uses from one another and catered to cars at the expense of pedestrians, bicyclists, and transit. The New Urbanism promotes the creation and restoration of diverse, walkable, compact, vibrant mixed-use communities built with integrated housing, employment, shops, and schools. It is a revival of the lost art of "placemaking" to raise our quality of life and standard of living by creating neighborhoods, not just subdivisions, and building main streets, not just shopping malls.
Based on the mandate given in SDG 11, calling for promoting an affordable and sustainable transport, globally all nations are trying to come out with an agenda and a vision for achieving carbon neutrality. Nations must make commitment to promote emissions-free mobility as a fundamental human right; doing the best things for humanity and society to lead towards a better and sustainable future and proactively promoting a paradigm shift towards electrification and creating a hydrogen based society for bringing sustainability. Sustainable transport is known for its distinct and numerous social and economic benefits for the communities, cities, environment and ecology. Studies made and analysis carried out has concluded that; Sustainable transport can help create large number of jobs; improve commuter safety through investment in bicycle lanes; reduce use of fossil fuel ; minimize pollution and congestion, making cities walkable; and making access to employment and social opportunities more affordable and efficient besides decarbonizing cities and making urban settlements more livable and sustainable. Sustainable transportation offers a practical opportunity and simple method of saving people's time, improving people’s health increasing household income and making cities great places for happy, healthy and more productive living besides making investment in sustainable transport, a 'win-win' option and opportunity for all stake holders.’ Decarbonizing, Carbon Neutrality and Zero-Carbon must remain the prime agenda to redefine, promote and achieve the sustainable transportation in urban areas and to achieve the mandate/goals given in SDG11. Planet earth looks at how nations can minimize travel and make it sustainable for making human settlements more peaceful and livable.
Presentación durante el evento de BRT2TOD de 2013 de la Universidad de los Andes, sobre cómo se puede planear, pagar y pensar el desarrollo orientado al transporte público en una ciudad.
Fecha: 11 de Julio de 2013
Lugar: Bogotá
Capital Metro Transit Oriented DevelopmentCapital Metro
Manager of TOD Lucy Galbraith delivered this presentation to the Capital Metro Board of Directors Rail Committee on June 14, 2010. The presentation is a good overview of TOD and its benefits, and an update on TOD progress at four MetroRail stations.
Transit Oriented Development (TOD) results in the creation of compact, walkable and liveable communities with access to amenities built around high quality mass transit stations. However, the discourse around TODs in India is more of a densification and value capture approach, which is necessary, but yet an incomplete conversation for the Indian context. This webinar, presented by Todd Litman, Himadri Das and Lubaina Rangwala addresses the major challenges and learnings from the ‘implementation’ of a TOD.
The webinar recording can be seen here - https://www2.gotomeeting.com/register/335456930
Related Research - http://embarqindiahub.org/reports/towards-walkable-sustainable-bengaluru-accessibility-project-indiranagar-metro-station
Related webinar - http://embarqindiahub.org/webinars/parking-effective-tool-manage-travel-demand-transit-oriented-developments
The role of parking in transit-oriented development (TOD) neighbourhoods - There is an urgent need for city planners in India to reconsider existing parking norms and develop options for parking reduction within TOD areas. Dr. Barter and Mr. Mulukutla looked into the role of parking space in TOD neighbourhoods and how it can be better designed to benefit communities living around them.
Video from the webinar is available at: http://bit.ly/1nulFhG
Learn more from Transit-oriented Development (TOD) Guide for Urban Communities: http://bit.ly/1nulC5F
Traffic Congestion PowerPoint Presentation, how to reduce traffic congestion, costs of traffic congestion, road accidents and traffic congestion, loss of time due to congestion, pollution, health , diseases, photos, images
THIS IS JUST AN IMAGINARY THOUGHT,,, IF IT IS BEING INSTALLED IN PAK OR OTHER COUNTRIES WHERE IT COULD HELP TO INCREASE THE ECONOMY
THIS INCLUDE A TRASMITTAL LETTER,ABSTR
Investigation on Bridges Connection to Network Carrefour in Existing Roads in...IJERA Editor
The rapid and continuous growth of populations and vehicles has caused very big traffic volume in most of
African big cities. In order to ensure a better distribution of traffic and enables quick access to vehicles,
reasonable interchange can be designed to allow greater connection and realizes rapid dividing of vehicles at
existing road network carrefour. This paper uses Cotonou, which is the largest urban and economic city of Benin
Republic as a case study. Firstly, the paper reviews literatures on history and development of interchanges bridge
systems. Based on the case study, the paper then mainly introduces a typical interchange at Godomey carrefour,
explains difficulties encountered in engineering design and realizes rapid dividing of vehicles by designing
reasonable interchange at Godomey carrefour, so as to accumulate certain experience in the construction of
interchange at existing road network carrefour. By studying this case, the research seeks to identify and expand
on lessons learned under the first interchange bridge design in Benin. Using the lessons learned government
agencies, engineering and construction communities could adopt reasonable structure and construction method
according to local conditions based on current situations.
Transport Policies for Van Couver, CanadaSaumya Gupta
The presentation covers the Transport Policies of Vancouver. All data is from secondary sources, which are duly mentioned in the last slide. This was done as a part of an assignment of Transport Policy and Legislation.
Performance Analysis of Continuous Flow Intersection in Mixed Traffic Condition IDES Editor
The rapid increase in the volume of traffic in most of
the countries is surpassing the threshold level of the present
transportation system and demands a more efficient and
intelligent system to be dealt with. As renovation of urban
transport infrastructure is not feasible, there is an urgent
need to find alternative solutions to the problem. One way is
to devise methods for optimal utilization of available
infrastructure (road space) in such a way that the carrying
capacity of the roadway is enhanced and the conflict points
reduced. This may be achieved by Continuous Flow
Intersection (CFI) using pre signal concept which is an
innovative traffic signal intersection. The principle behind
this intersection is that the main conflicting traffic, i.e. the
right-turning traffic is segregated from the main flow at the
intersection. This study is concerned with evaluation of
Continuous Flow Intersection (CFI) under heterogeneous
traffic flow conditions using computer simulation. The
analysis of the simulation results show that the CFI design is
certainly more efficient when compared to conventional
designs even in highly heterogeneous traffic conditions.
Sustainable Mobility Plan for Udaipur - 2014 by Ashutosh Nirvadyaacharixyzashu
Presentation made by Ashutosh Nirvadyaachari at a Seminar on Road Networks, Flyovers and Elevated Road Plans at Udaipur organised at Vigyan Samiti on 15 January, 2014
Similar to Solving Congestion through Transit Oriented Development, Delhi (Romi Roy) (20)
Chapter 19_DDA_TOD Policy_First Draft 2012.pdfParomita Roy
A Text Book for TOD in the Indian Context:
Each TOD must have the following components:
1. Pedestrian & Cycle/ Cycle-Rickshaw Friendly Environment
2. Connectivity: Create dense networks of streets and paths for all modes.
3. Multi-modal Interchange: Mass transportation modes servicing the area should be well integrated to
afford rapid and comfortable modal transfers.
4. Modal Shift Measures: Shift to Sustainable Modes by Using Design, Technology, Road Use Regulation,
Mixed-Use, Parking Policy and Fiscal Measures
5. Placemaking and Safety: Urban places should be designed for enjoyment, relaxation and equity.
6. High Density, Mixed-Income Development: Compact Neighbourhoods for Shorter Commutes and
Equity for All Sections of Society.
Policy details and development norms for each of the above components are provided below.
IRSDC-Gwalior-Heritage-Line_Scindia ji presentationParomita Roy
Created Vision Plan for Value Capture and Adaptive Reuse of Heritage Railway line of Gwalior as a tourism magnet as well as public transport system with daily/ leisure activities integrated for real estate potential. Presented to Hon'ble Central Govt. Minister Shri Jyotiraditya Scindia in 2021.
TOD; how to write form based codes; how to plan; urban planning; transit oriented development;
This presentation talks about the 7 essential Principles of TOD; the implementation of TOD through Form Based Codes; The need to replace norms for FAR & GROUND COVER with Buit-Up-Area and Green Open Space requirements; CASE STUDIES: (1) Successful application of Form Based Codes in Railways Projects;
(2) Low-rise Low density development with TOD norms and Form Based Codes
Need and Components of TOD-based Form Based Codes and TOD Regulations; Difference Between Model Codes and Specific Codes; Customization of Form Based Code concept to Indian conditions.
Download the Official Version of this Document from the UTTIPEC Website at the Link below:
http://uttipec.nic.in/StreetGuidelines-R1-Feb2011-UTTPEC-DDA.pdf
Vision for a World Class Delhi, Jan2009Paromita Roy
What becoming a World Class City could mean for people of Delhi......
A world class Delhi is not about building bigger highways and flyovers, and continually "cleaning" the city's poor out of visibility of the rich.....
Being a World Class City could mean a win-win situation for all the inhabitants and decision makers of the city..... be it rich poor - young old - male female.... making it a truly democratic capital city.
Kubernetes & AI - Beauty and the Beast !?! @KCD Istanbul 2024Tobias Schneck
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Session Overview
-------------------------------------------
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State of global ICS asset and network exposure
Sectoral targets and attacks as well as the cost of ransom
Global APT activity, AI usage, actor and tactic profiles, and implications
Rise in volumes of AI-powered cyberattacks
Major cyber events in 2024
Malware and malicious payload trends
Cyberattack types and targets
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Attacks on counties – USA
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Solving Congestion through Transit Oriented Development, Delhi (Romi Roy)
1. Solving Congestion
through
TRANSIT ORIENTED
DEVELOPMENT.
Presentation to CSE, New Delhi
17 Sept 2009
2. Delhi Today:
• High Car dependency
• Highest Pollution levels in India
• Road Rage
• Lack of Safety for Pedestrians
3. 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.
4. Trying to solve a traffic problem by
widening the road –
is like trying to solve obesity by
loosening the belt.
11. America earned one of the highest ecological footprints on the planet.
Source:
http://upload.wikimedia.org/wikipedia/commons/thumb/4/41/World_map_of_countries_by_ecological_footprint.svg/800px-World_map_of_countries_by_ecological_footprint.svg.png
16. How Flyover make walking difficult & force people
into cars…
cars…
Congestion Congestion point soon
returns after shifts here, due to
couple of years merging traffic.
to junction, due
to turning traffic
& increased
volumes.
Preferable shortest
direct route from
point A to B.
Point B
Lack of direct walking,
cycling or rickshaw
access, and longer
Even local
circuitous route - forces
traffic is forced
people into the private
to move
car.
through
Ashram Chowk.
Necessity to go through
Ashram Chowk for even
local destination trips –
further increases
congestion at the
Chowk.
17. How Flyover make walking difficult & force people
into cars…
cars…
After construction of the Clover Leaf Flyover, the shortest walking distance from AIIMS exit to Dilli Haat has
increased by over 5 times. In addition, there are no safe crossings available, so people risk their lives crossing the
street at the most convenient locations.
(Study Source: Centre for Science and Environment)
18. How Flyover make walking difficult & force people
into cars…
cars…
Point B ●
er Earthfill)
alk) barrier (Flyov
~ 300 M (4 min w
Point A ●
Preferable Walking route from point A to B.
Flyover-induced Walking distance from point A to B – increased by over 8 times!
19. How Flyover make walking difficult & force people
into cars…
cars…
How does one get
to the bus-stop?
Flyover: a barrier & deterrent
to safe and easy pedestrian
movement. Landing to nowhere…?
Interesting Pedestrian and bus-users situations at AIIMS and Dhaula Kuan Flyover Intersections.
(Photos and Study Source: Akash Hingorani, Oasis Designs)
21. Delhi’s flyovers can’t cope with rising traffic! Vehicle oriented roads
Breaching Capacity Well Before Schedule. (HIGH TRAFFIC SPEEDS, LACK OF FOOTPATHS)
Long term solution needed. - TOI, Sept 09 make them unsafe for Pedestrians.
43. Lessons from Beijing: (TOI June 14, 2009)
Beijing - a capital city of 17 million population - is struggling to make its commuters
STOP using the six ring roads, and make them ride the subway, buses or bicycles.
44. Lessons from Beijing: (TOI June 14, 2009)
Beijing - a capital city of 17 million population - is struggling to make its commuters
STOP using the six ring roads, and make them ride the subway, buses or bicycles.
46. Where we are…. Where we want to go….
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”
47. Where we are…. Where we want to go….
However, RITES study has recently revealed that the modal
split of Delhi has actually dropped from 60-40 to 45-55!
48. Where we are…. Where we want to go….
Clearly – the direction where we are headed is contrary to
the Spirit and direction intended by the Masterplan.
49. Where we are…. Where we want to go….
Clearly – a PARADIGM SHIFT is needed.
50. Current/ Future Policies:
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 has given a thrust on redevelopment
and redensification of existing urban areas and city improvement.
It calls for a comprehensive redevelopment strategy for
accommodating a large population, and strengthening of infrastructure
facilities.
51. MPD-2021 Statements & Goals:
12.4.1 SYNERGY BETWEEN TRANSPORT AND LAND USE
The concept of the Master Plan for Delhi 1962 was based on a poly-
nodal, polycentric, distribution of work centres, largely based on road
transport nodes. A major fall-out of this has been distortion between
infrastructure, transport and land use.
Major Sources of Air Pollution:
Vehicular Emission = 70%; Industrial = 20%; Gensets; Cooking, etc =
10%
Public transportation planning must, therefore, drive the future
policy.
52. MPD-2021 Statements & Goals:
12.4.1 SYNERGY BETWEEN TRANSPORT AND LAND USE
To achieve spatial balance, development should take place according
to new corridors of mass movement. This has implications in terms of
land use planning along major transport corridors and the Mass Rapid
Transport/ Transit System.
(p72)
53. MPD Statements & Goals:
“The Plan contemplates a mechanism for the
restructuring of the city based on mass transport.”
(p3)
… a sizable proportion of the additional population with
requisite facilities and employment can be absorbed along
MRTS corridors.”
(p14)
54. MPD Statements & Goals:
3.3.1. REDEVELOPMENT STRATEGY
“ The proposed MRTS network will bring sizable urban area
within walking distance from the proposed stations.
This changed scenario provides opportunities for city
restructuring and optimum utilization of the land along the
MRTS corridors.
55. Premise:
Transit Oriented Development of Delhi
is therefore not just about redevelopment &
redensification along 500 M of MRTS
corridors.
It is about REstructuring a Transit Oriented City.
56. ..to “rebuild” Delhi along its new TRANSIT INFRASTRUCTURE
Metro
BRT
Interchange
Park ’n’ Ride
Interchange
All new projects + Redevelopment
should be along this Armature
Romi Roy UTTIPEC
61. Discontinued Disjointed and Uncoordinated Planning
TRANSPORTATION + LANDUSE + INFRASTRUCTURE
MUST BE designed and implemented together – complimenting each other.
Otherwise they will ALL FAIL….
Romi Roy
62.
63. ONE Coordination Body
Stakeholders GOALS & ROLES:
Advisors
Mobility for all;
Planned development blueprint
Planning
UTTIPEC Coordination
Integration
Approvals
Consultants
64. PROCEDURE FOR CHANGE
ROADMAP
Stakeholder
GOALS + Participation COORDINATION
TARGETS: +
(MPD 2021) IMPLEMENTATION
Experts
Community
Participation
66. CITY LEVEL GOALS: MPD 2021
• POPULATION & EMPLOYMENT TARGETS
• 80-20 MODAL-SPLIT"
• MINIMIZE AIR POLLUTION
• AFFORABLE HOUSING DEMAND
• REDUCE CRIME
• ADDRESS EQUITY
• PROVIDE PHYSICAL INFRASTRUCTURE TO
ALL
• STOP WATER BODY POLLUTION
67. FILTERING THE GOALS: MPD 2021
Move more people,
MOBILITY
not cars
Equal access to
EQUITY
Amenities
TOD
GOALS
Low-income
AFFORABILITY
housing
QUALITY OF Car independent
LIFE lifestyle
73. PROPOSED STRATEGIES:
1• Revise Parking Laws to delink it 2
from landuse and link it to spatial
Landuse-Transportation
proximity to public transport Public Transit System:
Synergy: (MCD, NDMC, DDA)
facilities. Provision & Funding
o low ECS or no/expensive
parking within 10 min
walking distance of MRTS
stations
o enforcement of cycle parking
provisions as % of required
ECS. 3
o congestions pricing in areas Discourage Private Car
well served by public
transport.
o park and ride/ park and walk
policies
o shared parking options
o drop off vs parking
provisions
4
Equitably distribute
• HOV lanes in street design
standards to encourage Public realm
carpooling (DIMTS, RoAs)
• Mega carpool scheme (CoT)
74. Prioritize HOVs to reduce cars
4
Make the car use more efficient – carpool, congestion pricing, expensive
parking, etc.
75. Private Car: The undesirable feeder
Feeder
Most valuable real Destination
estate should not be
used for cars parked
all day for 8-15% of
population. S
M RT
• Car Parking
beyond 500 M
• Parking only at 5 min walk
terminal park-n-ride from Station
Stations.
• “Drop off areas
Feeder
provided.
Origin
76. Ridership: Parking Versus Joint Development Housing
• Surface parking Housing = ~1.6-4 rides per unit
– 100 spaces per acre – 50-100 units/acre = 200 rides per
– 200 rides per day day
– All at peak period – 100-200 units/acre = 400
rides/day
• 3 Story Garage – Spread throughout day especially if
– 200 spaces per acre affordable
– 400 rides per day
77. GOALS:
•
1High Quality, Speed & 2
Comfort (ITS/ Grade
Landuse-Transportation
Separation) Public Transit System:
Synergy: Feeder Network.
• Efficient
Provision & Funding
(Rerouting of DTCs, more
feeders, Dedicated HOV lanes)
• Walking-Cycling Connectivity
FUNDING STRATEGIES: 3
Discourage Private Car
• Revised Taxation Laws for
buses.
• Cross Subsidization from
Congestion Pricing, Parking
fees, advertising, etc. (CSE)
4
• Land Development Rights to Equitably distribute
be given to Metro, BRT & DTC
- to fund long term public
Public realm
transportation supply &
improvements (CoT, DMRC,
DIMTS, DDA)
78. GOALS:
1 2 • Maximum people can live, work & play within 10-min
Landuse-Transportation Public Transit System: stations.
walking distance of MRTS
Synergy: • Station Areas become
Provision & Funding well connected and vibrant
“places”.
• City Level Goals of Sustainability, mobility, safety,
affordability, equity & quality of life are achieved.
3 PROPOSED STRATEGIES:
Discourage Private Car
a) Reorder growth to redevelop and redensify the
city along MRTS corridors.
b) Planning guidelines to attract private investment
into densification and redevelopment of existing
areas.
4
c) Urban design guidelines to make cities safe,
Equitably distribute
attractive and walkable.
Public realm
d) Leveraging of private investment for direct public
benefit.
81. The Transit Oriented Design Principles:
1) Direct Connectivity
& Pedestrian/ cycle
friendly design a lk
W
M
00
~5
2) Placemaking
4) Mixed landuse
3) Frequent Feeder
Routes
5) Graded Density
6) Leveraging of
Private Investment
82. Principle 1) Direct Connectivity & Walkability
- Finer Street Network for shortest routes to pedestrians & cyclists.
- Faster to walk or cycle; than to drive.
Shortest walking distance for Pedestrians:
80
0
m
40
0
m
Station
• Interconnected Street Network
• Small walkable blocks;
Pedestrian cut-throughs every 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.
83. Principle 1) Direct Connectivity & Walkability
- Pedestrian and Cycle/ Rickshaw friendly Street Design
Romi Roy UTTIPEC
84. Principle 1) Direct Connectivity and Walkability
- Finer Street Network for shortest routes to pedestrians & cyclists.
- Faster to walk or cycle; than to drive.
Typical Delhi Housing Block Vancouver Block: e.g. 80 x 125 M
Romi Roy UTTIPEC
15-minute walk 5-minute walk
85. Principle 1) Direct Connectivity and Walkability
- Finer Street Network for shortest routes to pedestrians & cyclists.
- Faster to walk or cycle; than to drive.
Typical Delhi Housing Block Vancouver Block: e.g. 80 x 125 M
Concentrated traffic: Fewer, wider streets Distributed traffic: More & narrower streets
Romi Roy UTTIPEC
86. Principle 2) PlaceMaking
• Create Vibrant Places, not gated developments.
• Build communities:
Create interaction places, public plazas, markets and
parks – near public transport nodes & along daily paths
of people.
• 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.
Fruitvale Village Nanjing Lu, Shanghai Mizner Park, Florida
Romi Roy UTTIPEC
87. Principle 2) PlaceMaking
“Urban Design” Code: Control of Public interfaces is Essential
Non-walk friendly street with Setbacks Walkable, vibrant Mixed-use Street
Source: http://en.wikipedia.org/wiki/Form-based_codes
88. Principle 2) PlaceMaking
Critical Zoning Laws that may need to be introduced:
Remove Setbacks, Regulate Design Street Guidelines
Require Entries on sidewalks Maximum Block Widths, for pedestrians, not cars!
Minimum Frontages
80
.
ax
-
10
0 m
0M
M
-10
m
80 Sidewalks,
ax
Bio-swales
.
Multimodal, pedestrian-oriented.
Streets for Trains, Buses, cars
Building Entries/ windows on Smaller blocks, interconnected and Pedestrians.
Sidewalk (eyes on the street - streets create shorter travel routes
provides safety for pedestrians) for pedestrians. Built-to-edge Buildings for
Safety & Comfort.
onlyromi@gmail.com
89. Principle 3) Cheap, frequent, low-occupancy Feeder Systems
Reroute buses to Metro Stations and provide ample feeder systems.
Free Maps
Rapid
Transit
DIMMTS
Feeders
Romi Roy UTTIPEC
90. Principle 4) Mixed Use, Residential dominated within 10 min walk
Current Trends: within 5-min walk of Metro Stations
No Walkable Design.
No Street Frontage.
No Diversity.
Not enough Density.
NOT TOD
Romi Roy UTTIPEC
91. Principle 4) Mixed Use, Residential dominated within 10 min walk
High Density Mixed Uses
Within 5 min walk of
Station (500 M)…
Recommended:
5m
in
wa
lk
Romi Roy UTTIPEC
92. Principle 4) Mixed Use, Residential dominated within 10 min walk
High Density Mixed Uses
Within 10 min walk of
Station (1000 M)…
Recommended:
10
mi
nw
alk
Romi Roy UTTIPEC
93. Principle 4) Mixed Use, Residential dominated within 10 min walk
Provide DENSITY BONUSES - not FAR bonuses - near Stations
Option 1: 500 M walking
- Mandatory Reservation for % of low- radius
income housing in private
developments near public transit.
Option 2:
- 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.
Low income housing
Option 3: (Size < 250 families)
- Government built low income housing Rapid Transit Station
High/ Middle income housing
within 800 M walking distance from a (Metro/ BRT)
Commercial
rapid transit stations, limiting the size
Offices/ Light Industrial
of each community to a maximum of
Schools/ Libraries/ Civic uses
250 families.
Public Parks
Source: Paromita (Romi) Roy
Romi Roy JNNURM, 2009
94. Principle 5) High/ appropriate density near Stations
Maximum people Live, Work & Play within 5-min walk of RAPID TRANSIT Stations
Transit Node
Express
Bus Route
Responsive Planning is the reason for success of BRT in Curitiba
Romi Roy UTTIPEC
95. Principle 5) High/ appropriate density near Stations
Maximum people Live, Work & Play within 5-min walk of RAPID TRANSIT Stations
Delhi Curitiba
Segregated Uses, Random density Mixed Uses, Transit-Density Pyramid
• Reverse Commutes will ensure transit use 24x7.
Romi Roy UTTIPEC
96. Principle 5) High/ appropriate density near Stations
The Transportation - Landuse Pyramid (Curitiba):
Reason for success of BRT in Curitiba:
Romi Roy
97. Principle 6) Leveraging of Private investment for Public Benefit
: Cross Subsidization of Services
Expand Public Transportation
Designated Neighborhood level
Open Space Provision and
Maintenance.
Taxes Requisites
Private In-situ Upgradation/
Investment Redevelopment of slums
Incentives Bonuses
and/ or provision of low-income
housing near stations.
Provision of schools and civic
facilities.
Maintenance of public realm.
Romi Roy UTTIPEC
98. Potential Benefits of TOD for Delhi
Benefits to Society, to the City:
• Opportunity to walk/ cycle to a fast, convenient, safe and affordable Public Transport mode.
• Equity of access to Transit and other amenities to all sections of society.
• Reduced dependency of private car reduces air pollution.
• Opportunity to meet the housing deficit/ needs with minimal public investment.
• Opportunity to utilize private investment for funding of public facilities/ infrastructure/
affordable housing.
• Potential to generate long term funding for participating public transport agency.
• Opportunity to conserve environmentally sensitive/ virgin lands through compact
development.
Benefits to Transit Owning Agency:
• Increased ridership due to more population living/working within walking distance.
• Value Capture for long term funding & maintaining public transportation system.
Benefits to Land, Road & Service Owning Agencies:
• Potentially increased revenue from land within TOD “influence zone”.
• Potential for long term funding/ maintenance of streets, parks, public spaces.
• City level reduced infrastructure costs (reduced length of roads, pipes, cables, tunnels, etc.)
• Increased feasibility for sustainable decentralized physical infrastructure.
Romi Roy
99. We need to stop putting flyover
“band-aids” all over our city.
Without the above policy changes
for Transit Oriented Development,
Delhi will continue heading in the
WRONG direction…
101. Vision for a
“World Class” Delhi
• Safe
• Clean, Green & Usable
• Well Connected
• With Civic Pride
• Democratic & Transparent
Editor's Notes
update with latest plan
update with latest plan
update with latest plan
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.