solving congestion through transit oriented development, delhi (romi roy)
TRANSCRIPT
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Solving Congestion
through
TRANSIT ORIENTED DEVELOPMENT.
Presentation to CSE, New Delhi17 Sept 2009
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Delhi Today:
• High Car dependency
• Highest Pollution levels in India
• Road Rage
• Lack of Safety for Pedestrians
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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
Highest Road Highest Road Space to Space to
Occupancy ratioOccupancy ratio
Servicing pedestrians and cyclists on roads can help increase ridership for buses & trains.
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Trying to solve a traffic problem by widening the road –
is like trying to solve obesity by loosening the belt.
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Learning from others’ mistakes:
America….. 1950 - 80s
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The American Context – Extreme Auto-Centrism
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The American Context – Low Density and Discontinuous Street Networks
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The American Context – Lack of Human Scale
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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
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Where We Are:
Delhi….. 1950 - 2010s
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0.0%
10.0%
20.0%
30.0%
40.0%
50.0%
Series1 13.9% 21.5% 3.6% 41.5% 4.1% 0.7% 6.8% 7.9%
Car/Taxi Scooter Autos Bus Metro Train Bicycle Cycle Ricksha
MODAL SPLITDELHI 2007MODAL SPLITMODAL SPLITDELHI 2007DELHI 2007
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How Flyover make walking difficult & force people into cars…
How Flyover make walking difficult & force people How Flyover make walking difficult & force people into carsinto cars……
Congestion point soon shifts here, due to merging traffic.
Congestion returns after
couple of years 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 circuitous route - forces people into the private car.
Necessity to go through Ashram Chowk for even local destination trips –further increases congestion at the Chowk.
Even local traffic is forced
to move through
Ashram Chowk.
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How Flyover make walking difficult & force people into cars…
How Flyover make walking difficult & force people How Flyover make walking difficult & force people into carsinto 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)
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How Flyover make walking difficult & force people into cars…
How Flyover make walking difficult & force people How Flyover make walking difficult & force people into carsinto cars……
~ 300 M (4 min walk) barrier (Flyover Earthfill)
Point A ●
Point B ●
Preferable Walking route from point A to B.
Flyover-induced Walking distance from point A to B – increased by over 8 times!
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How Flyover make walking difficult & force people into cars…
How Flyover make walking difficult & force people How Flyover make walking difficult & force people into carsinto cars……
How does one get to the bus-stop?
Flyover: a barrier & deterrentto 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)
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Biased Public Investment?Biased Public Investment?Biased Public Investment?
Source: Times of India, 27 Sept 2009Also seen on Facebook.com
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DelhiDelhi’’s flyovers cans flyovers can’’t cope with rising traffict cope with rising traffic!!Breaching Capacity Well Before Schedule.Breaching Capacity Well Before Schedule.Long term solution needed. Long term solution needed. -- TOI, Sept 09TOI, Sept 09
Vehicle oriented roads Vehicle oriented roads ((HIGH TRAFFIC SPEEDS, LACK OF FOOTPATHSHIGH TRAFFIC SPEEDS, LACK OF FOOTPATHS))
make them unsafe for Pedestrians.make them unsafe for Pedestrians.
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Source:: Hindustan Times, 12 Aug 2009
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Source:: www.cseindia.org
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Learning from Corrections:
America Asia….. 1990s - 2010s
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Lessons from San Francisco:Lessons from San Francisco:
1948 Plan, San Francisco Freeway Network1948 Plan, San Francisco Freeway Network
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Lessons from San Francisco:Lessons from San Francisco:
2009 San Francisco, Only 3 freeway2009 San Francisco, Only 3 freeway’’s built partlys built partly
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http://www.preservenet.com/freeways/FreewaysEmbarcadero.html
TEARING DOWN OF EMBARCADERO TEARING DOWN OF EMBARCADERO FREEWAY!FREEWAY!
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FOR EMBARCADERO FOR EMBARCADERO BOULEVARD.BOULEVARD.
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http://www.preservenet.com/freeways/FreewaysEmbarcadero.htmlTEARING DOWN OF EMBARCADERO FREEWAY!TEARING DOWN OF EMBARCADERO FREEWAY!
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TEARING DOWN OF EMBARCADERO FREEWAY!TEARING DOWN OF EMBARCADERO FREEWAY!
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http://www.preservenet.com/freeways/FreewaysEmbarcadero.html
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BEFOREBEFORE
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NOWNOW
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Continued Restructuring of City based on TransitContinued Restructuring of City based on Transit
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Continued Restructuring of City based on TransitContinued Restructuring of City based on Transit
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Continued Restructuring of City based on TransitContinued Restructuring of City based on Transit
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Continued Restructuring of City based on TransitContinued Restructuring of City based on Transithttp://kwc.org/architecture/resources/2007/transbay_som.jpg
New ISBT
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http://www.metro.seoul.kr/kor2000/chungaehome/en/seoul/4sub_body3.htm
SEOUL: TEARING DOWN CHEONGGYECHEON FREEWAY!
BEFOREBEFORE
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http://www.metro.seoul.kr/kor2000/chungaehome/en/seoul/4sub_body3.htm
SEOUL: TEARING DOWN CHEONGGYECHEON FREEWAY!
BEFOREBEFORE
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http://www.metro.seoul.kr/kor2000/chungaehome/en/seoul/4sub_body3.htm
SEOUL: CHEONGGYECHEON RIVERWAY!
NOWNOW
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http://media.photobucket.com
SEOUL: CHEONGGYECHEON RIVERWAY!
NOWNOW
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SEOUL: CHEONGGYECHEON RIVERWAY!
http://www.nytimes.com/2009/07/17/world/asia/17daylight.html?_r=2NOWNOW
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Lessons from Beijing:Lessons from Beijing: (TOI June 14, 2009) (TOI June 14, 2009) Beijing Beijing -- a capital city of 17 million population a capital city of 17 million population -- is struggling to make its commuters is struggling to make its commuters STOP using the six ring roadsSTOP using the six ring roads, and make them ride the subway, buses or bicycles. , and make them ride the subway, buses or bicycles.
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Lessons from Beijing:Lessons from Beijing: (TOI June 14, 2009) (TOI June 14, 2009) Beijing Beijing -- a capital city of 17 million population a capital city of 17 million population -- is struggling to make its commuters is struggling to make its commuters STOP using the six ring roadsSTOP using the six ring roads, and make them ride the subway, buses or bicycles. , and make them ride the subway, buses or bicycles.
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Where Do We Want to Go?
Delhi….. Post 2010s
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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”
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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!
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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.
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Where we are…. Where we want to go….
Clearly – a PARADIGM SHIFT is needed.
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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.
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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 futurepolicy.
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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)
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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)
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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.
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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.
Premise:
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Romi Roy UTTIPEC
Interchange
..to “rebuild” Delhi along its new TRANSIT INFRASTRUCTURE
Metro
BRT
Interchange
Park ’n’ Ride
All new projects + Redevelopment should be along this Armature
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Current Masterplan
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~ 60% of the urban area will be within 15-minute walking distance from the proposed MRTS stations…
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Rail/ Metro
BRTInterchange
7 min walk
Auto-Oriented City Transit-Oriented CitySHIFT
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Step 1:
ONE COORDINATION & APPROVAL BODY
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Romi Roy
Discontinued Disjointed and Uncoordinated Planning
TRANSPORTATION TRANSPORTATION + LANDUSE+ LANDUSE + INFRASTRUCTURE+ INFRASTRUCTUREMUST BE MUST BE designed and implemented together designed and implemented together –– complimenting each other.complimenting each other.
Otherwise they will ALL FAILOtherwise they will ALL FAIL……..
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Advisors
Consultants
Stakeholders
UTTIPEC
Planning
Coordination
Integration
Approvals
Mobility for all;Planned development blueprint
ONE Coordination Body
GOALS & ROLES:
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PROCEDURE FOR CHANGE
GOALS + TARGETS:(MPD 2021)
ROADMAP
COORDINATION +
IMPLEMENTATION
Stakeholder Participation
Experts
Community Participation
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Step 2:Procedure
Set the GOALS
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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
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FILTERING THE GOALS: MPD 2021
TOD GOALS
MOBILITY Move more people, not cars
EQUITY Equal access to Amenities
AFFORABILITY Low-income housing
QUALITY OF LIFE
Car independent lifestyle
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Step 3:
THE TOD ROADMAP
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Public Transit System: Provision & Funding
Equitably distribute Public realm
Landuse-Transportation Synergy:
1 2
4
Discourage Private Car3
Transit Oriented Development : The ROADMAP
Pedestrian Guidelines launched by UTTIPEC, DDA, Delhi
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Public Transit System: Provision & Funding
Equitably distribute Public realm
Landuse-Transportation Synergy:
1 2
4
Discourage Private Car3
CSEPradeep Sacheva Design AssociatesICE & IITOasis DesignsSamarthyamDIMTSTRIPPsMCD, PWD, NDMC
Expert Contributors:
Pedestrian Guidelines launched by UTTIPEC, DDA, Delhi
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Romi Roy UTTIPEC
“”
Pedestrian Guidelines already launched by UTTIPEC, DDA, Delhi in Nov 2009
News Article Source: Hindustan Times, pg 2; 04 Dec 2009
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72 ESSENTIAL GUIDELINES Pedestrian Design Guidelines © UTTIPEC, DDA 2009
Not Preferable 10 Public Amenities, Hawker Zones, SignageDesignated Hawker ZonesDesignated 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.X. Public ToiletsPublic 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.
Y.Y. Bus Stops with Route Maps Bus Stops with Route Maps (10B) must be universally accessible, and located every ~800-1000 M.
Z.Z. Auditory Pelican signalsAuditory Pelican signals (10C) and raised tabletable--top top crossingscrossings at all mid-block or T-junctions, in absence of a
full traffic signal.
“Set of 3” at every intersection must be provided for Pedestrian WayPedestrian Way--findingfinding:
1. - Dustbin with map (10E)2. - Street directional signage (10D)
3. - Universal accessibility features (03B)
The Kit of Parts:
~ 20
0 M
max
1.1.1.
2.2.2.
3.3.3.
Auto and CycleAuto and Cycle--Rickshaw StandsRickshaw Stands (04) should be provided near bus-stops, within the Multi-Functional Zone.
X.X.X.
Y.Y.Y.
Z.Z.Z.
01A Clear Walking Zone01B Walking Zone Width01C Maximum Curb Height01D Curb Radius and Slip Road Treatment01E Continuous Pavement01F High Albedo Materials01G Permeable Pavement
2 Frontage Zone or Dead Width
03A Kerb Ramps03B Raised Table-Top Crossings03C Tactile Paving03D Auditory Signals03E Accessible Infrastructure & Signage
04A Essential Planting04B Tree Pits and Tree Grates04C Planting with Storm Water Management04D Aesthetic Planting
05A Segregated Cycle + NMT Paths05B Bicycle Parking and Other Infrastructure
06A At-grade Crossing06B Mid-Block Crossing06C Raised Table-top Crossings
07A Pedestrian Refuge Island at Median07B Median Refuge Design Options
08A Pedestrian Scaled Lighting08B Full Cut-off Fixtures
09A Underground Utilities
10A Local Bus Stop10B Public Toilets10C Vector Street Direction Signage10D Auditory Pelican Signals10E Dustbins10E Hawker Zones
72 ESSENTIAL GUIDELINES Pedestrian Design Guidelines © UTTIPEC, DDA 2009
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Public Transit System: Provision & Funding
Equitably distribute Public realm
Landuse-Transportation Synergy:
1 2
4
Discourage Private Car3
PROPOSED STRATEGIES:
• Revise Parking Laws to delink it from landuse and link it to spatial proximity to public transport facilities. (MCD, NDMC, DDA)
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.
o congestions pricing in areas well served by public transport.
o park and ride/ park and walk policies
o shared parking options
o drop off vs parking provisions
• HOV lanes in street design standards to encourage carpooling (DIMTS, RoAs)
• Mega carpool scheme (CoT)
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Prioritize HOVs to reduce cars
Make the car use more efficient – carpool, congestion pricing, expensive parking, etc.
4
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Private Car: The undesirable feederPrivate Car: The undesirable feeder
Destination
Origin
Feed
er
MRTS
Feeder
Most valuable real estate should not be used for cars parked all day for 8-15% of population.
• Car Parkingbeyond 500 M
• Parking only at terminal park-n-ride Stations.
• “Drop off areas provided.
5 min walkfrom Station
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Ridership: Parking Versus Joint Development HousingRidership: Ridership: ParkingParking VersusVersus Joint Development HousingJoint Development Housing
• Surface parking– 100 spaces per acre– 200 rides per day– All at peak period
Housing = ~1.6-4 rides per unit– 50-100 units/acre = 200 rides per
day– 100-200 units/acre = 400
rides/day– Spread throughout day especially if
affordable
• 3 Story Garage– 200 spaces per acre– 400 rides per day
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Public Transit System: Provision & Funding
Equitably distribute Public realm
Landuse-Transportation Synergy:
1 2
4
Discourage Private Car3
GOALS:
•Revised Taxation Laws for buses.
•Cross Subsidization from Congestion Pricing, Parking fees, advertising, etc. (CSE)
•Land Development Rights to be given to Metro, BRT & DTC - to fund long term public transportation supply & improvements (CoT, DMRC, DIMTS, DDA)
•High Quality, Speed & Comfort (ITS/ Grade Separation)
•Efficient Feeder Network. (Rerouting of DTCs, more feeders, Dedicated HOV lanes)
•Walking-Cycling Connectivity
FUNDING STRATEGIES:
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Public Transit System: Provision & Funding
Equitably distribute Public realm
Landuse-Transportation Synergy:
1 2
4
Discourage Private Car3
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.
c) Urban design guidelines to make cities safe, attractive and walkable.
d) Leveraging of private investment for direct public benefit.
GOALS:
• Maximum people can live, work & play within 10-min walking distance of MRTS stations.
• Station Areas become well connected and vibrant “places”.
• City Level Goals of Sustainability, mobility, safety, affordability, equity & quality of life are achieved.
PROPOSED STRATEGIES:
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CURRENT MASTERPLAN
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RESTRUCTURED GROWTH STRATEGY
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The Transit Oriented Design Principles:
5) Graded Density
3) Frequent Feeder Routes
4) Mixed landuse
2) Placemaking
~500 M W
alk1) Direct Connectivity
& Pedestrian/ cycle friendly design
6) Leveraging of Private Investment
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• 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.
StationStation
Shortest walking distance for Pedestrians:
Principle 1) Direct Connectivity & Walkability- Finer Street Network for shortest routes to pedestrians & cyclists.- Faster to walk or cycle; than to drive.
400 m
800 m
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Romi Roy UTTIPEC
- Pedestrian and Cycle/ Rickshaw friendly Street Design
Principle 1) Direct Connectivity & Walkability
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Romi Roy UTTIPEC
Principle 1) Direct Connectivity and Walkability- Finer Street Network for shortest routes to pedestrians & cyclists.- Faster to walk or cycle; than to drive.
Vancouver Block: e.g. 80 x 125 M
15-minute walk 5-minute walk
Typical Delhi Housing Block
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Romi Roy UTTIPEC
Principle 1) Direct Connectivity and Walkability- Finer Street Network for shortest routes to pedestrians & cyclists.- Faster to walk or cycle; than to drive.
Vancouver Block: e.g. 80 x 125 MTypical Delhi Housing Block
Concentrated traffic: Fewer, wider streets Distributed traffic: More & narrower streets
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Romi Roy UTTIPEC
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.
Nanjing Lu, ShanghaiNanjing Lu, Shanghai Mizner Park, FloridaFruitvale Village
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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
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Critical Zoning Laws that may need to be introduced:
Principle 2) PlaceMaking
Remove Setbacks,Require Entries on sidewalks
Regulate Maximum Block Widths,
Minimum Frontages
Design Street Guidelines for pedestrians, not cars!
Building Entries/ windows on Sidewalk (eyes on the street -provides safety for pedestrians)
Streets for Trains, Buses, cars and Pedestrians.
Built-to-edge Buildings for Safety & Comfort.
Sidewalks, Bio-swales
80-100M max.
80-100M max.
Multimodal, pedestrian-oriented.
Smaller blocks, interconnected streets create shorter travel routes for pedestrians.
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Romi Roy UTTIPEC
Principle 3) Cheap, frequent, low-occupancy Feeder SystemsReroute buses to Metro Stations and provide ample feeder systems.
Rapid Transit
FeedersDIMMTS
Free Maps
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Romi Roy UTTIPEC
Current Trends: within 5-min walk of Metro StationsNo Walkable Design.No Street Frontage.No Diversity.Not enough Density.
Principle 4) Mixed Use, Residential dominated within 10 min walk
NOT TODNOT TOD
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Romi Roy UTTIPEC
High Density Mixed Uses
Recommended:Recommended:
Within 5 min walk of Station (500 M)…
5 min walk
5 min walk
Principle 4) Mixed Use, Residential dominated within 10 min walk
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Romi Roy UTTIPEC
Within 10 min walk of Station (1000 M)…
10 min walk
10 min walk
High Density Mixed Uses
Principle 4) Mixed Use, Residential dominated within 10 min walk
Recommended:Recommended:
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Romi Roy
Option 1: - Mandatory Reservation for % of low-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.
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
Source: Paromita (Romi) Roy
JNNURM, 2009
Provide DENSITY BONUSESDENSITY BONUSES - not FAR bonuses - near Stations
►
Principle 4) Mixed Use, Residential dominated within 10 min walk
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Romi Roy UTTIPEC
Transit NodeTransit Node
Express Express Bus RouteBus Route
Responsive Planning is the reason for success of BRT in Curitiba
Principle 5) High/ appropriate density near StationsMaximum people Live, Work & Play within 5-min walk of RAPID TRANSIT Stations
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Romi Roy UTTIPEC
• Reverse Commutes will ensure transit use 24x7.
Segregated Uses, Random density Mixed Uses, Transit-Density Pyramid
CuritibaCuritibaCuritiba
Principle 5) High/ appropriate density near StationsMaximum people Live, Work & Play within 5-min walk of RAPID TRANSIT Stations
DelhiDelhiDelhi
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Romi Roy
Principle 5) High/ appropriate density near Stations
The Transportation - Landuse Pyramid (Curitiba):
Reason for success of BRT in Curitiba:
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Romi Roy UTTIPEC
IncentivesIncentives BonusesBonuses
TaxesTaxes RequisitesRequisitesIn-situ Upgradation/ Redevelopment of slums and/ or provision of low-income housing near stations.
In-situ Upgradation/ Redevelopment of slums and/ or provision of low-income housing near stations.
Designated Neighborhood level Open Space Provision and Maintenance.
Designated Neighborhood level Open Space Provision and Maintenance.
Provision of schools and civic facilities.Provision of schools and civic facilities.
Maintenance of public realm.Maintenance of public realm.
: Cross Subsidization of Services
Private Investment
Private Investment
Expand Public TransportationExpand Public Transportation
Principle 6) Leveraging of Private investment for Public Benefit
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Romi Roy
Benefits to Society, to the City:
Potential Benefits of TOD for DelhiPotential Benefits of TOD for DelhiPotential Benefits of TOD for Delhi
Benefits to Land, Road & Service Owning Agencies:
Benefits to Transit Owning Agency:
• 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.
• Increased ridership due to more population living/working within walking distance.• Value Capture for long term funding & maintaining public transportation system.
• 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.
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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…
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See also…
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Vision for a “World Class” Delhi
• Safe• Clean, Green & Usable
• Well Connected
• With Civic Pride
• Democratic & Transparent