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NATIOAL INSTITUTE OF

TECHNOLOGY HAMIRPUR (HP)


INDIA
DEPARTMENT OF ARCHITECTURE
EKISTICS PRESENTATION

SUBMITTED TO PR. IP SINGH


SUBMITTED BY KIRAN 14644
TRANSIT ORIENTED DEVELOPMENT
(TOD), A COMPREHENSIVE ALTERNATIVE
TO A PUBLIC TRANSPORT BASED
DEVELOPMENT

CASE STUDY : NEW DELHI


NAYA RAIPUR
Introduction :
The capital city of India, New Delhi, has witnessed a fast growth in car ownership
over the last two decades. The economic growth of Delhi has been built around
an automobile culture, where steps taken to meet the transport needs have
encouraged a growth in number of cars via steps such as wider roads and grade
separators. A growing realization of the lack of sustainability and feasibility of
such an approach led to a shift in focus, with significant investment in Public
Transport in Delhi such as Metro and BRT systems.
Transport in Delhi such as Metro and BRT systems. As per the Delhi Masterplan,
the target is to have only 20% of the model split in favour of personal motorised
modes by 2021.
This has led to a shift in the Citys planning and development approach by
looking for other solutions such as Transit Oriented Development (TOD)
TOD (Transit Oriented Planning):

A Transit Oriented Development is a compact mixed used development that is


designed to encourage use of public transport (PT). It aims to maximise
accessibility and reduce car dependency.
The primary goals of a TOD are:
1.Reduce private vehicle dependency and induce public transport use through
design, policy and enforcement measures; and
2.Provide PT access to the maximum number of people through densification and
enhanced connectivity.

Widening the scope of provision of infrastructure, there is now an attempt to focus


on the mobility of people rather than purely focused on movement of vehicles.
This approach integrates transport and land use to
undertake the following:
1. Encourage public transport :
Better and safer access
Efficient and reliable system
2. Target all economic strata
3. Promote high density mixed land use within walk/cycle distance:
Pedestrian facility
Cycle and cycle rickshaw facility and Parking
4. Reduce infrastructure investment cost
5. Reduce congestion (economic benefits)
6. Induce private sector investment
7. Save environmentally sensitive land.
Transit Oriented Development (TOD)- Study for Existing Metro
Corridor Between Chattarpur and Arjangarh of Delhi Metro Project of
Phase II
Delhi:
Area: 1483 Sq. Kms
Population (2011) = 16.7 million (2nd
largest city)
Vehicles Registered (2011) = 6.93
million
420 vehicles per 1000 population.
MPD 2021 aims at a modal shift of
80:20
RITES Study in 2008 have shown a
modal share of 45:55.
CAR DEPENDENT SOCIETY with
dispersed activity zones and long
distance trips.
CONTEXT OF TOD IN DELHI
Phase 1 and Phase 2 of Delhi Metro
constitutes;
6 Lines with 193 kms and 145
metro stations.
Connects Delhi with
Gurgaon
Noida
Gaziabad
Faridabad

Carries 1.6 Million Passengers


per day.

8 kms Stretch along the Yellow


line from Jhangirpuri to HUDA City
Center, covering 4 metro stations
of Chattarpur, Sultanpur, Ghitorni
and Arjangarh.
SITE DESCRIPTION :
Phase II Yellow Line Metro Corridor from Chattarpur to Arjangarh

The Study Area is located strategically at the confluence of Delhi and


Gurgaon, a key service sector hub on the outskirts of Delhi. National highway
(NH) - 236, the spine of the study area, connects Delhi with Gurgaon and NH8.
This stretch is an entry into Gurgaon through road and as well as the metro.
The Site lies along the Mehrauli-Gurgaon road and is flanked by low density
development on either side.

SITE DESCRIPTION :
Phase II Yellow Line Metro Corridor from Chattarpur to Arjangarh

The Study Area is located strategically at the confluence of Delhi and


Gurgaon, a key service sector hub on the outskirts of Delhi. National highway
(NH) - 236, the spine of the study area, connects Delhi with Gurgaon and NH8.

This stretch is an entry into Gurgaon through road and as well as the metro.

The Site lies along the Mehrauli-Gurgaon road and is flanked by low density
development on either side.

The site is surrounded by protected regional green areas, which need to be


considered as part of the scheme development
Base Map of the Study Area

Total Study Area = 24 sq. Km (2,400 Hectares)


Walking Influence Zone is 500m (6min) from the Metro Station
Non Motorized Transport Influence Zone is 1500m (6min) from the
Metro Station
Typical Morphological Types on the
Corridor
Finely grained Large Government
high density land parcels thats
compact Urban are almost barren
Villages and are up to 15
Ha.

Loosely grained Station yards with


sprawling farm large areas of
housing on land surface parking
parcel up to 2 have developable
acres. land up to 2
acres.
CONCEPT DEVELOPMENT
One of the key challenges of the scheme was to try to fit the proposed TOD development over an already
existing urban fabric, while utilising the existing mass transit alignment to guide the direction of
development. Based on the above study, a conceptual masterplan was developed, keeping the following
factors into consideration:

Exiting urban villages in Delhi, the residential areas of the villages which come within the boundary
of the city are, to some extent, outside the purview of control of the general city level development
guidelines.
Retain its green characteristics
Creation of non-motorised friendly transport network, including a secondary level of road network.
Allow provision for sustainable/renewable utility infrastructure.
Top level financially feasible plan. One of the key factors for developing this plan was to look at the
stations on the corridor not as stations, but character zones. Taking a cue from the existing land use,
it was proposed to develop these with the following primary characters:
Chattarpur Cultural and Tourism
Sultanpur Commercial Village
Ghitorni Retail
Sarvodaya (proposed new station to bring these stations within walkable distance) Entertainment.
Arjangarh Institutional
GREEN INFRASTRUCTURE CORRIDORS
TRANSPORT CORRIDORS
TYPICAL DEVELOPMENT AREA
Taking inputs from an
assessment of the
population expected for
a TOD based
development, and after
undertaking a density
analysis, a
prototypical area
block was developed .
CONCEPT MASTERPLAN

Within these area blocks, zones were identified, and each were assigned with number
of uses that are permissible within that zone. The objective of this was to provide
high density, mix use activities, which are more reliant on transport, and suited to
mass activity closer to the station.
Proposed Typical Station Area Zoning
Sequence Plan
PROPOSED DENSITIES
BUILTFORM TYPOLOGY BUILTFORM TYPOLOGY
STATION QUARTER COMMUNITY ZONE

BUILTFORM TYPOLOGY
TRANSITION ZONE
PROPOSED URBAN MASSING TYPOLOGY
PROPOSED TRANSPORT
INFRASTRUCTURE
The proposal for transport was closely linked to the other elements of the study,
especially the site layout development. Some key considerations were:
Smaller block sizes for residential units to improve connectivity, especially
reduce the walking connectivity.
Provide safer walking paths by reducing high walls along walkways, and
bringing activities to the roads.
Focus on segregation of motorised and non-motorised activities, followed by
transport provisions for the same.
Plan for high density, non-personalised transport based development closer to
the mass transit line. Car based activities to be kept on the outer areas.
PROPOSED TRANSPORT INFRASTRUCTURE
The proposed concept transport network for a
typical site within the TOD road network is
shown.

Within the site, a hierarchy of routes was


proposed. A primary road network would provide
major access within the site. Keeping with the
philosophy of TOD, the primary network connects
to the NH236 and the circumventing road at
multiple locations.
There is also a secondary road network, which
acts as a local road. This road is also primarily
for circulation of a feeder service, proposed to
be designed in a NMT and pedestrian friendly
manner.
The area adjacent to the station is proposed to
be reserved for pedestrians only.
NMT parking is proposed along the whole of the
study area. The density of this parking is highest
around the station quarter. Parts of these parking
areas are meant to be for cycles, or potentially
cycle-hire schemes
PROPOSED URBAN GREEN INFRASTRUCTURE
PROPOSED URBAN WATER INFRASTRUCTURE
PROPOSED URBAN SOCIAL INFRASTRUCTURE
PROPOSED UTILITY INFRASTRUCTURE
TRANSIT ORIENTED DEVELOPMENT
CASE STUDY : NAYA RAIPUR
VISION

Naya Raipur to be developed as a modern but green city


For conservation of the environment and existing landscape, best practices
for water harvesting, waste water recycling and use of non-conventional
energy resources would be adopted
Naya Raipur designed as a citizen friendly and visitor Friendly city.
City design would promote sense of security and comfort among its citizens,
especially women, children and the physically challenged.
NAYA RAIPUR PLANNING AREA
LAND USE DISTRIBUTION :
Conservation of existing water bodies
Conservation of existing plantation
Recreation area 26 %

Distributed employment centers across the city


with centrally located CBD and central facility
Corridor to reduce the traffic.

Green connectivity across the city to


promote pedestrian and NMT
movement.

Grid pattern streets


1. To promote high speed roads on
arterial roads
2. Alternative roads for every
destinations
3. Ease in providing infrastructure.
4. Suitable for public transport system
TRANSPORTATION
The transport system plan of Naya
Raipur has been developed with the
following
Vision:
Mobility of all, affordable,
equitable
and safe

Public Mass Transport System


Bus rapid transit system (BRTS)
Railways
NMT(non motorized transit)-
Pedestrian walkways and cycle
tracks.
Public Mass Transport System
To minimize usage of personalized
modes
public mass transport Bus rapid transit
system (BRTS) and Light rail Transit
system(LRTS) have been proposed.

Interim transport services will be


provided to facilitate the movement of
people between Raipur and Naya Raipur
till BRTS is operational.

Intermediate Public Transport


modes
have also been incorporated in the
Local
Area Plans and space have been
allocated for
parking and other need off the
operators.
Schematic Layout of Bus stop, 20 m Median, Naya Raipur

Schematic Layout of Bus stop, 8m Median, Naya Raipur


PROPOSED NETWORK MATRIX :

BOTH SIDED segregrated cycle tracks


and footpaths.(16.65km/side)

BOTH SIDED common cycle tracks and


footpaths.(12.97km/side)

ONE SIDED segregrated cycle tracks and


footpaths. (3.75 km)

ONE SIDED common cycle tracks and


footpaths.(2.63 km)
TOD : Naya Raipur
Conceptual
sketches
DEVELOPMENT PHASE
TOD zones Sector 31,33,34 Naya Raipur
Vedanta Station Area
Sector 31 Naya Raipur planning

Sector 31
Sector 7 ,15 ,16 ; TOD Principles
Sector 7 ,15 ,16 ; TOD Principles

Mixed use development