Detailed Policy Framework and a Roadmap for Change - required to solve problems of Delhi & achieve a vision for a livable world class city. Solving Traffic Congestion through Transit Oriented Development, Delhi (Romi Roy)

1. Solving Congestion
through
TRANSIT ORIENTED
DEVELOPMENT.
Presentation to CSE, New Delhi
17 Sept 2009

2. Delhi Today:
• High Car dependency
• Highest Pollution levels in India
• Road Rage
• Lack of Safety for Pedestrians

3. 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
Servicing pedestrians and cyclists on roads
can help increase ridership for buses & trains.

4. Trying to solve a traffic problem by
widening the road –
is like trying to solve obesity by
loosening the belt.

5. Learning from others’ mistakes:
America….. 1950 - 80s

6. The American Context – Extreme Auto-Centrism

7. The American Context – Low Density and Discontinuous Street Networks

8. The American Context – Lack of Human Scale

11. 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

12. Where We Are:
Delhi….. 1950 - 2010s

15. MODAL SPLIT
DELHI 2007
50.0%
40.0%
30.0%
20.0%
10.0%
0.0%
Cycle
Car/Taxi Scooter Autos Bus Metro Train Bicycle
Ricksha
Series1 13.9% 21.5% 3.6% 41.5% 4.1% 0.7% 6.8% 7.9%

16. How Flyover make walking difficult & force people
into cars…
cars…
Congestion Congestion point soon
returns after shifts here, due to
couple of years merging traffic.
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
Even local
circuitous route - forces
traffic is forced
people into the private
to move
car.
through
Ashram Chowk.
Necessity to go through
Ashram Chowk for even
local destination trips –
further increases
congestion at the
Chowk.

17. How Flyover make walking difficult & force people
into cars…
cars…
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)

18. How Flyover make walking difficult & force people
into cars…
cars…
Point B ●
er Earthfill)
alk) barrier (Flyov
~ 300 M (4 min w
Point A ●
Preferable Walking route from point A to B.
Flyover-induced Walking distance from point A to B – increased by over 8 times!

19. How Flyover make walking difficult & force people
into cars…
cars…
How does one get
to the bus-stop?
Flyover: a barrier & deterrent
to 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)

20. Biased Public Investment?
Source: Times of India, 27 Sept 2009
Also seen on Facebook.com

21. Delhi’s flyovers can’t cope with rising traffic! Vehicle oriented roads
Breaching Capacity Well Before Schedule. (HIGH TRAFFIC SPEEDS, LACK OF FOOTPATHS)
Long term solution needed. - TOI, Sept 09 make them unsafe for Pedestrians.

22. Source:: Hindustan Times, 12 Aug 2009

23. Source:: www.cseindia.org

24. Learning from Corrections:
America Asia….. 1990s - 2010s

25. Lessons from San Francisco:
1948 Plan, San Francisco Freeway Network

26. Lessons from San Francisco:
2009 San Francisco, Only 3 freeway’s built partly

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

28. FOR EMBARCADERO BOULEVARD.

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

30. TEARING DOWN OF EMBARCADERO FREEWAY!

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

32. BEFORE

33. NOW

34. Continued Restructuring of City based on Transit

35. Continued Restructuring of City based on Transit

36. Continued Restructuring of City based on Transit

37. New ISBT
http://kwc.org/architecture/resources/2007/transbay_som.jpg
Continued Restructuring of City based on Transit

38. SEOUL: TEARING DOWN CHEONGGYECHEON FREEWAY!
BEFORE
http://www.metro.seoul.kr/kor2000/chungaehome/en/seoul/4sub_body3.htm

39. SEOUL: TEARING DOWN CHEONGGYECHEON FREEWAY!
BEFORE
http://www.metro.seoul.kr/kor2000/chungaehome/en/seoul/4sub_body3.htm

40. SEOUL: CHEONGGYECHEON RIVERWAY!
NOW
http://www.metro.seoul.kr/kor2000/chungaehome/en/seoul/4sub_body3.htm

41. SEOUL: CHEONGGYECHEON RIVERWAY!
NOW
http://media.photobucket.com

42. SEOUL: CHEONGGYECHEON RIVERWAY!
NOW
http://www.nytimes.com/2009/07/17/world/asia/17daylight.html?_r=2

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

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

45. Where Do We Want to Go?
Delhi….. Post 2010s

46. 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”

47. Where we are…. Where we want to go….
However, RITES study has recently revealed that the modal
split of Delhi has actually dropped from 60-40 to 45-55!

48. Where we are…. Where we want to go….
Clearly – the direction where we are headed is contrary to
the Spirit and direction intended by the Masterplan.

49. Where we are…. Where we want to go….
Clearly – a PARADIGM SHIFT is needed.

50. 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.

51. 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 future
policy.

52. 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)

53. 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)

54. 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.

55. Premise:
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.

56. ..to “rebuild” Delhi along its new TRANSIT INFRASTRUCTURE
Metro
BRT
Interchange
Park ’n’ Ride
Interchange
All new projects + Redevelopment
should be along this Armature
Romi Roy UTTIPEC

57. Current Masterplan

58. ~ 60% of the urban area will be within 15-minute walking distance
from the proposed MRTS stations…

59. Auto-Oriented City SHIFT Transit-Oriented City
Interchange
BRT
7 min walk Rail/ Metro

60. Step 1:
ONE COORDINATION & APPROVAL BODY

61. Discontinued Disjointed and Uncoordinated Planning
TRANSPORTATION + LANDUSE + INFRASTRUCTURE
MUST BE designed and implemented together – complimenting each other.
Otherwise they will ALL FAIL….
Romi Roy

63. ONE Coordination Body
Stakeholders GOALS & ROLES:
Advisors
Mobility for all;
Planned development blueprint
Planning
UTTIPEC Coordination
Integration
Approvals
Consultants

64. PROCEDURE FOR CHANGE
ROADMAP
Stakeholder
GOALS + Participation COORDINATION
TARGETS: +
(MPD 2021) IMPLEMENTATION
Experts
Community
Participation

65. Step 2:
Procedure
Set the GOALS

66. 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

67. FILTERING THE GOALS: MPD 2021
Move more people,
MOBILITY
not cars
Equal access to
EQUITY
Amenities
TOD
GOALS
Low-income
AFFORABILITY
housing
QUALITY OF Car independent
LIFE lifestyle

68. Step 3:
THE TOD ROADMAP

69. Transit Oriented Development : The ROADMAP
1 2
Landuse-Transportation Public Transit System:
Synergy: Provision & Funding
3
Discourage Private Car
4
Equitably distribute
Public realm
Pedestrian Guidelines launched
by UTTIPEC, DDA, Delhi

70. 1 2
Landuse-Transportation Public Transit System:
Synergy: Provision & Funding
3
Discourage Private Car
Expert Contributors: 4
CSE Equitably distribute
Pradeep Sacheva Design Associates
ICE & IIT Public realm
Oasis Designs
Samarthyam
DIMTS Pedestrian Guidelines launched
TRIPPs by UTTIPEC, DDA, Delhi
MCD, PWD, NDMC

71. “
”
Pedestrian Guidelines already launched
by UTTIPEC, DDA, Delhi in Nov 2009
News Article Source:
Romi Roy UTTIPEC Hindustan Times, pg 2; 04 Dec 2009

72. The Kit of Parts:
Not Preferable 10 Public Amenities, Hawker Zones, Signage
01A Clear Walking Zone
01B
01C
Walking Zone Width
Maximum Curb Height
Designated Hawker Zones (10G) must be allowed to
01D Curb Radius and Slip Road Treatment locate in areas where pedestrians tend to wait or
01E Continuous Pavement
01F High Albedo Materials
congregate i.e street intersections and near bus stops
01G Permeable Pavement or major civic destinations, public offices, etc.
2 Frontage Zone or Dead Width
03A Kerb Ramps X. Public Toilets (10A) should be located
03B Raised Table-Top Crossings near every alternate bus-stop and definitely located at
03C Tactile Paving
03D Auditory Signals each Rapid Transit Station (Metro/BRT). Frequency of X.
03E Accessible Infrastructure & Signage location of toilets should be every ~500 - 800 M.
04A Essential Planting
04B Tree Pits and Tree Grates
04C Planting with Storm Water Management Y. Bus Stops with Route Maps (10B) must be Y.
04D Aesthetic Planting
universally accessible, and located every ~800-1000 M.
05A Segregated Cycle + NMT Paths
05B Bicycle Parking and Other Infrastructure
Z. Auditory Pelican signals (10C) and raised table-top Z.
06A At-grade Crossing crossings at all mid-block or T-junctions, in absence of a
06B Mid-Block Crossing
06C Raised Table-top Crossings full traffic signal.
~ 200 M max
07A Pedestrian Refuge Island at Median
07B Median Refuge Design Options
Auto and Cycle-Rickshaw Stands (04) should be provided
08A
08B
Pedestrian Scaled Lighting
Full Cut-off Fixtures
near bus-stops, within the Multi-Functional Zone.
09A Underground Utilities
“Set of 3” at every intersection must be provided for 1.
10A Local Bus Stop Pedestrian Way-finding:
finding
10B Public Toilets
10C Vector Street Direction Signage 1. - Dustbin with map (10E) 2.
10D
10E
Auditory Pelican Signals
Dustbins
2. - Street directional signage (10D)
10E Hawker Zones 3. - Universal accessibility features (03B) 3.
Pedestrian Design Guidelines © UTTIPEC, DDA 2009 Pedestrian Design Guidelines © UTTIPEC, DDA 2009
72 ESSENTIAL GUIDELINES

73. PROPOSED STRATEGIES:
1• Revise Parking Laws to delink it 2
from landuse and link it to spatial
Landuse-Transportation
proximity to public transport Public Transit System:
Synergy: (MCD, NDMC, DDA)
facilities. Provision & Funding
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. 3
o congestions pricing in areas Discourage Private Car
well served by public
transport.
o park and ride/ park and walk
policies
o shared parking options
o drop off vs parking
provisions
4
Equitably distribute
• HOV lanes in street design
standards to encourage Public realm
carpooling (DIMTS, RoAs)
• Mega carpool scheme (CoT)

74. Prioritize HOVs to reduce cars
4
Make the car use more efficient – carpool, congestion pricing, expensive
parking, etc.

75. Private Car: The undesirable feeder
Feeder
Most valuable real Destination
estate should not be
used for cars parked
all day for 8-15% of
population. S
M RT
• Car Parking
beyond 500 M
• Parking only at 5 min walk
terminal park-n-ride from Station
Stations.
• “Drop off areas
Feeder
provided.
Origin

76. Ridership: Parking Versus Joint Development Housing
• Surface parking Housing = ~1.6-4 rides per unit
– 100 spaces per acre – 50-100 units/acre = 200 rides per
– 200 rides per day day
– All at peak period – 100-200 units/acre = 400
rides/day
• 3 Story Garage – Spread throughout day especially if
– 200 spaces per acre affordable
– 400 rides per day

77. GOALS:
•
1High Quality, Speed & 2
Comfort (ITS/ Grade
Landuse-Transportation
Separation) Public Transit System:
Synergy: Feeder Network.
• Efficient
Provision & Funding
(Rerouting of DTCs, more
feeders, Dedicated HOV lanes)
• Walking-Cycling Connectivity
FUNDING STRATEGIES: 3
Discourage Private Car
• Revised Taxation Laws for
buses.
• Cross Subsidization from
Congestion Pricing, Parking
fees, advertising, etc. (CSE)
4
• Land Development Rights to Equitably distribute
be given to Metro, BRT & DTC
- to fund long term public
Public realm
transportation supply &
improvements (CoT, DMRC,
DIMTS, DDA)

78. GOALS:
1 2 • Maximum people can live, work & play within 10-min
Landuse-Transportation Public Transit System: stations.
walking distance of MRTS
Synergy: • Station Areas become
Provision & Funding well connected and vibrant
“places”.
• City Level Goals of Sustainability, mobility, safety,
affordability, equity & quality of life are achieved.
3 PROPOSED STRATEGIES:
Discourage Private Car
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.
4
c) Urban design guidelines to make cities safe,
Equitably distribute
attractive and walkable.
Public realm
d) Leveraging of private investment for direct public
benefit.

79. CURRENT MASTERPLAN

80. RESTRUCTURED GROWTH STRATEGY

81. The Transit Oriented Design Principles:
1) Direct Connectivity
& Pedestrian/ cycle
friendly design a lk
W
M
00
~5
2) Placemaking
4) Mixed landuse
3) Frequent Feeder
Routes
5) Graded Density
6) Leveraging of
Private Investment

82. Principle 1) Direct Connectivity & Walkability
- Finer Street Network for shortest routes to pedestrians & cyclists.
- Faster to walk or cycle; than to drive.
Shortest walking distance for Pedestrians:
80
0
m
40
0
m
Station
• 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.

83. Principle 1) Direct Connectivity & Walkability
- Pedestrian and Cycle/ Rickshaw friendly Street Design
Romi Roy UTTIPEC

84. Principle 1) Direct Connectivity and Walkability
- Finer Street Network for shortest routes to pedestrians & cyclists.
- Faster to walk or cycle; than to drive.
Typical Delhi Housing Block Vancouver Block: e.g. 80 x 125 M
Romi Roy UTTIPEC
15-minute walk 5-minute walk

85. Principle 1) Direct Connectivity and Walkability
- Finer Street Network for shortest routes to pedestrians & cyclists.
- Faster to walk or cycle; than to drive.
Typical Delhi Housing Block Vancouver Block: e.g. 80 x 125 M
Concentrated traffic: Fewer, wider streets Distributed traffic: More & narrower streets
Romi Roy UTTIPEC

86. 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.
Fruitvale Village Nanjing Lu, Shanghai Mizner Park, Florida
Romi Roy UTTIPEC

87. Principle 2) PlaceMaking
“Urban Design” Code: Control of Public interfaces is Essential
Non-walk friendly street with Setbacks Walkable, vibrant Mixed-use Street
Source: http://en.wikipedia.org/wiki/Form-based_codes

88. Principle 2) PlaceMaking
Critical Zoning Laws that may need to be introduced:
Remove Setbacks, Regulate Design Street Guidelines
Require Entries on sidewalks Maximum Block Widths, for pedestrians, not cars!
Minimum Frontages
80
.
ax
-
10
0 m
0M
M
-10
m
80 Sidewalks,
ax
Bio-swales
.
Multimodal, pedestrian-oriented.
Streets for Trains, Buses, cars
Building Entries/ windows on Smaller blocks, interconnected and Pedestrians.
Sidewalk (eyes on the street - streets create shorter travel routes
provides safety for pedestrians) for pedestrians. Built-to-edge Buildings for
Safety & Comfort.
onlyromi@gmail.com

89. Principle 3) Cheap, frequent, low-occupancy Feeder Systems
Reroute buses to Metro Stations and provide ample feeder systems.
Free Maps
Rapid
Transit
DIMMTS
Feeders
Romi Roy UTTIPEC

90. Principle 4) Mixed Use, Residential dominated within 10 min walk
Current Trends: within 5-min walk of Metro Stations
No Walkable Design.
No Street Frontage.
No Diversity.
Not enough Density.
NOT TOD
Romi Roy UTTIPEC

91. Principle 4) Mixed Use, Residential dominated within 10 min walk
High Density Mixed Uses
Within 5 min walk of
Station (500 M)…
Recommended:
5m
in
wa
lk
Romi Roy UTTIPEC

92. Principle 4) Mixed Use, Residential dominated within 10 min walk
High Density Mixed Uses
Within 10 min walk of
Station (1000 M)…
Recommended:
10
mi
nw
alk
Romi Roy UTTIPEC

93. Principle 4) Mixed Use, Residential dominated within 10 min walk
Provide DENSITY BONUSES - not FAR bonuses - near Stations
Option 1: 500 M walking
- Mandatory Reservation for % of low- radius
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.
Low income housing
Option 3: (Size < 250 families)
- Government built low income housing Rapid Transit Station
High/ Middle income housing
within 800 M walking distance from a (Metro/ BRT)
Commercial
rapid transit stations, limiting the size
Offices/ Light Industrial
of each community to a maximum of
Schools/ Libraries/ Civic uses
250 families.
Public Parks
Source: Paromita (Romi) Roy
Romi Roy JNNURM, 2009

94. Principle 5) High/ appropriate density near Stations
Maximum people Live, Work & Play within 5-min walk of RAPID TRANSIT Stations
Transit Node
Express
Bus Route
Responsive Planning is the reason for success of BRT in Curitiba
Romi Roy UTTIPEC

95. Principle 5) High/ appropriate density near Stations
Maximum people Live, Work & Play within 5-min walk of RAPID TRANSIT Stations
Delhi Curitiba
Segregated Uses, Random density Mixed Uses, Transit-Density Pyramid
• Reverse Commutes will ensure transit use 24x7.
Romi Roy UTTIPEC

96. Principle 5) High/ appropriate density near Stations
The Transportation - Landuse Pyramid (Curitiba):
Reason for success of BRT in Curitiba:
Romi Roy

97. Principle 6) Leveraging of Private investment for Public Benefit
: Cross Subsidization of Services
Expand Public Transportation
Designated Neighborhood level
Open Space Provision and
Maintenance.
Taxes Requisites
Private In-situ Upgradation/
Investment Redevelopment of slums
Incentives Bonuses
and/ or provision of low-income
housing near stations.
Provision of schools and civic
facilities.
Maintenance of public realm.
Romi Roy UTTIPEC

98. Potential Benefits of TOD for Delhi
Benefits to Society, to the City:
• 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.
Benefits to Transit Owning Agency:
• Increased ridership due to more population living/working within walking distance.
• Value Capture for long term funding & maintaining public transportation system.
Benefits to Land, Road & Service Owning Agencies:
• 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.
Romi Roy

99. 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…

100. See also…

101. Vision for a
“World Class” Delhi
• Safe
• Clean, Green & Usable
• Well Connected
• With Civic Pride
• Democratic & Transparent