visualizing impact of tod
TRANSCRIPT
VISUALISING IMPACT OF TRANSIT ORIENTED
DEVELOPMENT ON CITY DEVELOPMENT
CASE STUDY: DWARKA AND ROHINI
HARI SHANKAR SINGH BISHT
BP/422/2007
Department of Physical Planning
School of Planning and Architecture, New Delhi
New Delhi July 2011
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DECLARATION
This is to declare that the Thesis report titled ―Visualising Impact of Transit Oriented
Development on City Development. Case study: Dwarka and Rohini‖ has been
undertaken by the author in partial fulfilment of the requirement for the award of the degree
of Bachelor of Planning. The research work undertaken is original and authentic.
Date: 19th July, 2011 (Hari Shankar Singh Bisht)
BP/422/2007
Department of Physical Planning
School of Planning and Architecture, New Delhi
ii
School of Planning and Architecture, New Delhi
(Deemed to be a University)
CERTIFICATE
This is to certify that the Thesis titled ―Visualising Impact of Transit Oriented
Development on City Development. Case study: Dwarka and Rohini‖ has been
submitted by Hari Shankar Singh Bisht in partial fulfilment of the requirements for the award
of the degree of Bachelor of Planning.
Recommended By: Accepted By:
(Mr. R.M. Lal)
Thesis Supervisor,
Additional Commissioner (Retd.), DDA
Delhi Development Authority,
Consultant,
Delhi Urban Shelter Improvement Board
(Prof. Raman Dev Surie)
Professor and Head of the Department,
Department of Physical Planning,
School of Planning and Architecture,
New Delhi.
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ACKNOWLEDGEMENTS
I would like to extend profound gratitude to Mr. R. M. Lal, my research supervisor, for his
valuable guidance throughout the research. The support, exceptional knowledge and hold of
the subject as well as constant encouragement he provided me during my endeavour were
heartwarming. I am grateful to Dr. Mrs. Poonam Prakash, research co-supervisor, for
keeping me on the right track by providing perspective to an unintentionally biased
approach, and helping me focus on my priorities. I would like to thank Prof. Raman Dev
Surie, Head of the Department of Physical Planning for reviewing my work and giving me
valuable inputs from time to time. Words of thanks are due for Dr. Ashok Kumar and Dr.
Mahavir for being always open to adjustments in their tight schedules for my inquisitive
sessions. If they all had not gone out of their way to support me, this thesis would not have
been possible. I want to thank all faculty of the Department of Physical Planning for ironing
out my shortcomings and giving valuable suggestions, especially Mrs Taru Jain Dongre for
providing that transport point of view. I would like to thank Mr. Vinod Sakle (Director, DDA
Rohini) for helping me with data collection.
I shall forever be full of gratitude to Mummy, Papa, Dadda and my Didi for always being
there for me. Without their constant support, I shall never have been able to pursue this
course or complete the thesis. In fact, this thesis is a reality only because of them.
I am forever indebted to all my seniors, especially Shaila, Megi, Vabby, Sheena, Tama,
Rahul Shukla, Sneha, Mitava, Garima, Tarun Songra, Reema, Raina, Chikaso, Dhiru,
Pranav Praveen and Pragya for their help in the thesis and during the course. I am
especially thankful to Geetanjli, for her support throughout this thesis, which held some
anxious moments of self-doubt for me. I will never forget the cheering faces and loud support
I got from my classmates, in spite of my shortcomings. To all my juniors (naming them here
would easily fill few pages!), a BIG thanks for helping me out not only with subject matter,
but also for those fun-filled stress free sessions! Without you all, I am sure; B.Planning would
never have been what it was – an awesome roller-coaster ride.
(Hari Shankar Singh Bisht)
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ABSTRACT
Urban transport is an imperative part of urban infrastructure, shaping the city and its
development. The spill-over of informal sector on the area makes way to problems of
congestion, delays and problem in regulation of the area. Transport situation in most Indian
metropolitan cities is rapidly deteriorating because of the increasing travel demand and
inadequate transportation system. The Master Plan of Delhi 1962 enunciated the policy of
self-containment which fundamentally speaks about ways to minimize commuting and
maximizing self-sufficiency of a town, at a planning division level. But due to unsynchronized
development of housing and employment it was never realized.
Transit – oriented development can succeed where the previous policies have not achieved
desired results. Transit Oriented Development is a technique to achieve higher density
development and balanced environment, with focus on the three D’s – Density, Diversity and
Design. The applicability of Transit Oriented Development was studied in detail by the author
in his research taking case studies of Dwarka and Rohini with differing nature of
development: density, design, commuter perception and transit ridership etc.
Both the case-studies were studied comprehensively to identify bottlenecks and issues.
Further, the potential for transit-oriented development to address these issues and
bottlenecks was identified. Transformations due to implementation of Transit Oriented
Development in case study areas were visualized. The analysis leads to conclusions which
were eye - opening. Both case-studies showed both favorable and unfavourable
characteristics to. Dwarka, perceived to be a model Transit Oriented Development, lacks
essential components like efficient feeder service and pedestrian-friendly design, whereas
Rohini had no observable gradation of density of development, and little diversity of uses
near station areas. These are remarkable findings, and reflect other parts of Delhi where
MRTS is present.
The research then tries to give certain recommendations for effective realization of Transit
Oriented Development in these sub-cities, which can be implemented elsewhere in Delhi by
suitably modifying it according to conditions prevalent there. A conceptual Transit Oriented
Development plan also has been laid down, to be followed as a model Transit Oriented
Development implementation plan, which may not be the ideal solution, but gives a starting
point for even more comprehensive and better plans later on. The location of various transit
related proposals within close proximity to each other encourages transit supportive mixed
uses within the sector and adjacent areas. Successful implementation of such transit
supporting uses could lead to increased intensity of development near metro stations and
greater return on transit infrastructure.
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सार
शहयी ऩरयवहन शहय औय उसके ववकास को आकाय देने भें फनुनमादी ढाचे का एक अननवाम हहस्सा है। एक आदश ् ऩरयवहन प्रणारी भें फनुनमादी सवुवधाओ का सभावेश होगा। व्माऩाय, सवुवधामे औय ऩरयवहन फनुनमादी ढाॊचा हैं । मह समोग से अऩने आऩ ऩरयवहन नोड के आसऩास ववकससत हो जात ेहैं । मह फनुनमादी सवुवधामे आभतौय ऩय ऩदैर मात्रिमों के भाग्र भें फढती हैं । मह फनुनमादी सवुवधामें आभतौय ऩय असमसभत औय असहनीम तयीके से फढ्ती हैं । अधधकाॊश बायतीम भहानगयों भें ऩरयवहन की भाॊग तजेी से फढ़ यही है औय मािा की स्स्थनत अऩमााप्त ऩरयवहन प्रणारी की वजह से त्रफगड़ यही है । हदल्री 1962 भास्टय प्रान मोजना प्रबाग स्तय ऩय आत्भ योकथाभ की नीनत है जो कभ स ेकभ मािा औय एक शहय की आत्भननबायता को अधधकतभ कयने के तयीके के फाये भें फोरती है । ट्ाॊस्जट - उन्भखु ववकास सपर हो सकती है जहाॊ वऩछरे नीनतमों ने वाॊनछत ऩरयणाभ नहीॊ हाससर ककमा है । घनत्व, ववववधता, औय डडजाइन - ट्ाॊस्जट उन्भखुी ववकास उच्च घनत्व ववकास औय सॊतसुरत ऩमाावयण को प्राप्त कयने, तीन डी ऩय ध्मान कें हित की तकनीक है । घनत्व, डडजाइन, कम्मटूय धायणा औय ऩायगभन आहद ट्ाॊस्जट उन्भखुी ववकास की प्रमोज्मता ववस्ताय भें अऩने शोध के ववकास के सबन्न प्रकृनत के साथ द्वायका औय योहहणी के भाभरे के अध्ममन रेने भें रेखक द्वाया अध्ममन ककमा गमा था । दोनों भाभर े भें व्माऩक अध्ममन ककमा गमा फाधाओॊ औय भदु्दों की ऩहचान की । इसके अरावा, ऩायगभन उन्भखु ववकास के सरए ऺभता के सरए इन भदु्दों औय फाधाओॊ का ऩता कयने के सरए ऩहचान की गई । ट्ाॊस्जट भाभरे का अध्ममन ऺिेों भें उन्भखुी ववकास के कामाान्वमन के कायण रूऩाॊतयण कल्ऩना थे । दोनों भाभरे के अध्ममन के सरए अनकूुर औय प्रनतकूर दोनों ववशषेताओॊ को हदखामा । द्वायका, एक भॉडर ट्ाॊस्जट उन्भखुी ववकास भाना जाता था, भें कुशर पीडय सेवा औय ऩदैर मािी के अनकूुर डडजाइन की तयह आवश्मक घटकों का अबाव है, जफकक योहहणी भें ववकास के घनत्व का कोई प्रत्मऺ उन्नमन का अबाव है । मे उल्रेखनीम ननष्कषा हैं, औय हदल्री के अन्म बागों जहाॊ MRTS भौजूद है, को प्रनतत्रफ ॊत्रफत कयता है । इन उऩ - नगयों भें ट्ाॊस्जट उन्भखुी ववकास के प्रबावी अहसास है, जो हदल्री भें कहीॊ औय हो सकत ेहैं । मह अध्ममन वहाॉ की स्स्थनत के अनसुाय कामाान्वमन के सरए कुछ ससपारयशें देने की कोसशश कयता है । एक वचैारयक ट्ाॊस्जट उन्भखुी ववकास मोजना बी नीचे यखा गमा है । मह फाद भें औय बी अधधक व्माऩक औय फहेतय मोजनाओॊ के सरए एक प्रायॊसबक त्रफ ॊद ु है । ऐसे ऩायगभन के सपर कामाान्वमन का उऩमोग भेट्ो स्टेशनों औय ऩायगभन फनुनमादी ढाॊचे ऩय अधधक से अधधक राब के सरए ववकास की ववृि की तीव्रता के सरए हो सकता है । इन भदु्दो से ननऩट्न ेके सरए बववष्म भें प्रस्ताव के सरए सीभाओ औय अध्ममन के ऺिे भे प्रनतफन्ध को ध्मान यखकय भौजूदा स्स्थनत के अनरुुऩ हदमे गमे ।
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TABLE OF CONTENTS
Declaration ............................................................................................................................. i
Certificate ...............................................................................................................................ii
Acknowledgements ............................................................................................................... iii
Abstract................................................................................................................................. iv
साय ........................................................................................................................................ v
Table of Contents .................................................................................................................. vi
List of Figures ....................................................................................................................... ix
List of Tables ........................................................................................................................ x
Abbreviations ........................................................................................................................ xi
CHAPTER 1 INTRODUCTION AND NEED FOR TOD ...................................................... 1
1.1 Introduction ............................................................................................................. 1
1.1 Need for the study .................................................................................................. 2
1.2 Aim ......................................................................................................................... 5
1.3 Objectives ............................................................................................................... 5
1.4 Scope of the study .................................................................................................. 5
1.5 Limitations .............................................................................................................. 5
1.6 Methodology ........................................................................................................... 6
1.7 Chapter framework ................................................................................................. 6
1.8 Data requirements and Probable sources ............................................................... 7
1.9 Conclusions ............................................................................................................ 7
CHAPTER 2 LITERATURE STUDY ................................................................................ 10
2.1 Introduction ........................................................................................................... 10
2.2 Transit oriented development - background .......................................................... 10
2.3 What is Transit oriented development? ................................................................. 12
2.4 The relationship between transit and land use ...................................................... 12
2.5 The three D’s of TOD ............................................................................................ 13
2.6 Defining TOD for the 21stcentury Delhi .................................................................. 14
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2.7 Status of TOD In Indian cities ............................................................................... 15
2.8 Case Studies ........................................................................................................ 16
2.8.1 Global Scenario ............................................................................................. 16
2.8.2 Indian Scenario .............................................................................................. 18
2.9 Issues in Implementing TOD ................................................................................. 18
2.10 Conclusion ............................................................................................................ 19
CHAPTER 3 INTRODUCTION TO CASE STUDY .......................................................... 20
3.1 Introduction ........................................................................................................... 20
3.2 Case study areas .................................................................................................. 21
3.3 Case Study I: Dwarka Sub – City .......................................................................... 22
3.4 Case STUDY II: Rohini ......................................................................................... 23
3.5 Delineation of Study Area Boundary ..................................................................... 24
3.6 Conclusion ............................................................................................................ 25
CHAPTER 4 TOD CASE STUDY ANALYSIS .................................................................. 26
4.1 Framework for analysis ......................................................................................... 26
4.2 Land-Use Analysis Of Case – Study Areas ........................................................... 27
4.3 Work Home Relationship – Rohini ........................................................................ 29
4.3.1 Socio – economic characteristics ................................................................... 29
4.3.2 Trip Character ................................................................................................ 30
4.3.3 Desire-Line Diagram ...................................................................................... 31
4.4 Work Home Relationship: Dwarka ........................................................................ 32
4.4.1 Socio – economic characteristics ................................................................... 32
4.4.2 Trip character ................................................................................................. 33
4.4.3 Desired-Line Diagram .................................................................................... 34
4.5 3 D’SConcept Of TOD .......................................................................................... 35
4.5.1 Density and feeder service............................................................................. 35
4.5.2 Diversity ......................................................................................................... 38
4.5.3 Design ........................................................................................................... 40
4.6 Conclusions .......................................................................................................... 41
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CHAPTER 5 ISSUES AND RECOMMENDATIONS ........................................................ 42
5.1 Introduction ........................................................................................................... 42
5.2 Issuesand Recommendations - Dwarka and Rohini .............................................. 43
5.3 Sector-wise proposals ........................................................................................... 45
5.3.1 Density Proposals .......................................................................................... 45
5.3.2 Mix-Use Proposals ......................................................................................... 46
5.3.3 Feeder services and overall integration of transport: ...................................... 46
5.4 The TOD Concept Plan ......................................................................................... 47
5.5 FAR Densification and Mix-Use ............................................................................ 48
5.5.1 Scenario Building ........................................................................................... 48
5.5.2 FAR Options .................................................................................................. 48
5.5.3 Graded Densification ..................................................................................... 49
5.5.4 Options Matrix ................................................................................................ 50
5.6 Conclusion ............................................................................................................ 54
5.7 Further scope of work ........................................................................................... 54
ANNEXURES ..................................................................................................................... 55
Checklist For Housing ..................................................................................................... 56
Checklist For Transport ................................................................................................... 57
Questionnaire for Household Survey ............................................................................... 59
Questionnaire for Delhi Transport Corporation ................................................................ 60
Questionnaire for Transport associations ........................................................................ 61
Questionnaire for Origin Destination Survey .................................................................... 62
Questionnaire for Informal Activity Survey- Retail ............................................................ 63
Questionnaire for Informal Activity Survey- Eating Joints ................................................. 64
National Urban Transport Policy (2007) Report .................. Error! Bookmark not defined.
Thesis Presentation Sheets (14 No.s) ................................ Error! Bookmark not defined.
REFERENCES ................................................................................................................... 65
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LIST OF FIGURES
Figure 1.1 Methodology ....................................................................................................... 8
Figure 2.1 Issues that may arise while implementing TOD .................................................. 19
Figure 3.1 Map showing the location of Rohini and Dwarka Sub Cities in Delhi .................. 21
Figure 3.2: Delineated Area, Dwarka .................................................................................. 24
Figure 3.3: Delineated Area, Rohini .................................................................................... 24
Figure 4.1 Framework for Analysis ...................................................................................... 26
Figure 4.2 Land-Use Analysis: Existing Land Use (Rohini), 2011 ....................................... 27
Figure 4.3: Land-Use Analysis: Proposed Land Use (Rohini), 2021 .................................... 27
Figure 4.4: Land-Use Analysis: Existing Land Use (Dwarka), 2011 ..................................... 28
Figure 4.5: Land-Use Analysis: Proposed land Use (Dwarka), 2021 ................................... 28
Figure 4.6 Population Characteristics (Age structure in Rohini, in Years) ............................ 29
Figure 4.7 Population Characteristics (Income levels in Rohini, in Rs.) ............................... 29
Figure 4.8 Trip Characteristics (Purpose wise modal split in Rohini) ................................... 30
Figure 4.9 Trip Characteristics (Modal split in Rohini) ......................................................... 30
Figure 4.10 Trip Characteristics (Average trip length for each mode in Rohini) .................. 31
Figure 4.11 Trip Characteristics (Desire-line diagram in Rohini) .......................................... 31
Figure 4.12 Population Characteristics (Age structure in Dwarka, in Years) ........................ 32
Figure 4.13 Population Characteristics (Income levels in Dwarka, in Rs.) ........................... 32
Figure 4.14 Trip Characteristics (Mode wise purpose split in Dwarka) ............................... 33
Figure 4.15 Trip Characteristics (Modal split in Dwarka) ..................................................... 33
Figure 4.16 Trip Characteristics (Average trip length for each mode in Dwarka) ................. 34
Figure 4.17 Trip Characteristics (Desire-line diagram in Dwarka) ........................................ 34
Figure 4.18 Land use – population analysis (Population density in Dwarka) ....................... 35
Figure 4.19 Land use – population analysis (Population density in Rohini) ......................... 35
Figure 4.20 Users’ travel characteristics (Feeder system in Dwarka) .................................. 36
Figure 4.21 Users’ travel characteristics (Feeder system in Rohini) .................................... 36
Figure 4.22 Users’ travel characteristics (Trip costs for various modes in Dwarka) ............. 37
Figure 4.23 Users’ travel characteristics (Trip costs for various modes in Rohini) ............... 37
Figure 4.24 Land use – Diversity analysis (Mix use in Dwarka) .......................................... 38
Figure 4.25 Land use – Diversity analysis (Mix use in Rohini) ............................................ 38
Figure 4.26 Social Diversity analysis (Social Mix in Dwarka) .............................................. 39
Figure 4.27 Social Diversity analysis (Social Mix in Rohini) ................................................ 39
Figure 4.28 Pedestrian design analysis (Percentage of walk trips in Dwarka) .................... 40
Figure 4.29 Pedestrian design analysis (Percentage of walk trips in Rohini) ...................... 40
Figure 5.1 Visualizing a concept plan for TOD implementation ........................................... 47
Figure 5.2 Delineation of 0.5, 1.0, 1.5 km stretch Along the Study Corridor; Dwarka. ......... 49
Figure 5.3 Delineation of 0.5, 1.0, 1.5 km stretch Along the Study Corridor; Rohini ............ 49
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LIST OF TABLES
Table 1.1 Data requirements and probable sources .............................................................. 9
Table 3.1 Work Centers and employment in Rohini ............................................................ 23
Table 5.1: Comparative Issues & Recommendations (Rohini and Dwarka) ......................... 43
Table 5.2 Graded Densification & Scenario Comparisons. ................................................. 50
Table 5.3 Option Matrix for Scenario 1 ............................................................................... 51
Table 5.4 Options matrix for Scenario 2. ............................................................................ 52
Table 5.5 Option Matrix for Scenario 3. .............................................................................. 53
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ABBREVIATIONS
AR – Accommodation Reservation
CGHS – Co-operative Group Housing Society
DDA – Delhi Development Authority
DIMMTS – Delhi Integrated Multimodal Transit System
DU – Dwelling Unit
DUAC – Delhi Urban Arts Commission
EWS – Economically Weaker Sections
F.A.R – Floor Area Ratio
GNCTD – Government of National Capital Territory Delhi
GoI - Government of India
HUDCO – Housing and Urban Development Corporation
LIG – Low Income Group
MCD – Municipal Corporation of Delhi
MGD – Million Gallons per Day
MIG – Middle Income Group
MLA - Member of Legislative Assembly
MoUD - Ministry of Urban Development
MPD – Master Plan for Delhi
MRTS – Mass Rapid Transit Corridor
NDMC – New Delhi Municipal Corporation
NGO - Non-governmental Organization
Ppha – Persons per hectare
RWA - Residents’ Welfare Association
SC - Supreme Court
SPA - School of Planning and Architecture
SRA – Slum Rehabilitation Act
TDR – Transferrable Development Rights
TOD - Transit Oriented Development
ULB – Urban Local Body
UTTIPEC – Unified Traffic and Transportation Infrastructure (Planning and Engineering)
Centre
ZDP – Zonal Development Plan
1
CHAPTER 1 INTRODUCTION AND NEED FOR TOD
1.1 INTRODUCTION
Urban transportation systems are complex systems defined by land-use and transport
policies. A description of a complete transportation system must meet the following
conditions (Cervero, R. 1998: 24):
a) All modes of transport must be considered, including walking.
b) All elements of the transportation system must be considered — this includes the
persons and items being transported; the vehicles in which they are conveyed; and the
network of facilities through which the vehicles, passengers, and cargoes move,
including terminals where trips originate or terminate and transfer points where
commuters transfer from bus to train or bicycle to train or bus etc.
c) All movements through the system must be considered.
d) For each specific flow — the total trip from point of origin to final destination — overall
modes and facilities must be considered.
Such a comprehensive definition of a transportation system enables analysts to consider
explicitly the assumptions introduced by eliminating individual elements of a highly complex
and interrelated system. In cities in which the level of complexity increases because of large
disparities between the city residents, however, often only selected elements are quantified
and analyzed.
Public transport is a significant part of urban fabric which outfits the demands of city. It plays
vital role within the cities which have hasty population growth rate as well as brisk vehicle
growth rate. If we observe the relative percentage growth of various modes it is noticed that
there is decrease in the growth rate of public modes where as private modes are mounting in
Delhi (CRRI, 2007: 27). Public transport service has to meet the needs of commuters. This
includes accessible stations, minimum affordable time loss at interchanges, safer and
2
reliable services. Transit – Oriented Design and Transit – Oriented Development are two
effective methods to resolve such an issue.
Since 500 m is an ideal walking distance, population residing along the metro within walking
distance has the highest accessibility to metro. MPD 2021 speaks about the 500 m influence
along the metro corridor and considers Transit oriented development as a means for
promotion and utilization of multimodal rail transportation system including Delhi Metro
(Government of India, 2007: 133).
1.1 NEED FOR THE STUDY
The self – containment of these divisions was particularly envisaged to reduce the need for
travelling long distance to reduce decrease movement demands. This self – containment
was also envisaged to obviate the need for high-capacity, high-cost transport systems and
also to conserve energy. The Master Plan enunciated the policy of self – containment and
envisaged a strong work – home relationship. This principle fundamentally speaks about
ways to minimize commuting and maximizing self-sufficiency of a town.
But, there has been a failure in realization of the above principle through the various Master
Plans till date, due to these factors (not all-inclusive):
1) Unsynchronized development of housing and Jobs.
2) Other economic centers within easy commuting distance.
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. National Urban
Transport Policy – 2007, recommends integrated land use and transport policy and priority to
the use of public transport & non-motorized vehicles (MoUD, 2007: 14).
The MPD-2021 master plan talks about the concept of Transit-oriented development in the
context of Delhi’s development keeping in mind the 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 centers, largely based on road transport nodes. A major fall-out of this
has been distortion between infrastructure, transport and land use. To achieve spatial
3
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. This would not only help to solve, to some extent, the
enormous problems of mass transportation, but would also generate a dynamic potential for
growth and employment.‖ (Government of India, 2021:72)
―The Plan contemplates a mechanism for the restructuring of the city based on mass
transport‖ (Government of India, 2021:73)
Redevelopment strategy under MPD-2021:
―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…a sizable proportion of the
additional population with requisite facilities and employment can be absorbed along these
corridors.‖(Government of India, 2021:14)
Transit Oriented Development of Delhi is therefore not just about redevelopment & re-
densification along 500m of MRTS corridors. It is about structuring a Transit Oriented City.
The reasons for the need of studying impact of Transit oriented development on Delhi:
1. Transit-focused development generally occurs under three conditions:
a) When stations are located in prime regional and community nodes of activity
attractive to typical market forces;
b) When the regional and local real estate market is active; and
c) When public policies and regulations permit or encourage intensive development in
station areas.
Delhi satisfies all the three criteria to a large extent. But still no approach towards a
Transit oriented development is visible here. In fact, Delhi city as well as Delhi
Metropolitan Region can be a case of “Development oriented Transit”, where the
transport facilities and transit are designed in accordance with the needs of maximizing
economic gains from or to suit real-estate development.
4
2. 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‖ and ―80-20 Modal Split
by 2021‖. However, a recent RITES study (RITES, 2009: 33) has revealed that the
modal split of Delhi has actually dropped from 60-40 to 45-55! Clearly – the direction
where we are headed is contrary to the spirit and direction intended by the Master plan.
3. The “City of Flyovers” is actually becoming more and more unworkable, accident prone
and the cons outweigh the pros for the flyovers. A complete re-structuring of the city is
needed, with the tearing away of unnecessary flyovers and implementing Transport -
oriented development instead (Roy, R., 2009: 09).
4. High car dependency by people as against a car’s small share in number of total
vehicles in Delhi indicates a failure on the part of government to sensitize people towards
usage of public transport more frequently (DIMMTS, 2008: 12).
5. Various development activities being carried out in isolation to each other instead of an
integrated whole, resulting in total chaos. Need for a comprehensive revamping of the
manner in which institutions function. An integrated services approach, in which each
aspect shall be designed in keeping with its inter-aspects relationships and backward
and forward linkages, shall be the way forward.
The goals of such a transit oriented development should be that 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. (UTTIPEC, 2010: 42)
The strategies for ushering in such a development can be to reorder growth to redevelop
and re-densify the city along MRTS corridors, amend planning guidelines to attract private
investment into densification and redevelopment of existing areas, bring about innovative
urban design guidelines to make cities safe, attractive and walkable, and leveraging of
private investment for direct public benefit. (UTTIPEC, 2010: 44)
5
1.2 AIM
The aim of the study is to comparatively study two potentially self-contained sub-cities of
Delhi so as to visualize the impact of Transit oriented development in Delhi and propose
certain planning interventions for achieving the same.
1.3 OBJECTIVES
To understand the concept of Transit oriented development, its need, advantages and
disadvantages with reference to sustainable urban transport.
To analyze the Policy framework for Transit Oriented Development in Delhi.
To visualize the impact of TOD in Delhi, taking two sub-cities, with a dedicated Mass
Rapid Transit System corridor, but differing in the nature of development.
To advise certain planning interventions for realizing Transit oriented development.
1.4 SCOPE OF THE STUDY
To understand the concept of TOD and its need, detailed literature study will be undertaken.
The criteria for identifying case study areas will be set up and the obstacles and implications
in carrying out TOD would be studied. To evaluate norms/policies on TOD in case of Delhi,
study of the MPD guidelines based on the parameters defined would be undertaken.
Study will be based upon the metro user survey and non-user survey data supported by
secondary information. The study is structured under National Urban Transport Policy(2007).
Modifications will be suggested in TOD implementation on basis of case study findings.
1.5 LIMITATIONS
Study is limited to MRTS corridor area. Observations are based on studies conducted by
various organizations and some primary survey which cannot be comprehensive due to
time-constraints. Study area has been limited due time constraints. The study is primarily
restricted to the two sub-cities as a whole and all discussions are restricted to these case
studies as entities within themselves, as apart from the whole of Delhi.
6
1.6 METHODOLOGY
As pictorially depicted in Figure 1.1, in stage one i.e. background, the need for study would
be determined followed by the establishment of aims and objectives of the study. Stage two
will be literature study in which detailed literature review will be done which will comprise of
understanding the concept of Transit oriented development, and Delhi master plan
guidelines will be studied.
Alongside this, there will be definition of criteria for selection of case study. The case study
for the thesis is limited to metro corridor. The selection of the case study, there may be a
need to see that the case study zone has delineated the metro influence zone as per the
guidelines given in the master plan, wherever possible. The metro influence zone stretch will
be such that it can be extrapolated and where the maximum housing typologies are present,
most nearly a sector boundary on either side of metro corridor.
In the third stage i.e. survey, the data collection will be done both for primary data which will
comprise of Land use, household survey, transportation surveys, metro user surveys. The
secondary data will consist of various reports related to case study such as ZDP, etc. In the
next stage, analysis of Data will be done in terms of its existing condition, need and potential
for Transit oriented development and the possible obstacles/ issues relating to the process
of TOD will be found out. After that, recommendations to address these issues will be given.
1.7 CHAPTER FRAMEWORK
The study is divided in eight chapters. The first chapter establishes the background and
need of the study, the aim, and objective of the research, its scope and limitations and the
methodology of the research. The second chapter presents a theoretical review on Transit
oriented development, with foreign and Indian case studies. It discusses concept of TOD in
terms of its definitions, criteria, factors, its processes and the issues that are associated with
the process. The next chapter pertains to the case study, profile of the case study area and
includes the criteria for selection and delineated area of case study. The fourth chapter
includes a framework for analysis and the analysis of the primary and secondary surveys
7
conducted. The fifth chapter presents the overall issues identified and recommendations to
address those issues, and further scope of work. The sixth chapter provides annexure of
certain reports used in the study and survey formats. The last chapter compiles a list of
references used for the research.
1.8 DATA REQUIREMENTS AND PROBABLE SOURCES
The data requirements for the case study are outlined in Table 1.1. The table includes the
data required for each objective, along with the techniques required, format and the probable
sources for the same. In this way, the objectives are classified early on in accordance with
the kind of data that shall be needed, whether secondary data collection or primary surveys.
1.9 CONCLUSIONS
A transit-oriented development (TOD) is a technique to achieve mixed-use residential or
commercial character designed to maximize access to public transport, and often
incorporates features to encourage transit ridership. A TOD neighborhood typically has a
center with a transit station or stop (train station, metro station, tram stop, or bus stop),
surrounded by relatively high-density development with progressively lower-density
development spreading outward from the center. TODs generally are located within a radius
of 400 to 800 m from a transit stop, as this is considered to be an appropriate scale for
pedestrians.
A substantial market exists for a new form of walkable, mixed-use urban development
around these new rail or rapid bus stations and transit stops. Changing demographics are
creating a need for a diversification of real estate projects, and transit-oriented development
is beginning to receive serious attention in real estate markets as diverse as the San
Francisco Bay area, suburban New Jersey, Atlanta, Dallas and Chicago.
This chapter has thus outlined the need for the study on TOD and the approach to the study.
The next chapter discusses the concept and literature on TOD in a detailed manner.
8
Figure 1.1 Methodology
Source: Author, January 2011
9
Table 1.1 Data requirements and probable sources
Source: Author, January 2011
S.
N
o.
Objective Data
Requirement Techniques Format
Probable
Source
1
To understand the
concept of Transit-
oriented
development.
Books,
Policies,
Case Studies
(Gloabal /
Indian)
Literature
Search
Text, Figures,
Graphs
Library,
Organisations,
and Internet
2.
To analyze the
present policy frame
work with reference
to Transit-oriented
development.
NUTP,
DDA Master
Plan 1962,
2001 and 2021,
DMRC Policy
Literature
Search Text
Ministry of
Transport,
Website
Primary
survey Interview
DMRC, DDA,
RITES, etc
3.
To visualize the
impact of Transit
Oriented
Development in
Delhi, taking two
different case-
studies, with an
MRTS corridor, but
differing in the
nature of
development.
Work studies
done till date/
Trip
Characteristics
in case study
area
Trip
Characteristics,
Origin
Destination,
Literature
search/
secondary
data
collection
Primary
Survey
Thesis,
Detailed
Project
Report (DPR),
and other
reports
Questionnaire
Primary
Survey
4.
Propose policy
interventions for
implementation of
successful TOD in
case study
From data
collected for
Objective 1 to
Objective 4
Analysis of
data
collected to
arrive at
useful
conclusions
Analysis
tables,
graphs, and
detailed
findings of
case study
Analysis stage
10
CHAPTER 2 LITERATURE STUDY
2.1 INTRODUCTION
As India becomes increasingly urbanized, cities and metropolitan regions are faced with the
challenge of maintaining and enhancing sustainability in the face of often rapid population
growth. One of the most important aspects of maintaining livability in urban development is
the link between land use and transportation. Land-use mix and density affect the viability of
transit and other transportation systems and, on the other hand, the availability of transit
affects land use and density patterns (Smith, W., 1997: 27).
2.2 TRANSIT ORIENTED DEVELOPMENT - BACKGROUND
While considering urban form and density, the historical context of the land use-transport
connection is often ignored. Historically, cities developed as a walking city where all
destinations could be reached on foot in half an hour thus resulting in smaller city sizes
roughly 5 kilometers across and characterized by high density, mixed-use development.
Then, during the late 19th century, city sizes increased to 20 to 30 kilometers as trains and
trams allowed faster means of travel (Newman and Kenworthy, 1996: 22). Cities at this
stage could be called the transit city. This also resulted in the creation of rail and tram based
suburbs which retained the walking scale characteristics along with mixed-uses and medium
density development.
However, since around the 1940s, automobile based development became the order of the
day and cities started to decentralize and disperse, particularly the North American cities.
Low density development along with zoning laws led to cities spread over as far as 50
kilometers (Newman and Kenworthy, 1996: 21). Cities at this stage could be called the
automobile city. This has led to numerous problems such as traffic congestion, air and water
pollution, CO2 emission and not to mention loss of prime agricultural land. This pattern of
uncontrolled growth of urban boundaries has continued till date and is referred to as urban
sprawl and is identified as one of the primary hindrance to sustainable development.
11
This could be best explained by taking the example of two cities, Atlanta and Barcelona
which have similar population but different sizes. Atlanta is spread over 4000 square
kilometers and had a population of 2.5 million in 1990, whereas, Barcelona occupies about
160 square kilometers and had a population of 2.8 million during the same period. Whereas,
60% of the population in Barcelona is concentrated within 600 meters of a metro station,
only 4% of Atlanta’s population resides within 800 meters of a metro station. The metro
network is also similar in these two cities with the total line length of 74 and 99 kilometers
respectively. Consequently, only 4.5% of the trips in Atlanta are made by metro whereas, in
the case of Barcelona the figure is around 30% in addition to 8% of trips which are made by
walking (Ford, 2003).
While most cities have adopted the North American pattern of development some cities in
Asia, such as Singapore, Hong-Kong and in Europe, such as Zurich, Stockholm (Newman
and Kenworthy, 1996: 139) etc. have maintained their commitment to transit corridor
oriented development along with improving their inner city centers and high density
development. However, the case of cities in developing and less developed countries
particularly in Asia are significantly different from developed countries. In general, cities in
Asia traditionally have higher density and have a more walking and transit oriented urban
form (Newman and Kenworthy, 1996:45). However, with rapid industrialization and improved
economic situation in recent years these cities are growing at a rapid pace resulting in
uncontrolled growth as in the case of Kuala Lumpur and Bangkok
The concept of focusing compact, mixed-use development around transit nodes has
emerged as a key strategy to manage the effects of growth, create more livable communities
and reduce automobile use, thus reducing greenhouse gas emissions, congestion and costly
road expansion. (Lynch, K., 1981: 34) These places, characterized by pedestrian-oriented
routes, a range of land uses and parcel sizes, a mix of residential densities and, well-
established transit nodes, support a range of efficient and reliable transportation options.
This form of development, often referred to as Transit-Oriented Development (TOD), is now
12
experiencing resurgence in cities across Canada, the U.S. and elsewhere. TODs are
showing promise as one method to boost transit use and contain urban sprawl while
contributing to healthy, walkable neighborhoods (TCRP, 1996: 138)
2.3 WHAT IS TRANSIT ORIENTED DEVELOPMENT?
Peter Calthorpe, an urban planner and one of the pioneering advocates of this approach to
development, coined the term "transit-oriented development" to describe "moderate and high
density housing, along with complementary public uses, jobs, retail and services
concentrated in mixed-use developments at strategic points along the regional transit
systems" (Calthorpe, P.,1993: 12).TODs are located within an easy walk that is 10 minutes
or 1000 m of a transit station or major stop in environments that encourage walking. TODs
can occur at a variety of scales. They can be both large-scale, master-planned projects, and
incremental redevelopment on a parcel-by-parcel basis around a transit stop or node.
2.4 THE RELATIONSHIP BETWEEN TRANSIT AND LAND USE
Though, TOD remains primarily a transport problem involving transit network design,
effective transfer between nodes and scheduling, it is related directly to compact
development principles as TOD efficiencies are achieved through densification of urban
nodes (Cervero and Kockelman, 1997: 17) resulting in modal shift from automobile to transit,
and mixed use development. (Cervero 1996; Nelson, Niles et al., 2001: 48)
Transit oriented development involves not only heavy rail transit (HRT), both surface and
underground, but also feeder bus service and express bus service. Recently, light rail transit
(LRT) is gaining popularity in many cities as a replacement for bus in some busier corridors
particularly due to its ability to carry significantly more passengers per hour per direction but
also due to its quality of service and reduced journey times due to traffic signal priority as in
the case of London. (Gleave, 2005: 99) Moreover, all the different transit networks involving
HRT, LRT and bus should be integrated in the transit network planning process along with
provisions for smooth transfer in between. In addition to improvement of transit service,
13
some auto disincentives are also required to achieve desirable transit system efficiency.
(Casello, 2007: 65) However, in case of existing underutilized transit infrastructure,
construction of new transit infrastructure is not an option and redevelopment of the existing
transit nodes at higher density using mixed use development principles should be the
priority. (E.P.A. 2001) Furthermore, cities with several activity centers in addition to the
central business district (CBD) also referred as ―polycentric metropolitan development‖ tends
to show more distributed trip patterns along with higher modal percentage of automobile
usage. Thus, coordinated transit services both between and within activity centers (Casello,
2007: 76) and between primary residential areas and activity centers are required to improve
transit system performance. (Modarres, 2003: 78)
2.5 THE THREE D’S OF TOD
The link between neighborhood design and the traditional land use transportation models
lies in the neighborhood built environment characteristics and how it influences modal choice
and travel demand.
Built environment density, diversity and design or in other terms compact
neighborhoods, mixed-land uses and pedestrian friendly designs, generally reduce trip rates
and encourage non-automobile travel in statistically significant ways (Cervero,1996: 88;
Cervero and Kockelman, 1997: 154). Previous research has established that, residential
densities exert stronger influence on commuting mode choices than levels of land use mix
except for walking and bicycle commutes (Cervero, 1996: 77). Office locations in a high
density walkable environment was also found to be associated with reduced car use for work
trips and also for mid day trips (Frank, Chapman et al., 2005: 98). Cervero and Radisch
(1996: 127) found that, for work trips, compact, mixed use and pedestrian oriented
development resulted in higher shares of trips by walking and bicycle for access trips to the
railway station. However, neighborhood design was found to exert the greatest influence on
local shopping trips and other non-work trip purposes (Cervero and Radisch, 1996: 48).
Even though, most studies on transportation planning focuses on work trips,
14
transportation economists have always recognized the significant contribution of non-work
trips to urban congestion (Bhat, 1997: 82) and at present non-work trips are estimated as the
main type of trips in large urban areas (Palma and Rochat, 2000: 65; Nelson, Niles et al.
2001: 98). Close proximity to commercial land uses is also associated with relatively low
vehicle ownership rates and shorter commutes among the residents of a mixed use
neighborhood (Cervero 1996: 60; Frank, Chapman et al., 2005: 38). Thus, presence of
enough retail and commercial floor space within the neighborhood to satisfy the local
demand is an important criterion for neighborhood design. Besides, mixed land use patterns,
particularly presence of shops and consumer services and an interconnected street network
also leads to trip chaining (Frank, Chapman et al., 2005: 111) i.e., combination of trips like
shopping and working trips and gives us further insight into choice of transport mode (Walle
and Steenberghen, 2006: 126). Thus, successful implementation of TOD is also linked to the
presence of shops and retail near the station premises which in turn depends on the
response of the retail market place, including developers, store owners and consumers
(Niles and Nelson, 1999: 77).
2.6 DEFINING TOD FOR THE 21STCENTURY DELHI
The 21st century transit stations offer a unique opportunity for development to be
simultaneously locally and regionally oriented. This powerful combination is fundamental to
what distinguishes transit-oriented development from other types of urban infill projects
However, it is not always clear how best to create synergy between these two functions.
Definitions of transit-oriented development often focus on built form. Bernick and Cervero
emphasize the role of the "three Ds" (density, diversity, and design) in the success of TOD
(Bernick, Michael, and Robert Cervero, 1997: 22). Although proper built form is a necessary
element, that alone is not sufficient for achieving all the benefits of TOD. For example, units
per acre are a measure of physical form that tells us very little about the way a place
functions: a high-density area can easily be less pedestrian-friendly than a low-density one.
15
In contrast, the ability of residents to make fewer trips, own fewer cars, breathe cleaner air,
and enjoy more parks are all functional outcomes that can be measured. (TCRP, 1997: 202)
Because most definitions of TOD focus on built form, many projects that are billed as
successful transit-oriented development don't function very well. They may have overcome
the main barriers to creating dense mixed-use development next to a transit station, but they
fall short when measured by performance rather than physical characteristics. (Cervero, R.,
1998: 27)
2.7 STATUS OF TOD IN INDIAN CITIES
TOD has quite remarkably not been able to make much ground in India. The reasons being:
a) No working definition of transit-oriented development costs.
b) Transit-oriented development must deal with the complementary relationship between
node and place. That is, it must achieve a functional integration of transit and the
surrounding uses. The need for TOD to function as both node and place affects virtually
every aspect of the station area, from physical layout and design of the appropriate
development program. Yet, the absence of a clear definition of action and goals to be
found in any TOD project makes integration of node and place extremely difficult.
c) Planners have no guidelines for translating the concept of location efficiency into
concrete prescriptions far TOD in different settings.
d) TOD requires synergy among many different uses and functions, but this synergy is
extremely difficult to achieve As a result, TOD almost always involves more complexity,
uncertainty, and higher costs than other forms of infill development.
e) Transit-oriented development typically occurs in a very fragmented regulatory and policy
environment. There is often no comprehensive plan or vision, and many local
governments suffer from a significant leadership gap.
16
2.8 CASE STUDIES
2.8.1 Global Scenario
2.8.1.1 California- St. Rose of Lima Park Station
The St. Rose of Lima Park Station provides a good example of integration of a light rail
station into an urban streetscape. The train arrives along a pedestrianized street where train
tracks are set flush with the street's attractive brick pavement. Although, the station is
unenclosed, the use of trees creates a comfortable place to wait. (Fulton, William, 1999: 35)
The St. Rose of Lima Park light rail station is located in the central business district of
Sacramento. The adjacent Downtown Plaza is a successful regional mall with over 100
shops, a multiplex theatre and several restaurants. St. Rose is situated within the Street
Mall, which has offices above street-level retail closed to automobiles and open only to
pedestrians and the occasional light rail train or motorized trolley. Within the station area
there is Old Sacramento, the State Railroad Museum, an IMAX theater, the state Capital and
park, the Sacramento Convention center, several multistory hotels, a Greyhound station, and
a historic Amtrak rail depot. Before the introduction of light rail in the late 1980s, this area
was underdeveloped and a problem area for crime. There is now a lot of foot traffic in and
around this station throughout the day as government and other office workers shop, eat
lunch, browse or otherwise stroll down the pedestrian thoroughfare. At night is significant
transit and pedestrian activity from patrons and tourists. (Beatty, David F, et al., 1995: 309)
2.8.1.2 The Rosslyn-Ballston corridor in Arlington, VA
The Rosslyn-Ballston corridor in Arlington, VA, illustrates how TOD can accommodate
tremendous development in a way that benefits both new and existing residents. This was a
declining low-density commercial corridor 30 years ago when the local government decided
to focus development around five closely spaced rail stations, working with residents and the
private sector. The results are extraordinary despite the enormous amount of development
that has occurred, single-family neighborhoods have been preserved just a short walk away,
17
and there has been only a modest increase in traffic. (Holtzclaw, J.,1994: 27) The benefits
include:
a) Assessed value of land around stations increased by 81% in 10 years;
b) 8% of county land generates 33% of county revenues - allowing Arlington to have lowest
property tax in northern VA;
c) 50% of residents take transit to work; 73% walk to stations; development generated only
modest increases in traffic;
d) Surrounding single-family neighborhoods have been preserved.
2.8.1.3 Streetcar in Portland's Pearl District, Oregon
The streetcar was built to connect two large parcels of vacant industrial land north and south
of downtown. The city struck a deal with the owner of 40 acres: the city would build the
streetcar past his property if he would up-zone his property from 15 dwelling units per acre to
125 du/a. This was in the early '90s when there was no market for this kind of development,
but today it is the city's densest neighborhood, and at sellout it will be home to 10,000
residents and 21,000 jobs. The streetcar now runs to the second vacant parcel, the south
waterfront, where an even more ambitious redevelopment effort is underway.
Private investment in TOD in Portland's Pearl district helped the city meet public goals and
objectives, namely:
a) 7,248 housing units, 4.6 million square feet of commercial space - worth $2.3 billion -
built within 2 blocks of the streetcar from 2001 to 2005;
b) Portland's 20-year housing goal met in7 years on 1/10th the projected land and 25% of
all units are affordable;
c) Record number of building permits issued 7 years in a row.
18
2.8.2 Indian Scenario
2.8.2.1 Calcutta MRTS
In Calcutta (now Kolkata), the MRTS route was planned in keeping with the principles of
TOD, and large vacant tracts of land along Hooghly were utilized to initiate development.
Changes in the land use included increase in commercial use and decrease of vacant land.
New categories of commercial uses like retail or service commerce came up near nodes.
Moderate intensity of change was visible within 100m to 300m from the corridor, residential
to commercial use at lower stories. (Roy, S., 2000: 39)
Delineation of inner and outer impact areas was done. New Development Control to
encourage high intensity development and commercial exploitation of land in inner impact
areas were proposed - different DCR for commercial plots facing the main roads. Planned
development near station areas and concept of spot zoning along with forbidding of activities
like heavy and obnoxious industries and go-downs & promotion of commercial and
residential uses, surface dispersal plans and urban renewal schemes for critical areas was
also undertaken. (Roy, S., 2000: 45)
2.9 ISSUES IN IMPLEMENTING TOD
TOD may result in social stigma, with the economically weaker sections of people not being
able to rent or buy property near the high land value metro corridor, and thus the benefit
would extend only to the better off social sector. Consequent to gentrification, average
income increases and average family size decreases in the community (Morris, M., 1996:
201). It is commonly believed that this results in the poorer native residents of the
neighborhood, being unable to pay increased rents, house prices, and property taxes, being
displaced. Also, it involves high costs of implementation (TCRP, 1997), and delays in project
implementation, which may be due to people who are not willing to shift to newer housing or
commercial places created specifically according to TOD. It results in increase in the land
19
values nearer to the site, and this in turn makes the very concept unfeasible for economically
weaker sections. (Refer Figure 2.1)
Figure 2.1 Issues that may arise while implementing TOD
Source: (Teaford, J. C, 2000: 52; Taku, S., 2010: 22)
2.10 CONCLUSION
Transit-oriented developments have the potential to provide residents with improved quality
of life and reduced household transportation expenses while providing the region with stable
mixed income neighborhoods that reduce environmental impacts and provide real
alternatives to traffic congestion. One criticism of TOD is that it has the potential to
spur gentrification in low-income areas. In some cases, TOD can raise the housing costs of
formerly affordable neighborhoods, pushing low- and moderate-income residents farther
away from jobs and transit. But when executed with equity in mind, TOD has the potential to
benefit low- and moderate-income (LMI) communities: it can link workers to employment
centers, create construction and maintenance jobs, and has the potential to encourage
investment in areas that have suffered neglect and economic depression. TOD also reduces
transportation costs, which can have a greater impact on LMI households since they spend a
larger share of their income on transportation relative to higher-income households. This
frees up household income that can be used on food, education, or other necessary
expenses. Low-income people are also less likely to own personal vehicles and therefore
more likely to depend exclusively on public transportation to get to and from work, making
reliable access to transit a necessity for their economic success.
• Gentrification
• Displacement/ relocation
• Segregation/ mixture on the basis of caste
SOCIAL
• High costs
• Delays in project implementation
• Non willingness of the people involved to shift to transit camps
IMPLEMENTATION
• Increase in values
• Loss to the public sector ECONOMIC
20
CHAPTER 3 INTRODUCTION TO CASE STUDY
3.1 INTRODUCTION
Delhi has been following planned development under the three master plans namely MPD
1962-1981, 1981-2001, 2001-2021. The basic objectives of the MPD-62 were to organize
all developments on the basis of large districts that would be developed as relatively self-
contained for daily purposes and needs. This location relationship was considered of prime
importance as it would have reduced the travel costs and distance to a large extent. The
second master plan took into account basic postulates of the previous plan. It proposed that
the future development of Delhi to be low rise high density with residential density to be
compact with low rise structures. The gross residential density was proposed at a range of
300-400 ppha and the overall density was proposed in the range of 180-200 ppha
(Government of India, 1962: 17).
The plan proposed a multi modal transport system bus transport, light rail transit system
and ring rail plus spurs. A proper plan for integrating the land use with transport system was
not followed. While the policies of decentralized work centers were adopted, their location
was mostly not well thought out. Apparently, the location of district centers was decided on
the basis of their proximity to the arterial roads. However this resulted in some of the highly
accessible areas to be neglected (Government of India, 1962: 72).
Delhi has significant reliance on its transport infrastructure. The city has developed a highly
efficient public transport system with the introduction of the Delhi Metro, which is
undergoing a rapid modernization and expansion. Delhi and NCR lose nearly 42 crore man-
hours every month while commuting between home and office through public transport, due
to the traffic congestion (DIMTS, 2009: 35). Therefore serious efforts, including a number of
transport infrastructure projects, are under way to encourage usage of public transport in
the city.
21
3.2 CASE STUDY AREAS
The case study for the entire research shall be located within the two sub cities of Rohini
(Phase I and II) and Dwarka, as shown in Fig. 3.1., the exact delineated area being one
sector on either side of metro corridor passing through these sub-cities, wherever possible.
Figure 3.1 Map showing the location of Rohini and Dwarka Sub Cities in Delhi
Source: DDA, January 14, 2011.
500 0 500 1000 2000 M
SCALE 1:
0
22
3.3 CASE STUDY I: DWARKA SUB – CITY
NCT Delhi is divided into 15 zones for planning purposes under the MPD-2021. Dwarka sub-
city is an urban extension area under Zone K, divided into two zonal divisions called K-I west
Delhi—II zone (5782 Ha.) and a K-II Dwarka zone (6408 Ha.). A new K-II zone is added near
Dwarka under MPD-2021. (Government of India, 2021: 45)
Dwarka is a planned urban extension area under development by the Delhi Development
Authority (DDA) since 1992. It is designed as a sub-city located in the southwest district of
the National Capital Territory (NCT) Delhi. Dwarka's development has been slow. DDA
estimated that by 2001 Dwarka would accommodate a population of around 1.1 million, but
the 2001 census showed Dwarka's population as 579,000. The recently released draft
master plan of Delhi 2021 (MPD-2021) shows Dwarka and the adjoining undeveloped area's
population holding capacity to be approximately 1.7 million in the next fifteen years.
Dwarka's proximity to the rapidly developing Gurgaon (in the neighboring state of Haryana)
enhances its potential for rapid development in the next few years. The recent extension of
the Delhi Metro to Dwarka at the request of DDA has increased its connectivity to the rest of
Delhi. ( Songra, T., 2009: 19)
These factors can be taken advantage of by thoughtful transit oriented development
planning. Dwarka sub-city is located in the southwest district within the NCT Delhi. It is
located close to the IGI Airport (0.4 KM) and 8 KM from the developing business center of
Gurgaon in the neighboring state of Haryana. The extension of the Delhi Metro brings
Dwarka closer to New Delhi's CBD (Rajiv Chowk /Connaught Place) (Singh, D. 2008: 44).
23
3.4 CASE STUDY II: ROHINI
Rohini scheme was launched in 1980's to provide housing for the composite society,
consisting of all income groups. However major percentage of the housing was given for
EWS and LIG categories (Sikka, N., 2005). Rohini sub city consists of Two Part Zones
namely Zone 'H' Part (Phase-I and Phase-II) and Zone 'M' Part (Phase III, IV and V).
Integration of arterial road network systems with the city network linking other sub cities like
Dwarka and Narela was an essential vision. Another essential feature is introduction of
planning measures for controlling unauthorized commercialization of residential plots along
major traffic corridors and achieving safe and pollution free residential environment. (DDA,
2011) Also, establishing an efficient, reliable and attractive multi modal transport, with
favourable conditions for safe use of bicycles and pedestrian movements was thought of.
With generation of employment in different sectors, work participation rate as per MPD -
2021 is of the order of 35% in Delhi. The work force is as given in Table 3.1.
Table 3.1 Work Centers and employment in Rohini
Work center Area(ha) Persons Emp. Density (ppha)
OFFICE COMPLEX 3 5600 1867
WAZ1RPUR DC 31 25800 832
SHALIMAR B AGH DC 10 8400 840
ROHINI DC 45 33700 749
MANGOLPURI 21 15800 752
LAWRENCE INDUST. EST 71 21200 300
WAZIRPUR INDUST. EST 78 23400 299
MANGOLPURI INDUST. EST 104 31100 300
BADLI INDUST EST. 55 15600 281
TOTAL 419 180600 432
Source: DDA (Rohini), (2001: 57)
24
3.5 DELINEATION OF STUDY AREA BOUNDARY
The complete metro corridor in the sub cities of Rohini and Dwarka have been taken with
one sector on either side of the metro corridor, and not just the influence corridor. The
reason for taking one sector completely and not the influence corridor only, is the
convenience in survey and data collection from the sectors which would become very
cumbersome if the sectors were cut into while following influence corridor line.
Figure 3.2: Delineated Area, Dwarka
Source: Author, January 2011
Figure 3.3: Delineated Area, Rohini
Source: Author, January 2011
150 0 150 300 600 M
150 0 150 300 600 M
25
3.6 CONCLUSION
The sub-cities of Dwarka and Rohini were designed essentially as self sustainable units that
would support a population designed for them that would operate on the principles of self-
containment. The Master Plan foresaw that the creation of new work centers and facilities in
these sub cities would lead to a better distribution of population and a good quality of life and
environment to the people. But this did not result in actual because ultimately all population
who chose to shift there did not necessarily have their work centers in the same place.
Indeed the situation that arose was that most of the population living in Dwarka and Rohini
had their work centers in other parts of Delhi, most notably in the central and southern part,
and even in satellite cities like Noida and Gurgaon, which led to a failure of the self -
containment policy.
Thus there arose a need of an affordable and rapid transit for people for journey to and fro
work centers and home. In the absence of a viable alternative, people had to depend on
sluggish service of buses or if they could afford it, personal vehicles most notably two
wheelers and cars. Those could not afford private transport, preferred to hire autos and
taxis. This led to a mass escalation of personal vehicles and led to greater load on
infrastructure, which even many new fly-overs could not resolve. Only more recently was the
MRTS introduced which also fell short in supply.
Hence, to study the impacts of Transit – oriented development on city form and
development, it was best suited to study the impacts of MRTS related transit and
development in these two sub-cities. Also, since they differ in time scale of their
development, the impacts of MRTS on a new development like Dwarka and an established
development like Rohini would be best suited for the purpose of the study. Since it is near
impossible to cover the whole sub-cities in a the short duration of the research, it was
decided to cover one sector on either side of the MRTS corridor in each sub-city to be as
close as possible to a sub-city, yet to be studied comprehensively.
26
CHAPTER 4 TOD CASE STUDY ANALYSIS
4.1 FRAMEWORK FOR ANALYSIS
The analysis of the case studies has been divided into two major heads: Work – Home
relationship as well as analysis on the basis of 3 D’s concept of TOD - the two case studies
were first analyzed in terms of the above two major heads and then compared to find out
issues in each case study, to ascertain the cause of success / failure of TOD related
components in each case. (Refer Fig. 4.1)
Figure 4.1 Framework for Analysis
Source: Author, January 2011
Land use analysis:
Existing and Proposed land uses
in case study area.
Primary survey and analysis:
This consists of two major heads
of analysis:
Work Home Relationship:
To see if TOD results in better
Work Home Relationship
3 D’s analysis: Density,
Diversity and Design
Primary principles of TOD
Conclusions: Identification of
issues and proposals for better
achieving TOD.
27
4.2 LAND-USE ANALYSIS OF CASE – STUDY AREAS
The land use analysis is shown below (Refer Figures 4.2, 4.3, 4.4, 4.5). It shows the existing
and proposed land use for the two case studies.
Figure 4.2 Land-Use Analysis: Existing Land Use (Rohini), 2011
Source: Primary survey, February 2011
Figure 4.3: Land-Use Analysis: Proposed Land Use (Rohini), 2021
Source: DDA (Rohini), (2021: 26)
Land Use %age
Residential 52
Commercial 6
PSP 13
Industrial 3
Green/ Open 12
Circulation 14
Total 100
Land Use %age
Residential 47
Commercial 4
PSP 14
Industrial 3
Green/ Open 16
Circulation 16
Total 100
250 0 250 500 1000 M
SCALE 1: 12,500
125 0 250 500 1000 M
250 0 250 500 1000 M
28
Figure 4.4: Land-Use Analysis: Existing Land Use (Dwarka), 2011
Source: Primary survey, February 2011
Figure 4.5: Land-Use Analysis: Proposed land Use (Dwarka), 2021
Source: DDA, (2021: 23)
Land Use %age
Residential 58
Commercial 9
PSP 5
Industrial 2
Green/ Open 15
Circulation 11
Total 100
Land Use %age
Residential 44
Commercial 6
PSP 14
Industrial 2
Green/ Open 16
Circulation 18
Total 100
250 0 250 500 1000 M
250 0 250 500 1000 M
29
4.3 WORK HOME RELATIONSHIP – ROHINI
The work – home relationship is the first criterion for analysis, under which the whole case
study area was studied for possible work to home correlation for the work centers within and
outside the study area. This was done primarily to determine whether the MRTS service
really did play an important role in creating cheaper costs and overall convenience.
4.3.1 Socio – economic characteristics
Majority of people travelling are in the age group 24-40 years, i.e. working people in the
income category 15,000-25,000 indicating a lower middle class as the maximum user (Refer
Fig. 4.6 and 4.7). Two-wheelers are owned by a large share of people, as well as car
percentage which is also high which is against the principles of TOD.
Figure 4.6 Population Characteristics (Age structure in Rohini, in Years)
Source: Primary survey, February 2011
Figure 4.7 Population Characteristics (Income levels in Rohini, in Rs.)
Source: Primary survey, February 2011
6%
21%
36%
28%
9% 12-18
18 -24
24 - 40
40 -60
60 ABOVE
5%
21%
36%
25%
13% <5000
5000 TO 15000
15000 TO 25000
25000 TO 50000
ABOVE 50,000
30
4.3.2 Trip Character
Majority of trips in almost all the sections are done by bus, indicating preference for buses in
Rohini, a good sign for TOD. Work trips are most followed by shopping (Refer Fig. 4.8).
Hence use of MRTS is most fruitful if it is planned in sync with work – home relationship.
Figure 4.8 Trip Characteristics (Purpose wise modal split in Rohini)
Source: Primary survey, February 2011
Buses form the backbone of the lower income, lower middle class majority segment of
Rohini’s population (Refer Fig. 4.9). This is possible due to better penetration of buses in
Rohini, and good feeder for buses and buses acting as good feeder for metro, which in turn
favours TOD based planning since Metro ridership becomes high. Work trips and Return to
home trips are the longest, indicating longer distances for work centers, well served by
buses and metro. Work trips and Return to home trips are longest (Refer Fig. 4.10)
Figure 4.9 Trip Characteristics (Modal split in Rohini)
Source: Primary survey, February 2011
0.0%
10.0%
20.0%
30.0%
40.0%
WORK EDUCATION RECREATION HEALTH SHOPPING SOCIAL
%A
GE
SHA
RE
CAR
TWO-WHEELER
CYCLE RICKSHAW
CYCLE
AUTO
BUS
METRO
CAR 16%
TWO-WHEELER
11%
CYCLE RICKSHAW
9%
CYCLE 2%
AUTO 13%
BUS 29%
METRO 21%
31
Figure 4.10 Trip Characteristics (Average trip length for each mode in Rohini)
Source: Primary survey, February 2011
4.3.3 Desire-Line Diagram
The desire line diagram for the site shows the presence of some work centers in and around
the case study but the major trips fall outside the study area located mainly in the Central
and Northern of Delhi, and even Noida. This indicates a significant movement of people to
and fro the sub-city of Rohini. The overwhelming movement of people towards Gurgaon and
Noida (Refer Fig. 4.11).This indicates that MRTS is a potentially viable option for TOD based
development due to its reach and affordability.
Figure 4.11 Trip Characteristics (Desire-line diagram in Rohini)
Source: Primary survey, February 2011
11.9
6.4
3.7 2.1
9.7
0.0
5.0
10.0
15.0
CAR TWO-WHEELER CYCLE RICKSHAW CYCLE AUTO
AV
ERA
GE
TRIP
LE
NG
TH
( in
km
s)
MODE OF TRANSPORT
150 0 150 300 600 M
South Delhi
Central and East
Delhi
South-West Delhi
North Delhi
North West Delhi
150 0 150 300 600 M
32
4.4 WORK HOME RELATIONSHIP: DWARKA
As compared to Rohini, work home relationship in Dwarka is dependent more on the
interdependence of the metro and the cars, with cycle rickshaws serving as main feeder.
The absence of a secondary transit (bus) and robust feeder service is significant.
4.4.1 Socio – economic characteristics
This is similar to Rohini case study (Refer Fig. 4.13) though car has a large share of vehicle
ownership, indicating a high use of car, which is against the principles of TOD.
Figure 4.12 Population Characteristics (Age structure in Dwarka, in Years)
17%
23%
41%
15%
4% 12-18
18 -24
24 - 40
40 -60
60 ABOVE
Source: Primary survey, February 2011
Figure 4.13 Population Characteristics (Income levels in Dwarka, in Rs.)
4%
13%
25%
39%
19%<5000
5000 TO 15000
15000 TO 25000
25000 TO 50000
ABOVE 50,000
Source: Primary survey, February 2011
33
4.4.2 Trip character
Majority of trips in almost all the sections are done by personal vehicles. Major share of the
trips are done for work. Hence use of MRTS is most fruitful if it is planned in sync with work –
home relationship. Majority of trips are work trips (Refer Fig. 4.14).
Figure 4.14 Trip Characteristics (Mode wise purpose split in Dwarka)
Source: Primary survey, February 2011
The mode of transport for majority of residents is metro, followed by car. This is both a good
and bad indicator, since the major use of metro indicates a better feasibility for TOD in the
area, but the use of car is against TOD principles of less dependence on car. Another
remarkable characteristic is the low share of buses (only 14%), indicating poor secondary
transit support. This is in stark contrast to Rohini, which has a good bus support to MRTS.
One striking aspect is the over dependence on cycle rickshaw as the major transit feeder in
absence of dedicated feeder service like in Rohini. (Refer Fig. 4.15).
Figure 4.15 Trip Characteristics (Modal split in Dwarka)
Source: Primary survey, February 2011
0
0.2
0.4
0.6
0.8
CAR TWO-WHEELER CYCLE RICKSHAW CYCLE AUTO
%A
GE
SHA
RE
WORK
EDUCATION
RECREATION
HEALTH
RELIGIOUS
CAR 24%
TWO-WHEELER
13%
CYCLE RICKSHA
W 15%
CYCLE 2%
AUTO 7%
BUS 14%
METRO 27%
34
Figure 4.16 Trip Characteristics (Average trip length for each mode in Dwarka)
Source: Primary survey, February 2011
4.4.3 Desired-Line Diagram
The desire line diagram for the site shows the predominance of the external to internal trips,
with the major trips being oriented towards the Central Delhi, which basically is an indicator
of the clustering of the work centers in and around central, southern parts of Delhi, as well as
NOIDA. (Refer Fig. 4.18)
Figure 4.17 Trip Characteristics (Desire-line diagram in Dwarka)
Source: Primary survey, February 2011
11.9
6.4 3.7
2.1
9.7 13.3
0.0
5.0
10.0
15.0
CAR TWO-WHEELER CYCLERICKSHAW
CYCLE AUTO METRO
AV
ERA
GE
TRIP
LE
NG
TH
( IN
km
s)
MODE OF TRANSPORT
150 0 150 300 600 M
North West Delhi
East and Central Delhi
South Delhi
East Delhi
Dwarka
35
4.5 3 D’SCONCEPT OF TOD
4.5.1 Density and feeder service
4.5.1.1 Density
Since TOD principles generally predict a density gradation over the area, with densities
reducing from the rapid transit corridor as we go further away, the absence of such a
gradation in Rohini may be due to the absence of a significant impact on the development
over the area MRTS was introduced here; whereas in Dwarka it is possible because it is
relatively new development offering flexibility of densities (Refer Fig. 4.19 and 4.20).
Figure 4.18 Land use – population analysis (Population density in Dwarka)
Source: Primary survey, February 2011
Figure 4.19 Land use – population analysis (Population density in Rohini)
Source: Primary survey, February 2011
200 0 200 400 800 M
200 0 200 400 800 M
Low
Medium
High
Low
Medium
High
36
4.5.1.2 Feeder services
The cycle rickshaw is the only feeder service in Dwarka. Undue dependence on cycle results
in high costs and absence of feeder, not a good sign for TOD. Rohini has a lot of feeder
systems like Kisan - sewa, Fat-Fat sewa, Minibus etc. The presence of IPT systems augurs
well for fast TOD implementation. The major mode for access/dispersal mode is through
cycle-rickshaws, and the personal vehicles come next. This indicates a failure of buses in
the area, and an absence of IPT systems (Refer Fig. 4.21 and 4.22).
Figure 4.20 Users’ travel characteristics (Feeder system in Dwarka)
Source: Primary survey, February 2011
Figure 4.21 Users’ travel characteristics (Feeder system in Rohini)
Source: Primary survey, February 2011
200 0 200 400 800 M
200 0 200 400 800 M
37
The most costly is the auto followed by the personal vehicles which augurs well for the
development of TOD in the area (Refer Fig. 4.23 and 4.24). The greatest reach is through
the personal vehicles. This is one of the drawbacks of the Dwarka sub-city. Although it has
the necessary infrastructure, it does not have the necessary multi-modal integration of
transport as well as feeder service to facilitate TOD. The trip distances for buses are more,
implying more number of people using buses as their preferred mode of transport. The trip
costs for autos are more. Overall, the feeder transport in Rohini is better than Dwarka. But
still there are lots of improvements that can be done, especially pedestrian circulation.
Figure 4.22 Users’ travel characteristics (Trip costs for various modes in Dwarka)
Source: Primary survey, February 2011
Figure 4.23 Users’ travel characteristics (Trip costs for various modes in Rohini)
Source: Primary survey, February 2011
11
37
15
26
13
45
21
35
0 5 10 15 20 25 30 35 40 45 50
BUS
AUTO
C.R.
PERSONAL (CAR/2H)
DISPERSAL ACCESS
7
24
12
19
8.4
31
14
21
0 5 10 15 20 25 30 35
BUS
AUTO
C.R.
PERSONAL (CAR/2H)
Rupees DISPERSAL ACCESS
38
4.5.2 Diversity
4.5.2.1 Mix use
Mix use in Dwarka shows proximity to the mass transit corridor, which is in accordance with
TOD principles, whereas it is more along outer ring road in Rohini. TOD was to be
developed along outer ring road, it would favour TOD. (Refer Fig. 4.25 and 4.26). Although
in Rohini, pockets along metro have developed mix-use that is extraneous and unplanned.
Figure 4.24 Land use – Diversity analysis (Mix use in Dwarka)
Source: Primary survey, February 2011
Figure 4.25 Land use – Diversity analysis (Mix use in Rohini)
Source: Primary survey, February 2011
200 0 200 400 800 M
200 0 200 400 800 M
39
4.5.2.2 Social mix
Social mix is more pronounced in Dwarka, good for TOD, while in Rohini, it is not so
because there are different pockets of different income groups (Refer Fig. 4.27 and 4.28).
The presence of a social mix augurs well for a TOD based development.
Figure 4.26 Social Diversity analysis (Social Mix in Dwarka)
Source: Primary survey, February 2011
Figure 4.27 Social Diversity analysis (Social Mix in Rohini)
Source: Primary survey, February 2011
150 0 150 300 600 M
150 0 150 300 600 M
Low income
Medium income
High income
Low income
Medium income
High income
High
Medium
Low
40
4.5.3 Design
Walk trips in Dwarka are very low as compared to the walk trips in Rohini (Refer Fig. 4.29
and 4.30). This is majorly due to poor feeder service in Dwarka and good bus feeder and IPT
system in Rohini, but also more so due to poor pedestrian systems and design in Dwarka,
which has large ROW and pedestrians feel overawed using them. A decent system of
footpaths and subways as well as over-bridges are almost absent in Dwarka, while
pedestrian linkages are enhanced in Rohini due to presence of many pedestrian networks.
Figure 4.28 Pedestrian design analysis (Percentage of walk trips in Dwarka)
Source: Primary survey, February 2011
Figure 4.29 Pedestrian design analysis (Percentage of walk trips in Rohini)
Source: Primary survey, February 2011
PERSONAL VEH.TRIPS
33%
WALK TRIPS
9%
OTHER TRIPS 58%
PERSONAL VEH.TRIPS
21%
WALK TRIPS 21%
OTHER TRIPS 58%
41
4.6 CONCLUSIONS
The socio-economic characteristic reveals that metro has got potential for increasing the
patronage by enabling work-home trips in both case studies. But, due to its higher cost at
present lower income group does not patronize it. Access mode for metro users and non
users is predominantly walk and Cycle Rickshaw is the second most used mode to access
stations due to absence of any feeder service in Dwarka. In terms of access distance metro
has wider catchment area (1.5 Km) and is almost double that of other public transport modes
and people are willing to come to metro from larger distances and if better access facilities
are provided it can further increase. Almost 50% of total journey time for metro users is out-
vehicle time i.e. in accessing and dispersing to and from the stations. Therefore, there is
potential for increasing patronage by decreasing access and dispersal time by organizing an
efficient feeder system.
As per the attitudinal survey, it was observed that the main reason for using bus is less cost
whereas in case of auto the less time and convenience is the main reason. Out of this 35%
of the people said that they are willing to shift to metro on the account of time saving and
convenience. As per the people’s perception maximum distance they can walk is 1 km (81%)
and maximum distance for which they are ready to use mode (public or private) is 1-3 km.
This is a necessary condition of implementing TOD. Only 5% of metro users are using buses
as their access mode and also frequency of buses doesn’t match with metro. Regular long
route buses are not acting as feeder because there is inertia to change the mode, so it
should terminate at the metro station. Evaluation of Metro station in study area shows that
there is no provision for dedicated parking of public transport or feeder buses at the station
leading to increased transfer time.
The next chapter deals with the final issues arising while implementation of TOD principles in
the case-studies and the recommendations and proposals for achieving the same.
42
CHAPTER 5 ISSUES AND RECOMMENDATIONS
5.1 INTRODUCTION
The residential densities are high in both the case studies – the difference lies primarily in
the manner of development. While in Dwarka the development is high rise high density
development with higher densities nearer the Transit corridor, in Rohini, the development is
primarily low-rise high density development with higher densities in no particular gradation.
This affects the overall development that is the not favorable for TOD.
The transit corridor in Dwarka consists of a mix of uses with primarily the planned
commercial uses along the transit corridor, whereas in Rohini the mix of uses were not
initially planned along the corridor, but the benefits of placing commercial property nearer to
the transit stations in particular and the transit corridor in general, have dictated development
in the recent years. The result is the sprawling of mix use along the corridor. Now, this trend
indicates the usefulness of planning for a mix of uses initially along the corridor that favours
TOD. The design of the transport access points is pedestrian unfriendly in Rohini. This is
one of the root causes of its being unfeasible for TOD.
In this chapter, these issues that emerged during the analysis of the case study areas have
been looked into and then compared with each other. This gives a preliminary idea about the
kind of problems that is being faced in implementation of the Transit oriented development
concept in the case studies, and whether or not this is beneficial for overall development in
the area. These are looked into in Table 5.1.
Then, a TOD concept plan has been proposed, that is a rudimentary approach on how best
to approach development so as to further TOD. Further, detailed proposals in terms of FAR
and Ground Coverage are given.
43
5.2 ISSUESAND RECOMMENDATIONS - DWARKA AND ROHINI
Table 5.1: Comparative Issues & Recommendations (Rohini and Dwarka)
Aspect Issues
Recommendations Dwarka Rohini
Work-Home Relationship
Trip Lengths Large work-trip
lengths.
Some work centres in
vicinity of sub-city. But
they lie away from
influence area of
metro. Maybe because
metro was imposed
over Rohini. Hence the
relation could not be
fully developed
Creation of work-
centres necessary
near the transit
corridor in Dwarka.
that can resist long
work-trip lengths
Trip Costs
Costs of travel for
round trips are high
due to multiple mode
interchanges.
Effect is less on
account of above
factor, and due to
presence of IPT
modes and secondary
transit.
Need to bring more
feeder services at
cheap fares
Modal Split Bus services are very
low (14%)
Buses, though present
are not solely.
Very necessary to
implement bus
services in Dwarka
Interchange
points
One Interchange point
is observed most,
pointing to need of bus
services which is
almost absent in the
area
More than two
Interchange points are
observed, showing
high dependence on
bus service, needs
belter bus services.
Higher dependence
on feeder and
Integration of
transport.
Trip Distribution
Most Trips are
directed outside the
study area
Introduction of metro
provides flexibility of
longer travel and
distribution of work
centres over wider
area
44
Aspect Issues
Recommendations Dwarka Rohini
Feeder Services and Dispersal
Access Mode
Heavy dependence on
rickshaw and autos
along with personal
transport. showing a
lack of feeder services
In the area
Buses, though present
are not solely serving.
Introduction of belter
IPT modes in Dwarka
viz. Kisan Sewa. Fat-
Fat sewa.
Dispersal Mode
Distribution of
IPT modes
An almost absence of
IPT modes such as
fat-fat sewa and others
IPT modes exists are
heavily overloaded
Access/
Dispersal Cost
Autos and Rickshaws
costly, lead to tower
metro ridership by
prohibiting access to
metro
Introduction of round
trip feeder buses or
circular bus services
Access/Dispersal
Distance
Penetration of Buses
is less, hence
monopoly of rickshaws
F.A.R- Densification & Mix- Use
F.A.R. High Moderate
Highly favourable for
TOD for a regulated
growth along he
transit corridor and for
desired ridership of
any transit system.
Density
Existing- 405 pph can
achieve more density
can be achieved
(target 600 pph)
Existing- 415 pph. Can
be allowed to growth
as it is (up to 607 pph)
Density pattern near
metro could be higher
near the nodes
Graded
Densification
Graded densification norms apply to the areas falling within the 1.5 km
band on either side of the stretch. However the growth in FAR option can
be applied to the immediate stretch of ½ km on either side.
Transit Ridership Transit ridership is
almost half as Rohini
Transit ridership is
high in two centres.
45
Aspect Issues
Recommendations Dwarka Rohini
F.A.R- Densification & Mix- Use
Extent of Mix
Use
Residential with
commercial
Mix-use has come up
upon residential
property in unplanned
manner, with broken
frontages and
setbacks
Mix - use is a healthy
pattern along metro
nodes, it should be
encouraged,
preferably along
pedestrian routes
Extent of Social
Mix
Less social mix is
observed
Pedestrian Design
Pedestrian
Linkages/street
furniture/lighting
Pedestrian linkages
are almost absent
Pedestrian street
furniture is abysmal
Detailing of pedestrian
facilities along
pedestrian routes
needs to be
Integrated for better
TOD, Pedestrian
friendly design
(landscaping etc.)
Percentage of
walk trips
Walk trips are very low
<9%)
Walk trips are
moderately high, not
sufficient for desirable
TOD enacts.
Walk trips can be
improved and much
higher share realised
(up to 30%)
Source: Primary survey, February 2011
5.3 SECTOR-WISE PROPOSALS
5.3.1 Density Proposals
The density of the Dwarka case study shows a gradation, with higher densities
nearer the corridor. It needs to be approached in innovative manners. Two of the
recommendations maybe redevelopment and higher FARs near the transit corridor.
46
5.3.2 Mix-Use Proposals
Higher FAR can be provided for commercial use as an incentive for locating nearer to
the transit corridor. This enables TOD based development.
5.3.3 Feeder services and overall integration of transport:
a) Physical integration
Loop type of routing pattern has been proposed for feeder modes. For this, feeder
modes are configured such that routes form a closed loop with buses running on both sides.
Rohini (W) station should been redesigned for providing space for feeder modes and other
public transport modes. As per the proposal, average access time to metro stations from
origin is estimated to be 13 minutes.
b) Operational Integration scheduling of services
The timings of feeder buses is proposed to be synchronized with the operations of
MRTS. Uniform Street signs, vehicle identification by use of attractive color schemes and
separate type of bus stops.
c) Fare integration
Differential fare system to be introduced for different classes of commuters by issuing
subsidized passes for different groups like students, retired persons etc. Fare for feeder
buses is proposed at break-even rates i.e. without any profit.
d) Institutional integration
Also very important is the integration of the functioning of various agencies like DTC,
DMRC, and Associations etc. There should be preferably single window clearance.
47
5.4 THE TOD CONCEPT PLAN
The TOD Concept Plan (Refer Fig. 5.1) provides a number of potential benefits. The land
use recommendations increase the density of development near the Metro Station. The
location of various transit related proposals within close proximity to each other encourages
transit supportive mixed uses within the sector and adjacent areas.
Figure 5.1 Visualizing a concept plan for TOD implementation
Source: Author, March 2011
Successful implementation of such transit supporting uses could lead to:
a) Increased intensity of development near Metro Station:
High intensity development near transit encourages the use of transit, potentially increasing
ridership and reducing parking demand.
b) Greater return on transit infrastructure:
Preliminary cost estimates suggest higher per annum return of TOD development at the
DMRC site by locating the Metro station underground – indicating greater return on the initial
transit infrastructure compared to the typical elevated stations with surface parking areas.
48
5.5 FAR DENSIFICATION AND MIX-USE
The detailed analysis is carried out to analyze and assess the feasibility of TOD in a
study area and their land use. This was the main input for strategy building. The zone of
influence has been demarcated as one sector on both sides of the corridor (i.e. 1.5 km on
either side of the line). The study will here concern with the re-densification or development
of these areas. The scenarios are built on the feasibility study and the graded densification
concept.
5.5.1 Scenario Building
Scenario 1: The existing land use is allowed to develop permitting small level commercial
use in the future along the corridor.
Scenario 2: Change in the land use is proposed along the corridor. More commercial area
are encouraged with the FAR calculation.
Scenario 3: Rohini is already high density- so natural growth is retained; however area
where possible can be identified for development with target density of 600 pph. Dwarka can
still be incorporated for the coming developments for such targeted density.
5.5.2 FAR Options
Along with scenario building, some FAR and ground coverage options have to be given. This
would ensure that the growth is regulated in all the terms- population and physical growth.
FAR Options
FAR 1: Allowing FAR without any restriction.
FAR 2: Allowing FAR between 1.1 and 3.0 (calculated in detailed feasibility study for TOD).
Ground Coverage Options
GC 1: Allowing existing plot coverage is to continue.
GC 2: Allowing plot coverage of 65-90%.
49
5.5.3 Graded Densification
The whole 1.5 km on either side of the line is divided into three bands of 500mts
each. The density arrived at by the model is then used in these different bands in different
grades. (Refer Fig. 5.2 and Table 5.2) This is the concept of graded densification. The
population density and employment density reduces progressively with distance from the
transit corridor.
Figure 5.2 Delineation of 0.5, 1.0, 1.5 km stretch Along the Study Corridor; Dwarka.
Source: Author, March 2011
Figure 5.3 Delineation of 0.5, 1.0, 1.5 km stretch Along the Study Corridor; Rohini
.
Source: Author, March 2011
150 0 150 300 600 M
150 0 150 300 600 M
50
Table 5.2 Graded Densification & Scenario Comparisons.
Levels Scenario 1 Scenario 2 Scenario 3 Remarks
1. 0.0-
0.5 km
Discouraging
residential,
growth in informal
commercial
Discouraging
residential,
growth in
commercial
Discouraging
residential, growth in
commercial, PSP-new
buildings to follow the
far guidelines
To encourage
commuter
movement in
markets by
walking.
2. 0.5-
1.0 km
Plotted
development,
intensification of
residences,
change to
commercial
Encouraging
residential and
commercial/
offices
High density
residential, group
housing
To encourage
commute
movement in
MRTS by cycle
rickshaws /
para-transit
3. 1.0-
1.5km
Plotted
development,
intensification of
residences
Plotted/ group
housing- high
density
Plotted medium
density residential
To encourage
commuter
movement in
MRTS by four/
2wheelers.
Source: Author, March 2011
5.5.4 Options Matrix
On the basis of the scenarios and the FAR and plot coverage options, an options matrix is
formed to assess the best suitable scenario and the FAR option. Each of the options was
analyzed on the basis of infrastructure availability, land availability and suitability in terms of
urban form. Thereafter they are assessed with the impact on the station and the section etc.
The options matrices are detailed out in tables 5.3, 5.4 and 5.5.
51
5.5.4.1 Option Matrix for Scenario 1
Table 5.3 shows that scenario 1 does not give a favorable option in terms of development,
as the infrastructure availability might not be sufficient for the unregulated growth of FAR.
Table 5.3 Option Matrix for Scenario 1
Option Combination Advantage Disadvantages Recommendations
A FAR-1 and
GC-1
Possibility of increasing
the building to
accommodate future
population
FAR without any
restriction might
lead to shortage
of infrastructure
facilities
Moderately favoured
B FAR-1 and
GC-1
Possibility of increasing
the building to
accommodate future
population
Shortage of
infrastructure
facilities for urban
renewal process
Not favored
C FAR-2 and
GC-1
Planned development
and possibility of
increasing the buildings
to accommodate future
population
Low risk of
shortage of
infrastructure
facilities but not
favorable for
urban renewal
process
Moderately favored
D FAR-2 and
GC -2
Planned development &
possibility of increasing
the buildings to
accommodate future
population
High risk of
shortage of
infrastructural
facilities but not
favorable for
urban renewal
process
Less favored
Source: Author, March 2011
52
5.5.4.2 Option Matrix for Scenario 2
Table 5.4 shows that scenario 2 does not give a favorable option in terms of development,
as the infrastructure availability might not be sufficient for the unregulated growth of FAR.
Table 5.4 Options matrix for Scenario 2.
Option Combination Advantage Disadvantages Recommendations
A FAR-1 and
GC-1
Possibility of increasing
the building to
accommodate future
population
FAR without any
restriction might
lead to shortage
of infrastructure
facilities
Moderately favoured
B FAR-1 and
GC-1
Possibility of increasing
the building to
accommodate future
population
Shortage of
infrastructure
facilities for urban
renewal process
Not favoured
C FAR-2 and
GC-1
Planned development
and possibility of
increasing the buildings
to accommodate future
population
Low risk of
shortage of
infrastructure
facilities but not
favorable for
urban renewal
process
Moderately favoured
D FAR-2 and
GC-2
Planned development &
possibility of increasing
the buildings to
accommodate future
population.
High risk of
shortage of
infrastructural
facilities but not
favorable for
urban renewal
process
Less favoured
Source: Author, March 2011
53
5.5.4.3 Option Matrix for Scenario 3
According to Table 5.5 the scenario 3 with the option of FAR-2 and GC-1 is highly favored
for a regulated growth along the transit corridor and for desired ridership of any transit
system. Thus it is proposed that growth along the Rohini corridor is allowed as it is as there
is not much scope of development with areas having densities as high as 607 ppha already.
Table 5.5 Option Matrix for Scenario 3.
Option Combination Advantage Disadvantages Recommendations
A FAR-1 and
GC-1
Increase in
commercial
Increase in
unregulated growth,
risk of shortage of
facilities
Moderately favoured
B FAR-1 and
GC-1
Increase in
commercial and
residential leading
to a high %age of
mixed use
Shortage of
infrastructure facilities
and not favourable for
urban renewal
process
Not favored
C FAR-2 and
GC-1
Planned
development,
possibility of
increasing the
buildings for future
population in tune
with the services
levels assurance
Low risk of shortage of
infrastructural facilities
in future
Highly favoured
D FAR-2 and
GC-2
Planned
development will
lead to proper
commercial and
residential growth.
High risk of shortage
of infrastructural
facilities but not
favorable for urban
renewal process
Less favoured
Source: Author, March 2011
54
5.6 CONCLUSION
Dwarka has ample scope of densification and can develop with a target density of 600 ppha.
Graded densification norms apply to the areas falling within the 1.5 km band on either side of
the stretch. However the growth in FAR option can be applied to the immediate stretch of ½
km on either side.
5.7 FURTHER SCOPE OF WORK
Work is going on in the ITO complex and the Karkarduma complex in UTTIPEC. It needs to
be examined and analyzed and the present thesis can help in the additional input for a live
project. The entire integrated system needs to be put on GIS for effective routing and for
integrated fare.
55
ANNEXURES
56
CHECKLIST FOR HOUSING
Information required
Indicators Type of Survey
Conclusive information expected
Type of development
Housing Subsystem Primary Survey/ Secondary
Kind of development of houses like group housing , plotted, etc.
Socio- economic character of house holds
Age, income, occupation etc. of the households, ownership pattern
Primary survey
To assess the target groups like old age residents, students, single family etc.
Extent of income category of housing- LIG, MIG, HIG.
Built form
Average Plot size, condition of built structures, average height, land mark
Primary survey
To assess the general condition of houses and land mark used as proxy indicator of land values (high land values near the landmark)
Development codes
Secondary survey
Ward maps Secondary survey
Slums Use and adequacy of facilities
Primary survey Condition of slums
Revenue boundary map
Secondary survey
Accessibility of housing areas
Condition and distance of access roads, home – work relation in terms of time and distance
Primary survey Efficiency of housing areas within the zone.
User’s Perception of facilities
Use and adequacy of Social and physical infrastructure
Primary survey Adequacy, quality and efficiency of housing facilities
Any notified residential land use change in the zone
Secondary survey
Housing Supply
Department/ agencies involved in supply
For formal housing- agencies involved as in govt./ semi govt. And private organisations
For informal housing-unauthorised, slums or squatter settlements.
Secondary survey
Agency level mechanism of land supply by various bodies.
Housing finance
Banks/ departments involved in housing loans
Primary/ Secondary survey
Financial / loans/ subsidies given by the govt. And schemes for the inhabitants of the city
Issues Primary Survey
57
CHECKLIST FOR TRANSPORT
S.No.
Data requirement
Indicators Source (primary/ secondary)
Survey name Result
1
Residence - work relationships
Distance travelled, time taken for work place
Primary and secondary
Household survey
Efficiency of land uses
2 Existing road network
Right of way Primary and secondary
Reconnaissance/ transport department
Functional hierarchy
3 Existing facilities
Truck and bus terminals, bus stops, parking areas, flyovers etc., quantity of public transport
Primary and secondary
Reconnaissance, transport department
Existing transport infrastructure in the town
4 Condition of public transport
No. Of passengers vs. Seating capacity, age of vehicle
Primary Reconnaissance
Overcrowding and quality in public transport
5 Route map of public transport
Secondary RTO, transport department
Efficiency of existing route
6 IPT, public transport
Volume, ridership, capacity, distance-wise cost
Secondary Transport department
Quantity and usage of public transport
7
Parking (identify major parking nodes in the town)
Parking turnover, index, accumulation
Primary survey
Parking survey Parking demand and supply, peak parking demand
8 Traffic characteristics
Traffic flow, v/c, modal split, directional split
Primary survey
Traffic volume count
Congestion, peak flow
9 Modal split Share of a mode in the traffic flow
Primary survey
Traffic volume count
Distribution of traffic by modes
10 Freight movement
Flow, directional split
Primary survey
Traffic volume count
Peak flow and goods movement in the town
11 Trip characteristics
Trip rate, trip by purpose, mode, frequency etc.
Primary survey
Origin and destination
Trip attracting/ generating points, desired line diagram
12 Quality of road
Potholes Primary Reconnaissance
Surface quality of roads
58
13 Vehicular emission
So2, RSPM, SPM etc.
Secondary State pollution board
Pollution load in the air
14 Cost of public transport
Distance-wise cost of various public transport
Secondary Transport department
Cost of various public transport to link with affordability of vulnerable group
15 Vehicle ownership
No. Of vehicles by mode in a year
Secondary RTO
Vehicle ownership of the town to check the concomitance with economic pattern and projection
16 Accident data
No. Of deaths in a year
Secondary RTO, traffic police department
Road safety, road user behaviour
17
Land use map, population and economy, published reports
Employment rates, population growth rate
Secondary
Relating economic rate with population growth rate for projections
59
SCHOOL OF PLANNING AND ARCHITECTURE, NEW DELHI DEPARTMENT OF PHYSICAL PLANNING
QUESTIONNAIRE FOR HOUSEHOLD SURVEY
60
SCHOOL OF PLANNING AND ARCHITECTURE, NEW DELHI DEPARTMENT OF PHYSICAL PLANNING
QUESTIONNAIRE FOR DELHI TRANSPORT CORPORATION
1. Collect Route map of bus transport (both intercity and intra-city)
2. What is the total number of buses running in the town and
intercity?............................................................................................................
3. What is their Frequency per day?...................................................................
4. What is the Passenger capacity of varying buses (or bus
routes)?..............................................................................................................
5. How much is the number of incoming and outgoing bus trips per day from the
area?..................................................................................................
6. What is the existing fare structure of buses and IPT? (Collect fare structure distance
–wise) .................................................................................................
7. How much is the growth of bus traffic annually? (Get at least for past 5-10
years)?...........................................................................................................
8. What is the total no. of IPT (Auto/ Taxi) running in the
area?...............................................................................................................
9. Identify their routes (fixed/ flexible).1
10. How much is their annual growth in number? (get at least 5-10 year
trend)…………………………………………………………………………………..
1 Mark on the map
61
SCHOOL OF PLANNING AND ARCHITECTURE, NEW DELHI
DEPARTMENT OF PHYSICAL PLANNING
QUESTIONNAIRE FOR TRANSPORT ASSOCIATIONS
Surveyor’s name: Date:
Name of Transport Association: Location:
Official’s name and Designation:
Data:
1. What is the existing number of vehicles?
2. What is your fare structure?2
3. What are the assigned routes? 3
4. What is the growth in the number of vehicles (at least for past five years)?
5. What is their fuel type (diesel/ petrol)?
2 Collect distance-wise fare structure
3 Mark on the map
62
SCHOOL OF PLANNING AND ARCHITECTURE, NEW DELHI DEPARTMENT OF PHYSICAL PLANNING
QUESTIONNAIRE FOR ORIGIN DESTINATION SURVEY
Surveyor's Name: Date of survey: Street name /code1: (Make a sketch indicating the direction): Time:
TIME MODE2 OCCUPANCY ORIGIN DESTINATION PURPOSE
3 DISTANCE FREQUENCY
4
Note:- 1. Code as per the group. 2. 1-Car/jeep, 2-wheelers, 3-taxi, 4-cycle, 5- auto rickshaw. 3. 1-work, 2-education, 3-recreational, 4- health, 5- religious,6- social, 7- return home,8- if any other, specify. * Drivers in case of taxi/ auto-rickshaw/ personal vehicle are not to be included. 4. Daily, weekly, fortnightly, monthly, occasionally. 4. Select a bus during the survey and note the condition of overcrowding (with photograph), specify time…………Overcrowding can be quantified as:
a. Passengers only sitting b. passengers sitting and few standing c. Passengers sitting and standing
63
SCHOOL OF PLANNING AND ARCHITECTURE, NEW DELHI DEPARTMENT OF PHYSICAL PLANNING
QUESTIONNAIRE FOR INFORMAL ACTIVITY SURVEY- RETAIL
1. Name of the shop: ……………………………………………………………………………………………………………. 2. Year of Establishment: …………………………………………………………………………………………………………….. 3. Commodities sold: ……………………………………………………………………………………………………………. 4. Activity happening before this place was occupied: ……………………………………………………………………………………………………………. 5. Total area used: …………………………………………………………………………………………………………….. 6. Number of employment: ……………………………………………………………………………………………………………… 7. Total Earnings: ……………………………………………………………………………………………………………… 8. Advantages of nearness to Terminal: ………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………. 9. Disadvantages of nearness to Terminal: ……………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………… 10. Any Suggestions: ……………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………… Surveyor’s observation 1. Quality of establishment
Good Average Poor 2. Physical Determinants
Height Area
64
SCHOOL OF PLANNING AND ARCHITECTURE, NEW DELHI DEPARTMENT OF PHYSICAL PLANNING
QUESTIONNAIRE FOR INFORMAL ACTIVITY SURVEY- EATING JOINTS
1. Name:
…………………………………………………………………………………………………… 2. Year of Establishment:
…………………………………………………………………………………………………… 3. Commodities sold:
…………………………………………………………………………………………………… 4. Activity happening before this place was occupied:
…………………………………………………………………………………………………… 5. Total area used:
…………………………………………………………………………………………………… 6. Number of employment:
…………………………………………………………………………………………………… 7. Total Monthly Earnings:
………………………………………………………………………………………………….. 8. Advantages of nearness to Terminal:
……………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………….
9. Disadvantages of nearness to Terminal: …………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………..
10. Any Suggestions:
……………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………
Surveyor’s observation 3. Quality of establishment Good Average Poor 4. Physical Determinants Height Area
65
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