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TOD and its inclusion in the Masterplan – The Case of the NCT in DelhiMriganka Saxena, Sr. Consultant, United Traffic & Transportation Infrastructure (Planning & Engineering) Center (UTTIPEC), Delhi Development Authority
TOD & its inclusion in the Masterplan
The case of the NCT of Delhi
Mriganka SaxenaSr. Consultant
United Traffic & Transportation Infrastructure (Planning & Engineering) Center (UTTIPEC), Delhi Development Authority
15 April 2013
Ensure safe, affordable, comfortable, reliable and sustainable access for the growing number of city residents to jobs, education, recreation and such other needs within our cities.
1. In doing so, creation of safe, universally accessible, equitable and efficient street infrastructure
2. Implementation of multi-modal integration at all transit hubs and stops to enable safe, convenient and efficient transfers between modes with the aim to achieve the target modal share towards public transport
3. Transit Oriented Development to induce people to walk and use public transport instead of private modes
4. Parking policy and implementation strategies for the city to ensure Parking works for Travel Demand Management
UTTIPEC: AN INTRODUCTION
Unified Traffic and Transportation Infrastructure (Planning & Engineering) Centre
Why TOD?The current scenario
Inequity in access to mobility options
35% of Trips are Walk Only!
In addition, all Public Transport
trips include walk!
Private modes27%
Public modes38%
Walk 35%
BICYCLE 4% CAR/TAXI
9%
2W14%
BUS 27%
METRO 3%
TRAIN (IR) 0%
AUTO RICKSHAW 5%
CYCLE RICKSHAW 2%
WALK 35%
Source: RITES Transport Demand Forecast Study for DoT, GNCTD, 2010
CURRENT MODAL SHARE
35% of Trips are Walk Only!
In addition, all Public Transport
trips include walk!
Private modes27%
Public modes38%
Walk 35%
BICYCLE 4% CAR/TAXI
9%
2W14%
BUS 27%
METRO 3%
TRAIN (IR) 0%
AUTO RICKSHAW 5%
CYCLE RICKSHAW 2%
WALK 35%
Source: RITES Transport Demand Forecast Study for DoT, GNCTD, 2010
CURRENT MODAL SHARE
Private modes27%
Public modes38%
Walk 35%
BICYCLE 4% CAR/TAXI
9%
2W14%
BUS 27%
METRO 3%
TRAIN (IR) 0%
AUTO RICKSHAW 5%
CYCLE RICKSHAW 2%
WALK 35%
Source: RITES Transport Demand Forecast Study for DoT, GNCTD, 2010
CURRENT MODAL SHARE
Only 27% of the
city’s people use
private vehicles
(car/2-wheeler).
Yet almost all
infrastructure
investments in
the city are made
for this
MINORITY!
INEQUITABLE DISTRIBUTION OF ROAD SPACE
About 15% road users (cars) take up 80% of road space
REACHED GRIDLOCK
Increase in:Traffic = 21 timesRoad space = 3.1 times
Congestion has doubled in the last 8 to 10 years.”
Ring road:Designed for 75,000 vehicles a day, Carries 4,00,000 vehicles a day.
70/170 traffic locations carry more than their vehicle carrying capacity
Information Source: Miscellaneous new paper clippings
PRIORITIES RISK THE MOST VULNERABLE
Increased fatality for pedestrians and cyclists
Average Peak Hour Speed- 5-10Km/Hr
Average Off-Peak Hour Speed- 80Km/Hr
Making motor vehicle movement smoother for a few years, before jams take over.
Making it impossible/ very difficult to cross roads on foot!
Making cycles & cycle-rickshaws move contra-flow, thus endangering their lives.
Making it impossible/ difficult to interchange between different bus routes near junctions.
Creating environments suitable for eve-teasing and heinous crimes like Rape
In long run, increased car use leads to Congestion again, while use of all other modes has been made excruciatingly difficult or impossible
IMPACT OF CURRENT DESIGN
Environmental and Health implicationsContext
Sources of Air Pollution in Delhi:
Delhi-Pollution
VehicularEmission
IndustrialEmission
Other Sources
70%VEHICULAR EMISSION
Industrial Emission
20%
Source: MPD 2021, p57
DG sets, cooking, biomass10%
Pollution same as that before CNG
Vehicle pollution - 3 times of industrial pollution
Vehicles are major cause of respiratory fatalities.
21 people die of respiratory diseases in capital every day
Information Source: Miscellaneous new paper clippings and Delhi Master Plan
Lack of connectivity
Even for short Local trips, we have to get on to busy Arterial Roads..
Image Source: Google satellite imagery
A
B
How to go from A to B?
PLANNING FAILURE OF EXISTING ROAD NETWORK
PLANNING FAILURE OF EXISTING ROAD NETWORKEven for short Local trips, we have to get on to busy Arterial Roads..
Image Source: Google satellite imagery
A
B
How to go from A to B?
Acute housing shortage
microHomeSolutions3. Housing budget is based on most common lending scenario for micro-mortgage: – 12% API on 15-year loan – and assumes a family spends 30% of income on housing.
1. Source: Consumer Pyramids, Centre for Monitoring Indian Economy P Ltd.2. Monthly budget for Housing is equal to 30% of income, the global standard for affordability of housing. (Developing Affordable Housing, by Ben Hecht.
HOUSING SHORTAGE
Rs. 30,000- 60,000/(~3.60- 7.20 Lakh p.a.)
Above Rs. 60,000/-(~above 7.20 Lakh p.a.)
EXISTING HOUSING MARKET
INTERESTED IN STARTER HOME
OWNERSHIP
LOOKING FOR RENTAL
NEED FOR SHELTERS
Average Monthly Income
Possible Target Product
Rs. 5,000-30,000/(~60,000- 3,60,000 p.a.)
Rs. 5,000/-(~60,000 p.a.)
22%
55%
4.36%
18%
Income Distribution of Delhi + Affordable Housing Costs
HOUSING SHORTAGE
Incentivising TOD & its inclusion in the Masterplan / CONNECTKaro 2013 / UTTIPEC
Delhi has banished rather than integrated, creating ghettos
Access to sources of livelihood has become extremely difficult
Need to remove slums; not slum dwellers
Lack of safety & security
LACK OF SAFETY AND SECURITY
DELHI- THE RAPE CAPITAL!
INDIA, Updated Dec 19, 2012 at 02:21pm ISTIBNLive.com
New Delhi: Delhi lives up to its notoriety for being the most unsafe place for women, according to the latest National Crime Records Bureau (NCRB) statistics which gives figures for 2011. Other cities do not come remotely close. More rapes were reported from Delhi (572) than from Mumbai (221), Kolkata (46), Chennai (76), Bangalore (97) and Hyderabad (59) put together.
The figures for some other prominent cities were: Pune (79), Ahmedabad (60), Bhopal (100), Jaipur (92), Lucknow (38), Patna (27), Kochi (30), Thiruvananthapuram (39) and Coimbatore (9).
Delhi
Mum
bai
Chenn
ai
Kolkat
a
Hyder
abad
Bang
alor
e0
100
200
300
400
500
600
700
572
221
76 46 5997
Crime data as per NCRB
Delhi witnesses more rapes than the next five metros put together
LACK OF SAFETY AND SECURITY
SAFETY ISSUE LINGERS…
1. Outer Road2. Mathura Road3. Sri Fort
Auditorium4. Panchsheel Marg5. Dhaula Kuan6. Janakpuri7. Mongolpuri
8.Pitampura
9.Badarpur Border
10.Rani Bagh11.Timarpur
LACK OF SAFETY AND SECURITY
LACK OF SAFETY AND SECURITY
Woman’s body found in Nehru PlaceTIMES NEWS NETWORK New Delhi: The body of a woman, believed to be in her twenties, was found barely 500m from Nehru Place Metro station on Tuesday. The woman was in a semi-nude state and bore injury marks on the neck.
Woman gang-raped in South Delhi
Raj Shekhar, TNN May 21, 2012, 12.50AM IST
NEW DELHI: A woman in her late 20s was
allegedly gang-raped through Friday night and
dumped at Nehru Place on early
Saturday. The woman has been admitted to
AIIMS, police said. Four accused were arrested till
Sunday evening.
Market ‘unfriendly’
Why are most commercial establishments illegal?
LOSING BUSINESSES
Connaught Place, located in the heart of the national capital, ranks 4th in the list of most expensive office locations in the world, according to latest report from property consultant Cushman and Wakefield.
LOSING BUSINESSES...TO GURGAON
LOSING FIRST TIME HOME OWNERS...TO NOIDA
RESTRICTIVE NORMS
“Property prices in Delhi are too high today and the only way they can come down are by increasing supply,” - Chairman and Managing Director (South Asia) at property advisory firm CB Richard Ellis.
“Delhi has failed to give housing to the common man due to limitations on FAR and density norms. It also aided in the creation of slums. If FAR is freed, land cost for development will come down, bringing down property prices,” - President of the National Real Estate Development Council.
Source: The Economic Times Delhi;Date: Sep 4, 2012;Section: Corporate; Page: 7; http://bit.ly/YC1xJU
Quality of life
Lack of access to basic amenities
??
• Inadequate Ventilation and Daylight access to homes
• Inadequate service infrastructure
• Disconnected Network
• No Fire access
Retrofitting for better access and physical infrastructure provision in these areas may also be required.
Lack of access to basic amenities
Lack of civic pride
Is planning responsible…
in part or whole?
Lack of synergy between transport & landuse
This figure illustrates the self-reinforcing cycle of increased automobile dependency and sprawl.
Lack of integrated planning
Landuse and Transport Planning...
Two separate exercises
15 min Walk
Bus/ MRTS StopBus/ MRTS Stop
Image Source: Internet
Current Norms encourage Large block sizes: increase walking distances.
Current policies encourage infrastructure that is not equitable and does not support PT use
Current Norms create large single use zonesOnly a singular user group populates this plaza due to single use nature
Nehru Place Delhi - Now© UTTIPEC, Delhi Development Authority
Current Norms create large single use zonesDue to lack of any residential uses, the Area is dead & unsafe at night
© UTTIPEC, Delhi Development Authority
Nehru Place Delhi - Now
Current norms create Unsafe Street with Setbacks & Boundary Walls Only safe for vehicles although its an important shortcut to Metro Station
ITO Delhi - Now © UTTIPEC, Delhi Development Authority
Why TOD?Need for a Paradigm Shift
in Planning
SustainableDELHI
ECONOMIC
ENVIRONMENTAL
•Prosperity•Affordability•Employment•Attracting investment
•Flourishing entrepreneurship
•Equity of access•Lifestyle Choices
SOCIAL
•Equity of access to amenities, transit, infrastructure.
•Safety•Affordability•Civic Pride•Heritage•Democracy & Transparency
•Air Quality•Water Quality•Water & Energy Supply
•Climatic Comfort•Cleanliness & Hygiene
PLANNING FOR A SUSTAINABLE FUTURE
Vision for a “ World
Class” DelhiSafe
Clean, Green & UsableEasy to get around for all
Instils civic prideDemocratic & Transparent
TOD...for Delhi
Maximum people Live, Work & Play within 5-min walk of RAPID TRANSIT Stations
High Density Mixed Use within 5-min walk of stations…
Transit Node
Express BRTS/MRTS
Route
DEFINITION
Transit Oriented Development (TOD) is essentially any development, macro or micro, that is focused around a transit node, and facilitates complete ease of access to the transit facility, thereby inducing people to prefer to walk and use public transportation over personal modes of transport.
RESTRUCTURING DELHIEnsuring Most of Delhi is within a 5 min walking /cycling / rickshaw distance of proposed MRTS. Therefore…
The TOD White Zone
NMT Zone area= 65512.95 Ha ( 44.1 % of Delhi*) TOD Standard Zone = 27369.22 Ha (18.45 % of Delhi* )
Intense TOD = 10279.96 Ha (6.9% of Delhi*)
* Area of Delhi = 148300.0 Ha (as per MPD)
TOD INFLUENCE ZONES AT CITY LEVEL
Impact of TOD Policy on population holding
capacity of MPD• TOD Policy puts an end to Urban Sprawl.• It encourages sustainable urban environment with low
carbon footprints
TOD policy works around the current holding capacity of MPD, 2021
Impact of TOD Policy on population holding
capacity of MPD• TOD Policy puts an end to Urban Sprawl.• It encourages sustainable urban environment with low
carbon footprints
TOD policy works around the current holding capacity of MPD, 2021
TOD Policy & Development Control
Norms
1
55
Pedestrian & NMT Friendly Environment
DIGNITY TO ALL...
http://uttipec.nic.in/StreetGuidelines-R1-Feb2011-UTTPEC-DDA.pdf
Contents• Street hierarchy of Delhi• Minimum walking zone• Universal accessibility• Multi Functional Zone• Bicycle and NMT Infrastructure• Crossings• Medians, Refuge Islands• Street Lighting• Urban Utilities• Public Amenities• Traffic Calming Measure• Public Art, Street Furniture and
Educative Signage
STREETS AS PER ‘Street Design Guidelines-UTTIPEC’
2
58
Norms for Connectivity
Rail/ Metro
BRTInterchange
CHANGE MORPHOLOGY FROM AUTOCITY TO A TRANSIT CITY
7 min walk
To reduce car-dependence & increase transit use.
UN
SAFE
DIRECT CONNECTIVITY
Finer Street Network for shortest routes to pedestrians & cyclists
Faster to walk or cycle; than to drive
DIRECT CONNECTIVITY
CONNECTIVITY, STREET DESIGN AND BLOCK SIZE CRITERIA
2A. Street grid criteria for MT, NMT and pedestrians
Creating permeable blocks
NMV & Pedestrian Grid (80- 100M)
MV Grid (250M)
250
150
Therefore any block which is longer than 250m on any side, must provide a public thoroughfare for all modes, with additional public pedestrian thoroughfares, as required.
CONNECTIVITY, STREET DESIGN AND BLOCK SIZE CRITERIA
3
64
Norms for Multi-Modal Interchange
65
Pedestrian is highest priority
MAKE TRANSFERRING BETWEEN MODES EASY, COMFORTABLE
Source: Storm Water Guidelines, OASIS Design INC.
IPT ParkingShuttle Service Pedestrian-WalkwayPrivate Car
Pick Up/Drop off Bus Stop
STATION AREA PLANNING TO FOLLOW ABOVE
STANDARDS
4
Norms for Inducing Modal Shift
Mixed-Use : Safety, Vibrancy and Reduced Travel Demand
© UTTIPEC, Delhi Development Authority
© UTTIPEC, Delhi Development Authority
Parking norms based on distance from MRTS station
19.6.4 MODAL – SHIFT Oct, 2012 UTTIPEC I DDA
Pedestrian/NMT Zone
Multi Modal IntegrationNMT/IPT on street
Parking
Shared Parking desirable
NMT/IPT on street Parking
Shared Parking Zone
INTE
NSE
TO
D
STA
ND
AR
D T
OD
TRA
NSI
TIO
N T
OD
5
Norms for Placemaking & Safety
Building Entries/ windows on Sidewalk (eyes on the street - provides safety for pedestrians)
Remove Setbacks,Require Entries on
sidewalks
Regulate Maximum Block Widths,
Minimum Frontages
Design Street Guidelines
for pedestrians, not just cars!
Streets for Trains, Buses, cars and Pedestrians.
Built-to-edge Buildings for Safety & Comfort.
Sidewalks, Bio-swales
Smaller blocks, interconnected streets create shorter travel routes for pedestrians.
80-100M
max.
80-100M m
ax.
CRITICAL NORMS INTRODUCED FOR PLACE-MAKING
PEDESTRIAN SPACE IS CURRENTLY ENCROACHED…
© UTTIPEC, Delhi Development Authority
PEDESTRIAN SPACE IS CURRENTLY ENCROACHED…
© UTTIPEC, Delhi Development Authority
PEDESTRIAN SPACE IS CURRENTLY ENCROACHED…
© UTTIPEC, Delhi Development Authority
TOD CAN RECLAIM PUBLIC REALM
© UTTIPEC, Delhi Development Authority
TOD CAN RECLAIM PUBLIC REALM
Minimum Frontage requirements (built-to requirement at setback line)
Facing Street Right-of-Way Minimum Percent of Building Street Wall (Frontage) at Setback Line
1 R/Ws of 24m and above 85%
2 R/Ws below 24m 75%
A
C
B
24 M or above
A+B_ X 100 = 85%A+B+C
Street Wall Regulations
Facing Street Right-of-Way Minimum Percent of Building Street Wall (Frontage) at Setback Line
1 R/Ws of 24m and above 85%
2 R/Ws below 24m 75%
Below
24 M
A+B_ X 100 = 75%A+B+C
A
B
C
Street Wall Regulations Minimum Frontage requirements (built-to requirement at
setback line)
Current norms create Unsafe Street with Setbacks & Boundary Walls Only safe for vehicles although its an important shortcut to Metro Station
ITO Delhi - Now © UTTIPEC, Delhi Development Authority
TOD Norms Create “Eyes on the Street”: Pedestrians dominate street frontage, parking & cars access from back
ITO Delhi - Future© UTTIPEC, Delhi Development Authority
6Norms for
High Density Mixed-Income Development
© UTTIPEC, Delhi Development Authority
TOD Influence Zones at Station levelExample showing plotting of the actual 300m, 800m and 2000m catchments of a Metro Station
Intense Zone
NMT Zone
Standard Zone
© UTTIPEC, Delhi Development Authority
HIGH DENSITY- MIX OF HIGH AND LOW RISE TOD AREA
© UTTIPEC, Delhi Development Authority
TOD Influence Zones at Station level
HIGH DENSITY- MIX OF MID AND LOW RISE TOD AREA
© UTTIPEC, Delhi Development Authority
TOD Influence Zones at Station level
HIGH DENSITY- LOW RISE TOD AREA
© UTTIPEC, Delhi Development Authority
TOD Influence Zones at Station level
Transition in Densities: Variety in Development
© UTTIPEC, Delhi Development Authority
No Universal Cap on FAR
FAR shall be clubbed with Density Minimums, in order to ensure high-density mixed-income development.
Density caps per influence Zone shall be based on overall Holding Capacity as per the MPD Zones.
The minimum standard for gross density permissible for any TOD project is 250 du/ha.
GrossFAR(site)
Minimum permissible density (with ±10% variation)
Residential dominated project
(Residential FAR ≥ 50%)
Predominantly non-residential
(Residential FAR ≤ 30%)Under-utilization of FAR below 3.0 not permitted for new/redevelopment projects
Under-utilization of FAR below 3.0 not permitted for new/redevelopment projects
Y (2Y x100) du/ha (Y x100) du/ha
At least 30% residential and 30% commercial/ institutional use of FAR is mandatory in every project within Intense
and Standard TOD Zone
TOD Mixed Use Zone
Housing (30%)
Commercial/Instituional (30%)Other (40%)20%
(C+I)
30%(R)
50%
Minimum Use- Mix Criteria
20%50%
30%
5%10%
15%
Minimum Use- Mix Criteria
6Norms for
High Density Mixed-Income Development:Providing the Infrastructure
6.1
Water
Rainwater harvesting is mandatory, irrespective of project size. On-site and off-site (roads/public spaces) rainwater must be harvested for reuse or ground water recharge, only after primary treatment.
Rainwater
Current practice: Stormwater recharged to ground without primary treatment.
Physical Infrastructure and Resource Standards
Parking Lot SwalesLarge Canopy Trees
EcoroofPervious Paving
Physical Infrastructure and Resource Standards At least 80% of the rainwater falling on Site should be treated by Natural
means.
MCDMCD
SELF GENERATED
SELF GENERATED
Symbiotic Uses
Physical Infrastructure and Resource Standards Potable Water and Waste Water
• For projects of 5000 resident population or more, on-site decentralized infrastructure systems i.e. local sewage treatment and recycling systems are mandatory, in order to meet the non-potable per capita demand (90 lpcd for domestic and 115 lpcd for non-domestic).
• Potable per-capita requirement (135 lpcd for domestic and 20 lpcd for non-domestic) should be available from the Municipality or any other source other than ground water.
Potable Tank
Sewage Treatment Facilities
Sustainable Effluent discharge system to
wetland / river
Further Treatment for re-use
Non-Potable
Tank
Potable Use
• Internal taps
• Showers & baths
• Washing
Non-Potable Use
• Toilet Flushing
• Cleaning/ Irrigation
Combined or Separate Grey
Water / Black Water Collection
Rainfall
DJB main
S l u d g e d i s p o s a l
Dual piping is mandatory irrespective of project size, to facilitate black/ grey separation & recycled water use.
Physical Infrastructure and Resource Standards
6.2
Energy
Buildings (and preferably also streets) should be oriented such that all habitable areas of Residential buildings are oriented to face North-South (within 15°) direction.
Energy: At Site level:
Physical Infrastructure and Resource Standards
All dwelling units should get minimum 2-hour solar access in at least one habitable area (living room, bedroom or private open space) on the shortest winter day of Dec 21 (Winter Solstice).
At Building level, the following Solar Access Regulations need to be followed:
Microclimate of public streets:Narrow streets provide shading and air movement – and therefore
greater comfort for pedestrians. Spacing between buildings should be enough to allow daylight access to all homes.
Physical Infrastructure and Resource Standards Energy: At Site level:
All residential buildings shall be single-loaded i.e. each unit should face the exterior, in two opposite directions. No double-loaded corridor buildings are permissible in TODs. Openings shall be located suitably to allow for natural ventilation and daylighting of habitable rooms and access to open air for all rooms including toilets and kitchens.
Double loaded housing
Maximize Cross Ventilation for Units by appropriate design of unit plans (provide windows and openings appropriately)
Single aspect housing
Physical Infrastructure and Resource Standards Energy: At Site level:
At Building level, the following Solar Access Regulations need to be followed:
No building floor-plate depth it to be more than 16 m
Max
16
m
Office building
Physical Infrastructure and Resource Standards Energy: At Site level:
At Building level, the following Solar Access Regulations need to be followed:
No “row-type” building (floor plate longer than 30 M) will be permitted to go higher than 15 metres. To utilize FAR, only towers with be permitted, in conjunction with 15m high “row-type” buildings.
Physical Infrastructure and Resource Standards Energy:
At Building level, the following Solar Access Regulations need to be followed:
30 Mt
100 Mt
• Tower dimensions may not exceed 30 m in any direction.
• Spacing between two towers should not be less than 30M.
Energy: At Building level, the following Solar Access Regulations need to be followed :
30 M
30 M
30 M
Physical Infrastructure and Resource Standards
Strategy for Rolling Out TOD
INFLUECE ZONE PLANS
Influence Zone Plan Components:
1. Urban Design Framework
2. Transport Impact Assessment
3. Decentralized Infrastructure & Sustainability Plan
4. Economic Viability & Implementation Model
Influence Zone Plans
IZP – Urban Design Framework
A. Urban Design Framework Plan
Zonal Development Plan Roads
BRT DelhiSource: Wall Street Journal, Delhi
1. Overall Framework for :Movement StructureStreet Hierarchy Landscape Structure
2. Net FAR and residential densities for each block within the Influence Zone
Commercial
Residential
Civic
IZP – Urban Design Framework
3. Vertical mix of uses for each TOD parcel & 4. Parking
— Vertical mix of uses for each TOD parcel indicating location of civic amenities within mixed –use blocks. To include location of ‘unbundled’ parking sites for shared use.
— Location and numbers of short and long term parking spaces
1800 ECS
NOPublic Parking
Facility
1450 ECS
500 ECS300 M3 min
Unbundled Parking
IZP – Urban Design Framework
IZP – TIA & Mitigation Strategies
1. Integrated strategy for Public transport, Pedestrian and Cycle access
2. Determining the optimum mix of uses to mitigate negative impact on surrounding land uses and transport networks
3. Parking Strategy as a Demand Management Tool 4. Mitigation strategies for traffic noise and vibration
POWER WASTE WATER
1. Solid Waste Management Strategy.2. Energy Strategy maximising use of renewable sources.3. Integrated Infrastructure and Services Systems Plan
indicating space requirements for all infrastructure.
WATER
DEMAND
WATERING GREENS
SUPPLY
FROM YAMUNA
REUSE
RECHARGE
STORE
RECYCLE
IZP – Decentralized Infrastructure and Sustainability
STREET
LOBBY
PARKING
RESIDENTIAL
SERVICE CORE
COMMERCIAL
1. Determining a financially profitable mix of uses2. Determining a financial model and delivery mechanism
for affordable housing, public infrastructure and public3. Strategy for revenue collection from the Influence zone
IZP –Economic Viability and Implementation Model
— Redevelopment within developed areas of the city would be permitted only when an overall Influence Zone Plan has been prepared for the Station.
— While amalgamation is desirable but it may not be a pre-requisite. Densification should be allowed in all plot sizes subject to the project complying to the approved Influence Zone Plan, so that incremental development and densification can start taking place.
— It is highly inappropriate to allow land banking in TOD zones. Penalties such as vacant land tax, etc. on underutilized land and/or underutilized FAR could be levied, in order to ensure time bound densification along with MRTS corridor. Such penalties should apply to all developers as well as Govt. bodies, to prevent inefficient use of valuable land.
Delivering TOD
— If the Influence Zone layout plan for the station area does not exist, individual developments housing a residential population of 10,000 shall be permitted subject to compliance with the TOD norms .• For projects accommodating more than 10,000
residential population, the residents/ cooperative societies/ private developers should get the detailed layout and services plan prepared in consultation with the concerned authority for final approval. Variations from the existing influence zone plan prepared by DDA would be permissible subject to adherence to all TOD norms and Codes.
Delivering TOD
PHASE 1 TOD
Phase 1: Four Corridors
Corridor 1: Chattarpur to Arjan Garh
A. Urban Design Framework Plan
Zonal Development Plan Roads
BRT DelhiSource: Wall Street Journal, Delhi
19.5. INFLUENCE ZONE PLANCorridor 2: Peerhagarhi – Tikri Kalan
WAY FORWARD
Delivering it on ground...the people involved
Transport Department
TrafficPolice
NGOs &Professionals
Irrigation &Flood
Control
DMRCDTC
DIMTS
MaintenanceAgencies
ArchitectsUrban Designers
Planners
Environment Department
DMC
Local Area Plans
Developers
NGOs &Affordable
housing experts
Real EstateProfessionals
Planning Authority
DDA
Democratic &Transparent
Easy to get around
Infra’ctureService
providers
Private Transportproviders
Safe
CommunityBhagidari
Groups
Clean Green Usable
RoadOwning Agency
Civicpride