SEMINAR PRESENTATION ON
AN INTRODUCTION TO
TRANSIT ORIENTED DEVELOPMENT
Presented By: Ridam Shah
Scholar No: 162111505
“TRANSPORTATION ENGINEERING SECTION”
DEPARTMENT OF CIVIL ENGINEERING
MAULANA AZAD NATIONAL INSTITUTE OF TECHNOLOGY
BHOPAL
JANUARY 6, 2017
Outline of Presentation
• Introduction
• Literature Review
• Goals of TOD
• Design Principles of TOD
• Advantages of TOD
• Present efforts in India
• Case Study
• Conclusions
• References
Introduction
What is TOD ?
A Transit Oriented Development (TOD) is the creation of
compact,walkable, mixed-use communities centered around
high quality transit system especially the BRTs and MRTs.
Introduction
Why TOD ?
Factors driving the trend towards the TOD are :
Rapidly growing traffic congestion nation-wide
Rapidly growing pollution due to motorized vehicle
Growing desire for quality urban lifestyle
Growing desire for more walkable lifestyles away from traffic
Changes in family structures: more singles, empty-nesters, etc
Growing national support for Smart Growth
Literature Review
1. Papa et al. (2015):-
Objective Methodology Conclusion
To explore the The following overarching The comparison
relationship between questions were addressed: demonstrated that rail-
Transit-Oriented i. Does a TOD-informed based accessibility was
Development (TOD) urban spatial structure higher in urban areas
and rail-based correlate with high rail where inhabitants and
accessibility in a based accessibility? jobs were more
metropolitan area. ii. Which features of TOD are concentrated around
correlated to rail-based the railway network.
accessibility?
These questions were answered
through a comparative
analysis of six metropolitan
areas in Europe.
Literature Review
2. Renne et al. (2013):-
Objective Methodology Conclusion
This study illustrates a The study compares The comparison
typology of all fixed TAD, hybrids, and TODs with showed that in 2000 and
transit boundaries respect to commuting, vehicle 2010, TODs had
across the United ownership, economic significantly higher shares
States to categorize all indicators, of walking, bicycle and
stations as either a and built environment transit commuting in
TOD, TAD or hybrid. indicators in the United States. comparison to hybrids and
TADs.
Literature Review
3. Currie et al. (2006)
Objective Methodology Conclusion
This literature takes a The performance of BRT systems This study concluded that
critical look at the in noise pollution impacts of
strengths and relation to TOD is considered with buses, and a
specific reference to BRT systems poor track record of bus in
challenges of bus-
in Australia. In relation to TOD were the
based transit systems
addition, TOD related to local most significant weaknesses
compared to rail in suburban bus service is examined. identified for bus services as
relation to TOD. a whole.
It also concluded that
implementation of BTOD is a
more difficult
task than related RTOD.
Literature Review
4. TOD Analysis for the Indian Context, CISTUP (2014)
Objective Methodology Conclusion
The report aims to The methodology used for this The report concluded
explore the TOD report: that variations in at least
some or all of the TOD
principles, components, exists in
TOD Review and Analysis for the
parameters and following cities: the areas around the
components that USA – New York and Portland transit stations.
can be applied and UK – London
adopted in Indian Asia – Hong Kong and Singapore
India – New Delhi and Mumbai
cities. South America – Sao Paulo
Exploration and Analysis of TOD
principles and parameters for the
above cities
Goals of TOD
The goals of Transit Oriented Development are to:
• Reduce private vehicle dependency and promote
public transport use through design, policy and
enforcement
• Provide public transport access to the maximum
number of people through densification and
multimodal connectivity
Design Principles of TOD
The 8 Principles of the TOD standard for designing better
streets and better cities:
1. WALK
2. CYCLE
3. CONNECT
4. TRANSIT
5. MIX
6. DENSIFY
7. COMPACT
8. SHIFT
WALK | Develop neighborhoods that promote walking
CYCLE | Prioritize non-motorized transport networks
CONNECT | Create dense networks of streets and paths
TRANSIT | Locate development near high-quality public transport
MIX | Plan for mixed use
DENSIFY | Optimize density and transit capacity
COMPACT | Create regions with short commutes
SHIFT | Increase mobility by regulating parking and road use
Advantages of TOD
The advantages of Transit Oriented Development are:
• Higher quality of life
• Better places to live, work, and play
• Greater mobility with ease of moving around
• Increased transit ridership
• Reduced traffic congestion and driving
• Reduced car accidents and injuries
• Reduced household spending on transportation, resulting in more
affordable housing
• Reduced pollution to a great extent
Present efforts in India
Mumbai: Eliminating low density, outward expansion, the city’s
proposed Development Plan instead calls for higher FSI up to 8 along
rapid transit corridors and commercial districts, while restricting FSI to 2
or less in areas without transit access.
Ahmedabad: allowed higher densities for developments along transit
corridors, with Central Business District having an FSI of 5.4. better
streets, an improved public realm and infrastructure upgrades.
Delhi: to allow higher densities In a TOD zone, which extends 500
metre on either side of an identified Delhi Metro corridor, to avail 400
FAR, mandate mixed use, and eliminate setbacks and compound walls
for developments near public transport hubs
Source:- [Link]
CASE STUDY
Delhi TOD strategies
Source- Transit Oriented Development- Policy, Norms and Guidelines
Department- UTTIPEC, Delhi Development Authority, New Delhi,
December,2012
Figure - New Delhi ,location of TOD implementation
Source- [Link]
Problems
• Inspite of Delhi’s recent investment in Public Transportation, it was
unable to deliver efficient, comfortable and affordable mobility
options to its citizens.
• This has consequentially resulted in the ever increasing number of
private vehicles.
• There has been an exponential growth in private motor vehicle
ownership, and a corresponding increase in pollution and
congestion, with loss of man-hours.
• It also lacked to address the integration of infrastructure, land-use and
transport.
Solution
• UTTIPEC & Delhi Development Authority: framed a Transit Oriented
Development for Delhi.
Zoning of TOD for Delhi
• To facilitate an organized development and to bring transparency in
the development process as per TOD, the Influence Zone is further
divided as:
Zone 1: Intense TOD Zone (300 M influence zone of all MRTS
Stations)
Zone 2: Standard TOD Zone (800 M influence zone of all MRTS
Stations)
Zone 3: TOD Transition Zone. (2000 M influence zone of all MRTS
Stations)
Figure – Influence and coverage area under MRTS and BRTS, Delhi
Source – Transit Oriented development- Policy, Norms and Guidelines ,2012
Benefits of TOD to Delhi
• Transit Oriented Development envisages itself as a holistic approach
towards integrating existing infrastructure, land-use and future
transportation options.
• It provides a cheaper public transport, better liveable environment and
quality of life.
• It focuses on affordable housing, mixed-use & high density
development.
• It also focuses on PPP development opportunities to provide the
required infrastructure at an affordable and timely manner.
Conclusions
• The present study indicates that dependency on private vehicle can be
reduced there by promoting public transport by implementation of
TOD.
• TOD can provide a cheaper public transport, better liveable
environment and quality of life.
• TOD may help in integrating existing infrastructure, land-use and
future transportation options.
• It also implies that TOD focuses on PPP development opportunities to
provide the required infrastructure at an affordable and timely manner.
References
1. Currie, G., 2006. Bus transit oriented development—strengths and
challenges relative to rail. Journal of Public Transportation, 9(4), p.1.
Source- [Link]
2. Papa, E. and Bertolini, L., 2015. Accessibility and Transit-Oriented
Development in European metropolitan areas. Journal of Transport
Geography, 47, pp.70-83.
Source - [Link]
3. Renne, J.L. and Ewing, R., 2013. Transit-oriented development: an
examination of America’s transit precincts in 2000 & 2010.
Source- [Link]
4. 'Sustainable Urban Transport - Principles and Implementation Guidelines for
Indian Cities' 2013, Shakti Sustainable Energy Foundation, IUT.
Source - [Link]
5. 'TOD Analysis for the Indian Context' 2014, Centre for Infrastructure,
Sustainable Transport and Urban Planning (CiSTUP), Indian Institute of
Science, Bangalore.
Source – [Link]
6. ‘Transit Oriented Development – Policy, Norms and Guidelines’, 2012
UTTIPEC, Delhi Development Authority
Source- [Link]