The document discusses Transit-Oriented Development (TOD), providing definitions and outlining key principles and implementation strategies. It notes that TOD focuses on creating urban development patterns that facilitate public transit, walking and cycling. The document then lists 12 TOD principles, including mixed land uses, density optimization, and street-oriented buildings. It outlines scales of TOD from neighborhood to regional levels. Implementation is discussed as a long-term, phased process requiring partnerships. Monitoring, evaluation and capacity building are key components of the implementation framework. The document concludes with sections on enabling TOD and financing strategies like land value capture.

1. Transit
Oriented
Development
1.

2. DEFINING TOD
Transit-oriented development, commonly known as
TOD, is a planning and design strategy that focuses
on creating urban development patterns which
facilitate the use of public transit, walking and
cycling, as primary modes of transport and which
supports vibrant, diverse and livable communities.
“Now, I am able to
combine and comprehend
the meaning of “Bus do
kadam”, “75 m” and “400-
600m” which collectively
signifies that Bus should be
available within do kadam
(two steps) i.e. within a
walking distance.“
2.

3. TOD Principles
3.

4. 1. MULTIMODAL INTEGRATION
4.

5. 2. FIRST & LAST MILE CONNECTIVITY
5.

6. 3. INTERCONNECTED STREET NETWORK
4. DESIGN COMPLETE STREETS
6.

7. 5. NMT NETWORK
6. TRAFFIC CALMING
7.

8. 7. MIXED LAND USES
8. OPTIMIZED DENSITIES
8.

9. 9. STREET ORIENTED BUILDINGS
9.

10. 10. MANAGED PARKING
10.

11. 11. INFORMAL SECTOR INTEGRATION
11.

12. 12. HOUSING DIVERSITY
12.

13. TOD SUPPORTIVE PRINCIPLES
• ENGAGE PRIVATE SECTOR
• BARRIER FREE ENVIRONMENT
• HIGH QUALITY TRANSIT SYSTEM
• LAND VALUE CAPTURE
• PRESERVE & CREATE OPEN SPACES
• GREEN BUILDINGS & INFRASTRUCTURE
• RIGHT SIZE INFRASTRUCTURE
• TECHNOLOGY INTEGRATION
• SAFETY AND SECURITY
13.

14. SCALES OF TOD
14.

15. URBAN DEVELOPMENT CONTEXT
15.

16. TOD FRAMEWORK
16.

17. IMPLEMENT
• Developing successful TOD projects requires mobilizing a
multitude of resources, partnerships and innovative
implementation mechanisms that help leverage public sector
investment in transit and infrastructure with private sector
development.
• The implementation of TOD projects typically takes place over
10-20 years, with public and private sector interests being
constantly balanced.
• Implementing TOD is both a time and resource-intensive
undertaking. As such, a phased approach to transit-oriented
development is key to success over the long-term.
The key components of the TOD Implementation Framework
• Monitoring and Evaluation
• Phasing Strategy
• Capacity Building
17.

18. Monitoring primarily refers to monitoring “outputs”
of a plan, policy, or program, with respect to defined
targets
Evaluation primarily refers to evaluating “outcomes”
of a plan, policy, or program, with respect to
idealistic goals.
HOW TO MEASURE PERFORMANCE
• Monitoring and Evaluation
• Phasing Strategy
Implementing TOD is both a time and
resource-intensive undertaking. As such, a
phased approach to transit-oriented
development is key to success over the long
term. Phasing allows for development to be
scheduled based on factors such as overall
time frame, resource availability, priority to
the city, possible risks and the required
stakeholder responsibilities
18.

19. • UNDP sees capacity development
as the process through which
individuals, organizations and
societies obtain, strengthen and
maintain the capability to set and
achieve their own development
objectives over time
• . It involves employing,
educating and
empowering individuals,
leaders, organizations
and societies in order to
help them achieve the
desired targets
• Capacity Building
19.

20. APPLYING ‘SAFE ACCESS’
IN TOD AREAS
Five principles which define the ‘safe
access’ approach:-
1. Pedestrian and Cyclist Priority
2. The Public Realm
3. Feeder Services
4. Parking Management
5. Safety and Security
These principles are chosen such
that people of all ages, gender and
physical abilities are given the
highest priority and are able to make
the most of the public services
provided to them
20.

21. ASSESS
▣ It is the TOD framework determined ‘ready’ for TOD development,
▣ High levels of transit ridership, rapid population growth, rising incomes, high densities are all
preexisting in many cities in World Bank client countries,
▣ It determines the investment timing of transit and place value of the corridor in suburban,
urban or intense urban helps to determine the future strategies,
▣ Understanding whether a city, corridor or station areas is “ready” for TOD, and develop
strategies to increase the readiness for TOD at individual station areas,
▣ Conducting pre-feasibility studies of TOD interventions is the starting point for a city to
balance the development potential and public benefits of transit,
▣ Planners also need to ensure that the transport investment makes economic sense on its own
and is the best alternative, given projected levels of travel flows along the new corridor.
▣ When combined with information on existing and future transport capacity, transportation
planners can determine which capacity investments should have the highest priority,
▣ These technologies offer dynamic data that can be used to analyze mobility patterns in real
time to better inform TOD decisions
1
Source–Transit-oriented-developmentreport
21.

22. KNOWLEDGE PRODUCTS
2
Source–Transit-oriented-developmentreport
ANALYTICAL
AS-A01 TOD Readiness Assessment (Spreadsheet + User
Guide)
AS-A02 TOD Scale & Context Assessment (Checklist)
AS-A03 Thresholds for TOD Real Estate Demand
(Spreadsheet + User Guide)
AS-A04 Thresholds for Rapid Transit Mode (Spreadsheet +
User Guide
HOW –TO GUIDE
AS-H01 How to Undertake Real Estate Market Analysis
(Step-by-Step Guide)
AS-H02 How to Undertake Rapid Transit Alternatives
Assessment (Step-by-Step Guide)
AS-H03 Infrastructure Carrying Capacity Assessment (Step-
by-Step Guide)
AS-H04 How to Undertake Road Safety Assessment for
TOD Areas (Step-by-Step Guide)
PROCUREMNT
AS-P01 Real Estate Analysis Terms of Reference (TOR
Template) AS-P02 Transit Alternatives Analysis Terms of
Reference (TOR Template) AS-P03 Infrastructure
Analysis Terms of Reference (TOR Template)
RESOURCES
AS-R01 Real Estate Analysis Best
Practices (Ref Doc.)
22.

23. 3
AS-A01 TOD Readiness Assessment (Spreadsheet + User Guide) - This Knowledge Product is intended to be
used as a checklist along with interactive excel spreadsheet. These tools are available online at the GPSC's TOD
website and the World Bank's TOD COP website. The reader should first review the summary presented below
before using the spreadsheet tool
AS-A02 TOD Scale & Context Assessment (Checklist) - Checklist to determine the
appropriate scale for TOD planning
AS-A03 Thresholds for TOD Real Estate Demand (Spreadsheet + User Guide) - This Knowledge
Product is intended to be used as an interactive Excel spreadsheet. These tools are available
online on the GPSC’s TOD website and the World Bank’s TOD COP website. The reader should
first review the summary presented below before using the spreadsheet tool.
AS-A04 Thresholds for Rapid Transit Mode (Spreadsheet + User Guide - This Knowledge Product is intended
to be used as an interactive Excel spreadsheet. These tools are available online on the GPSC’s TOD
website and the World Bank’s TOD COP website. The reader should first review the summary
presented below before using the spreadsheet tool.
ANALYTICAL
KNOWLEDGE PRODUCTS - 01
Source–Transit-oriented-developmentreport 23.

24. 4
AS-H01 How to Undertake Real Estate Market Analysis (Step-by-Step Guide) - This tool aids in establishing
the real estate knowledge required to carry out a successful TOD development. Through the use of
the tool, the market area with the appropriate demand can be determined. It can also be better
understood what development is most in demand, based on demographic, geographic and
economic trends.
AS-H02 How to Undertake Rapid Transit Alternatives Assessment (Step-by-Step Guide) - An overall
framework for identifying, evaluating and selecting the appropriate rapid transit alternative
including alignment, mode and operating environment.
AS-H03 Infrastructure Carrying Capacity Assessment (Step-by-Step Guide) - An overall framework
for evaluating the infrastructure needs of the city
AS-H04 How to Undertake Road Safety Assessment for TOD Areas (Step-by-Step Guide) - Measures for
conducting a road safety assessment while assessing the TOD readiness of a city
HOW TO GUIDE
KNOWLEDGE PRODUCTS - 02
Source–Transit-oriented-developmentreport
24.

25. 3
AS-R01 : REAL ESTATE ANALYSIS BEST PRACTICES - Examples of real estate analysis
for a TOD project in World Bank client countries.Three cases are presented
here:
1) Revenue Maximising Study for the Mumbai Suburban Rail
2) TOD of Dwarka Bus Station
3) REALIS
RESOURCES
KNOWLEDGE PRODUCTS - 03
Source – Transit-oriented-
development report
25.

26. 3
AS-P01 : REAL ESTATE ANALYSIS TERMS OF REFERENCE -
Template for a city to hire a real estate consultant to
perform targeted demand analysis along a specific
corridor
AS-P02 : TRANSIT ALTERNATIVES ANALYSIS TERMS
OF REFERENCE - Template (with estimated
consultant time required) for a city to perform a
major transit investments alternatives analysis
AS-P03 : INFRASTRUCTURE ASSESSMENT TERMS OF
REFERENCE - Template terms of reference (with
estimated consultant time required) to conduct
infrastructure analysis
PROCUREMENT
KNOWLEDGE PRODUCTS - 04
Source–Transit-oriented-developmentreport 26.

27. ENABLE
• One key enabling issue around TOD is the difficulty of crosssectoral integration; without it,
transport, housing and landuse policies are developed in isolation and when aggregated in an
attempt at TOD.
• Before embarking upon the public participation process, it is important to identify project
champions who can influence public opinion. Ineffective and untimely engagement of
influencers can lead to the breakdown of the TOD planning process.
• There is a need for public participation and stakeholder engagement to increase the
inclusiveness of TOD and ensure that the beneficiaries’ concerns are addressed and they are
convinced of the personal and city-wide benefits TOD brings.
“Good TOD plans are 50% professional best practices and 50% local knowledge. You
can only access local knowledge through concerted public outreach.”
27.

28. STRENGTH WEAKNESS OPPOTUNITY THREAT
Connctivity
Ujjain which is a regional
and tourist centre has good
linkages by way of road and
railway has grown to
become a trading and
tourist centre in the region.
Absence of functional
hierarchy of road network.
Local roads in CBD area of
Ujjain carry heavy goods
traffic. Also, absence of
service lane on majority of
the road network result in
inter-mixing up of local
traffic and long distance
traffic.
As the bus existing bus
terminal and the rail
terminal are in the heart of
the city, a redevelopment of
the area in form of a multi
modal passenger transport
hub can be planned.
SHIPRA RIVER
Flood and natural calamities
if development is not done
in resilient manner.
TOURISM
Ujjain is a rapidly growing
city and travel demand will
continue to grow. There is
no escape from having to
decongest some of the
highly choked areas and
intersections in the city
Narrow road network with
restricted capacity.
Absence of essential street
furniture elements such as
guard rails, street lights,
signals etc.
There are a number of
vacant areas within or
outside the existing
Government buildings or
public places, which could
be temporarily used for
meeting parking needs
Simhasth Mela
It has both pros and cons. If
there is no proper
arrangement for smooth
flow of tourists (safety n
security) chances asises for
stampede .
Sufficient land use for
transportation.
Acc. To development plan
2035- 18.52% of landuse is
given for transportation.
High two wheeler vehicle
ownership in the city which
is an indication of higher
mobility potential in the city.
Share of bus transport in the
total trips is alarmingly low
as 3% which is one of the
main causes for an increase
of private modes and traffic
in the city.
A tourist circuit can be
developed in the city for the
tourist centric trips. Also, as
Ujjain is connected to the
region with a number of
National Highways and State
highways, the regional
connectivity could be
improved for better
development of the city.

29. Private Vehicle Growth
Two wheelers takes up the major share of 89% of the vehicles registered in Ujjain district.
BARRIERS IN ENABLING TOD
Source- Comprehensive mobility plan - Ujjain 28.

30. Public Transportation System
 Ujjain does not have a dedicated intra city bus services and the city‘s public transport mainly
consists of Auto-rickshaws, Tempo and also recently launched Mahindra Magic vans.
 There are many unplanned routes for tempos, mostly originating from the city center and
connecting to the outskirts of the city.
 The tempo stands are unorganized and lack basic passenger amenities. Moreover these
tempos are not environment friendly, a threat to the city‘s environment and tourist image.
Transportation System Issues
 Road Network efficiency
 Public Transport
 Parking
 Terminal
Source- Comprehensive mobility plan - Ujjain 29.

31. P
L
A
N
+
D
E
S
I
G
N
HOW TO PREPARE CORRIDOR TOD PLAN
STEP-1 MAP TRANSIT ALIGNMENT AND STATION LOCATIONS
Transit Type (BRTS/MRTS)
Phasing (Priortity Corridors)
Alignment (System coverage/ Network of roads)
Station Spacing ( Dis. b/w the stations)
STEP-2 DELINEATE INFLUENCE ZONE ALONG CORRIDOR
STEP-3 ANALYZE DEVELOPMENT OPPORTUNITIES
•Development Land
•Ownership And Vacant Land Pateern
•Real Estate Market Potential
STEP-4 ASSESS INFRASTRUCTURE CARRYING CAPACITIES
•POPULATION ANALYSIS
•PEDESTRIAN AND BICYCLE INFRASTRUCTURE + TRAFFIC
•UTILITIES
•TRANSIT
STEP-5 EVALUATE CONNECTIVITY ALTERNATIVES
•CONNECTIONS TO LOCAL BUS FEEDER ROUTES
•CONNECTIONS TO OTHER PREMIUM TRANSIT CORRIDORS
•CONNECTIONS TO PEDESTRIAN & BICYCLE NETWORT
STEP-6 PREPARE CORRIDOR TOD STRATEGIC PLAN
Network level infrastructure, Station area typology,
Priority station area
Street hierarchy, Catalyst Project.
30.

32. FINANCE
• TOD projects are generally associated with complex site acquisition and land assemblage
processes as well as high capital investments towards generous public infrastructure investments.
• These financial instruments require supporting policies at the national level to also provide for
coverage of costs through recurrent revenues from alternate sources.
• The revenue from the transit operations is principally dependent on the ridership and the fares
chargeable for the use of the facility.
• LAND VALUE CAPTURE
• Land value capture has been categorized as a profound means for routing revenue from
development potential of land.
• Such enhancement or betterment of land value through land value capture frameworks provide
support for infrastructure development.
• Examples of such initiatives include municipal borrowing against future property tax increments
or though charging vacant land tax in TOD areas.
• This varies from region to region depending on the local government policies and need not be
similar for applicability to all.
31.