tod and its inclusion in the master plan - mringanka saxena, uttipec

TOD and its inclusion in the Masterplan – The Case of the NCT in DelhiMriganka Saxena, Sr. Consultant, United Traffic & Transportation Infrastructure (Planning & Engineering) Center (UTTIPEC), Delhi Development Authority

TOD & its inclusion in the Masterplan

The case of the NCT of Delhi

Mriganka SaxenaSr. Consultant

United Traffic & Transportation Infrastructure (Planning & Engineering) Center (UTTIPEC), Delhi Development Authority

15 April 2013

Ensure safe, affordable, comfortable, reliable and sustainable access for the growing number of city residents to jobs, education, recreation and such other needs within our cities.

1. In doing so, creation of safe, universally accessible, equitable and efficient street infrastructure

2. Implementation of multi-modal integration at all transit hubs and stops to enable safe, convenient and efficient transfers between modes with the aim to achieve the target modal share towards public transport

3. Transit Oriented Development to induce people to walk and use public transport instead of private modes

4. Parking policy and implementation strategies for the city to ensure Parking works for Travel Demand Management

UTTIPEC: AN INTRODUCTION

Unified Traffic and Transportation Infrastructure (Planning & Engineering) Centre

Why TOD?The current scenario

Inequity in access to mobility options

35% of Trips are Walk Only!

In addition, all Public Transport

trips include walk!

Private modes27%

Public modes38%

Walk 35%

BICYCLE 4% CAR/TAXI

9%

2W14%

BUS 27%

METRO 3%

TRAIN (IR) 0%

AUTO RICKSHAW 5%

CYCLE RICKSHAW 2%

WALK 35%

Source: RITES Transport Demand Forecast Study for DoT, GNCTD, 2010

CURRENT MODAL SHARE

Private modes27%

Public modes38%

Walk 35%

BICYCLE 4% CAR/TAXI

9%

2W14%

BUS 27%

METRO 3%

TRAIN (IR) 0%

AUTO RICKSHAW 5%

CYCLE RICKSHAW 2%

WALK 35%

Source: RITES Transport Demand Forecast Study for DoT, GNCTD, 2010

CURRENT MODAL SHARE

Only 27% of the

city’s people use

private vehicles

(car/2-wheeler).

Yet almost all

infrastructure

investments in

the city are made

for this

MINORITY!

INEQUITABLE DISTRIBUTION OF ROAD SPACE

About 15% road users (cars) take up 80% of road space

REACHED GRIDLOCK

Increase in:Traffic = 21 timesRoad space = 3.1 times

Congestion has doubled in the last 8 to 10 years.”

Ring road:Designed for 75,000 vehicles a day, Carries 4,00,000 vehicles a day.

70/170 traffic locations carry more than their vehicle carrying capacity

Information Source: Miscellaneous new paper clippings

PRIORITIES RISK THE MOST VULNERABLE

Increased fatality for pedestrians and cyclists

Average Peak Hour Speed- 5-10Km/Hr

Average Off-Peak Hour Speed- 80Km/Hr

Making motor vehicle movement smoother for a few years, before jams take over.

Making it impossible/ very difficult to cross roads on foot!

Making cycles & cycle-rickshaws move contra-flow, thus endangering their lives.

Making it impossible/ difficult to interchange between different bus routes near junctions.

Creating environments suitable for eve-teasing and heinous crimes like Rape

In long run, increased car use leads to Congestion again, while use of all other modes has been made excruciatingly difficult or impossible

IMPACT OF CURRENT DESIGN

Environmental and Health implicationsContext

Sources of Air Pollution in Delhi:

Delhi-Pollution

VehicularEmission

IndustrialEmission

Other Sources

70%VEHICULAR EMISSION

Industrial Emission

20%

Source: MPD 2021, p57

DG sets, cooking, biomass10%

Pollution same as that before CNG

Vehicle pollution - 3 times of industrial pollution

Vehicles are major cause of respiratory fatalities.

21 people die of respiratory diseases in capital every day

Information Source: Miscellaneous new paper clippings and Delhi Master Plan

Lack of connectivity

Even for short Local trips, we have to get on to busy Arterial Roads..

Image Source: Google satellite imagery

A

B

How to go from A to B?

PLANNING FAILURE OF EXISTING ROAD NETWORK

PLANNING FAILURE OF EXISTING ROAD NETWORKEven for short Local trips, we have to get on to busy Arterial Roads..

Image Source: Google satellite imagery

A

B

How to go from A to B?

Acute housing shortage

microHomeSolutions3. Housing budget is based on most common lending scenario for micro-mortgage: – 12% API on 15-year loan – and assumes a family spends 30% of income on housing.

1. Source: Consumer Pyramids, Centre for Monitoring Indian Economy P Ltd.2. Monthly budget for Housing is equal to 30% of income, the global standard for affordability of housing. (Developing Affordable Housing, by Ben Hecht.

HOUSING SHORTAGE

Rs. 30,000- 60,000/(~3.60- 7.20 Lakh p.a.)

Above Rs. 60,000/-(~above 7.20 Lakh p.a.)

EXISTING HOUSING MARKET

INTERESTED IN STARTER HOME

OWNERSHIP

LOOKING FOR RENTAL

NEED FOR SHELTERS

Average Monthly Income

Possible Target Product

Rs. 5,000-30,000/(~60,000- 3,60,000 p.a.)

Rs. 5,000/-(~60,000 p.a.)

22%

55%

4.36%

18%

Income Distribution of Delhi + Affordable Housing Costs

HOUSING SHORTAGE

Incentivising TOD & its inclusion in the Masterplan / CONNECTKaro 2013 / UTTIPEC

Delhi has banished rather than integrated, creating ghettos

Access to sources of livelihood has become extremely difficult

Need to remove slums; not slum dwellers

Lack of safety & security

LACK OF SAFETY AND SECURITY

DELHI- THE RAPE CAPITAL!

INDIA, Updated Dec 19, 2012 at 02:21pm ISTIBNLive.com

New Delhi: Delhi lives up to its notoriety for being the most unsafe place for women, according to the latest National Crime Records Bureau (NCRB) statistics which gives figures for 2011. Other cities do not come remotely close. More rapes were reported from Delhi (572) than from Mumbai (221), Kolkata (46), Chennai (76), Bangalore (97) and Hyderabad (59) put together.

The figures for some other prominent cities were: Pune (79), Ahmedabad (60), Bhopal (100), Jaipur (92), Lucknow (38), Patna (27), Kochi (30), Thiruvananthapuram (39) and Coimbatore (9).

Delhi

Mum

bai

Chenn

ai

Kolkat

a

Hyder

abad

Bang

alor

e0

100

200

300

400

500

600

700

572

221

76 46 5997

Crime data as per NCRB

Delhi witnesses more rapes than the next five metros put together

http://ibnlive.in.com/agency/IBNLive.com.html


SAFETY ISSUE LINGERS…

1. Outer Road2. Mathura Road3. Sri Fort

Auditorium4. Panchsheel Marg5. Dhaula Kuan6. Janakpuri7. Mongolpuri

8.Pitampura

9.Badarpur Border

10.Rani Bagh11.Timarpur


Woman’s body found in Nehru PlaceTIMES NEWS NETWORK New Delhi: The body of a woman, believed to be in her twenties, was found barely 500m from Nehru Place Metro station on Tuesday. The woman was in a semi-nude state and bore injury marks on the neck.

Woman gang-raped in South Delhi

Raj Shekhar, TNN May 21, 2012, 12.50AM IST

NEW DELHI: A woman in her late 20s was

allegedly gang-raped through Friday night and

dumped at Nehru Place on early

Saturday. The woman has been admitted to

AIIMS, police said. Four accused were arrested till

Sunday evening.

Market ‘unfriendly’

Why are most commercial establishments illegal?

LOSING BUSINESSES

Connaught Place, located in the heart of the national capital, ranks 4th in the list of most expensive office locations in the world, according to latest report from property consultant Cushman and Wakefield.

LOSING BUSINESSES...TO GURGAON

LOSING FIRST TIME HOME OWNERS...TO NOIDA

RESTRICTIVE NORMS

“Property prices in Delhi are too high today and the only way they can come down are by increasing supply,” - Chairman and Managing Director (South Asia) at property advisory firm CB Richard Ellis.

“Delhi has failed to give housing to the common man due to limitations on FAR and density norms. It also aided in the creation of slums. If FAR is freed, land cost for development will come down, bringing down property prices,” - President of the National Real Estate Development Council.

Source: The Economic Times Delhi;Date: Sep 4, 2012;Section: Corporate; Page: 7; http://bit.ly/YC1xJU

Quality of life

Lack of access to basic amenities

??

• Inadequate Ventilation and Daylight access to homes

• Inadequate service infrastructure

• Disconnected Network

• No Fire access

Retrofitting for better access and physical infrastructure provision in these areas may also be required.

Lack of access to basic amenities

Lack of civic pride

Is planning responsible…

in part or whole?

Lack of synergy between transport & landuse

This figure illustrates the self-reinforcing cycle of increased automobile dependency and sprawl.

Lack of integrated planning

Landuse and Transport Planning...

Two separate exercises

15 min Walk

Bus/ MRTS StopBus/ MRTS Stop

Image Source: Internet

Current Norms encourage Large block sizes: increase walking distances.

Current policies encourage infrastructure that is not equitable and does not support PT use

Current Norms create large single use zonesOnly a singular user group populates this plaza due to single use nature

Nehru Place Delhi - Now© UTTIPEC, Delhi Development Authority

Current Norms create large single use zonesDue to lack of any residential uses, the Area is dead & unsafe at night

© UTTIPEC, Delhi Development Authority

Nehru Place Delhi - Now

Current norms create Unsafe Street with Setbacks & Boundary Walls Only safe for vehicles although its an important shortcut to Metro Station

ITO Delhi - Now © UTTIPEC, Delhi Development Authority

Why TOD?Need for a Paradigm Shift

in Planning

SustainableDELHI

ECONOMIC

ENVIRONMENTAL

•Prosperity•Affordability•Employment•Attracting investment

•Flourishing entrepreneurship

•Equity of access•Lifestyle Choices

SOCIAL

•Equity of access to amenities, transit, infrastructure.

•Safety•Affordability•Civic Pride•Heritage•Democracy & Transparency

•Air Quality•Water Quality•Water & Energy Supply

•Climatic Comfort•Cleanliness & Hygiene

PLANNING FOR A SUSTAINABLE FUTURE

Vision for a “ World

Class” DelhiSafe

Clean, Green & UsableEasy to get around for all

Instils civic prideDemocratic & Transparent

TOD...for Delhi

Maximum people Live, Work & Play within 5-min walk of RAPID TRANSIT Stations

High Density Mixed Use within 5-min walk of stations…

Transit Node

Express BRTS/MRTS

Route

DEFINITION

Transit Oriented Development (TOD) is essentially any development, macro or micro, that is focused around a transit node, and facilitates complete ease of access to the transit facility, thereby inducing people to prefer to walk and use public transportation over personal modes of transport.

RESTRUCTURING DELHIEnsuring Most of Delhi is within a 5 min walking /cycling / rickshaw distance of proposed MRTS. Therefore…

The TOD White Zone

NMT Zone area= 65512.95 Ha ( 44.1 % of Delhi*) TOD Standard Zone = 27369.22 Ha (18.45 % of Delhi* )

Intense TOD = 10279.96 Ha (6.9% of Delhi*)

* Area of Delhi = 148300.0 Ha (as per MPD)

TOD INFLUENCE ZONES AT CITY LEVEL

Impact of TOD Policy on population holding

capacity of MPD• TOD Policy puts an end to Urban Sprawl.• It encourages sustainable urban environment with low

carbon footprints

TOD policy works around the current holding capacity of MPD, 2021

TOD Policy & Development Control

Norms

1

55

Pedestrian & NMT Friendly Environment

DIGNITY TO ALL...

http://uttipec.nic.in/StreetGuidelines-R1-Feb2011-UTTPEC-DDA.pdf

Contents• Street hierarchy of Delhi• Minimum walking zone• Universal accessibility• Multi Functional Zone• Bicycle and NMT Infrastructure• Crossings• Medians, Refuge Islands• Street Lighting• Urban Utilities• Public Amenities• Traffic Calming Measure• Public Art, Street Furniture and

Educative Signage

STREETS AS PER ‘Street Design Guidelines-UTTIPEC’



2

58

Norms for Connectivity

Rail/ Metro

BRTInterchange

CHANGE MORPHOLOGY FROM AUTOCITY TO A TRANSIT CITY

7 min walk

To reduce car-dependence & increase transit use.

UN

SAFE

DIRECT CONNECTIVITY

Finer Street Network for shortest routes to pedestrians & cyclists

Faster to walk or cycle; than to drive

DIRECT CONNECTIVITY

CONNECTIVITY, STREET DESIGN AND BLOCK SIZE CRITERIA

2A. Street grid criteria for MT, NMT and pedestrians

Creating permeable blocks

NMV & Pedestrian Grid (80- 100M)

MV Grid (250M)

250

150

Therefore any block which is longer than 250m on any side, must provide a public thoroughfare for all modes, with additional public pedestrian thoroughfares, as required.

CONNECTIVITY, STREET DESIGN AND BLOCK SIZE CRITERIA

3

64

Norms for Multi-Modal Interchange

65

Pedestrian is highest priority

MAKE TRANSFERRING BETWEEN MODES EASY, COMFORTABLE

Source: Storm Water Guidelines, OASIS Design INC.

IPT ParkingShuttle Service Pedestrian-WalkwayPrivate Car

Pick Up/Drop off Bus Stop

STATION AREA PLANNING TO FOLLOW ABOVE

STANDARDS

4

Norms for Inducing Modal Shift

Mixed-Use : Safety, Vibrancy and Reduced Travel Demand



Parking norms based on distance from MRTS station

19.6.4 MODAL – SHIFT Oct, 2012 UTTIPEC I DDA

Pedestrian/NMT Zone

Multi Modal IntegrationNMT/IPT on street

Parking

Shared Parking desirable

NMT/IPT on street Parking

Shared Parking Zone

INTE

NSE

TO

D

STA

ND

AR

D T

OD

TRA

NSI

TIO

N T

OD

5

Norms for Placemaking & Safety

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 just 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.

80-100M

max.

80-100M m

ax.

CRITICAL NORMS INTRODUCED FOR PLACE-MAKING

PEDESTRIAN SPACE IS CURRENTLY ENCROACHED…


TOD CAN RECLAIM PUBLIC REALM

Minimum Frontage requirements (built-to requirement at setback line)

Facing Street Right-of-Way Minimum Percent of Building Street Wall (Frontage) at Setback Line

1 R/Ws of 24m and above 85%

2 R/Ws below 24m 75%

A

C

B

24 M or above

A+B_ X 100 = 85%A+B+C

Street Wall Regulations

Facing Street Right-of-Way Minimum Percent of Building Street Wall (Frontage) at Setback Line

1 R/Ws of 24m and above 85%

2 R/Ws below 24m 75%

Below

24 M

A+B_ X 100 = 75%A+B+C

A

B

C

Street Wall Regulations Minimum Frontage requirements (built-to requirement at

setback line)

Current norms create Unsafe Street with Setbacks & Boundary Walls Only safe for vehicles although its an important shortcut to Metro Station

ITO Delhi - Now © UTTIPEC, Delhi Development Authority

TOD Norms Create “Eyes on the Street”: Pedestrians dominate street frontage, parking & cars access from back

ITO Delhi - Future© UTTIPEC, Delhi Development Authority

6Norms for

High Density Mixed-Income Development

TOD Influence Zones at Station levelExample showing plotting of the actual 300m, 800m and 2000m catchments of a Metro Station

Intense Zone

NMT Zone

Standard Zone


HIGH DENSITY- MIX OF HIGH AND LOW RISE TOD AREA


TOD Influence Zones at Station level

HIGH DENSITY- MIX OF MID AND LOW RISE TOD AREA



HIGH DENSITY- LOW RISE TOD AREA



Transition in Densities: Variety in Development


No Universal Cap on FAR

FAR shall be clubbed with Density Minimums, in order to ensure high-density mixed-income development.

Density caps per influence Zone shall be based on overall Holding Capacity as per the MPD Zones.

The minimum standard for gross density permissible for any TOD project is 250 du/ha.

GrossFAR(site)

Minimum permissible density (with ±10% variation)

Residential dominated project

(Residential FAR ≥ 50%)

Predominantly non-residential

(Residential FAR ≤ 30%)Under-utilization of FAR below 3.0 not permitted for new/redevelopment projects

Under-utilization of FAR below 3.0 not permitted for new/redevelopment projects

Y (2Y x100) du/ha (Y x100) du/ha

At least 30% residential and 30% commercial/ institutional use of FAR is mandatory in every project within Intense

and Standard TOD Zone

TOD Mixed Use Zone

Housing (30%)

Commercial/Instituional (30%)Other (40%)20%

(C+I)

30%(R)

50%

Minimum Use- Mix Criteria

20%50%

30%

5%10%

15%

Minimum Use- Mix Criteria

6Norms for

High Density Mixed-Income Development:Providing the Infrastructure

6.1

Water

Rainwater harvesting is mandatory, irrespective of project size. On-site and off-site (roads/public spaces) rainwater must be harvested for reuse or ground water recharge, only after primary treatment.

Rainwater

Current practice: Stormwater recharged to ground without primary treatment.

Physical Infrastructure and Resource Standards

Parking Lot SwalesLarge Canopy Trees

EcoroofPervious Paving

Physical Infrastructure and Resource Standards At least 80% of the rainwater falling on Site should be treated by Natural

means.

MCDMCD

SELF GENERATED

SELF GENERATED

Symbiotic Uses

Physical Infrastructure and Resource Standards Potable Water and Waste Water

• For projects of 5000 resident population or more, on-site decentralized infrastructure systems i.e. local sewage treatment and recycling systems are mandatory, in order to meet the non-potable per capita demand (90 lpcd for domestic and 115 lpcd for non-domestic).

• Potable per-capita requirement (135 lpcd for domestic and 20 lpcd for non-domestic) should be available from the Municipality or any other source other than ground water.

Potable Tank

Sewage Treatment Facilities

Sustainable Effluent discharge system to

wetland / river

Further Treatment for re-use

Non-Potable

Tank

Potable Use

• Internal taps

• Showers & baths

• Washing

Non-Potable Use

• Toilet Flushing

• Cleaning/ Irrigation

Combined or Separate Grey

Water / Black Water Collection

Rainfall

DJB main

S l u d g e d i s p o s a l

Dual piping is mandatory irrespective of project size, to facilitate black/ grey separation & recycled water use.


6.2

Energy

Buildings (and preferably also streets) should be oriented such that all habitable areas of Residential buildings are oriented to face North-South (within 15°) direction.

Energy: At Site level:


All dwelling units should get minimum 2-hour solar access in at least one habitable area (living room, bedroom or private open space) on the shortest winter day of Dec 21 (Winter Solstice).

At Building level, the following Solar Access Regulations need to be followed:

Microclimate of public streets:Narrow streets provide shading and air movement – and therefore

greater comfort for pedestrians. Spacing between buildings should be enough to allow daylight access to all homes.

Physical Infrastructure and Resource Standards Energy: At Site level:

All residential buildings shall be single-loaded i.e. each unit should face the exterior, in two opposite directions. No double-loaded corridor buildings are permissible in TODs. Openings shall be located suitably to allow for natural ventilation and daylighting of habitable rooms and access to open air for all rooms including toilets and kitchens.

Double loaded housing

Maximize Cross Ventilation for Units by appropriate design of unit plans (provide windows and openings appropriately)

Single aspect housing



No building floor-plate depth it to be more than 16 m

Max

16

m

Office building



No “row-type” building (floor plate longer than 30 M) will be permitted to go higher than 15 metres. To utilize FAR, only towers with be permitted, in conjunction with 15m high “row-type” buildings.

Physical Infrastructure and Resource Standards Energy:


30 Mt

100 Mt

• Tower dimensions may not exceed 30 m in any direction.

• Spacing between two towers should not be less than 30M.

Energy: At Building level, the following Solar Access Regulations need to be followed :

30 M

30 M

30 M


Strategy for Rolling Out TOD

INFLUECE ZONE PLANS

Influence Zone Plan Components:

1. Urban Design Framework

2. Transport Impact Assessment

3. Decentralized Infrastructure & Sustainability Plan

4. Economic Viability & Implementation Model

Influence Zone Plans

IZP – Urban Design Framework

A. Urban Design Framework Plan

Zonal Development Plan Roads

BRT DelhiSource: Wall Street Journal, Delhi

1. Overall Framework for :Movement StructureStreet Hierarchy Landscape Structure

2. Net FAR and residential densities for each block within the Influence Zone

Commercial

Residential

Civic


3. Vertical mix of uses for each TOD parcel & 4. Parking

— Vertical mix of uses for each TOD parcel indicating location of civic amenities within mixed –use blocks. To include location of ‘unbundled’ parking sites for shared use.

— Location and numbers of short and long term parking spaces

1800 ECS

NOPublic Parking

Facility

1450 ECS

500 ECS300 M3 min

Unbundled Parking


IZP – TIA & Mitigation Strategies

1. Integrated strategy for Public transport, Pedestrian and Cycle access

2. Determining the optimum mix of uses to mitigate negative impact on surrounding land uses and transport networks

3. Parking Strategy as a Demand Management Tool 4. Mitigation strategies for traffic noise and vibration

POWER WASTE WATER

1. Solid Waste Management Strategy.2. Energy Strategy maximising use of renewable sources.3. Integrated Infrastructure and Services Systems Plan

indicating space requirements for all infrastructure.

WATER

DEMAND

WATERING GREENS

SUPPLY

FROM YAMUNA

REUSE

RECHARGE

STORE

RECYCLE

IZP – Decentralized Infrastructure and Sustainability

STREET

LOBBY

PARKING

RESIDENTIAL

SERVICE CORE

COMMERCIAL

1. Determining a financially profitable mix of uses2. Determining a financial model and delivery mechanism

for affordable housing, public infrastructure and public3. Strategy for revenue collection from the Influence zone

IZP –Economic Viability and Implementation Model

— Redevelopment within developed areas of the city would be permitted only when an overall Influence Zone Plan has been prepared for the Station.

— While amalgamation is desirable but it may not be a pre-requisite. Densification should be allowed in all plot sizes subject to the project complying to the approved Influence Zone Plan, so that incremental development and densification can start taking place.

— It is highly inappropriate to allow land banking in TOD zones. Penalties such as vacant land tax, etc. on underutilized land and/or underutilized FAR could be levied, in order to ensure time bound densification along with MRTS corridor. Such penalties should apply to all developers as well as Govt. bodies, to prevent inefficient use of valuable land.

Delivering TOD

— If the Influence Zone layout plan for the station area does not exist, individual developments housing a residential population of 10,000 shall be permitted subject to compliance with the TOD norms .• For projects accommodating more than 10,000

residential population, the residents/ cooperative societies/ private developers should get the detailed layout and services plan prepared in consultation with the concerned authority for final approval. Variations from the existing influence zone plan prepared by DDA would be permissible subject to adherence to all TOD norms and Codes.

Delivering TOD

PHASE 1 TOD

Phase 1: Four Corridors

Corridor 1: Chattarpur to Arjan Garh

A. Urban Design Framework Plan

Zonal Development Plan Roads

BRT DelhiSource: Wall Street Journal, Delhi

19.5. INFLUENCE ZONE PLANCorridor 2: Peerhagarhi – Tikri Kalan

WAY FORWARD

Delivering it on ground...the people involved

Transport Department

TrafficPolice

NGOs &Professionals

Irrigation &Flood

Control

DMRCDTC

DIMTS

MaintenanceAgencies

ArchitectsUrban Designers

Planners

Environment Department

DMC

Local Area Plans

Developers

NGOs &Affordable

housing experts

Real EstateProfessionals

Planning Authority

DDA

Democratic &Transparent

Easy to get around

Infra’ctureService

providers

Private Transportproviders

Safe

CommunityBhagidari

Groups

Clean Green Usable

RoadOwning Agency

Civicpride

tod and its inclusion in the master plan - mringanka saxena, uttipec

Travel

google satellite

large set

usa open sites

busy arterial

mpdtod policy

wall street

current holding

population