Sustainable Urbanism Principles of TOD

MARC 703
PRINCIPLES OF SUSTAINABLE URBANISM
UNIT – IV
CONCEPTS OF CONTEMPORARY SUSTAINABLE URBANISM
TRANSIT ORIENTED DEVELOPMENT

&
SUSTAINABLE TRANSPORT PLANNING
SUBJECT CO-ORDINATOR : SUBMITTED BY:
PROF. DHRUV (16001506001)

Dr. JYOTI PANDEY SHARMA SHRUTI (16001506016)
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SOURCE :
TOD GUIDING PRINCIPLES IN INDIA.

BACKGROUND
 India is urbanizing at a rapid pace :
• URBAN POPULATION rising much faster than its total population.
• Level of urbanisation has increased from 17.29% in 1951 to 31.6 % in 2011.
• The urban population in India, which is nearly 377 million is poised to grow to 600 million by 2030.
• The urban population of India contributes 65% of country’s Gross Domestic Product (GDP), which is
expected to grow to 75% in the next 15 years.
• With India witnessing a high economic growth, Indian cities are growing at a rate faster than other
cities in the world.

 Urbanization has led to HORIZONTAL GROWTH of the cities thus creating problems of URBAN SPRAWL.
 This has resulted in increase of trip lengths and HIGHER USAGE OF PRIVATE VEHICLES, problems of
pollution and increased demand of infrastructure.
 To address these issues, many cities have strengthened their public transport by developing mass rapid
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transit systems (MRTS) such as metro rails and Bus Rapid Transit Systems (BRTS).
 It is however, important to efficiently use these systems by integrating the land use with the transport
infrastructure to make the cities livable, healthy and smart.
SOURCE : http://moud.gov.in/upload/whatsnew
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SOURCE : Ministry of Urban Development , Government of India

TRANSIT-ORIENTED DEVELOPMENT (TOD)
 TOD integrates LAND USE and TRANSPORT PLANNING

• AIMS TO DEVELOP PLANNED SUSTAINABLE URBAN GROWTH CENTERS: having walkable and
livable commutes with high density mixed land-use.
• Citizens have access to OPEN GREEN and PUBLIC SPACES and at the same time
TRANSIT FACILITIES are efficiently utilized.

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FIGURE : TOD ALONG TRANSIT STATIONS

 TOD focuses on creation of HIGH DENSITY MIXED LAND USE development in the influence
zone of transit stations, i.e. within the WALKING DISTANCE OF (500-800 M) transit station
or along the corridor in case the station spacing is about 1km as shown in Figure.
TOD advocates pedestrian trips to access various facilities such as shopping, entertainment
and work.
 TOD increases the accessibility of the transit stations by creating pedestrian and Non-

Motorised Transport (NMT) friendly infrastructure that benefits large number of people,
thereby increasing the ridership of the transit facility and improving the economic and
financial viability of the system. Since the transit corridor has mixed land-use, where the
transit stations are either origin (housing) or destination (work), the corridor experiencing
peak hour traffic in both directions would optimize the use of the transit system.
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SOURCE :
INDIAN CONTEXT
INTERPRETING THE
PRINCIPLES OF TOD IN THE

A PARADIGM-SHIFT
Compact, Walkable, Liveable Communities…

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SOURCE : www.reinventingparking.org
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VISION OF TOD POLICY
The vision of the policy is three fold:
 ENABLE TRANSFORMATION:
to assist in transformation of cities from private vehicle dependent city to public transport

oriented development,
 ACCESSIBLE PUBLIC TRANSPORT:

to promote the usage of public transport by making it accessible, encourage green mobility by
encouraging people to walk and cycle and at the same time curb pollution and other negative
impacts of motorization.
 COMPACT WALKABLE COMMUNITIES:

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to create livable and affordable communities, which are compact and walkable.
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Mukund Kumar Sinha,



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Gerald Ollivier, World Bank Group

SOURCE :
Presented at Transforming Transportation 2017
OBJECTIVES OF TOD POLICY
TOD integrates land use and transport planning to develop compact growth centers within the influence zone of
500-800 m on either side of the transit stations i.e. areas within walking distance, to achieve the following
objectives:
 To promote the use of public transport by developing high density zones in the influence area, which would
increase the share of transit and walk trips made by the residents/ workers to meet the daily needs and also
result in reduction in pollution and congestion in the influence area.

 To provide all the basic needs of work/ job, shopping, public amenities, entertainment in the influence zone
with mixed land-use development which would reduce the need for travel.
 To establish a dense road network within the development area for safe and easy movement and connectivity
of NMT and pedestrians between various uses as well as to transit stations.
 To achieve reduction in the private vehicle ownership, traffic and associated parking demand.
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 To develop inclusive habitat in the influence area so that the people dependent on public transport can live in
the livable communities within the walkable distance of transit stations.
OBJECTIVES OF TOD POLICY cont..
 To integrate the Economically Weaker Sections (EWS) and affordable housing in the influence zone by
allocating a prescribed proportion of built-up area for them in the total housing supply.
 To provide all kinds of recreational/entertainment/ open spaces, required for a good quality of life in the
influence area.

 To ensure development of safe society with special attention to safety of women, children, senior citizen
and differently abled by making necessary amendments to the building bye laws.
 To prevent urban sprawl by accommodating the growing population in a compact area with access to the
transit corridor, which would also consolidate investments and bring down the infrastructure cost for
development.
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 To reduce carbon footprints by shifting towards environmentally friendly travel options for the line haul as
well as for access and egress trips.
PRINCIPLES OF TOD
TOD focuses on compact mixed use development around transit corridor such as metro rail, BRTS etc.
International examples have demonstrated that though transit system facilitates transit oriented development,
improving accessibility and creating walkable communities is equally important. Based on the objectives of
National Urban Transport Policy, this TOD policy defines 12 Guiding Principles and 9 Supportive tools, as shown in
Figures, for realizing the objectives of TOD.

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FIGURE : TOD COMPONENTS
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Mukund Kumar Sinha,



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FIGURE : TOD SUPPORT PRINCIPLES TOOLS
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SOURCE : Mukund Kumar Sinha,

Ministry of Urban Development , Government of India


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World Resource Institute , Washington DC

SOURCE :
APPROACH FOR TOD IMPLEMENTATION
INFLUENCE ZONE
 The area in the immediate vicinity

of the transit station, i.e. within a
walking distance, having high

density compact development
with mixed land use to support all
basic needs of the residents is
called the influence zone of a
transit station/ corridor.
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FIGURE : TOD INFLUENCE ZONE
 Influence zone is either established at a transit stations or along the transit
corridors. It is generally up to a radius of nearly 500-800m of the transit
station. Where the distance between the transit stations is less than 1 km
and there is overlap in the influence area, it can be identified as a
delineated zone (around 500m) on either side of the transit corridor within
10 - 12 minutes walking distance.
 The area of influence, where the TOD is planned for implementation, should
be demarcated and notified through master plan and local area plans

before implementation. If in any case the TOD is to be implemented in a
phased manner, the influence area of the TOD can also be notified in
phases. The principles for delineating the influence area should be clearly
indicated so that there is no speculation or confusion regarding the
influence zone.
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HIGH DENSITY COMPACT DEVELOPMENT
 TOD promotes densification in the influence area by providing higher Floor Area Ratio (FAR)/ Floor
Space Index (FSI) and higher population & job density as compared to the area around and beyond
the influence areas.
 To ensure sustainable development, the minimum FAR should be 300 - 500%, and can be higher,
depending on the city size. This will promote higher concentration of people within the walking

distances of transit station, thereby increasing the ridership of the public transport and resulting in
increased fare revenue, pollution and congestion reduction.
 It is not necessary to keep the density and FAR norms consistent for the influence areas across the
city. It can vary depending on the infrastructure available, land use zoning, transit capacity etc.
 Cities should follow green building norms, adopt renewal sources of energy such as solar and waste
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to energy options, adopt rain water harvesting and ground water recharge techniques, which would
encourage water conservation, utilization of clean energy and promote sustainable waste
management so as to make them self-sustaining through efficient use of resources and
infrastructure.
SOURCE :
MIXED USE DEVELOPMENT
 Mixed land use should be stipulated for development/ redevelopment in the TOD zone as it
would reduce the need for travel by providing most of the activities such as shopping,
entertainment and public amenities such as schools, parks, playgrounds, hospitals etc.
within the walking distance of the residents.

 A blend of land-uses help in the optimization of physical infrastructure and resources, as all
components like roads, parking, water, sewerage etc., remain functional at all times of the
day.
 Mix of uses within the TOD can be achieved either by horizontal mixing i.e. separate
activities in separate plots/ buildings or vertical mixing i.e. combining different activities
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within the same building.
MANDATORY AND INCLUSIVE HOUSING
 The cities should fix a minimum percentage (30% or higher) of allowed FAR for affordable housing (for
example up to 60 sq.mt. area) in all development/redevelopment in the influence zones.
 Housing in the influence zone should have a mix of all economic groups/ sections. The development control
regulation should stipulate housing for Economically Weaker Sections (EWS) as well as LIG/MIG, or other
types based on Census definition, in the influence area to give an opportunity to the people who depend on
public transport for daily commuting to live in walkable neighborhoods.

 The upper limit to the area of individual dwelling unit should be fixed as a regulatory component in the
influence zones to ensure housing for LIG/MIG.
 To ensure provision of EWS housing, a 10-15 percentage of built up area in the influence zone should be
defined. This could be ensured by providing mandatory incentive of additional FAR for EWS housing. It
should also be ascertained that only low income families/ individuals are provided ownership of these EWS
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units.
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MULTIMODAL INTEGRATION
The influence area should have high quality integrated multimodal transport system for the
optimum use of the facilities by the residents/users. The system should have seamless physical
connectivity, information integration and fare integration across modes so that the first and last
mile connectivity does not become a bottleneck in the use of public transit systems by the citizens.
FOCUS ON PEDESTRIANS, CYCLISTS AND NMT USERS

The streets should be designed for users of all age groups and for all types of commuters including
pedestrians, bicyclists, motorists and transit riders. They should be safe and accessible by all.
TRAFFIC CALMING
To promote a safe and secure environment for pedestrian and NMT users, necessary measures
should be taken to reduce speed as well as volume of motorized traffic in the influence zone. On
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streets which are primarily designed for movement of pedestrian and NMT as well as those having
ROW less or equal to 12m, the maximum speed limit should be restricted to 20 kmph by design by
use of table top crossings, carriage way surfaces etc. For all other streets, in and around the
influence zone, the speed should not exceed 40 kmph.
MANAGED PARKING
• To discourage the use of private vehicles and to manage parking in TOD, it is essential that the
supply of the parking is reduced and made expensive within the influence zone.
• On-street parking should be prohibited within 100 m of the transit station, except for freight
delivery and pickup or drop-off of the differently abled.
• The use of parking spaces within the influence zone can be maximized by sharing of spaces
between uses that have demand during different times of the day. For example parking

requirements for office/work can be shared with the parking spaces for residences as their hours
for demands do not coincide with each other.
VALUE CAPTURE FINANCING (VCF) FOR TOD
Value Capture is based on the principle that private land and buildings benefit from public
investments in infrastructure and policy decisions of the Government. Part of the increment in value
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of land and building should be captured to fund projects being set up for the public by the Central/
State government and the ULBs. The additional value is generated by actions other than the land
owner’s direct investment. Land value capture is distinct from the user charges or fees that agencies
collect for providing services.
STATUTORY FRAMEWORK
• TOD policy should be notified as part of the Master Plan/Development plan of the city.
The policy document should clearly outline the importance of the high capacity transit
networks in the city’s development.
• The vision of the Master Plan/ Development Plan should be resonated by all the

stakeholders, especially those involved in infrastructure development and preparation
of development plans. The building bye-laws and development control regulations
would need to be amended to incorporate the changes required for implementing TOD.
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COORDINATION AND IMPLEMENTATION
 Implementation of TOD would entail the involvement of various agencies for preparation
of master plans or sector plans, reviewing the infrastructure building regulations,
provision of public transport and traffic control, etc.
 Therefore, to ensure the success of TOD, it is important that there is coordination

between these agencies for efficient planning and implementation. For this purpose, a
suitable institutional mechanism may be created in cities.

 An entity formed jointly by the Urban Local Body and the Development Authority would
be most suitable for expeditious planning and implementation of the TOD; however, till
the time such a body is set up, city development authority could coordinate the
implementation.
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 Adequate capacity building measures may also be taken by the state governments and
urban local bodies to familiarize the officials with the tenets of TOD.
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SOURCE :
CHALLENGES
FOR TOD IN INDIA
OPPORTUNITIES AND

WEAK FRAMEWORKS TO INTEGRATE
TOD INTO STATUTORY DOCUMENTS
 National level guidelines (UDPFI), State Level Acts (TCPA),

and city master plans do not acknowledge the need to
integrate land use and transportation.

 Urban form controls and local area plans are not
mandated.
 Automobile oriented transport planning which is single use

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based and promotes the use of private vehicles dominates

new areas and redevelopments.
SOURCE : EMBARQ india.org

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CHALLENGES OF TOD IN INDIA


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Maze of flyovers at Hebbal, Bangalore - Neither practical

nor desirable in emerging economies

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SOURCE : ncrb.nic.in / Analysis: EMBARQ India/ Binoy Mascarenhas

 Density of people is high and mixed land uses are abundant in city centres.
 Walking is the dominant mode of movement in most Indian cities especially for economically
weaker sections.
 Vehicular ownership is gradually increasing, but is not yet an indispensable habit, and needs to be
protected while making sustainable transport modes attractive and easily accessed.

 Over Rs 100,000 crore of investments being made in India currently in the transport sector and
should not result in poorly translated projects on ground.
 Over 7+ cities are opting for metro rail and another 7+ opting for BRT hence accessibility around
these transit stations is key.
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 Post the census 2011, several master plans and developmental projects are under review and is
an opportunity to introduce land use and transport integration.
SOURCE :EMBARQ india.org

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SOURCE :

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SOURCE :

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SOURCE :

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SEAWOODS MALL TIMELINES AT A GLANCE

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SOURCE : EXQUISITE BUILDCON PROJECTS PVT. LTD.

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PROPERTY DETAILS
Features Details
Project Details :
 EXQUISITE MIXED USE MALL PROPERTY (INCLUDES)
 A.) RETAIL MALL SPACE

 B.) ENTERTAINMENT ZONE
 C.) COMMERCIAL OFFICE COMPLEX
 D.) HOSPITALITY ZONE

Location :
 SEAWOOS (POPULARLY KNOWN NRI COLONY – AT NAVI MUMBAI).
 RAILWAY STATION MALL ON THE RAILWAY STATION AT NAVI MUMBAI REGION.
 THE PROPERTY IS DEVELOPING BANG ON THE RAILWAY STATION.
Amenities & Features :

 State-Of-The-Art ARCHITECTURAL MARVEL WITH LUXURIOUS AMINITIES, FACILITIES & INFRASTRUCTURE.
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PROPERTY DETAILS
Features Details
Developers :
 LARSON & TOUBRO – INDIAS LARGEST CONGLOMATE WITH NATIONAL & INTERNATIONAL BRANDS
PARTICIPATING IN THE PROJECT.
Title :

 THROUGH THE TENDER PROCESS CIDCO AWARDED THE PROJECT TO L & T.
 PROJECT DEVELOPMENT BY L & T SEAWOODS PVT. LTD. (SUBSIDIARY OF L & T GROUP).
Proposal :
 LEASING.
Area Proposed :
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 DIFFERENT TYPE 7 SIZE OF SPACE IS OFFERED ZONE WISE IN THE RETAIL MALL COMPLEX, OFFICE
COMPLEX, ENTERTAINMENT ZONE, & FOR THE HOSPITALITY PROJECT LEASING PROPOSAL INVITED
WITH REVENUE SHARING MODEL (MG DRIVEN)

SEAWOODS STATION & MALL MASTER PLAN AT A GLANCE

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 Seawoods Grand Central (SGC) Mall, located at Navi
Mumbai, is part of Nexus Group of Malls. Nexus Malls is
the India's retail portfolio of world's leading investment
firm The Blackstone Group.
 SGC Mall is India's largest Transit Oriented Development

(TOD). TOD's are a crossroad of enterprise and

entertainment, culture and commerce; where offices,
malls, restaurants and recreational spots converge
around a transit station or stop.

REAL IMAGE : SEAWOODS GRAND CENTRAL MALL,MUMBAI
COURTESY : TIMES OF INDIA
 The mall shall also has a multiplex and

an entertainment zone in it's phase 2.
 Besides being directly connected to the

Seawoods railway station, the mall is 5
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minutes from Belapur CBD, easily

accessible from 8 lane Sion-Panvel
express highway and closer to
proposed Navi Mumbai Metro corridor.
RENDERED VIEW : SEAWOODS GRAND CENTRAL MALL,MUMBAI

COURTESY : BANSAL REAL ESTATE CORP.
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TOD IN CURITIBA:
HOW BRT MAY RESHAPE A CITY

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SOURCE : FABIO DUARTE, City Council Advisor, Curitiba

TOD IN CURITIBA:
HOW BRT MAY RESHAPE A CITY
ELEMENTS OF A FULL BRT

 DEDICATED LANES
 SPECIFIC TERMINALS AND STOPS
 SPECIAL VEHICLES


OPERATION AND SERVICE PLAN
 FARE COLLECTION
 INFORMATION TECHNOLOGY SYSTEMS
 MARKETING
the success of brt results from a permanent struggle to fulfil all

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demands that should be provided by rail.

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TRANSPORT AND THE CITY
the success of curitiba’s BRT has been never a
matter of buses, but of planning urban
development and transport together.
BRT IN CURITIBA

curitiba’s public transport is based on 4 elements
. a complex network of feeder lines

. link between transport and road system
. link between transport and land use
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. BRT corridors keep the city at a human scale

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Project Sustainable Urban
Transport Project
GEF Grant Number TF095549-IN

Project ID P100589
Project Approval
Project Start Date
10 December 2009
May 2010
5 CITIES UNDER SUTP,INDIA

Project End Date November 2014
Closing Date (revised) 30 March 2018
 INDORE, MADHYA PRADESH
 MYSORE, KARNATAKA
Country India
Implementing Agencies – PMU, IUT, MoUD
 HUBLI- DHARWAD, KARNATAKA
Component 1: Capacity
Building
 NAYA RAIPUR, CHATTISGARH
 PIMPI - CHINCHWAD, MAHARAHTRA
Implementing Agencies – NRDA, AICTSL, HDBRTSC,
Component 2: KSRTC, PCMC
Demonstration Cities
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Implementing Agencies – PMU, MoUD

Component 3: Project
Table: General Management Capability
Project Information strengthening
SOURCE : www.sutpindia.com
SUSTAINABLE URBAN TRANSPORT PROJECT (SUTP)
• Achieving sustainable urban transport has become a primary objective with the adoption of National Urban
Transport Policy (NUTP) by the Government of India (GoI).
• To foster a long-term partnership between GoI and state/local governments in the implementation of a greener
environment under the ambit of the NUTP, GoI has initiated the Sustainable Urban Transport Project with the
support of the Global Environment Facility (GEF), World Bank and UNDP. Efforts to reduce or contain
environmental risks form an important component of this project.
• SUTP consists of capacity building programmes and city demonstration projects, which aim to induce a major

change in urban transport in India.
• The project is assisting in the training and professional development of transport professionals in India and has
produced manuals and guidelines for urban transport institutions, systems and design processes.
• The project is also supporting the design and delivery of innovative sustainable urban transport systems in five
demonstration cities.
• SUTP is supported by the Government of India (GoI), through the Ministry of Urban Development (MoUD), the
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Global Environment Fund (GEF), World Bank, United Nations Development Agency (UNDP), the states and
cities for which the demonstration projects are located within.
• The project is administered nationally by a Project Management Unit (PMU) in the MoUD. The PMU is staffed by
a team of professionals supported by a Project Management Consultant (PMC). Each of the demonstration cities
has a Project Implementation Unit (PIU) SOURCE : www.sutpindia.com
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COMPLETE COMMUNITIES THROUGH BETTER DESIGN

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SOURCE : IBI Group Report, Task 1 Report, NRDA, Naya Raipur

COMPLETE COMMUNITIES THROUGH BETTER DESIGN

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SOURCE : IBI Group Report, Task 1 Report, NRDA, Naya Raipur

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SOURCE :


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Gerald Ollivier, World Bank Group

SOURCE :

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SOURCE : Gerald Ollivier, World Bank Group


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SOURCE :
http://www.gmda.in/
CASE STUDY - GURUGRAM

NEED OF THE HOUR: SUSTAINABLE MOBILITY
According to a Centre for Science and Environment (CSE) analysis, the density of cars in Gurugram is far
higher than in Delhi.
In 2014, Gurugram had 323 cars per 1,000 people compared with 88 cars per 1,000 people in Delhi.
The city, which has grown vertically, has more people per sq km than Delhi does. And to top that, over 1.3
lakh cars and SUVs from Delhi come to Gurugram every day, clearly indicating the reason for Gurugram’s

clogged roads.
According to Gurugram’s mobility plans, only 20 percent of footpaths are usable; the city does not have
dedicated cycle tracks. It lacks a public transport system and the MCG is yet to launch a city bus service.
With limited sustainable transport options and increased private motorisation, Gurugram’s traffic is taking a
toll on commuters.
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With a team of 350 personnel, Gurugram traffic police oversees and controls traffic in the entire district.
However, going ahead, the Haryana government plans to recruit 1,000 new officers to gain better control
over the city’s traffic.
At The Gurugram Story, spotlight is on sustainable mobility and green homes.

SOURCE : Article By - Libza Mannan
INIITIATIVES
 In order to streamline Gurugram’s mobility, there is need for private players to step up and help the
government.
 Players like Ola and Uber are already bringing in a paradigm shift in integrated transport with the

sharing economy.
 However, private entrepreneurs and citizen’s groups can also play a significant role in revamping
Gurugram’s sustainable urban transportation.
 In the past, Gurugram has hosted biking-focused initiatives, including Raahgiri and car-free day.
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At The Gurugram Story, spotlight is on sustainable mobility and green homes.

SOURCE : Article By - Libza Mannan
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SOURCE :
http://rapidmetrogurgaon.com
PANORAMIC VIEWS OF THE RAPID METRO, GURUGRAM

 Rapid Metro is a fully elevated rapid transit system for the
commuters and citizens of Gurugram, Haryana.
 This system provides a transport solution for areas in and around
Cyber City, DLF Phase 2,DLF Phase 3, NH-8 & Golf Course Road up
to Sector 55-56 Gurugram and provides connectivity to Delhi
Metro from Sikanderpur Station.
 The aim is to provide a stress free, safe and comfortable journey

to all our commuters in a pollution free and eco-friendly manner.

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SOURCE : http://rapidmetrogurgaon.com
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SOURCE :

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SOURCE :
http://rapidmetrogurgaon.com

 Birthday on Wheels

Memory of a life time: Celebrate the birthday of your loved ones with us. One complete train dedicated for you
and your guests. Amazing on board activities such as magic show, tattoo making and games. All you need to do
is book the 'Birthday on Wheels' train.
 Hassle Free Ride

As a part of school engagement programme and to promote group travel, Rapid Metro has introduced Hassle
Free ride for various corporates & schools. Dedicated coach is offered for one complete ride of the system.
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 Educational Programmes
Come and learn with Rapid Metro Gurgaon, be more than just a traveler. Experience educational trip organized
by Rapid Metro and know more about how the metro functions. Customized programs are available for
schools, colleges and institutions alike.
SOURCE : http://rapidmetrogurgaon.com
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SOURCE : http://cistup.iisc.ac.in/research-themes.php

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BHUBANESWAR TOWN CENTRE - PROPOSAL
Bhubaneswar:
Internationally famed, Singapore-based Surbana Jurong today won the prestigious bid to
design the ambitious Bhubaneswar Town Centre (BTC) project, which is going to be the first
such transit-oriented development (TOD) project in the country.
BTC Project:
 The Bhubaneswar Town Centre (BTC) Project is envisioned as the city’s first planned TOD

initiative and also first smart building project in Bhubaneswar.
 As part of the Bhubaneswar Smart City Proposal, the city’s Area Based Development vision
is centered around the BTC project.
 This 12- acre site, located on the west side of the railway tracks at the Master Canteen
Square, is accessible directly from the city’s main commercial spine- Janpath.
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SOURCE : http://pragativadi.com/ - 27 September 2017

BHUBANESWAR TOWN CENTRE - PROPOSAL

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SOURCE : http://pragativadi.com/ BTC-LOCATION-MAP-1.jpg

Elements:
The BTC project will primarily have elements like
 THEATRE PLAZA,
 RETAIL AND MALLS,
 NATURE PLAZA,
 LANDSCAPE,
 TOWN PLAZA,
 ART PLAZA,

 EXPERIENCE PLAZA AND
 CHILDREN’S PLAZA.
 FOOD COURTS
 SERVICE APARTMENTS
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SOURCE : http://pragativadi.com/ - 27 September 2017

Sustainable Urbanism Principles of TOD

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MARC 703

PRINCIPLES OF SUSTAINABLE URBANISM

CONCEPTS OF CONTEMPORARY SUSTAINABLE URBANISM

TRANSIT ORIENTED DEVELOPMENT

PROF. DHRUV (16001506001)

TRANSIT ORIENTED DEVELOPMENT

TRANSIT ORIENTED DEVELOPMENT

SOURCE : Ministry of Urban Development , Government of India

TRANSIT ORIENTED DEVELOPMENT

 TOD integrates LAND USE and TRANSPORT PLANNING

TRANSIT ORIENTED DEVELOPMENT

FIGURE : TOD ALONG TRANSIT STATIONS

TRANSIT ORIENTED DEVELOPMENT

TRANSIT ORIENTED DEVELOPMENT

TRANSIT ORIENTED DEVELOPMENT

TRANSIT ORIENTED DEVELOPMENT

The vision of the policy is three fold:

TRANSIT ORIENTED DEVELOPMENT

 ACCESSIBLE PUBLIC TRANSPORT:

 COMPACT WALKABLE COMMUNITIES:

Mukund Kumar Sinha,

TRANSIT ORIENTED DEVELOPMENT

TRANSIT ORIENTED DEVELOPMENT

Gerald Ollivier, World Bank Group

TRANSIT ORIENTED DEVELOPMENT

TRANSIT ORIENTED DEVELOPMENT

Figures, for realizing the objectives of TOD.

TRANSIT ORIENTED DEVELOPMENT

FIGURE : TOD COMPONENTS

Mukund Kumar Sinha,

TRANSIT ORIENTED DEVELOPMENT

TRANSIT ORIENTED DEVELOPMENT

FIGURE : TOD SUPPORT PRINCIPLES TOOLS

SOURCE : Mukund Kumar Sinha,

TRANSIT ORIENTED DEVELOPMENT

TRANSIT ORIENTED DEVELOPMENT

World Resource Institute , Washington DC

 The area in the immediate vicinity

TRANSIT ORIENTED DEVELOPMENT

FIGURE : TOD INFLUENCE ZONE

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within the same building.

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FOCUS ON PEDESTRIANS, CYCLISTS AND NMT USERS

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delivery and pickup or drop-off of the differently abled.

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VALUE CAPTURE FINANCING (VCF) FOR TOD

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 Therefore, to ensure the success of TOD, it is important that there is coordination

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 National level guidelines (UDPFI), State Level Acts (TCPA),

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 Automobile oriented transport planning which is single use

based and promotes the use of private vehicles dominates

SOURCE : EMBARQ india.org

SOURCE : EMBARQ india.org

TRANSIT ORIENTED DEVELOPMENT

TRANSIT ORIENTED DEVELOPMENT