SUSTAINABLE TRANSPORTATION SYSTEMS

Lecture 25: TOD implementation

By-
Prof. Bhola Ram Gurjar
Dept. of Civil Engineering

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Contents

TOD implementation:

• Features of inclusive & resilient TOD

• Barriers in TOD implementation
• Scale of TOD
• Stakeholder
• Readiness assessment
• Transit selection
• Corridor selection

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Inclusive and resilient TOD 1/2
• Align human/economic densities, mass
transit capacity and network characteristics
for greater accessibility

• Create compact regions with short

commutes

• Ensure resilience of areas connected by

mass transit

• Plan for mixed-income neighborhoods at

corridor level
Image source: World Economic Forum

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Inclusive and resilient TOD 2/2
• Create vibrant, people-centric public
spaces around stations

• Develop neighborhoods that promote

walking and biking

• Develop good quality, accessible, and

integrated public transit

• Manage private vehicle demand

(minimize car use)
Image source: [Link]

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Inclusive infrastructure
Image: Ramp
for wheelchair
Inclusive Infrastructure: makes transit
accessible for
• Enhances positive outcomes in PWDs.
social inclusivity

• No individual, community or
social group is left behind

• No one is prevented from

benefiting from improved
infrastructure
Source: [Link]

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Example of Inclusive infrastructure: Delhi Metro

Delhi metro fare structure for 32 While designing, Delhi

km+ trip is Rs 60 (avg. cost for 32 metro, it is ensured that
km= 1.87 INR/km), which is very it is user friendly for
low specially compared to Person with disability
cab/taxi. (PWD)/Divyangs
Source: [Link]
through proper signage,
This makes Delhi metro affordable guidance path,
even for poorest section of society wheelchair mobility etc.
and ensure everyone enjoys the
benefits of public infrastructure.
Note: Fare prices of Delhi metro are flexible in nature.

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Resilient infrastructure
Mitigate Adapt
Capacity of infrastructure & related
systems to:

• Mitigate, adapt or positively respond to Transform

chronic and acute stresses (i.e.,
earthquake, tsunami, overcrowding Resilience Cycle
etc.)

• Transforming system in ways that

restore, maintain and even improve
their essential functions

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Example of resilient infrastructure: Delhi
Delhi comes under one of most seismic
active zone.
Delhi metro is resilient for earthquake
but development along the route and
structures above metro tunnels in old
Delhi areas are not resilient to
earthquake.

Image: High-rise apartment with a "soft storey" for parking on the

ground floor making them more vulnerable to earthquakes

Source: United Nations Office for Disaster Risk Reduction, 2019

Image: [Link]

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Barriers in TOD implementation 1/3 • Lack of regional coordination at
the metropolitan level

Example: Delhi Metro spread in

three states, NCT-Delhi, Haryana &
Uttar Pradesh. Initially lack
coordination hurdled the
implementation of metro system.

Gurugram,
Haryana

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Example: Regional Coordination
• Initially Gurugram/rapid metro (in
state of Haryana), was separately
built and developed.

• Later operation was handed over to

DMRC (Delhi Metro Rail
corporation).

• It has brought more coordinated

operation of rapid metro and single
card system for users during ride.

Image source: [Link]

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Barriers in TOD implementation 2/3
Sector silo behavior :
• Sector silo behavior and practices at the city level Hesitation in sharing data or
information with other
• Inadequate policies and regulations for strategically sectors (inter-departmental)
creating articulated densities

• Restrictive national regulations and administrative

constraints

Example: Policies which don’t permit any activity

associated with construction or development of TOD in any
region such as environmental policy or restrictions due to
security etc.
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 Articulated densities
Densification neither
• Sometimes density obtained from just dividing the should be very less that it
population with area is deceptive in nature. doesn’t create enough
ridership nor make it
• Ex.- If a sub-urban district’s overall population density is very should over crowd the
less but most of the population living in a very dense land transit.
use, density must be assumed for that part of district not
whole area.

• While planning TOD, it should be ensured that it is

comfortable for users, travelling in transit shouldn’t become
tedious task.

• Land use planning should be done to properly manage the

density.
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 Example: Articulated densities- Overcrowding
• Local market (Palika Bazar), Heritage structure
& prominent market and as a recreational
hub, Connaught place (Rajiv Chowk) has very
high footfall.
• Also being the junction for Yellow and Blue
line of DMRC, metro station becomes very
crowded even after high frequency metro.
• This makes transit uncomfortable.

Image: Crowd at Rajiv Chowk metro station

Source: Times of India

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Barriers in TOD implementation 3/3 TOD aims at high rise-
• Inconsistencies in the planning instruments and deficiencies compact & mix use
in their implementation development but if high rise
construction is not allowed,
• Inadequate policies, regulations, and supporting would implementation of
mechanisms for redeveloping built-up areas, particularly TOD fully possible?
brownfields or distressed and blighted districts No, need to change policies
& regulation accordingly.
• Neglected urban design at the neighborhood and street
level
(Supporting road infrastructure is essential to assess the transit)

• Financial constraints
(Development of MRTS system is very cost intensive)

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TOD Framework

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Scale of TOD

Area/location Development context

• City region • Greenfield

• Corridor • Sub-urban

• Station area • Urban

• Site level

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Scale of TOD- City region
Administrative Boundaries/ Transit
Systems

• Involves integration of land uses

with transit system planning to
support analysis and decision Image: TOD in Addis Ababa, Ethiopia
Source: [Link]
making related to citywide growth
management.
• Provides a point of intervention for
TOD as a policy in statutory
documents (Master Plan/
Development Plan).

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Scale of TOD- Corridor

10-minute (800m-2km) walking/cycling distance on both

sides of existing/planned transit corridor.

Ensures that development at one Image: Hubballi-Dharwad BRTS (twin

station complements development city in Karnataka)
Source: [Link]
at other stations, resulting in a
network of transit-oriented places.

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Scale of TOD- Station area

5–10-minute (400m-1km) walking distance from station

facilities.
Ex.- TRX financial district, Kuala Lumpur, Malaysia

Focuses on areas surrounding transit stations within a 5-

10minute walking distance focusing on land use, safe
access to transit station for all users, transit station
accessibility, multimodal integration and connectivity.

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Scale of TOD- Site level

Individual parcel within 5–10-minute (800m-1km)

walking distance from the station facility.

Ex.- Metro Mansion Station, Nanchang, China

Focuses on individual developments within a

station area. Includes targets for net intensity and
density for development, internal circulation,
building design and parking.

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TOD- Greenfield

Features of greenfield TOD

• Single ownership
• High percentage of government lands
• Lower land costs
• More financial resources appropriated
• Opportunity for constructing higher capacity
infrastructure systems
• Minimal regulatory barriers

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Example- Greenfield TOD: Naya Raipur

• Naya Raipur is satellite city of Raipur, capital

of Chhattisgarh.

• A new city is planned with BRTS system.

• Land use planning is done along the transit

following TOD principles.

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TOD- Suburban

Features of Suburban TOD

• Higher percentage of sites available for

transformation

• Opportunity to improve transit access to

lower density neighborhoods

• Low land costs compare to urban

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TOD- Urban/brownfield

Features of Suburban TOD

• Often located near major transportation corridors and

established employment centers

• Active transportation modal share is higher, specifically in

low- and middle-income areas

• Opportunity to improve transit access

• Opportunities for redeveloping aging building stock

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Example: Urban TOD
• Delhi metro system is an example of
Urban TOD.

• Delhi is already populated with dense

land use.

• Later metro system was introduced for

providing easy transit to residents.

• Appropriate zoning regulations were

done to ensure compact land use
development.
Image source: [Link]

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 Stakeholders in TOD planning

• Policy makers & political leadership • Economic development

stakeholders
• Academia & researchers of related
fields • Community

• Transport planners • Urban planners

• Road (transport) safety experts

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Stakeholder consultation

• Process where project proponent convince the policy

makers, leadership, various stakeholders including civil
society organization or groups to implement TOD.

• TOD projects are generally cost-incentive, huge changes in

land use and affects a large section of society.

• Thus, it becomes important to bring all stakeholders on one

page and put efforts uni-directionally to make a positive
impact and transform the transits all along.

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TOD readiness assessment

Assessment of any location/city/region based

on following factors whether TOD can be
implemented or not:

• Existing policy and regulatory framework

• Technical capacities available in-house

• Existing data availability to conduct detailed

studies.

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TOD readiness assessment: Data
• High-definition aerials/ satellite photography

• Census information

• Site Survey; Photos

• Local government transport data

• Secondary documents- applicable zoning codes;

adopted master plans

• Google Street view or other similar applications

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TOD detailed assessment: 3 Value Framework by World Bank

• Density of street • centrality • Human density

Node value
Place value

Market potential
intersections • Closeness • Jobs/residents ratio
• Local pedestrian • Human density
• Daily ridership growth potential
accessibility
• Inter-modal • Average income
• Diversity of uses Diversity • Number of
• Density of social accessible jobs by
infrastructure transit
within 800 meters • Real estate
of the station opportunities

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TOD -Revenue
Risk
Assessment

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 Selection of transit: Criteria ROW- Right of way
(way for transit)
TAC- Transport &
• Provides Adequate Capacity accident cases
• ROW Availability (Need vs. availability of dedicated PKT- Passenger
corridors) kilometer travelled
• Potential to Integrate Pedestrian Needs (Such as safe
crossings)
• Potential to Improve Living Conditions in surrounding
development
• Estimate of TAC per PKT (High Cost = Low Score)
• Ease of Implementation with respect to: Familiarity with
technology

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Transit alternative assessment
Criteria Measure
People & job Density of housing units and jobs identified
through Census data and other surveys.
Destination & land use Major trip generators within the city
(weekdays & weekends) identified through
destination mapping and land use maps.
Connection Identification of existing and potential
desired connections measured from travel
data and people’s perception
Existing policy Review recommendations from existing Plans
and Policy Documents and ensure they are
still relevant & valid

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Corridor selection criteria: City plan

Parameters for selection:

• Growth potential

• Economic development

• Mixed use

• Land value capture

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Corridor selection criteria: Transportation Demand
Parameters for selection:

• Transit ridership

• Travel time

• Integration with existing network

• Reliability

• Safety

• Support of walk & NMT

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Corridor selection criteria: Implementation & operation

Parameters for selection:

• Ease of construction

• Financial viability

• Property impacts

• Environmental impacts

• Ability to implement

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Conclusion

• There are many steps involved between idea to

operation of TOD.

• Data driven assessment is required to plan and

implement the TOD.

• TOD must be inclusive and resilient to ensure equal

benefits to all and minimum risk for associated
infrastructure.

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References

• Ollivier, Gerald; Ghate, Ashish; Bankim, Kalra; Mehta, Prerna. 2021. Transit-
Oriented Development Implementation Resources and Tools (2nd Edition).
Global Platform for Sustainable Cities.

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Thank You

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