Solving Congestion through Transit Oriented Development, Delhi (Romi Roy)

Solving Congestion

through

TRANSIT ORIENTED DEVELOPMENT.

Presentation to CSE, New Delhi17 Sept 2009

Delhi Today:

• High Car dependency

• Highest Pollution levels in India

• Road Rage

• Lack of Safety for Pedestrians

Facts first…. Delhi Today:The roads of Delhi are choked by cars which drive less than 15% of its people. (Source: RITES 2008)

Highest Road Space to

Occupancy ratio

Highest Road Highest Road Space to Space to

Occupancy ratioOccupancy ratio

Servicing pedestrians and cyclists on roads can help increase ridership for buses & trains.

Trying to solve a traffic problem by widening the road –

is like trying to solve obesity by loosening the belt.

Learning from others’ mistakes:

America….. 1950 - 80s

The American Context – Extreme Auto-Centrism

The American Context – Low Density and Discontinuous Street Networks

The American Context – Lack of Human Scale

America earned one of the highest ecological footprints on the planet.

Source:http://upload.wikimedia.org/wikipedia/commons/thumb/4/41/World_map_of_countries_by_ecological_footprint.svg/800px-World_map_of_countries_by_ecological_footprint.svg.png

Where We Are:

Delhi….. 1950 - 2010s

0.0%

10.0%

20.0%

30.0%

40.0%

50.0%

Series1 13.9% 21.5% 3.6% 41.5% 4.1% 0.7% 6.8% 7.9%

Car/Taxi Scooter Autos Bus Metro Train Bicycle Cycle Ricksha

MODAL SPLITDELHI 2007MODAL SPLITMODAL SPLITDELHI 2007DELHI 2007

How Flyover make walking difficult & force people into cars…

How Flyover make walking difficult & force people How Flyover make walking difficult & force people into carsinto cars……

Congestion point soon shifts here, due to merging traffic.

Congestion returns after

couple of years to junction, due

to turning traffic & increased

volumes.

Preferable shortest direct route from point A to B.

Point B Lack of direct walking, cycling or rickshaw access, and longer circuitous route - forces people into the private car.

Necessity to go through Ashram Chowk for even local destination trips –further increases congestion at the Chowk.

Even local traffic is forced

to move through

Ashram Chowk.



After construction of the Clover Leaf Flyover, the shortest walking distance from AIIMS exit to Dilli Haat has increased by over 5 times. In addition, there are no safe crossings available, so people risk their lives crossing the street at the most convenient locations.(Study Source: Centre for Science and Environment)



~ 300 M (4 min walk) barrier (Flyover Earthfill)

Point A ●

Point B ●

Preferable Walking route from point A to B.

Flyover-induced Walking distance from point A to B – increased by over 8 times!



How does one get to the bus-stop?

Flyover: a barrier & deterrentto safe and easy pedestrian movement. Landing to nowhere…?

Interesting Pedestrian and bus-users situations at AIIMS and Dhaula Kuan Flyover Intersections.(Photos and Study Source: Akash Hingorani, Oasis Designs)

Biased Public Investment?Biased Public Investment?Biased Public Investment?

Source: Times of India, 27 Sept 2009Also seen on Facebook.com

DelhiDelhi’’s flyovers cans flyovers can’’t cope with rising traffict cope with rising traffic!!Breaching Capacity Well Before Schedule.Breaching Capacity Well Before Schedule.Long term solution needed. Long term solution needed. -- TOI, Sept 09TOI, Sept 09

Vehicle oriented roads Vehicle oriented roads ((HIGH TRAFFIC SPEEDS, LACK OF FOOTPATHSHIGH TRAFFIC SPEEDS, LACK OF FOOTPATHS))

make them unsafe for Pedestrians.make them unsafe for Pedestrians.

Source:: Hindustan Times, 12 Aug 2009

Source:: www.cseindia.org

Learning from Corrections:

America Asia….. 1990s - 2010s

Lessons from San Francisco:Lessons from San Francisco:

1948 Plan, San Francisco Freeway Network1948 Plan, San Francisco Freeway Network

Lessons from San Francisco:Lessons from San Francisco:

2009 San Francisco, Only 3 freeway2009 San Francisco, Only 3 freeway’’s built partlys built partly

http://www.preservenet.com/freeways/FreewaysEmbarcadero.html

TEARING DOWN OF EMBARCADERO TEARING DOWN OF EMBARCADERO FREEWAY!FREEWAY!

FOR EMBARCADERO FOR EMBARCADERO BOULEVARD.BOULEVARD.

http://www.preservenet.com/freeways/FreewaysEmbarcadero.htmlTEARING DOWN OF EMBARCADERO FREEWAY!TEARING DOWN OF EMBARCADERO FREEWAY!

TEARING DOWN OF EMBARCADERO FREEWAY!TEARING DOWN OF EMBARCADERO FREEWAY!

http://www.preservenet.com/freeways/FreewaysEmbarcadero.html

BEFOREBEFORE

NOWNOW

Continued Restructuring of City based on TransitContinued Restructuring of City based on Transit

Continued Restructuring of City based on TransitContinued Restructuring of City based on Transithttp://kwc.org/architecture/resources/2007/transbay_som.jpg

New ISBT

http://www.metro.seoul.kr/kor2000/chungaehome/en/seoul/4sub_body3.htm

SEOUL: TEARING DOWN CHEONGGYECHEON FREEWAY!

BEFOREBEFORE

http://www.metro.seoul.kr/kor2000/chungaehome/en/seoul/4sub_body3.htm

SEOUL: CHEONGGYECHEON RIVERWAY!

NOWNOW

http://media.photobucket.com


NOWNOW


http://www.nytimes.com/2009/07/17/world/asia/17daylight.html?_r=2NOWNOW

Lessons from Beijing:Lessons from Beijing: (TOI June 14, 2009) (TOI June 14, 2009) Beijing Beijing -- a capital city of 17 million population a capital city of 17 million population -- is struggling to make its commuters is struggling to make its commuters STOP using the six ring roadsSTOP using the six ring roads, and make them ride the subway, buses or bicycles. , and make them ride the subway, buses or bicycles.

Where Do We Want to Go?

Delhi….. Post 2010s

Where we are…. Where we want to go….

MPD 2021 identifies a current Modal Split of 60-40 (Public-Private Transport).

It sets the following Targets for the near future:

“70-30 Modal Split by 2011”

“80-20 Modal Split by 2021”


However, RITES study has recently revealed that the modal split of Delhi has actually dropped from 60-40 to 45-55!


Clearly – the direction where we are headed is contrary to the Spirit and direction intended by the Masterplan.


Clearly – a PARADIGM SHIFT is needed.

Current/ Future Policies:

In accordance with the changing transportation scenario in India over the last two decades, there has been a change in the policies at, both, national level and in Delhi.

a) National Urban Transport Policy – 2006, recommends:

i. Integrated land use and transport policy

ii. Priority to the use of public transport & non-motorized vehicles

b) Master-plan for Delhi – 2021 has given a thrust on redevelopment

and redensification of existing urban areas and city improvement.

It calls for a comprehensive redevelopment strategy for

accommodating a large population, and strengthening of infrastructure

facilities.

MPD-2021 Statements & Goals:

12.4.1 SYNERGY BETWEEN TRANSPORT AND LAND USE

The concept of the Master Plan for Delhi 1962 was based on a poly-nodal, polycentric, distribution of work centres, largely based on road transport nodes. A major fall-out of this has been distortion between infrastructure, transport and land use.

Major Sources of Air Pollution:

Vehicular Emission = 70%; Industrial = 20%; Gensets; Cooking, etc = 10%

Public transportation planning must, therefore, drive the futurepolicy.

MPD-2021 Statements & Goals:

12.4.1 SYNERGY BETWEEN TRANSPORT AND LAND USE

To achieve spatial balance, development should take place according to new corridors of mass movement. This has implications in terms of land use planning along major transport corridors and the Mass Rapid Transport/ Transit System.(p72)

MPD Statements & Goals:

“The Plan contemplates a mechanism for the restructuring of the city based on mass transport.”(p3)

… a sizable proportion of the additional population with requisite facilities and employment can be absorbed along MRTS corridors.”(p14)

MPD Statements & Goals:

3.3.1. REDEVELOPMENT STRATEGY

“ The proposed MRTS network will bring sizable urban area within walking distance from the proposed stations.

This changed scenario provides opportunities for city restructuring and optimum utilization of the land along the MRTS corridors.

Transit Oriented Development of Delhi is therefore not just about redevelopment &

redensification along 500 M of MRTS corridors.

It is about REstructuring a Transit Oriented City.

Premise:

Romi Roy UTTIPEC

Interchange

..to “rebuild” Delhi along its new TRANSIT INFRASTRUCTURE

Metro

BRT

Interchange

Park ’n’ Ride

All new projects + Redevelopment should be along this Armature

Current Masterplan

~ 60% of the urban area will be within 15-minute walking distance from the proposed MRTS stations…

Rail/ Metro

BRTInterchange

7 min walk

Auto-Oriented City Transit-Oriented CitySHIFT

Step 1:

ONE COORDINATION & APPROVAL BODY

Romi Roy

Discontinued Disjointed and Uncoordinated Planning

TRANSPORTATION TRANSPORTATION + LANDUSE+ LANDUSE + INFRASTRUCTURE+ INFRASTRUCTUREMUST BE MUST BE designed and implemented together designed and implemented together –– complimenting each other.complimenting each other.

Otherwise they will ALL FAILOtherwise they will ALL FAIL……..

Advisors

Consultants

Stakeholders

UTTIPEC

Planning

Coordination

Integration

Approvals

Mobility for all;Planned development blueprint

ONE Coordination Body

GOALS & ROLES:

PROCEDURE FOR CHANGE

GOALS + TARGETS:(MPD 2021)

ROADMAP

COORDINATION +

IMPLEMENTATION

Stakeholder Participation

Experts

Community Participation

Step 2:Procedure

Set the GOALS

CITY LEVEL GOALS: MPD 2021

•POPULATION & EMPLOYMENT TARGETS

• 80-20 MODAL-SPLIT"

•MINIMIZE AIR POLLUTION

•AFFORABLE HOUSING DEMAND

•REDUCE CRIME

•ADDRESS EQUITY

•PROVIDE PHYSICAL INFRASTRUCTURE TO ALL

•STOP WATER BODY POLLUTION

FILTERING THE GOALS: MPD 2021

TOD GOALS

MOBILITY Move more people, not cars

EQUITY Equal access to Amenities

AFFORABILITY Low-income housing

QUALITY OF LIFE

Car independent lifestyle

Step 3:

THE TOD ROADMAP

Public Transit System: Provision & Funding

Equitably distribute Public realm

Landuse-Transportation Synergy:

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4

Discourage Private Car3

Transit Oriented Development : The ROADMAP

Pedestrian Guidelines launched by UTTIPEC, DDA, Delhi




1 2

4


CSEPradeep Sacheva Design AssociatesICE & IITOasis DesignsSamarthyamDIMTSTRIPPsMCD, PWD, NDMC

Expert Contributors:

Pedestrian Guidelines launched by UTTIPEC, DDA, Delhi

Romi Roy UTTIPEC

“”

Pedestrian Guidelines already launched by UTTIPEC, DDA, Delhi in Nov 2009

News Article Source: Hindustan Times, pg 2; 04 Dec 2009

72 ESSENTIAL GUIDELINES Pedestrian Design Guidelines © UTTIPEC, DDA 2009

Not Preferable 10 Public Amenities, Hawker Zones, SignageDesignated Hawker ZonesDesignated Hawker Zones (10G) must be allowed to

locate in areas where pedestrians tend to wait or congregate i.e street intersections and near bus stops

or major civic destinations, public offices, etc.

X.X. Public ToiletsPublic Toilets (10A) should be located near every alternate bus-stop and definitely located at

each Rapid Transit Station (Metro/BRT). Frequency of location of toilets should be every ~500 - 800 M.

Y.Y. Bus Stops with Route Maps Bus Stops with Route Maps (10B) must be universally accessible, and located every ~800-1000 M.

Z.Z. Auditory Pelican signalsAuditory Pelican signals (10C) and raised tabletable--top top crossingscrossings at all mid-block or T-junctions, in absence of a

full traffic signal.

“Set of 3” at every intersection must be provided for Pedestrian WayPedestrian Way--findingfinding:

1. - Dustbin with map (10E)2. - Street directional signage (10D)

3. - Universal accessibility features (03B)

The Kit of Parts:

~ 20

0 M

max

1.1.1.

2.2.2.

3.3.3.

Auto and CycleAuto and Cycle--Rickshaw StandsRickshaw Stands (04) should be provided near bus-stops, within the Multi-Functional Zone.

X.X.X.

Y.Y.Y.

Z.Z.Z.

01A Clear Walking Zone01B Walking Zone Width01C Maximum Curb Height01D Curb Radius and Slip Road Treatment01E Continuous Pavement01F High Albedo Materials01G Permeable Pavement

2 Frontage Zone or Dead Width

03A Kerb Ramps03B Raised Table-Top Crossings03C Tactile Paving03D Auditory Signals03E Accessible Infrastructure & Signage

04A Essential Planting04B Tree Pits and Tree Grates04C Planting with Storm Water Management04D Aesthetic Planting

05A Segregated Cycle + NMT Paths05B Bicycle Parking and Other Infrastructure

06A At-grade Crossing06B Mid-Block Crossing06C Raised Table-top Crossings

07A Pedestrian Refuge Island at Median07B Median Refuge Design Options

08A Pedestrian Scaled Lighting08B Full Cut-off Fixtures

09A Underground Utilities

10A Local Bus Stop10B Public Toilets10C Vector Street Direction Signage10D Auditory Pelican Signals10E Dustbins10E Hawker Zones

72 ESSENTIAL GUIDELINES Pedestrian Design Guidelines © UTTIPEC, DDA 2009




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4


PROPOSED STRATEGIES:

• Revise Parking Laws to delink it from landuse and link it to spatial proximity to public transport facilities. (MCD, NDMC, DDA)

o low ECS or no/expensive parking within 10 min walking distance of MRTS stations

o enforcement of cycle parking provisions as % of required ECS.

o congestions pricing in areas well served by public transport.

o park and ride/ park and walk policies

o shared parking options

o drop off vs parking provisions

• HOV lanes in street design standards to encourage carpooling (DIMTS, RoAs)

• Mega carpool scheme (CoT)

Prioritize HOVs to reduce cars

Make the car use more efficient – carpool, congestion pricing, expensive parking, etc.

4

Private Car: The undesirable feederPrivate Car: The undesirable feeder

Destination

Origin

Feed

er

MRTS

Feeder

Most valuable real estate should not be used for cars parked all day for 8-15% of population.

• Car Parkingbeyond 500 M

• Parking only at terminal park-n-ride Stations.

• “Drop off areas provided.

5 min walkfrom Station

Ridership: Parking Versus Joint Development HousingRidership: Ridership: ParkingParking VersusVersus Joint Development HousingJoint Development Housing

• Surface parking– 100 spaces per acre– 200 rides per day– All at peak period

Housing = ~1.6-4 rides per unit– 50-100 units/acre = 200 rides per

day– 100-200 units/acre = 400

rides/day– Spread throughout day especially if

affordable

• 3 Story Garage– 200 spaces per acre– 400 rides per day




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4


GOALS:

•Revised Taxation Laws for buses.

•Cross Subsidization from Congestion Pricing, Parking fees, advertising, etc. (CSE)

•Land Development Rights to be given to Metro, BRT & DTC - to fund long term public transportation supply & improvements (CoT, DMRC, DIMTS, DDA)

•High Quality, Speed & Comfort (ITS/ Grade Separation)

•Efficient Feeder Network. (Rerouting of DTCs, more feeders, Dedicated HOV lanes)

•Walking-Cycling Connectivity

FUNDING STRATEGIES:




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4


a) Reorder growth to redevelop and redensify the city along MRTS corridors.

b) Planning guidelines to attract private investment into densification and redevelopment of existing areas.

c) Urban design guidelines to make cities safe, attractive and walkable.

d) Leveraging of private investment for direct public benefit.

GOALS:

• Maximum people can live, work & play within 10-min walking distance of MRTS stations.

• Station Areas become well connected and vibrant “places”.

• City Level Goals of Sustainability, mobility, safety, affordability, equity & quality of life are achieved.

PROPOSED STRATEGIES:

CURRENT MASTERPLAN

RESTRUCTURED GROWTH STRATEGY

The Transit Oriented Design Principles:

5) Graded Density

3) Frequent Feeder Routes

4) Mixed landuse

2) Placemaking

~500 M W

alk1) Direct Connectivity

& Pedestrian/ cycle friendly design

6) Leveraging of Private Investment

• Interconnected Street Network• Small walkable blocks;

Pedestrian cut-throughs every 100 M.• Mix of uses to provide people of varied social

groups with options to live, work and play within easy access to public transport and daily necessities.

StationStation

Shortest walking distance for Pedestrians:

Principle 1) Direct Connectivity & Walkability- Finer Street Network for shortest routes to pedestrians & cyclists.- Faster to walk or cycle; than to drive.

400 m

800 m

Romi Roy UTTIPEC

- Pedestrian and Cycle/ Rickshaw friendly Street Design

Principle 1) Direct Connectivity & Walkability

Romi Roy UTTIPEC

Principle 1) Direct Connectivity and Walkability- Finer Street Network for shortest routes to pedestrians & cyclists.- Faster to walk or cycle; than to drive.

Vancouver Block: e.g. 80 x 125 M

15-minute walk 5-minute walk

Typical Delhi Housing Block

Romi Roy UTTIPEC

Principle 1) Direct Connectivity and Walkability- Finer Street Network for shortest routes to pedestrians & cyclists.- Faster to walk or cycle; than to drive.

Vancouver Block: e.g. 80 x 125 MTypical Delhi Housing Block

Concentrated traffic: Fewer, wider streets Distributed traffic: More & narrower streets

Romi Roy UTTIPEC

Principle 2) PlaceMaking

• Create Vibrant Places, not gated developments.

• Build communities:Create interaction places, public plazas, markets and parks – near public transport nodes & along daily paths of people.

• Mix of uses to provide people of varied social groups with options to live, work, shop and play within easy access to public transport and daily necessities.

Nanjing Lu, ShanghaiNanjing Lu, Shanghai Mizner Park, FloridaFruitvale Village

Source: http://en.wikipedia.org/wiki/Form-based_codes

“Urban Design” Code: Control of Public interfaces is Essential

Non-walk friendly street with Setbacks Walkable, vibrant Mixed-use Street


[email protected]

Critical Zoning Laws that may need to be introduced:


Remove Setbacks,Require Entries on sidewalks

Regulate Maximum Block Widths,

Minimum Frontages

Design Street Guidelines for pedestrians, not cars!

Building Entries/ windows on Sidewalk (eyes on the street -provides safety for pedestrians)

Streets for Trains, Buses, cars and Pedestrians.

Built-to-edge Buildings for Safety & Comfort.

Sidewalks, Bio-swales

80-100M max.

80-100M max.

Multimodal, pedestrian-oriented.

Smaller blocks, interconnected streets create shorter travel routes for pedestrians.

Romi Roy UTTIPEC

Principle 3) Cheap, frequent, low-occupancy Feeder SystemsReroute buses to Metro Stations and provide ample feeder systems.

Rapid Transit

FeedersDIMMTS

Free Maps

Romi Roy UTTIPEC

Current Trends: within 5-min walk of Metro StationsNo Walkable Design.No Street Frontage.No Diversity.Not enough Density.

Principle 4) Mixed Use, Residential dominated within 10 min walk

NOT TODNOT TOD

Romi Roy UTTIPEC

High Density Mixed Uses

Recommended:Recommended:

Within 5 min walk of Station (500 M)…

5 min walk

5 min walk


Romi Roy UTTIPEC

Within 10 min walk of Station (1000 M)…

10 min walk

10 min walk

High Density Mixed Uses


Recommended:Recommended:

Romi Roy

Option 1: - Mandatory Reservation for % of low-income housing in private developments near public transit.

Option 2:

- Density bonuses for market-rate developments to pay for, or construct nearby low-income communities.

- Density bonuses for providing and maintaining shared public parks, facilities and social infrastructure.

Option 3: - Government built low income housing within 800 M walking distance from a rapid transit stations, limiting the size of each community to a maximum of 250 families.

Rapid Transit Station(Metro/ BRT)

Low income housing(Size < 250 families)

High/ Middle income housing

Commercial

Offices/ Light Industrial

Schools/ Libraries/ Civic uses

Public Parks

500 M walkingradius

Source: Paromita (Romi) Roy

JNNURM, 2009

Provide DENSITY BONUSESDENSITY BONUSES - not FAR bonuses - near Stations

►


Romi Roy UTTIPEC

Transit NodeTransit Node

Express Express Bus RouteBus Route

Responsive Planning is the reason for success of BRT in Curitiba

Principle 5) High/ appropriate density near StationsMaximum people Live, Work & Play within 5-min walk of RAPID TRANSIT Stations

Romi Roy UTTIPEC

• Reverse Commutes will ensure transit use 24x7.

Segregated Uses, Random density Mixed Uses, Transit-Density Pyramid

CuritibaCuritibaCuritiba

Principle 5) High/ appropriate density near StationsMaximum people Live, Work & Play within 5-min walk of RAPID TRANSIT Stations

DelhiDelhiDelhi

Romi Roy

Principle 5) High/ appropriate density near Stations

The Transportation - Landuse Pyramid (Curitiba):

Reason for success of BRT in Curitiba:

Romi Roy UTTIPEC

IncentivesIncentives BonusesBonuses

TaxesTaxes RequisitesRequisitesIn-situ Upgradation/ Redevelopment of slums and/ or provision of low-income housing near stations.

In-situ Upgradation/ Redevelopment of slums and/ or provision of low-income housing near stations.

Designated Neighborhood level Open Space Provision and Maintenance.

Designated Neighborhood level Open Space Provision and Maintenance.

Provision of schools and civic facilities.Provision of schools and civic facilities.

Maintenance of public realm.Maintenance of public realm.

: Cross Subsidization of Services

Private Investment

Private Investment

Expand Public TransportationExpand Public Transportation

Principle 6) Leveraging of Private investment for Public Benefit

Romi Roy

Benefits to Society, to the City:

Potential Benefits of TOD for DelhiPotential Benefits of TOD for DelhiPotential Benefits of TOD for Delhi

Benefits to Land, Road & Service Owning Agencies:

Benefits to Transit Owning Agency:

• Opportunity to walk/ cycle to a fast, convenient, safe and affordable Public Transport mode.• Equity of access to Transit and other amenities to all sections of society.• Reduced dependency of private car reduces air pollution.• Opportunity to meet the housing deficit/ needs with minimal public investment.• Opportunity to utilize private investment for funding of public facilities/ infrastructure/

affordable housing.• Potential to generate long term funding for participating public transport agency.• Opportunity to conserve environmentally sensitive/ virgin lands through compact

development.

• Increased ridership due to more population living/working within walking distance.• Value Capture for long term funding & maintaining public transportation system.

• Potentially increased revenue from land within TOD “influence zone”.• Potential for long term funding/ maintenance of streets, parks, public spaces.• City level reduced infrastructure costs (reduced length of roads, pipes, cables, tunnels, etc.) • Increased feasibility for sustainable decentralized physical infrastructure.

We need to stop putting flyover “band-aids” all over our city.

Without the above policy changes for Transit Oriented Development, Delhi will continue heading in the

WRONG direction…

Solving Congestion through Transit Oriented Development, Delhi (Romi Roy)

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