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Implementing
Transit Oriented
Development
in Indian Cities
Learnings and
Challenges
Todd Litman
Victoria Transport Policy Institute
EMBARQ Webinar
7 August 2014
What Is Transit-Oriented Development?
• Compact, mixed-use
development within ten-minute
walk of high quality transit (train
stations or bus stops with
frequent service).
• This creates “urban villages”
where commonly-used services
(shops, restaurants, schools,
parks, etc.) and a significant
number of jobs are easily
accessible without a car).
A Recipe for Good
3
Transit-oriented development
provides convenient and
affordable accessibility to the
greatest number of people for
the lowest total costs.
This helps create a truly
efficient and equitable
community.
TOD Benefits Categories
Improved Service Increased Use of
Alt. Modes
Reduced Automobile
Travel
More Compact
Development
• Improved walking,
cycling and transit
service, benefits
existing users of these
modes
• Reduced automobile
traffic speeds and
volumes improves
safety and livability
• Improved street
conditions increases
local property values
• User cost savings
• User enjoyment
• Economic
development
benefits from
increased access to
education and
employment
• Increased public
fitness and health
• Reduced traffic and
parking congestion
• Road and parking cost
savings
• Consumer cost savings
• Reduced crash risk to
others
• Air and noise pollution
reductions
• Energy conservation
• Economic development
benefits
• Improved accessibility,
particularly for non-
drivers
• Reduced land
consumption, heritage
and openspace
preservation, and
public service cost
savings
• Reduced sprawl costs.
4
Affordable-Efficient Modes
Walking, cycling and public
transport are affordable and
resource efficient, and so tend
to be most sustainable.
Sustainability does not
eliminate automobile travel
but it does require favoring
affordable-efficient modes in
policy and planning decisions.
Sustainable Transport Hierarchy
1. Walking
2. Cycling
3. Public Transit
4. Service & Freight
5. Automobile Travel
6. Automobile Parking
7
Features of High Quality Transit
• Grade-separated right-of-way
• Frequent, high-capacity
service (less than 10-minute
headways).
• High-quality vehicles.
• Pre-paid fare collection.
• Convenient user information
• Comfortable stations.
• Excellent customer service.
Transit Priority
Transit passengers requires
far less road space than
automobile travel. A bus lane
that carries 24 buses or more
during peak hours carries
more people than a general
traffic lane.
It is therefore more efficient
and fair to give buses priority
in traffic.
Transit Station Level-Of-Service
• Clean
• Comfort (seating,
temperature, quiet)
• Convenience (real-time user
information, easy fare
payment)
• Accessible (walkability, bike
parking, nearby housing,
employment, nearby shops)
• Services (refreshments,
periodicals, etc.)
• Security
The BRT Standard
The BRT Standard, being
developed by the Institute for
Transportation and Development
Policy, is a scoring system that
defines world-class bus rapid
transit (BRT) systems. It allows
transit planners to evaluate BRT
system performance and set
targets for improvement.
10
11
Complete Streets
Complete streets are
designed for all modes and
users, including:
• Pedestrians
• Cyclists
• Transit passengers
• Motorists
• Customers and residents
11
Walking and Cycling Improvements
• Walking and cycling are the most
basic, affordable and resource-
efficient travel modes. They should
receive priority in urban road design.
• More investment in sidewalks,
crosswalks, paths and bike lanes.
• More traffic calming.
• Bicycle parking.
• Encouragement, education and
enforcement programs.
12
Smart Growth (Density, Design, Diversity)
• Compact, infill development.
• Mixed land use.
• Good sidewalk and road connectivity.
• Improved walkability.
• Urban villages.
• Transportation diversity.
• Efficient parking management.
• Attractive public realm.
• Traffic calming and speed control.
Parking Management
• Regulate and price on-street
parking to favor higher value uses.
• As much as possible, charge users
directly for parking, rather than
indirectly through taxes and rents.
• More flexible parking requirements.
• Share parking spaces rather than
having assigned spaces.
• Parking Cash Out (Employees who
current receive free parking are
able to choose a cash benefit or
transit subsidy instead.)
• Better enforcement.
Institutional Reforms
• Comprehensive, multi-modal transport
planning.
• Multi-modal level-of-service analysis
• Lease-cost planning and funding.
• Sustainable transport hierarchy.
• Set performance targets
• Interagency coordination.
• Improve user information.
• Improve enforcement.
• Identify best practices and appropriate
innovations from other countries, including
Northern Europe, Brazil, Korea and India.
Multi-Modal Level-Of-Service (LOS)
Mode Level of Service Factors
Walking Sidewalk/path quality, street crossing conditions, land use
conditions, security, prestige.
Cycling Path quality, street riding conditions, parking conditions, security.
Ridesharing Ridematching services, chances of finding matches, HOV priority.
Public transit Service coverage, frequency, speed (relative to driving), vehicle and
waiting area comfort, user information, price, security, prestige.
Automobile Speed, congestion delay, roadway conditions, parking convenience,
safety.
Telework Employer acceptance/support of telecommuting, Internet access.
Delivery services Coverage, speed, convenience, affordability.
Transport Demand Management
17
Appropriate Housing Options
• Create diverse housing options (various unit
sizes, price ranges, styles, etc.) to serve
diverse needs (families with children, people
with disabilities and low incomes, etc.).
• Provide an appropriate amount of affordable
housing.
• Provide appropriate services, including
schools.
• Reduced parking requirements and unbundle
parking in TODs.
• Reduces property taxes and utility fees for
compact development in recognition of the
lower costs of providing public services
compared with automobile-dependent sprawl.
Supported by Professional Organizations
• Institute of Transportation
Engineers
• Planning Institute
• Transport agencies
• World Health
Organization
• And much more...
Motorists Benefit Too
More balanced transport policy is
no more “anti-car” than a healthy
diet is anti-food. Motorists have
every reason to support these
reforms:
• Reduced traffic and parking
congestion.
• Improved safety.
• Improved travel options.
• Reduced chauffeuring burden.
• Often the quickest and most cost
effective way to improve driving
conditions.
20
TOD Planning Resources
Parking and Transit Oriented Developments, EMBARQ Webinar (http://tinyurl.com/lamqqej).
Center for Transit-Oriented Development (www.reconnectingamerica.org/html/TOD).
Footfalls: Obstacle Course To Livable Cities, Centre For Science And Environment
(www.indiaenvironmentportal.org.in/content/footfalls-obstacle-course-livable-cities)
Center for Transit-Oriented Development (www.reconnectingamerica.org).
Measuring Public Transport Performance- Lessons For Developing Cities, Sustainable Urban Transport Project
(www.sutp.org/index.php?option=com_content&task=view&id=2826).
Mixed-Income Transit-Oriented Development Action Guide (www.mitod.org).
Changing Course in Urban Transport- An Illustrated Guide, Sustainable Urban Transport Project
(www.sutp.org/index.php?option=com_content&task=view&id=2825).
Sustainable Transportation: A Sourcebook for Policy-Makers in Developing Countries (www.sutp.org),
Institute for Transportation and Development Policy (www.itdp.org)
Better Street, Better Cities: A Guide To Street Design In Urban India, ITDP (www.itdp.org/betterstreets).
Walkability and Pedestrian Facilities in Asian Cities: State and Issues, Asian Development Bank (http://tinyurl.com/kbe52ex ).
Transforming Cities with Transit: Transport and Land Use Integration for Sustainable Urban Development, World Bank
(http://elibrary.worldbank.org/content/book/9780821397459.
Better Urban Mobility in Developing Countries: Problems, Solutions and Good Practices, International Association of Public
Transport (www.uitp.org/publications/brochures/Dev-Countries-uk.pdf).
Traffic & Transportation Policies and Strategies in Urban Areas in India, Ministry of Urban Development
(www.urbanindia.nic.in/programme/ut/final_Report.pdf).
Online TDM Encyclopedia (www.vtpi.org/tdm).
“Toward More Comprehensive and Multi-modal Transport Evaluation”
“Evaluating Public Transportation Benefits and Costs”
“The New Transportation Planning Paradigm”
“Transportation Cost and Benefit Analysis”
“Evaluating Complete Streets”
“Online TDM Encyclopedia”
and more...
www.vtpi.org
Implementing Transit
Oriented Development (TOD)
in Indian Cities - Learnings and
Challenges
lrangwala@embarqindia.org
hdas@embarqindia.org
7th August 2014Lubaina Rangwala
Himadri Das
PROPOSA
L
Overall project:
The HSR NIP- location An Accessibility Project for Indiranagar Metro Station
TOWARDS A WALKABLE AND SUSTAINABLE BENGALURU
Structure
Station Level TOD:
Station Accessibility plans and Development Control
regulations Indiranagar, Bangalore;
Area Level TOD:
Safe Access interventions and better connectivity to
transit, MIDC Marole, Mumbai;
City Level TOD:
Parking Norms in India’s most transit rich city, Mumbai;
SAP + DCR
Overall project:
The HSR NIP- location An Accessibility Project for Indiranagar Metro Station
TOWARDS A WALKABLE AND SUSTAINABLE BENGALURU
SAP + DCRBangalore has high transit ridership as well as high NMT fatalities
52% walk, bicycle and use public
transport
Estimated number of traffic fatalities
in 2013 =737*
Estimated number of NMT fatalities in
2013 =401*
* Bangalore Traffic Management
Center
* Bangalore CTTP 2007/ 2011
Overall project:
The HSR NIP- location An Accessibility Project for Indiranagar Metro Station
TOWARDS A WALKABLE AND SUSTAINABLE BENGALURU
SAP + DCRGuiding Principles
Compact
Development
•Ensure utilization of incentives
Avoid overloading of
infrastructure
•Extend benefits of incentives
to areas with potential for
growth
•Meet market demands for
residential and commercial
development
Street Design and
Access
•Improve quality of streets
•Improve quality of public
spaces
•Strengthen proposals of
the Safe Access Proposals
Area Character
•Protect existing character
•Ensure a mixed income
bracket for housing
•Enhance the existing
nodes
•Reduce conflicts between
auto-oriented and
pedestrian-friendly uses
and activities
Safe Access Proposals Development Control Regulations
Station Accessibility Plans and Development Control Regulations SAP + DCR
Proposed FAR Urban Design Concept
Proposed FAR
4.0 FAR
3.0 FAR
ZR regulations
Parks
Overall project:
The HSR NIP- locationProposal: Development Control Regulations SAP + DCR
Overall project:
The HSR NIP- locationThe Proposal need to be coordinated between Line Agencies SAP + DCR
How to ensure Safe Access Proposals are effectively
implemented?
• Lack of coordination between
agencies;
How to ensure Development Control Guidelines are
integrated in Master Planning process?
• No clear mandate for TOD in the
present town and country planning act.
Overall project:
The HSR NIP- location An Accessibility Project for Indiranagar Metro Station
TOWARDS A WALKABLE AND SUSTAINABLE BENGALURU
MIDC Marol records extremely pedestrian and public transit users
56% walk, bicycle and use public transport
Estimated number of pedestrians =1,05,000*
MIDC
Overall project:
The HSR NIP- location An Accessibility Project for Indiranagar Metro Station
TOWARDS A WALKABLE AND SUSTAINABLE BENGALURU
Safe Access Interventions to improve internal connectivity and access to Metro
Street design of primary roads
Introducing pedestrian networks
Intersection geometry corrections
Street design of secondary roads
Parking management strategyPP
Creating nodes / Place
markers
Street vending strategy
Signage strategy / guidelines
SV
SS
Potential plots for multi-use (public open spaces
etc)
Overall project:
The HSR NIP- location An Accessibility Project for Indiranagar Metro Station
TOWARDS A WALKABLE AND SUSTAINABLE BENGALURU
MIDCExisting Condition
Large gap in the
divider
No street
markings to guide
vehicles and
Unsafe crossing, no
pedestrian refuge
area
Overall project:
The HSR NIP- location An Accessibility Project for Indiranagar Metro Station
TOWARDS A WALKABLE AND SUSTAINABLE BENGALURU
MIDCComplete street
Create pedestrian
refuge areas
Reduce gap in
the divider
Create table top
intersection
Safe crossings
Overall project:
The HSR NIP- location An Accessibility Project for Indiranagar Metro Station
TOWARDS A WALKABLE AND SUSTAINABLE BENGALURU
MIDCRole of Vending in Supporting Walkable Local Areas
Vendors provide cheap options
Located within 5 minutes walking
distances from anywhere, they
facilitate access to food and create a
walkable business district
Land provision for canteens,
common cooking, storage, cleaning
areas
Overall project:
The HSR NIP- location An Accessibility Project for Indiranagar Metro Station
TOWARDS A WALKABLE AND SUSTAINABLE BENGALURU
MIDCMultiple institutions inducing a need for equitable participation
BEST
EMB
ARQ
MIDC
MCGM
TRAFFIC
POLICE
MTSU
MMIA
Street
Design
Proposals
Parking
Proposal
for Depots
DYC
E
How do we augment internal capacities within local
governments to meet the challenges of –
• Lack in technical capacities?
• Multi-stakeholder participation?
• Multiple agencies and jurisdictions?
How do we ensure that TOD models are equitable
and inclusive?
• Integration of informal markets and
vendors in public space?
PROPOSA
L
Overall project:
The HSR NIP- location An Accessibility Project for Indiranagar Metro Station
TOWARDS A WALKABLE AND SUSTAINABLE BENGALURU
Unreal parking requirements in Mumbai, one of India’s most transit rich cities!
10 million people
generate 28.5
million ‘one-way’
trips everyday =
250 million kms
53% of those trips
are conducted on
foot!
78% of the
motorized trips
are conducted on
public transit!
Only 6% of the
motorized trips
are conducted
using private
cars!
CITY
POPULATION
CAR
DENSITY/
1000ppl
PARKING
SUPPLY
1 HONKONG 7.1 million 55 0.24
2 SINGAPORE 4.6 million 112 1.30
3 SEOUL 19.9 million 227 1.44
4 BEIJING 14 million 103 0.52
5 GHUANGZHOU
13.2 million 84 0.74
6 AHMEDABAD
5.4 million 55 0.24
7 MUMBAI 12 million 48 2.17
Even though Mumbai city is
extremely transit dependent, has low
car ownership and usage, it has
excessively high parking norms!
Parking supply ratios across seven Asian cities; Source: ADB
Overall project:
The HSR NIP- location An Accessibility Project for Indiranagar Metro Station
TOWARDS A WALKABLE AND SUSTAINABLE BENGALURU
Effects of Current Parking Norms (DP 1991) on buildings within TOD zones
Photo credit: Lubaina Rangwala, EMBARQ India;
Elphinstone Road Railway Station Access Building 500m from Marine lines station
Making stringent off-street parking norms in TOD
areas in Mumbai, a reality!
• How does one begin to influence a
shift in aspirations for a city moving
towards auto-oriented planning?
How do we ensure that TOD models are equitable
and inclusive?
• Lack of affordable housing
PROPOSA
L
Overall project:
The HSR NIP- location An Accessibility Project for Indiranagar Metro Station
TOWARDS A WALKABLE AND SUSTAINABLE BENGALURU
Challenges in Implementing TODs
Projects and challenges in
implementing TODs in Indian cities
Making stringent off-street parking norms
in TOD areas in Mumbai, a reality!
• Addressing challenges of
aspiration
Most often we may have the right
infrastructure plans, but we lack
institutional capacities!
• Steps towards augmenting
capacities within local
governments
Implementation is the key!
• Coordination between agencies;
• Mandates is Town Planning Acts;
How do we ensure that TOD models are
equitable and inclusive?
• Addressing sticky questions
around gentrification and
affordability. Safe Access Approach; Image Source: EMBARQ India.
Thank
you
Overall project:
The HSR NIP- location An Accessibility Project for Indiranagar Metro Station
TOWARDS A WALKABLE AND SUSTAINABLE BENGALURU

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Implementing Transit Oriented Development in Indian Cities - Learnings and Challenges

  • 1. Implementing Transit Oriented Development in Indian Cities Learnings and Challenges Todd Litman Victoria Transport Policy Institute EMBARQ Webinar 7 August 2014
  • 2. What Is Transit-Oriented Development? • Compact, mixed-use development within ten-minute walk of high quality transit (train stations or bus stops with frequent service). • This creates “urban villages” where commonly-used services (shops, restaurants, schools, parks, etc.) and a significant number of jobs are easily accessible without a car).
  • 3. A Recipe for Good 3 Transit-oriented development provides convenient and affordable accessibility to the greatest number of people for the lowest total costs. This helps create a truly efficient and equitable community.
  • 4. TOD Benefits Categories Improved Service Increased Use of Alt. Modes Reduced Automobile Travel More Compact Development • Improved walking, cycling and transit service, benefits existing users of these modes • Reduced automobile traffic speeds and volumes improves safety and livability • Improved street conditions increases local property values • User cost savings • User enjoyment • Economic development benefits from increased access to education and employment • Increased public fitness and health • Reduced traffic and parking congestion • Road and parking cost savings • Consumer cost savings • Reduced crash risk to others • Air and noise pollution reductions • Energy conservation • Economic development benefits • Improved accessibility, particularly for non- drivers • Reduced land consumption, heritage and openspace preservation, and public service cost savings • Reduced sprawl costs. 4
  • 5. Affordable-Efficient Modes Walking, cycling and public transport are affordable and resource efficient, and so tend to be most sustainable. Sustainability does not eliminate automobile travel but it does require favoring affordable-efficient modes in policy and planning decisions.
  • 6. Sustainable Transport Hierarchy 1. Walking 2. Cycling 3. Public Transit 4. Service & Freight 5. Automobile Travel 6. Automobile Parking
  • 7. 7 Features of High Quality Transit • Grade-separated right-of-way • Frequent, high-capacity service (less than 10-minute headways). • High-quality vehicles. • Pre-paid fare collection. • Convenient user information • Comfortable stations. • Excellent customer service.
  • 8. Transit Priority Transit passengers requires far less road space than automobile travel. A bus lane that carries 24 buses or more during peak hours carries more people than a general traffic lane. It is therefore more efficient and fair to give buses priority in traffic.
  • 9. Transit Station Level-Of-Service • Clean • Comfort (seating, temperature, quiet) • Convenience (real-time user information, easy fare payment) • Accessible (walkability, bike parking, nearby housing, employment, nearby shops) • Services (refreshments, periodicals, etc.) • Security
  • 10. The BRT Standard The BRT Standard, being developed by the Institute for Transportation and Development Policy, is a scoring system that defines world-class bus rapid transit (BRT) systems. It allows transit planners to evaluate BRT system performance and set targets for improvement. 10
  • 11. 11 Complete Streets Complete streets are designed for all modes and users, including: • Pedestrians • Cyclists • Transit passengers • Motorists • Customers and residents 11
  • 12. Walking and Cycling Improvements • Walking and cycling are the most basic, affordable and resource- efficient travel modes. They should receive priority in urban road design. • More investment in sidewalks, crosswalks, paths and bike lanes. • More traffic calming. • Bicycle parking. • Encouragement, education and enforcement programs. 12
  • 13. Smart Growth (Density, Design, Diversity) • Compact, infill development. • Mixed land use. • Good sidewalk and road connectivity. • Improved walkability. • Urban villages. • Transportation diversity. • Efficient parking management. • Attractive public realm. • Traffic calming and speed control.
  • 14. Parking Management • Regulate and price on-street parking to favor higher value uses. • As much as possible, charge users directly for parking, rather than indirectly through taxes and rents. • More flexible parking requirements. • Share parking spaces rather than having assigned spaces. • Parking Cash Out (Employees who current receive free parking are able to choose a cash benefit or transit subsidy instead.) • Better enforcement.
  • 15. Institutional Reforms • Comprehensive, multi-modal transport planning. • Multi-modal level-of-service analysis • Lease-cost planning and funding. • Sustainable transport hierarchy. • Set performance targets • Interagency coordination. • Improve user information. • Improve enforcement. • Identify best practices and appropriate innovations from other countries, including Northern Europe, Brazil, Korea and India.
  • 16. Multi-Modal Level-Of-Service (LOS) Mode Level of Service Factors Walking Sidewalk/path quality, street crossing conditions, land use conditions, security, prestige. Cycling Path quality, street riding conditions, parking conditions, security. Ridesharing Ridematching services, chances of finding matches, HOV priority. Public transit Service coverage, frequency, speed (relative to driving), vehicle and waiting area comfort, user information, price, security, prestige. Automobile Speed, congestion delay, roadway conditions, parking convenience, safety. Telework Employer acceptance/support of telecommuting, Internet access. Delivery services Coverage, speed, convenience, affordability.
  • 18. Appropriate Housing Options • Create diverse housing options (various unit sizes, price ranges, styles, etc.) to serve diverse needs (families with children, people with disabilities and low incomes, etc.). • Provide an appropriate amount of affordable housing. • Provide appropriate services, including schools. • Reduced parking requirements and unbundle parking in TODs. • Reduces property taxes and utility fees for compact development in recognition of the lower costs of providing public services compared with automobile-dependent sprawl.
  • 19. Supported by Professional Organizations • Institute of Transportation Engineers • Planning Institute • Transport agencies • World Health Organization • And much more...
  • 20. Motorists Benefit Too More balanced transport policy is no more “anti-car” than a healthy diet is anti-food. Motorists have every reason to support these reforms: • Reduced traffic and parking congestion. • Improved safety. • Improved travel options. • Reduced chauffeuring burden. • Often the quickest and most cost effective way to improve driving conditions. 20
  • 21. TOD Planning Resources Parking and Transit Oriented Developments, EMBARQ Webinar (http://tinyurl.com/lamqqej). Center for Transit-Oriented Development (www.reconnectingamerica.org/html/TOD). Footfalls: Obstacle Course To Livable Cities, Centre For Science And Environment (www.indiaenvironmentportal.org.in/content/footfalls-obstacle-course-livable-cities) Center for Transit-Oriented Development (www.reconnectingamerica.org). Measuring Public Transport Performance- Lessons For Developing Cities, Sustainable Urban Transport Project (www.sutp.org/index.php?option=com_content&task=view&id=2826). Mixed-Income Transit-Oriented Development Action Guide (www.mitod.org). Changing Course in Urban Transport- An Illustrated Guide, Sustainable Urban Transport Project (www.sutp.org/index.php?option=com_content&task=view&id=2825). Sustainable Transportation: A Sourcebook for Policy-Makers in Developing Countries (www.sutp.org), Institute for Transportation and Development Policy (www.itdp.org) Better Street, Better Cities: A Guide To Street Design In Urban India, ITDP (www.itdp.org/betterstreets). Walkability and Pedestrian Facilities in Asian Cities: State and Issues, Asian Development Bank (http://tinyurl.com/kbe52ex ). Transforming Cities with Transit: Transport and Land Use Integration for Sustainable Urban Development, World Bank (http://elibrary.worldbank.org/content/book/9780821397459. Better Urban Mobility in Developing Countries: Problems, Solutions and Good Practices, International Association of Public Transport (www.uitp.org/publications/brochures/Dev-Countries-uk.pdf). Traffic & Transportation Policies and Strategies in Urban Areas in India, Ministry of Urban Development (www.urbanindia.nic.in/programme/ut/final_Report.pdf). Online TDM Encyclopedia (www.vtpi.org/tdm).
  • 22. “Toward More Comprehensive and Multi-modal Transport Evaluation” “Evaluating Public Transportation Benefits and Costs” “The New Transportation Planning Paradigm” “Transportation Cost and Benefit Analysis” “Evaluating Complete Streets” “Online TDM Encyclopedia” and more... www.vtpi.org
  • 23. Implementing Transit Oriented Development (TOD) in Indian Cities - Learnings and Challenges lrangwala@embarqindia.org hdas@embarqindia.org 7th August 2014Lubaina Rangwala Himadri Das
  • 24. PROPOSA L Overall project: The HSR NIP- location An Accessibility Project for Indiranagar Metro Station TOWARDS A WALKABLE AND SUSTAINABLE BENGALURU Structure Station Level TOD: Station Accessibility plans and Development Control regulations Indiranagar, Bangalore; Area Level TOD: Safe Access interventions and better connectivity to transit, MIDC Marole, Mumbai; City Level TOD: Parking Norms in India’s most transit rich city, Mumbai;
  • 25. SAP + DCR Overall project: The HSR NIP- location An Accessibility Project for Indiranagar Metro Station TOWARDS A WALKABLE AND SUSTAINABLE BENGALURU SAP + DCRBangalore has high transit ridership as well as high NMT fatalities 52% walk, bicycle and use public transport Estimated number of traffic fatalities in 2013 =737* Estimated number of NMT fatalities in 2013 =401* * Bangalore Traffic Management Center * Bangalore CTTP 2007/ 2011
  • 26. Overall project: The HSR NIP- location An Accessibility Project for Indiranagar Metro Station TOWARDS A WALKABLE AND SUSTAINABLE BENGALURU SAP + DCRGuiding Principles Compact Development •Ensure utilization of incentives Avoid overloading of infrastructure •Extend benefits of incentives to areas with potential for growth •Meet market demands for residential and commercial development Street Design and Access •Improve quality of streets •Improve quality of public spaces •Strengthen proposals of the Safe Access Proposals Area Character •Protect existing character •Ensure a mixed income bracket for housing •Enhance the existing nodes •Reduce conflicts between auto-oriented and pedestrian-friendly uses and activities
  • 27. Safe Access Proposals Development Control Regulations Station Accessibility Plans and Development Control Regulations SAP + DCR
  • 28. Proposed FAR Urban Design Concept Proposed FAR 4.0 FAR 3.0 FAR ZR regulations Parks Overall project: The HSR NIP- locationProposal: Development Control Regulations SAP + DCR
  • 29. Overall project: The HSR NIP- locationThe Proposal need to be coordinated between Line Agencies SAP + DCR
  • 30. How to ensure Safe Access Proposals are effectively implemented? • Lack of coordination between agencies; How to ensure Development Control Guidelines are integrated in Master Planning process? • No clear mandate for TOD in the present town and country planning act.
  • 31. Overall project: The HSR NIP- location An Accessibility Project for Indiranagar Metro Station TOWARDS A WALKABLE AND SUSTAINABLE BENGALURU MIDC Marol records extremely pedestrian and public transit users 56% walk, bicycle and use public transport Estimated number of pedestrians =1,05,000* MIDC
  • 32. Overall project: The HSR NIP- location An Accessibility Project for Indiranagar Metro Station TOWARDS A WALKABLE AND SUSTAINABLE BENGALURU Safe Access Interventions to improve internal connectivity and access to Metro Street design of primary roads Introducing pedestrian networks Intersection geometry corrections Street design of secondary roads Parking management strategyPP Creating nodes / Place markers Street vending strategy Signage strategy / guidelines SV SS Potential plots for multi-use (public open spaces etc)
  • 33. Overall project: The HSR NIP- location An Accessibility Project for Indiranagar Metro Station TOWARDS A WALKABLE AND SUSTAINABLE BENGALURU MIDCExisting Condition Large gap in the divider No street markings to guide vehicles and Unsafe crossing, no pedestrian refuge area
  • 34. Overall project: The HSR NIP- location An Accessibility Project for Indiranagar Metro Station TOWARDS A WALKABLE AND SUSTAINABLE BENGALURU MIDCComplete street Create pedestrian refuge areas Reduce gap in the divider Create table top intersection Safe crossings
  • 35. Overall project: The HSR NIP- location An Accessibility Project for Indiranagar Metro Station TOWARDS A WALKABLE AND SUSTAINABLE BENGALURU MIDCRole of Vending in Supporting Walkable Local Areas Vendors provide cheap options Located within 5 minutes walking distances from anywhere, they facilitate access to food and create a walkable business district Land provision for canteens, common cooking, storage, cleaning areas
  • 36. Overall project: The HSR NIP- location An Accessibility Project for Indiranagar Metro Station TOWARDS A WALKABLE AND SUSTAINABLE BENGALURU MIDCMultiple institutions inducing a need for equitable participation BEST EMB ARQ MIDC MCGM TRAFFIC POLICE MTSU MMIA Street Design Proposals Parking Proposal for Depots DYC E
  • 37. How do we augment internal capacities within local governments to meet the challenges of – • Lack in technical capacities? • Multi-stakeholder participation? • Multiple agencies and jurisdictions? How do we ensure that TOD models are equitable and inclusive? • Integration of informal markets and vendors in public space?
  • 38. PROPOSA L Overall project: The HSR NIP- location An Accessibility Project for Indiranagar Metro Station TOWARDS A WALKABLE AND SUSTAINABLE BENGALURU Unreal parking requirements in Mumbai, one of India’s most transit rich cities! 10 million people generate 28.5 million ‘one-way’ trips everyday = 250 million kms 53% of those trips are conducted on foot! 78% of the motorized trips are conducted on public transit! Only 6% of the motorized trips are conducted using private cars! CITY POPULATION CAR DENSITY/ 1000ppl PARKING SUPPLY 1 HONKONG 7.1 million 55 0.24 2 SINGAPORE 4.6 million 112 1.30 3 SEOUL 19.9 million 227 1.44 4 BEIJING 14 million 103 0.52 5 GHUANGZHOU 13.2 million 84 0.74 6 AHMEDABAD 5.4 million 55 0.24 7 MUMBAI 12 million 48 2.17 Even though Mumbai city is extremely transit dependent, has low car ownership and usage, it has excessively high parking norms! Parking supply ratios across seven Asian cities; Source: ADB
  • 39. Overall project: The HSR NIP- location An Accessibility Project for Indiranagar Metro Station TOWARDS A WALKABLE AND SUSTAINABLE BENGALURU Effects of Current Parking Norms (DP 1991) on buildings within TOD zones Photo credit: Lubaina Rangwala, EMBARQ India; Elphinstone Road Railway Station Access Building 500m from Marine lines station
  • 40. Making stringent off-street parking norms in TOD areas in Mumbai, a reality! • How does one begin to influence a shift in aspirations for a city moving towards auto-oriented planning? How do we ensure that TOD models are equitable and inclusive? • Lack of affordable housing
  • 41. PROPOSA L Overall project: The HSR NIP- location An Accessibility Project for Indiranagar Metro Station TOWARDS A WALKABLE AND SUSTAINABLE BENGALURU Challenges in Implementing TODs Projects and challenges in implementing TODs in Indian cities Making stringent off-street parking norms in TOD areas in Mumbai, a reality! • Addressing challenges of aspiration Most often we may have the right infrastructure plans, but we lack institutional capacities! • Steps towards augmenting capacities within local governments Implementation is the key! • Coordination between agencies; • Mandates is Town Planning Acts; How do we ensure that TOD models are equitable and inclusive? • Addressing sticky questions around gentrification and affordability. Safe Access Approach; Image Source: EMBARQ India.
  • 42. Thank you Overall project: The HSR NIP- location An Accessibility Project for Indiranagar Metro Station TOWARDS A WALKABLE AND SUSTAINABLE BENGALURU