Post Metro Gentrification - A Case of Lajpat Nagar

HABITAT REPORT
On
Impact of Metro on Lajpat Nagar
Submitted by
Chanakya Rajani
Guided by
Ar. Faraz Farooq
FACULTY OF ARCHITECTURE & EKISTICS

JAMIA MILLIA ISLAMIA
NEW DELHI-110025
2015-2016
Faculty of Architecture & Ekistics

Jamia Millia Islamia, New Delhi
CERTIFICATE
This is to certify that Chanakya Rajani of B.Arch. IV Year has worked on the dissertation entitled Impact of
Metro on Lajpat Nagar under my guidance and supervision.
Ar. Faraz Farooq

Dissertation Guide
Ar. Abdul Halim Babbu

Head
External Examiner 1
Prof.S.M. Akhtar
Dean
External Examiner 2
ACKNOWLEDGEMENT
First of all I would like to thank the Almighty for giving me the strength to complete my work in the best possible way.
Secondly, I would like to thank my teacher and my dissertation guide, Ar. Faraz Farooq without whose help it would
have been impossible for me to make this report on time. I thank him for all his remarks that helped me to improve my
work and also for giving me such a chance to take up such a research. His enthusiasm encouraged me to take up such
endeavor and learn from it.
CHANAKYA RAJANI
B.Arch. 4th Year
DECLARATION
I, Chanakya Rajani, hereby declare that the Dissertation entitled Impact of Metro on Lajpat Nagar submitted in
the partial fulfillment of the requirement for the award of the degree of Bachelor of Architecture (4th Year) is my
original research work and that the information taken from secondary sources is given due citations and
references.
Date: 04/05/2016
Chanakya Rajani
Place: New Delhi
B.Arch. IV Year
CONTENTS
1. SYNOPSIS ........................................................................................................................................................1
1.1 Aim ...........................................................................................................................................................1
1.3 Rationale for Selection .............................................................................................................................1
1.4 Scope ........................................................................................................................................................1
1.5 Limitations................................................................................................................................................1
1.6 Methodology............................................................................................................................................2
2. PLANNING OF DELHI ......................................................................................................................................3
2.1 First Master Plan ......................................................................................................................................3
2.2 Second Master Plan .................................................................................................................................3
2.3 Third Master Plan .....................................................................................................................................4
2.4 Conclusions ..............................................................................................................................................5
3. NEED OF THE METRO .....................................................................................................................................6
3.1 Present Scenario ......................................................................................................................................6
3.2 MPD 2021-Proposals ................................................................................................................................6
4. EMERGENCE OF THE DELHI METRO ...............................................................................................................8
4.1 Impacts of Delhi Metro ............................................................................................................................8
4.2 Conclusions ............................................................................................................................................10
5. CASE STUDY| LAJPAT NAGAR.......................................................................................................................11
5.1 MPD 2021...............................................................................................................................................11
5.2 History and Evolution .............................................................................................................................12
5.3 Present Scenario ....................................................................................................................................14
5.3.1 Site ......................................................................................................................................................14
5.3.3 Land use Mapping ...............................................................................................................................16
5.3.4 Central Market ....................................................................................................................................16
6. WHAT IS TRANSIT ORIENTED DEVELOPMENT? ............................................................................................17
6.1 The 6Ds..................................................................................................................................................18
6.1.1 Diversity ..........................................................................................................................................18
6.1.2 Density ............................................................................................................................................18
6.1.3 Design..............................................................................................................................................18
6.1.5 Destination Accessibility .................................................................................................................18
6.1.6 Demand Management ....................................................................................................................18
6.2 Concept of TOD ......................................................................................................................................19
6.2.1 Norms for Mixed-Use Use ...............................................................................................................19
7. THE UTOPIAN VISION ...................................................................................................................................19
7.1 Objectives of TOD ..................................................................................................................................20
8. CONCLUSIONS ..............................................................................................................................................23
8.1 Future of Lajpat Nagar ...........................................................................................................................23
8.2 Problems faced by the Inhabitants ........................................................................................................24
8.3 Is TOD a sustainable neighborhood model? .........................................................................................26
BIBLIOGRAPHY .................................................................................................................................................29
References ...................................................................................................................................................29
Web Citations...............................................................................................................................................29
IMPACT OF METRO ON LAJPAT NAGAR
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1. SYNOPSIS
1.1 Aim
To assess the viability of TOD model as a sustainable city development model for New Delhi studying the case of Lajpat
Nagar, New Delhi.
1.2 Objectives
To find interdependency between land-use and urban transport network.
To study post metro gentrification.
To identify the change in social and economic structure.
To study the TOD model of settlement.
1.3 Rationale for Selection

Urban transport networks have become the new economic functions of the city and as proposed by the Master Plan of
Delhi 2021 Delhi NCR will be connected by the Delhi Metro. Therefore it is vital to study the impact of Rapid transport
networks on habitats of New Delhi.
1.4 Scope
Study will not indulge deep in complex topics of Gentrification and land value.
Study will not assess the MPD 2021 but only refer to it.
Study will be confined to a broader perspective rather than intricate details like change in housing typology.
1.5 Limitations
Few aspects of socio-economic changes studied due to time constraint.
Limited sample size of survey due to time constraint.
Chanakya Rajani | Faculty of Architecture & Ekistics, Jamia Millia Islamia
2015-2016
1.6 Methodology
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2. PLANNING OF DELHI
In 1957 Delhi Development Authority (DDA) was formed with the primary objective of ensuring the development of Delhi
in accordance with a plan. Delhi was developed through three DDA master plans in subsequent decades.
2.1 First Master Plan
In 1962 DDA released its first Master Plan 1962 (MPD1962) to ensure an organized and structured development of
haphazard growth of Delhi. This included acquiring of new land to be developed into residential properties and make
self-contained colonies by providing ample commercial office and retail complexes as well. A total of 25000 Hectare of
land was envisaged for development in MPD 1962 (Delhi Development Authority n.d.). As a result the first master plan
promoted the sprawl kind of urban expansion locating various residential, office, commercial, industrial pockets like ITO,
Mandi House, Lajpat Nagar, Sundar nagar, INA, RK Puram, Sarojini Nagar, Kidwai Nagar, Sundar nagar, CR Park,
Okhla Industrial Area.
Description: MPD 1982

Source: https://dda.org.in/planning/map_mpd_1962.htm]

Source: https://dda.org.in/planning/map_mpd_2001.htm]
2.2 Second Master Plan

In 1982 DDA released the second Master Plan 2001 (MPD2001). On one hand the population of Delhi was on a rise due
to migration from other states of the country which required larger area for urbanisation, on the other hand introduction
of Maruti Car made farther parts of the city accessible.
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The MPD 2001 carried forward the expansion of the urban sprawl of the Delhi by proposing urbanization of
additional 18000 to 24000 Hectare of land. This new expansion was termed as urban extension of Dwarka,
Rohini and Narela sub-cities located on the Western fringes of Delhi.
This period also witnessed the emergence of the Satellite Settlements of Delhi. In 1976 New Okhla Industrial
Development Authority (NOIDA) was planned as a satellite town on the other side of River Yamuna. Noida emerged as
popular choice of the industries, offices and residential development in subsequent decades. The population of Noida in
2011 is 0.65 million on an area of 20316 Hectare.
2.3 Third Master Plan
In 2007 DDA released its third and current Master plan 2021 (MPD2021). On the lines similar to previous Master plans,
MPD 2021 again identified the 27000 Hectare of land available on the periphery as urbanisable furthering the urban
expansion. The large area earmarked for urbanization is shown as white in the land-use map of MPD 2021

Source: https://www.google.co.in/search?q=mpd+2021&source=lnms&tbm=isch&sa=X&ved=0ahUKEwiBtsDh4qLMAhXEBo4KHQnVA4wQ_AUICSgD&biw=1366&bih=643#imgrc=\
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2.4 Conclusions
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.
Since the formation of DDA in 1957 the population of Delhi has grown more than ten times from 1.7 million to 17 million
in 2011. Over these 6 decades Delhi has become a borderless state with its satellite towns owing to the rapid
urbanization in NCR region and seen as one big economic Centre. This urban sprawl has resulted in increased amount
of travel within the city resulting in ever increasing load on the existing road network to cater to the transportation
demands of the city. To counter this problem, the government formulated the proposal of Mass Rapid Transit System
(MRTS), that is, the Delhi Metro.
A traditional Mix Use Neighborhood
Urban Sprawl in the city
Source: http://www.sustainablecitiescollective.com/wricities/1090080/7-proven-principles-
Source: http://thecityfix.com/blog/people-oriented-cities-mixed-
designing-safer-city
use-development-creates-social-economic-benefits-transitoriented-development-tod-urban-sprawl-luis-zamorano-erikakulpa/
Traffic Jam in Delhi
Vehicle Growth Analysis 2011
Source: http://udayindia.in/2016/01/15/delhi-governments-odd-even-vehicle-
Source:http://delhi.gov.in/wps/wcm/connect/DoIT_Planning/planning/economic+sur
rule-and-pollution/
vey+of+dehli/content/transport/
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3. NEED OF THE METRO

The need for a mass transit in Delhi was first mentioned in 1969 in a traffic and travel characteristics study done by the
Central Road Research Institute (CRRI). Several studies were since conducted by different government agencies to
explore the possible technology for such a mass transit. However, the metro rail was chosen as an appropriate
technology of mass transit only in the 1990s on the basis of a feasibility report prepared by the Rail India Technical and
Economic Services (RITES).1
3.1 Present Scenario
Presently, the Delhi Metro network consists of about 213 Km with 160 stations along with six more stations of the Airport
Express Link. The network has now crossed the boundaries of Delhi to reach NOIDA and Ghaziabad in Uttar Pradesh,
Gurgaon and Faridabad in Haryana. It links across its route various middle class localities thus bringing in a change in
the spatial typologies of the localities.
Outside Delhi metro station

Source: https://chasingthemetro.wordpress.com/2009/11/09/on-and-around-thedelhi-metro/
Inside Delhi metro

Source: http://www.musicfortheeyes.com/olympus-digital-camera-14/
3.2 MPD 2021-Proposals

The period between 1981 and 2001 has seen a phenomenal increase in the growth of vehicles and traffic in Delhi.
Based on the rate of increase in the number of trips between 1981 and 2001, it is estimated that the total trips would rise
to 280 lakh by the year 2021, including 257 lakh motorized trips and 23 lakh non-motorized trips.
Randhawa, Pritpal. Delhi Metro Rail, Beyond Mass Transit. Economic & Political Weekly, april 21, 2012 vol xlviI no 16
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Delhi Metro Network as proposed by MPD 2021
It is expected that about 60% of the urban area will be within 15-minute walking distance from the proposed MRTS
stations, after full development of the system. Additional areas could come within easy access and connectivity with the
Metro Rail through inter-linkages with other transport modes. About 15% of urban area of Delhi is likely to be directly
affected, and may undergo a dramatic impact and change. Further, due to development of economic activities along the
Metro Corridors and optimization of connectivity provided by it, the rider ship on the Metro is expected to grow
substantially over time. Correspondingly, it is expected that vehicular trips may also progressively shift from road-based
transport to MRTS, particularly, with reference to the longer trip lengths (greater than 10 Kms) within the city.
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4. EMERGENCE OF THE DELHI METRO

A decade has gone since the first line of metro started in Delhi in 2002. An analysis of the revenue generated by the
Delhi Metro Rail Corporation through property development and the rise of property prices adjacent to metro routes and
stations suggests that the metro is entangled with the larger process of gentrification in the city. It is restructuring urban
space for capital accumulation by a series of dispossessions of the poor and by giving priority to metro routes for middle
class colonies. Thus the metro may fulfill the dreams of the ruling class and their city planners of transforming Delhi into
a world class city. But so far it has failed to provide equitable mass transit to the city.2
Source: http://www.thehindubusinessline.com/news/national/power-outage-delhi-
Source: http://www.delhimetro.net/construction-and-technology/11775/delhi-
metro-passengers-have-a-harrowing-time/article3702174.ece
metro-to-have-first-green-power-station
4.1 Impacts of Delhi Metro

A) Intensifying Gentrification
On its part, the DMR has contributed significantly to the gentrification process by actively remaking urban space
through creating and promoting capital-intensive real estate development and speculation.
Gentrification is a trend in urban neighborhoods, which results in increased property values and the displacing
of lower-income families and small businesses. It refers to shifts in an urban community lifestyle and an
increasing share of wealthier residents and/or businesses and increasing property values.
Randhawa, Pritpal. Delhi Metro Rail Beyond Mass Transit. Economic & Political Weekly, april 21, 2012 vol xlviI no 16
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In a community undergoing gentrification, the average income increases. Poorer pre-gentrification residents
who are unable to pay increased rents or property taxes may find it necessary to relocate.
The possible causes for gentrification are as follows:
Demographic-ecological
Socio-cultural
Political-economic
Community networks
Social movements
Cause: Community networks

The establishment of a strong urban transit network in the influence zone of a neighborhood triggers an
economic process, resulting in gentrification. After the development of community networks, a sudden rise is
seen in the land value of the place, even before the infrastructure has been fully put up. Elevated rent values
and property values force the displacement of local community and invite the wealthier residents who can afford
a living.
Quantifying Gentrification
Gentrification is a complex phenomenon which takes place over a period of time and quantification of which can
be done after the analysis of various changing parameters like land value, average income etc. This research
though only refers to the land value as an appropriate index to measure the change.
According to studies done in 20072008, for residential and commercial areas, on average, land value within
500 m of a metro line increased by 11.3% and 18.1%, respectively. Moreover, land value changes are more
consistent and higher after a metro is operational, as compared to the construction and planning stage, and
increase by 24% every year. It was observed that the increase in land value is highly dependent on the
income of the people occupying the area, and whether the area has planned development or not.3
Another study, by Magicbricks.com in 2012, found that areas such as Model Town and Azadpur, in North Delhi,
witnessed an average appreciation of 30% in capital values after the advent of metro rail services. Similarly, in
areas like Rajouri Garden, Punjabi Bagh, Vikaspuri and Janakpuri, in West Delhi, property values appreciated
Goel Rahul, Case Study of Metro Rails in Indian Cities, PROMOTING LOW CARBON TRANSPORT IN INDIA, June 2014.
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by 2530% as a result of the metro rail services in the area. Additionally, it was observed that in the residential
segment, houses within a radius of 500 m from a metro station fetch higher capital and rental values than those
that are farther at a radius of 1 km from the metro stations.
B) Changing Land Uses
Transport and land use are two systems that are mutually influenced and their interaction is a complex process.
The land use of a place invites the development of a certain transport network while at the same time the urban
transit corridor of a place plays a vital role in determining the land use of the place.
Land use and transportation are two systems that are mutually influenced. Between the two systems there is a
peculiar but decisive relationship; each one supplements and enhances, while at the same time degenerates,
disrupts and disaggregates the other. The exact relationships that characterize this interaction are difficult to
define sufficiently.4
4.2 Conclusions
Change in land use is inevitable with the Delhi Metro being such a strong economic function. The economic pull of the
urban transit network induces a drift from the zoned land use of separate residential, commercial, or institutional to a
more mix use land use typology. The rise in land value dictates the change, influencing more commercial rather than
residential to extract benefits of the high prices of land.
Presenting evidence which demonstrates that high speed rail systems sustainably promote economic activity within
regions that enjoy an increase in accessibility. Transport planning should be integrated with land use policies with the
aim of enhancing the role of public transport and promoting more environmental friendly, alternative means of
transport.5
The impact of the DMR on real estate can be seen in three phases including the pre-construction phase (1990-96), the
under-construction phase (1996-2000) and the post-construction phase (2001-06). It is found that property rates jumped
significantly after the DMR began operations, although there was only a slight increase in the value in the two previous
phases.
A. Roukouni, S. Basbas, M. Giannopoulou, Land Use around Metro Stations: A Case Study, World Academy of Science, Engineering and Technology
International Journal of Civil, Environmental, Structural, Construction and Architectural Engineering Vol:6, No:5, 2012
5
A. Roukouni, S. Basbas, M. Giannopoulou, Land Use around Metro Stations: A Case Study, World Academy of Science, Engineering and Technology
10
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Land given to the DMRC for the metro was meant to be for the public good of the citys residents, it is currently being
sold off or leased out to private developers for speculative purposes, and virtually none of the land acquired by the
DMRC that is not occupied by the metro rail is being used for public purposes.6.
5. CASE STUDY| LAJPAT NAGAR

Lajpat Nagar is a residential and commercial neighborhood of the South Delhi district of Delhi. It is named in honor
of Lala Lajpat Rai, and is today most known for the Lajpat Nagar Central Market. The colony has a railway line passing
through the north and has a local railway station where one can board the EMU trains. The line is usually used by freight
trains. At present, it is common to see individuals from different parts of India, Afghanistan, Pakistan and African
countries.
In the recent years, Lajpat Nagar has become a preferred residential neighborhood for tourists and certain refugees
from various Middle Eastern countries, including Afghanistan who often travel to New Delhi as medical tourists, owing to
the presence of affordable quality health care in the capital.
Mix use typology
Informal Market (Hawkers)
Source: http://www.lajpatnagar.co.in/
Source: http://thewowhome.top/lajpat-nagar
5.1 MPD 2021

Lajpat Nagar falls in the zone D, D-19, of the designated zones of the master plan of Delhi. The central market, Lajpat
Nagar, is categorized under non-hierarchal commercial center providing services at the city level.
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The MPD-2001 provides regulations for mixed land use permission in the Residential Use Zone. This zone has already
mixed land use in certain old areas like Lajpat Nagar, Bhogal, Kotla Mubarakpur, Jangpura, Sunlight Colony, Hari Nagar
and Ashram etc.
Zonal Plan D-19
5.2 History and Evolution

Pre 1950
Prior to independence this area was an agriculture land, a rural urban fringe on the outskirts of New Delhi surrounded by
dense forests and jackal infested Kailash hillocks. The only landmark was Kalkaji Mandir.
1950:
Lajpat Nagar was developed in 1950s and most of its early residents were Hindus and Sikhs moving east from newly
formed Pakistan following the partition of India in 1947. The alloters mostly comprised of people from Punjab, Sind and
Baluchistan.
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In the central market, the plots were of 15x60feet constructed like army barracks. The houses were all single storey with
asbestos roof in the beginning. Lajpat Nagar was initially planned on the basis of 100 and 200 sq. yards plots for each
family. The plots and houses were offered at a subsidized rate of rs 2,000 to rs 10,000 with the facility of long term
installment payments.
1952:
The rehabilitation colony was built by Central Public Work Department(CPWD) and the plots were distributed by ministry
of rehabilitation in 1952 at national level. Land and Development Office ( L& DO)was handed over. The responsibility of
allotting the houses to the refugees on the basis of an affidavit that declared the land entirely for residential use.
1956:
Earlier no commercial activity was permitted, but later government decided to legalize the use of a part of premises as
commercial in order to enable the displaced and unemployed people to earn their livelihood and start afresh. Although
no major commercial activity was allowed, the good network connections, a broad access, absence of market in vicinity
and employment need of the refugees encouraged the widespread commercial activities and over the period the area
developed as a major commercial centre with Lajpat Nagar-2 as central market.
1980:
Human density per sq.km increased and the introduction of motorized vehicle in the family, led to changes in the
lifestyles, and in shopping trends. Far-off, markets became a regular and the retail markets started to thrive. Soon the,
local community market turned into a city market with rapid development in the real estate. By 1980, most of the
residents had started to move out of the central market giving way to an only commercial land use.
1990:
In 1988-90 DDA allowed the use of residential zone as commercial after negotiation and payment of recurring annual
misuse and damage charge and heavy charges were taken for conversion of land use and development of floor system.
2002:
Alankar cinema renovated 3Cs competent cine court. Encroachments and illegal commercialization of residential
areas began along the road the stretches. Most of them of a mixed use typology; some gave way for complete
commercialization. The Afghani market started to sprout up, due to medical tourisms.
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5.3 Present Scenario
5.3.1 Site
Lajpat Nagar
Source:
https://www.google.co.in/maps/place/Lajpat+Nagar,+New+Delhi,+Delhi/@28.5691141,77.2425639,15z/data=!4m2!3m1!1s0x390ce3ad801d2
93d:0x7f730966747ee8fc
Lajpat Nagar showing location of Metro Station

Source: Google earth
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5.3.2 Connectivity
Road Network
Source: Author
Modes of transport available
Auto rickshaw stands mapping
Source: Author
Source: Author
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5.3.3 Land use Mapping
Land use Mapping

Source: Author
5.3.4 Central Market

The central market is regarded as a non-hierarchal community center as per MPD 2021. It is a popular market of people
of Delhi especially South Delhi. It is a major attraction for women and teenagers providing them variety of goods in a
reasonable amount. The footfall analysis of the market are as follows:
Central Market Footfall, 11AM
Central Market Footfall, 2PM
Central Market Footfall, 6PM
Source: Markets as social spaces
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6. WHAT IS TRANSIT ORIENTED DEVELOPMENT?
TOD arose in reaction to the perceived problems of suburban sprawl. The Delhi Government is proposing a policy on
Transit Oriented Development (TOD) to capture the benefits of the increase in land value around metro stations.
Transit Oriented Development (TOD) is a planning strategy which integrates the land use and transport system, thereby
creating lively, sustainable, pedestrian and cycling friendly areas and neighborhoods, while encouraging people to
choose transit over cars for their long commutes. A widely accepted description of TOD is an urban environment with
high densities, mixed and diverse land uses, located within an easy walk able area around a transit node.
This approach ensures that necessary planning interventions are made to make urban development more transit
oriented by introducing appropriate planning policies and regulations in Master Plan & Land use plan.
Transit Oriented Development features

Source: http://www.treehugger.com/urban-design/transit-oriented-development-key-better-cities.html
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6.1 The 6Ds

The concept of Transit oriented development is linked with 6 variables which are considered very crucial in achieving the
objectives TODs and are described below in turn.
6.1.1 Diversity
The availability of a wide range of amenities and activities within a given area is one of the main aspects that underpin
successful TODs. In the context of TODs nonetheless, diversity is used to describe a mix of different uses and the
degree of balance thereof, a varied physical design, an expanded public realm, and multiple social groupings of different
races, ethnicities, genders, ages, occupations, and households.
6.1.2 Density
As was mentioned earlier, a critical challenge facing transport policy makers and urban planners alike is the high level of
automobile dependency partly due to low density developments and poor integration of land uses. In order to reverse
these patterns, urban areas need to be designed in a manner that supports high-density development complemented by
mixed land use and investments in easily accessible public transport systems
The main premise of high density development assumes that placing residential buildings near major transport nodes,
amenities and workplaces is associated with lower average trip distances for all modes, improved public transport
through higher potential patronage around each stop and in particular, enhanced viability of walking and cycling.
6.1.3 Design
Built environment dimensions play a considerable role in transit ridership. Design includes carefully articulated land-use
mixtures; safe and smooth accessibility to transit stations (enabled by foot paths, cycle paths, and street lights, for
example); and amenities such as benches, parks, landscaping, and libraries - which all contribute to the development of
a good built environment". Neighbourhoods that are designed with walkability and cycling in mind facilitate sustainable
mobility
for
cities
and
increase
transit
ridership.
6.1.4 Distance to Transit

Being an equally critical variable in the TOD equation, distance has substantial implications for the viability and
effectiveness of a public transit system. In essence, distance measures the proximity and accessibility of a transit
station. Cities designed to reduce travel distances encourage walking, cycling, and use of the public transit system.
6.1.5 Destination Accessibility
It is the logic of providing greater mobility by moving people around the city more swiftly, not by bringing urban activities
closer together. In this regard, transit systems need to be cast in manner that facilitates access to a wide variety of
destinations such as work, service centres, recreation, and so forth.
6.1.6 Demand Management
It is used to describe any activity, method or program that reduces vehicle trips, resulting in more efficient use of
transportation resources.
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6.2 Concept of TOD

Concept of Transit Oriented Development (TOD) applies along 500m catchment from centre line of MRTS corridors with
the following major aspects:
a. Flexibility & Mix of uses to reduce travel demand and pressure on road based travel.
b. Optimum FAR and density norms to facilitate people to live work and seek entrainment within walking distance of
stations.
c. Creation of finer road networks within neighbourhoods for safer walking/ cycling.
d. Mix of incomes within communities with sharing of public spaces & amenities.
e. Increase in public safety esp. for women and children through changes in key Development Code aspects such as
setback norms, boundary walls, built-to-edge buildings, active frontages, eyes-on-the-street, etc.
f. Strict planning and regulation of on-street parking to reduce private vehicle use.
6.2.1 Norms for Mixed-Use Use
Market-friendly TOD Policy sets minimum benchmarks, and allows the market to decide what should be built in TOD
zone.
So a developer of a particular site can decide whether to build apartments, shops or offices, as long as the developer
adheres to these minimum development norms:
At least 30% residential and 20% Commercial/ Institutional use of FAR is mandatory in every project within TOD Zone
TOD Mixed use Zone

Source: Vision of Transit Oriented Development (TOD) & Introduction to TOD Policy, UTTIPECH, 2013
7. THE UTOPIAN VISION

Imagine waking up in a new, highrise apartment block, and strolling to the nearest metro station, which is a fiveminute
walk away. En route, you drop off laundry at the dry cleaner, whose streetfacing shop is on the ground floor of your
apartment building. Young mothers are ferrying babies in strollers to the neighbourhood public park for a morning outing.
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Vegetable vendors are setting up their produce for the day in designated spots on the pavement. Cyclists pass by in
segregated cycle lanes. Buses, cars and scooters and motorbikes keep to themselves on the roads, out of reach of
pedestrians.
Designated crossings allow you to access the metro station and reach the platform safely, without any unanticipated
collisions with a vehicle of any kind. Is this New York, London or Shanghai? According to UTTIPEC, this could be New
Delhi, if it chooses to adopt transitoriented development.
Objectives of a Transit Oriented Development

Source: http://www.sustainablenyct.org/2013/11/second-workshop-for-norwalks-tod-pilot-program-nov-13/
7.1 Objectives of TOD

A) Social Goal 1: Safer Neighbourhoods
Delhi is India's crime capital. TOI, June 2008
The most unsafe time out - 40% felt unsafe between 8 and 10 am and 5 and 7 pm. 31% felt unsafe in midafternoon.
Most unsafe places - 45% identified buses as the most unsafe; 25% the roadside; 6.7% found bus stops.
Source: http://zeenews.india.com/news/delhi/rajnath-singh-
Source: http://www.dnaindia.com/delhi/report-four-rapes-and-nine-molestations-
launches-women-safety-mobile-app-himmat-in-
reported-in-delhi-everyday-last-year-1944984
delhi_1523272.html
B) Social Goal 2: Clean, Green and Usable

Open spaces play multiple functions:
1) Safe usable public spaces for young, old, rich & poor.
2) Working landscapes that capture, purify and treat storm water runoff.
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Public Space
Public Space
Source: https://www.linkedin.com/topic/transit-oriented-development
Source: http://perkinswill.com/type/transit-oriented-development
C) Social Goal 3: Getting around easily

1) Make transferring between modes easy
2) Design streets for ALL, not JUST cars.
3) Provide high density mixed use developments (residential. office, entertainment & civic uses) with 5-min walk
of Metro Stations.
Source: http://www.treehugger.com/urban-design/transit-
Source: http://www.treehugger.com/urban-design/transit-oriented-development-key-
oriented-development-key-better-cities.html
better-cities.html
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Source: http://www.treehugger.com/urban-design/transit-
Source: http://www.treehugger.com/urban-design/transit-oriented-development-key-
oriented-development-key-better-cities.html
better-cities.html
D) Social Goal 4: Integrated Society

1) Integrate rich and poor symbiotically, with shared amenities, near Transit.
2) Integrate major employment centres along Transit Nodes (not highway arterials) as part of mixed-use
communities.
Conceptual Plan of an Integrated Neighbourhood

Source: Vision of Transit Oriented Development (TOD) & Introduction to TOD Policy, UTTIPEC
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8. CONCLUSIONS
The Metro has changed the face of Delhi forever, from a city of construction, to a city with connectivity; Delhi Metro has
put great expectations and increased the aspirations of the city and its people for the best.
The Delhi Metro Rail (DMR) initiated its operations, albeit partially, in 2002 and was quickly celebrated by the state,
media and middle class of Delhi as the city's greatest step towards world class status and global recognition. The DMR
enthusiasts gushed, often in dramatic tones, that not only would this 'modem technology' to sort out the twin challenge of
vehicular congestion and pollution in the city but also, more crucially, credibly enable popular access to mass transit. But
the picture isnt so rosy in reality and to assess the impact of Delhi Metro the DMR needs to be critically linked with a set
of economic, political and social effects as important as its technical achievements.
8.1 Future of Lajpat Nagar

After the establishment of Lajpat Nagar Metro Station in 2007, the refugee colony has undergone various socioeconomic changes. The economic changes are starkly visible through the analysis of land use over the years, wherein a
major portion of residential land has been put to commercial use to extract benefits of the rising land value due to the
Delhi Metro.
The south Delhi colony has turned into a mixed use typology with ever increasing commercialization due to the
economic pull of the Delhi Metro. It shows great similarity with the features of the Transit Oriented Development
proposed by the UTTIPEC, Delhi Development Authority.
Land use pre metro, Lajpat Nagar
Land use 2013, Lajpat Nagar
23

Source: Sharma Swati, Synchronizing land use and transport
2015-2016
Source: Sharma Swati, Synchronizing land use and transport
8.2 Problems faced by the Inhabitants
Encroachment on footpaths restricting mobility

Emergence of metro has resulted in addition of a lower economic layer in the middle class neighbourhood of
Lajpat Nagar. The hawkers act as eyes on the street ensuring safety of the inhabitants of Lajpat Nagar as well
as the visitors of the Central market but in turn also have hampered movement on the roads and footpaths.
Hawker Spill on Pedestrian way
Encroached Footpath
Source: http://www.lajpatnagar.org.in/photo-gallery.htm
Source: http://www.lajpatnagar.org.in/photo-gallery.htm
Need for feeder services

One of the major aims of the TOD model is to ensure last mile connectivity to its users, thus proving a safe,
green and walk able neighbourhood. The objective was to promote the use NMT (Non-Motorized Transport).
Surveys indicate that people in residential colonies avoid using the Metro service due to the lack of approach
services to and from metro stations.
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Last mile mode opted(Origin to Metro)
Last mile mode opted(Metro to Destination)
Source: Primary Survey, 2010
Reasons for not using Metro
Willingness to use metro
Provision of Parking
Lajpat Nagar faces huge parking crisis in the residential as well as the commercial areas due to lack of proper
open spaces to suffice the parking need of the users.
Parking Problem
Insufficient road width to accommodate the traffic
Source:http://www.thehindu.com/todays-paper/tp-national/tp-
Source: http://www.dnaindia.com/locality/new-delhi/parking-ordeal-
newdelhi/mafia-behind-parking-mess-in-lajpat-nagar/article5787029.ece
commonplace-amar-colony-lajpat-nagar-30994
Lack of Public Spaces

The refugee colony in its present condition lacks appropriate open public/ recreational spaces for its
inhabitants. A utopian TOD model gives great importance open public spaces for recreation.
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Open Green Spaces 2013

Source: Google Earth
Increasing Footfall/ Congestion

After the advent of metro in this popular shopping area has led to the further increase in footfall leading to
congestion in the neighbourhood. With the increasing commercial areas in the ground floor and encroachment
by street hawkers the neighbourhood has lost its walkability. Pedestrian has lost its importance on road.
Congested Central Market
Congested Central Market
Source:http://www.sodelhi.com/malls-markets/lajpat-nagar-new-delhi
Source: http://realbuildr.com/neighborhood/lajpat-nagar
8.3 Is TOD a sustainable neighborhood model?

According to the master plan 2021, most areas of Delhi will be connected by the Delhi metro, thereby creating various
TOD (transit oriented development centres) centres across the city. The TOD influence zones on the map of Delhi show
26
2015-2016
that the various TOD centres will lie close to each other to an extent that some areas would be influenced by two or
more metro stations.
TOD influence zone map Delhi

Source:
It is clearly evident that the government has opted the TOD model for future developments in the Delhi NCR region but
the question really lies whether the TOD model is a sustainable model for Indian habitats.
The case study of Lajpat Nagar shows that metro induced many changes in the socio-economic layers of the
neighbourhood. The advent of metro brought in hawkers to sell their goods also acting as eyes on the streets to
enhance safety of the inhabitants and visitors. The cropping up of informal markets provides income to the lower income
groups and a source of recreation to the higher income groups. The market then itself induces a series of events, like
the coming up of feeder services of rickshaw pullers and auto rickshaw service. Mix land use typologies have led to
increased congestion for the pedestrian as well as the motorized transport. Few public spaces exist for recreation of the
inhabitants of Lajpat Nagar out of which a small amount are put to use for the same purpose. Existing street network of
Lajpat Nagar falls in accordance with the utopian TOD model but car parking in the residential premises restrict
movement along all streets making users use specific routes to commute.
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Street Network in the Utopian TOD model
Street Network in Lajpat Nagar
Source: UTTIPEC
Source: Markets as social space
History of human settlements in India have demonstrated that since our forefathers mix land use typology has been
adopted suiting our cultures and lifestyle. But the advent of motorized transport and advances in technology, urban
infrastructure has undergone major changes. The TOD model of sustainable neighbourhood based on mix land use
typology cannot be directly put to use seeing the historical background of our traditional living. Hence the government
needs to devise correct policies ensuring that the following questions dont go unanswered.
How do you provide social housing for the poor in an area with increasing land value?
How do you ensure the level of encroachment by hawkers?
How do you provide parking in an area with existing parking crisis undergoing gentrification?
How do you decongest the place while increasing the density to ensure good living in the neighbourhood?
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BIBLIOGRAPHY
References
1.
2.
A. Roukouni, S. Basbas, M. Giannopoulou, Land Use around Metro Stations: A Case Study, World Academy of Science,
Engineering and Technology
3.
Goel Rahul, Case Study of Metro Rails in Indian Cities, PROMOTING LOW CARBON TRANSPORT IN INDIA, June
2014.
4.
Sharma, Swati. Synchronizing Land Use And Transport: A Step towards an Efficient City
5.
PROPOSED ACTION PLAN - PROJECTS & PROGRAMME, UTTIPEC, July 2012
6.
Vision of Transit Oriented Development (TOD) & Introduction to TOD Policy, UTTIPEC, DDA, 21 February,2013
7.
Khan Nisar. Smart or Wise Prioritising Urban Planning vis-a-vis Smart Cities Project in Delhi, Journal of Architecture
8.
Master Plan 2021
9.
Tiwari Geetam. Transport and land-use policies in Delhi.
10. Aurobindo Ogra, Robert Ndebele. The Role of 6Ds: Density, Diversity, Design, Destination, Distance, and Demand
Management in Transit Oriented Development (TOD)
Web Citations
1. http://www.archinomy.com/case-studies/1915/an-overview-of-delhi-metro
2. http://delhi-masterplan.com/zonal-plans-mpd-2021/mixed-use/mixed-use-areas/
3. http://www.dailymail.co.uk/indiahome/indianews/article-2550254/Metro-misery-For-living-near-Metro-stationslife-daily-grind-thanks-growing-traffic-chaos.html
4. http://www.dailymail.co.uk/indiahome/indianews/article-2169326/Revolutionary-masterplan-Optimum-land-usevertical-growth-Capital-areas-anvil-old-areas-Karol-Bagh-Lajpat-Nagar-Kamla-Nagar.html
5. https://icstoa.wordpress.com/spring-2013-volume-ii/the-cost-of-global-image-the-delhi-metro-socio-spatialharm-by-dylan-lowry/
6. https://housing.com/blog/2013/11/27/delhi-metro-its-impact-on-the-city-and-real-estate/
7. http://www.delhimetrorail.com/projectpresent.aspx
8. http://www.rediff.com/money/2007/mar/03mpd.htm
9. http://www.ndtv.com/delhi-news/lajpat-nagar-doesnt-need-hospitals-but-parking-lot-first-national-green-tribunal754268
10. http://realty.economictimes.indiatimes.com/news/industry/govt-approves-transit-oriented-development-policyfor-delhi/48068260
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2015-2016
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HABITAT REPORT

FACULTY OF ARCHITECTURE & EKISTICS

Faculty of Architecture & Ekistics

Ar. Faraz Farooq

Ar. Abdul Halim Babbu

Place: New Delhi

IMPACT OF METRO ON LAJPAT NAGAR

To find interdependency between land-use and urban transport network.

To study post metro gentrification.

To identify the change in social and economic structure.

To study the TOD model of settlement.

1.3 Rationale for Selection

Chanakya Rajani | Faculty of Architecture & Ekistics, Jamia Millia Islamia

IMPACT OF METRO ON LAJPAT NAGAR

Chanakya Rajani | Faculty of Architecture & Ekistics, Jamia Millia Islamia

IMPACT OF METRO ON LAJPAT NAGAR

Description: MPD 1982

Description: MPD 2001

2.2 Second Master Plan

IMPACT OF METRO ON LAJPAT NAGAR

Description: MPD 2021

Chanakya Rajani | Faculty of Architecture & Ekistics, Jamia Millia Islamia

IMPACT OF METRO ON LAJPAT NAGAR

A traditional Mix Use Neighborhood

Urban Sprawl in the city

Traffic Jam in Delhi

Vehicle Growth Analysis 2011

Chanakya Rajani | Faculty of Architecture & Ekistics, Jamia Millia Islamia

IMPACT OF METRO ON LAJPAT NAGAR

3. NEED OF THE METRO

Outside Delhi metro station

Inside Delhi metro

3.2 MPD 2021-Proposals

Chanakya Rajani | Faculty of Architecture & Ekistics, Jamia Millia Islamia

IMPACT OF METRO ON LAJPAT NAGAR

Delhi Metro Network as proposed by MPD 2021

IMPACT OF METRO ON LAJPAT NAGAR

4. EMERGENCE OF THE DELHI METRO

4.1 Impacts of Delhi Metro

Chanakya Rajani | Faculty of Architecture & Ekistics, Jamia Millia Islamia

IMPACT OF METRO ON LAJPAT NAGAR

Cause: Community networks

Chanakya Rajani | Faculty of Architecture & Ekistics, Jamia Millia Islamia

IMPACT OF METRO ON LAJPAT NAGAR

Chanakya Rajani | Faculty of Architecture & Ekistics, Jamia Millia Islamia

IMPACT OF METRO ON LAJPAT NAGAR

5. CASE STUDY| LAJPAT NAGAR

Mix use typology

Informal Market (Hawkers)

5.1 MPD 2021

Chanakya Rajani | Faculty of Architecture & Ekistics, Jamia Millia Islamia

IMPACT OF METRO ON LAJPAT NAGAR

Zonal Plan D-19

5.2 History and Evolution

Chanakya Rajani | Faculty of Architecture & Ekistics, Jamia Millia Islamia

IMPACT OF METRO ON LAJPAT NAGAR

Chanakya Rajani | Faculty of Architecture & Ekistics, Jamia Millia Islamia

IMPACT OF METRO ON LAJPAT NAGAR

5.3 Present Scenario

Lajpat Nagar showing location of Metro Station

Chanakya Rajani | Faculty of Architecture & Ekistics, Jamia Millia Islamia

IMPACT OF METRO ON LAJPAT NAGAR

Modes of transport available