Planning for Transit Oriented Development_LB Nagar, Hyderabad

NEED OF STUDY

Unpredicted growth and migration is causing Urban

The increasing.

Rapid growth in automobiles has resulted in

has been steadily

congestion,

The world urban population is expected to increase by

72

per cent by 2050,

from 3.6 billion in 2011 to 6.3 billion in 2050.

World Urbanization Prospects ,The 2011 Revision

air

pollution

TOTAL NUMBERS OF VEHICLE 25

in

20

Hyderabad. The city also has registered vehicle

15

strength of

and

23.8 million which is growing at the

sprawl .

IN LAKHS 10

rate of 11.8 % per year.

5 0

8 million motorized trips are made every day

2001

2005

2009

2012

out of which 3.36 million is from PTS.

The total and total percent number of Urbanites in 2011

Model share =

43 : 57

MPD 2021 aims at a modal shift of 80:20 Average total

Source : The Global Urban Migration

By MacNicol & Associates

suspended particle matters

value being recorded in the twin cities is 280 milligram per cubic meter.

Source :HMDA

BENEFITS OF TOD •Reduced congestion

The total number of Urbanites in 2050

•Increased tax yields

•Reduces green house gases emission •Provides Needed houses

•Reduced costs and efficient investment

Source : UNICEF

In India, By 2025,

22% of the urban population

will be living in 9

cities. Such large concentrations create pressure on facilities such as transportation, housing, and other products required by the population.

World Urbanization Prospects ,The 2011 Revision

Hyderabad ranks in 35th position in list of large cities and urban area in world in 2020.

To solve these problems the city has

invested in

Rank

City/Urban area

Population in 2020 (millions)

1

Tokyo

37.28

2

Mumbai

25.97

access to opportunities, and in conjunction with

3

Delhi

25.83

11

Calcutta

18.54

good land use planning and policies can

28

Bangalore

9.92

achieve sustainable urban development.

35

Hyderabad

8.61

Thus, TOD can be good practice to tackle with all

39

Ahmadabad

7.78

City mayors statistics

PLANNING FOR TRANSIT ORIENTED DEVELOPMENT

MRTS . Transit investment can help to increase the

these problems.

City mayors statistics

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DEPARTMENT OF URBAN & REGIONAL PLANNING MASABTANK , HYDERABAD

VISION FOR THE CITY: PEEP INTO THE FUTURE The illustration shows the

typical

day in the life of our common man. It

has been taken from the Delhi study which is similar case for Hyderabad case as well.

The need of the study is also supported Some

by

serious

these land

illustration. use

and

transportation integration can solve the issue. There is the need of

paradigm shift in planning.

Our vision for the city where we can live, work and play.

PLANNING FOR TRANSIT ORIENTED DEVELOPMENT

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DEPARTMENT OF URBAN & REGIONAL PLANNING MASABTANK , HYDERABAD

AIMS ll OBJECTIVE ll METHODOLOGY AIM

METHODOLOGY AIM

Preparation of TOD plan for selected area.

OBJECTIVES

OBJECTIVES

LITERATURE

•UNDERSTANDING THE TOD CONCEPT AND POLICIES. CONCEPT

POLICIES

DESK STUDIES

POLICIES LEVEL INTERVENTION

FACTORS TO BE CONSIDERED

•TO REVIEW BEST PRACTICES OF TOD AROUND THE GLOBE.

•TO EVALUATE THE CURRENT URBAN FORM AND DEVELOPMENT AROUND THE

PARAMETERS

UPCOMING METRO STATION BASED ON TOD PARAMETERS. EVALUATION OF EXISTING SCENERIO •TO DEVELOP STRATEGIES FOR THE PURPOSED TOD

•TO INVESTIGATE THE POLICY AND PLANNING BARRIERS THAT NEEDS TO BE OVERCOME IN ORDER TO IMPLEMENT THE CHANGES.

INTENSE ZONE IDENTIFYING

•PRE AND POST ANALYSIS OF THE TOD

STANDARD ZONE TRANSITION ZONE

EVALUATION AND ASSESSMENT

DEVELOPMENT OF STRATEGIES

PREPARATION OF MASTER PLAN FOR THE AREA

PLANNING FOR TRANSIT ORIENTED DEVELOPMENT

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DEPARTMENT OF URBAN & REGIONAL PLANNING MASABTANK , HYDERABAD

LITERATURE

TRANSIT ORIENTED DEVELOPMENT: CONCEPT Walk able, compact, mixed-use, higher-density development within walking distance of a transit facility.

Within 10 min walk of Station (1000 M) • High Density Housing, informal retail, commercial, public spaces.

• FAR bonuses provided for affordable housing, public spaces and parks, & infrastructure.

Illustra8on of TOD Characteristics, University of Delaware IPA

TOD occurs within 1/4 to 1/2 mile, or within a 5‐ to 10‐ minute walk, of a transit

station.

Within 5 min Cycle/ Rickshaw-ride from Station: • Incorporating bicycles and pedestrians in street and building design guidelines

All these definition includes The 3 „D‟s of Cervero and Kockelmaan • (High) Density

B) FEEDER NETWORKS

• Diversity (Mixed Use, Mixed Income)

- Pedestrians Within 500 M - Cycles, NMVs

• Design (Safe, Comfortable, active 24x7)

Bike lanes in most streets

Bike parking at destinations, transit stops

Beyond 500 M -Rerouted buses -Battery operate feeders ( MPD)

TOD GOALS •Reduce private vehicle and promote public transport

~ 500m

Beyond 500m

•Public transport access to maximum

C) DIRECT CONNECTIVITY

people

PRINCIPLES OF TRANSIT ORIENTED DEVELOPMENT A) DENSITY & DIVERSITY & DESIGN:

SOURCE: UTTIPEC

- Minimized Walking & Biking Distance / Environment from MRTS & Amenities.

Within 5 min walk of Station (500 M) High Density Housing, Retail and Employment uses

• Finer Street Network for shortest routes to pedestrians & cyclists.

• Faster to walk or cycle; than to drive.

•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.

High Density Housing and commercial development near transit

PLANNING FOR TRANSIT ORIENTED DEVELOPMENT

•Interconnected Street Network • Small walk able blocks; Pedestrian cutthroughs every 100 M.

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DEPARTMENT OF URBAN & REGIONAL PLANNING MASABTANK , HYDERABAD

LITERATURE D) PUBLIC REALM DESIGN: Pedestrian/disabled friendly, safe, pollution free

Remove Setbacks, Require Entries on sidewalks

Regulate Maximum Block Widths, Minimum Frontages

Design Street Guidelines for pedestrians, not cars!

Sidewalks, Bio-swales

TRANSFORMATION of a similar street in Los Angeles E) PLACEMAKING Multimodal, pedestrian-oriented.

 Create 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.

THE TOD CHECKLIST

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

BENEFITS

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

Streets for Trains, Buses, cars and Pedestrians.

Built-to-edge Buildings for Safety & Comfort.

OF TRANSIT ORIENTED DEVELOPMENT

COMMUNITY BENEFITS

BENEFITS TO LAND, ROAD & SERVICE OWNING AGENCIES:

GRADED DENSITY MIXED LANDUSE

Nanjing Lu, Shanghai DIRECT CONNECTIVITY FEEDER ROUTE SERVICE

PLACEMAKING

PEDESTRIAN & CYCLE FRIENDLY DESIGN

Mizner Park, Florida

PLANNING FOR TRANSIT ORIENTED DEVELOPMENT

PERSONAL BENEFITS

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LITERATURE

TOD STANDARD

Compact

Connect

15 points

15 points

A. The development is in an existing urban area.

• Urban Site:(10 points)

A. Walking and cycling routes are short, direct and varied • Small Blocks:(10 points)

INSTITUTE OF TRANSPORTATION AND DEVELOPMENT POLICY

TOD Standard, built on the rich experience of many organizations, addresses

B. Travelling through the city is convenient • Transit Options: (5 points)

development that maximizes the benefit of public transit while firmly placing the

TO D

PRINCIPLES

emphasis back on the users i.e. people.

B. Walking and cycling routes are shorter than motor vehicle routes.

• Prioritized Connectivity:(5 points)

Transit TOD Requirement

TOD Standard

Rankings

Gold 85 – 100 points

A. High quality transit is accessible by foot.

Silver 70 – 84 points

• Required 4.1 Walk Distance to Transit: Walk distance (meters) to the nearest transit station.

Bronze 55 – 69 points

Shift PRINCIPLS WALK

CYCLE

CONNECT TRANSIT MIX DENSIFY COMPACT

SHIFT TOTAL

PARAMETERS VALUE Walkways 3 Crosswalks 3 Visually Active Frontage 6 Physically Permeable Frontage 2 Shade & Shelter 1 Cycle Network 2 Cycle Parking at Transit Stations 1 Cycle Parking at Buildings 1 Cycle Access in Buildings 1 Small Blocks 10 Prioritized Connectivity 5 REQUIREMENT Complementary Uses 10 Accessibility to Food 1 Affordable Housing 4 Land Use Density 15 Urban Site 10 Transit Options 5 Off-Street Parking 10 Driveway Density 2 Roadway Area 8 100

Densify

20 points

15 points A. Residential and job densities support high quality transit and local Services • Land Use Density: (15 points)

A. The land occupied by motor vehicles is minimized.

• Off-Street Parking: (10 points) • Driveway Density: (2 points) • Roadway Area: (8 points)

Mix

Walk

15 points

15 points

A. Trip

A. The pedestrian realm is safe and complete.

• Walkways: (3 points) • Crosswalks: (3 points)

lengths are reduced by providing diverse and complementary uses.

• Complementary Uses: (10 points) • Accessibility to Food: (1 point) B. Lower income groups have short commutes.

• Affordable Housing:. (4 points)

PLANNING FOR TRANSIT ORIENTED DEVELOPMENT

B. The pedestrian realm is active and vibrant.

• Visually Active Frontage: (6 points) • Physically Permeable Frontage:(2 points)

Cycle 5 points A. The cycling network is safe and complete.

• Cycle Network: (2 points) B. Cycle parking and storage is ample and secure.

• Cycle Parking at Transit Stations: (1 point) • Cycle Parking at Buildings: (1 point) • Cycle Access in Buildings: (1 point)

C. The pedestrian realm is temperate and comfortable.

• Shade & Shelter: (1 point)

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DEPARTMENT OF URBAN & REGIONAL PLANNING MASABTANK , HYDERABAD

TOD ANALYSIS

COMPARISION AND TOD IN INDIAN CONTEXT

CITY

Indian metropolitan cities have complex

organic growth patterns

diverse neighborhoods, densities and land uses old city centers and associated infrastructure

built before the

major economic activities to this day.

Rs. 2000 billion on metro rail projects in eight cities

DESIGN

Walkability & Access to transit New York

DENSITY

Active, 24x7

Land Use Density

DIVERSITY

Transit ridership

Mixed Use

Mixed Income

Times Square Woodhaven B

London

Picadilly Circus Hainault

invention of automobiles and modern transportation systems.

These city centers support

STATION

Hong Kong

Causeway Bay

Singapore

Raffles Place

Tai Po

Kallang Station Delhi

Chawri Bazar Race Course

COMPARISION OF STATION AREA, STREET DESIGN, BLOCK SIZE, DENSITY & LAND USE CITY

STATION NAME

STREET PATTERN

BLOCK SIZE

ROAD WIDTHS

DENSITy

NO. OF FLOORS

LAND USE

New York

Times Square

Grid

74mX260m; 70mX260m grids. Block size varying when diagonal road cuts

8m-13m

High

15+

Commercial Office

50mX100m; 50mX150m grid

10m-25m

London

Hong Kong

Singapore

Delhi

Mumbai

Woodhaven Boulevard

Grid

Low to Medium

2 to 4

Picadilly Circus

Grid

50mX75m;50mX100m grid

6m-10m

Medium

5 to 7

Commercial Office

Hainault

Grid

Varying between 70mX75m to 75mX200m

8m-20m

Low to Medium

2 to 4

Residential

Mumbai

Dadar Churchgate

Summary of TOD

Analysis for TOD Components

Residential

Transit Stations & Stops in USA, UK, Asia

Causeway Bay

Grid with irregular parcels

45mX135m girds with varied sizes of parcels

7m - 30m

High

15+

Mixed Use

Tai Po

Grid with irregular parcels

50mX200m

7m - 30m

High

15+

Mixed Use

Raffles Place

Grid with varied parcels

Varying between 30mX60m to 125mX270m

8m-45m

High

15+

Mixed Use

Kallang Station

Grid with varied parcels

varying 75mX150m to 75mX200m

8m-25m

High

15+

Mixed Use

Chawri Bazar

Irregular

30mX60m blocks with narrower roads within

≤10m

High

2 to 5

Mixed Use

Race Course

plots with culde-sac

60mX100m plots with culde-sac

25m-30m with 9m inner roads

Low to Medium

2 to 5

Mixed Use

Dadar

Grid with irregular parcels

50mX75m to 75X200m

6m - 20m

Medium to High

5 to 15+

Mixed Use

Churchgate

Grid

50mX75m to 50mX100m

6m-10m

Medium to High

5 to 15+

Mixed Use

PLANNING FOR TRANSIT ORIENTED DEVELOPMENT

Transit Stations in India

Walkability and access to transit is safe, convenient Existing street networks, walkability and access to and comfortable due to a walkable street network transit is not safe, convenient and comfortable and multimodal connectivity multimodal connectivity is lacking 24X7 environment created by placemaking 24X7 environment created by existing diverse uses components like parks, seating areas and a but placemaking components like parks, seating pleasurable walking experience areas , pleasurable walking experience is lacking Land use density varies but is adequate to generate Land use density varies and may be adequate to transit ridership generate transit ridership Transit ridership is adequate and continues to be Lack of accessibility to transit and multimodal enhanced with greater connectivity connectivity may be detrimental to the potential of generating ridership Some of the stations have predominantly residential Most of the stations have mixed uses and the transit uses, the transit network provides connectivity to network provides connectivity to commercial and commercial/employment areas & ensures ridership employment areas Although all the transit station areas do not have Most of the stations have mixed income groups and mixed income uses, they are accessible to mixed are accessible to mixed income groups income groups

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TOD IN INDIAN CONTEXT

INTERPRETING THE PRINCIPLES OF TOD

IN THE INDIAN CONTEXT

CHALLENGES FOR TOD IN INDIA

Source: ncrb.nic.in / Analysis: EMBARQ India/ Binoy Mascarenhas

In cities, it is the pedestrian, NMT and small vehicle users that are the most vulnerable Improvements that focus on making fast travel safe do not necessarily improve net safety within cities

INGREDIENTS FOR TOD ARE EVERYWHERE Density of people is high and mixed land uses are abundant in city centres Walking is the dominant mode of movement in most Indian cities especially for economically weaker sections Vehicular ownership is gradually increasing, but is not yet an indispensable habit, and needs to be protected while making sustainable transport modes attractive and easily accessed.

SOURCE:

PRINCIPLES OF TOD IN THE INDIAN CONTEXT  COMPLETE STREETS  TRANSIT SUPPORTIVE LAND USES  PUBLIC SPACES  CULTURAL LANDSCAPES  INTEGRATED TRANSPORT  TRAVEL DEMAND MANAGEMENT  COMPACT DEVELOPMENT

PLANNING FOR TRANSIT ORIENTED DEVELOPMENT

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TOD IN INDIAN CONTEXT / LITERATURE TRANSIT ORIENTED DEVELOPMENT ll POLICY . NORMS . GUIDELINES ll

All properties public or private shall be able to avail the norms and benefits of TOD

(UTTIPEC © Delhi Development Authority, New Delhi)

PRIMARY GOALS of TOD

a. Special Areas b. Monument Regulated Zones (as per ASI guidelines) c. Flight funnel zones shall follow the height restrictions as per regulations of Airport Authority of India. d. Environnemental Protection Zones e. Seismic Zones such as fault lines

•Reduce private vehicle and promote public transport •Public transport access to maximum people DEMARCATION OF THE TOD INFLUENCE ZONE Zone 1: Intense TOD Zone`

Zone 2: Standard TOD Zone Zone 3: TOD Transition Zone

300 M influence zone of all 800m* (10-min walking) MRTS Stations influence zone of all MRTS Stations.

2000m** (10-minute cycling distance) influence zone of all MRTS Stations.

*Walking speed is considered approx. 5 km/hour. **Cycling speed is considered approx. 12 km/hour.

The “TOD influence zones” plotted at each Station area level .

TOD POLICY AND DEVELOPMENT CONTROL NORMS

DEVELOPMENT TYPES WITHIN INFLUENCE ZONES BASED ON GROUND Each TOD must have the following components: SITUATION A. Redevelopment/ Infill

Infill Sites are opened up for development.

Redevelopment sites could be any of the following: i. Low density areas with gross density less than 250 du/ha ii. Shopping/ Commercial centres iii. Industrial areas/ clusters iv. Resettlement Colonies v. Unauthorized colonies vi. Urban Villages B. Greenfield – Sites within the Intense/ Standard TOD Zones

1. Pedestrian & Cycle/ Cycle-Rickshaw Friendly Environment 2. Connectivity: Create dense networks of streets and paths for all modes.

3. Multi-modal Interchange: Mass transportation modes servicing the area should be well integrated to afford rapid and comfortable modal transfers.

4. Modal Shift Measures: Shift to Sustainable Modes by Using Design, Technology, Road Use Regulation, Mixed-Use, Parking Policy and Fiscal Measures 5. Placemaking and Safety: Urban places should be designed for enjoyment, relaxation and

equity.

C. Retrofit - having existing gross density higher than 250 du/ha may need retrofitting to meet TOD Zone requirements .

The following criteria may be used as benchmarks for selecting such dense sites for need for retrofitting: Lack of street network and connectivity Lack of fire access to buildings. Lack of adequate physical and social infrastructure facilities.

PLANNING FOR TRANSIT ORIENTED DEVELOPMENT

6. High Density, Mixed-Income Development: Compact Neighbourhoods for Shorter Commutes and Equity for All Sections of Society.

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DEPARTMENT OF URBAN & REGIONAL PLANNING MASABTANK , HYDERABAD

TOD CASE STUDY

STUDY AREA - CHATTARPUR TO ARJANGARH

CHATTARPUR AND ARJANGARH

STUDY OF METRO CORRIDOR CHATTARPUR AND ARJANGARH DELHI METRO PROJECT OF PHASE II Source :DMRC AND CAPITAL SYMONDS

DELHI CONTEXT •Area: 1483 Sq. Kms

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

•It is an important connector between Gurgaon and Delhi, the other access road to Gurgaon other than NH8.

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

DELINEATION OF STUDY AREA

•Population (2011) = 16.7 million (2nd largest city)

•Total Study Area = 24 sq. Km

•Vehicles Registered (2011) = 6.93 million

(2,400 Hectares) • Walking Influence Zone is 500m

•420 vehicles per 1000 population.

(6min) from the Metro Station

•MPD 2021 aims at a modal shift of 80:20

•

Non

Motorized

Transport

Influence Zone is 1500m (6min)

•RITES Study in 2008 have shown a modal share of 45:55.

from the Metro Station

•CAR DEPENDENT SOCIETY with dispersed activity zones and long distance trips.

EXISTING SITE ATTRIBUTES -TYPICAL SITE MORPHOLOGY

EXISTING SITE ATTRIBUTES MICROCLIMATE

•Phase 1 and Phase 2 of Delhi Metro constitutes; •6 Lines with 193 kms and 145 metro stations.

Finely grained high density compact Urban Villages

•Connects Delhi with , Gurgaon , Noida , Gaziabad ,Faridabad

Large Government land parcels that‟s are almost barren and are up to 15 Ha.

•Carries 1.6 Million Passengers per day.

•8 kms Stretch along the Yellow line from Jhangirpuri to HUDA City enter, covering 4 metro stations of Chattarpur, Sultanpur, Ghitorni and Arjangarh.

Loosely grained sprawling farm housing on land parcel up to 2 acres.

PLANNING FOR TRANSIT ORIENTED DEVELOPMENT

Station yards with large areas of surface parking have developable land up to 2 acres.

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DEPARTMENT OF URBAN & REGIONAL PLANNING MASABTANK , HYDERABAD

TOD CASE STUDY

CHATTARPUR AND ARJANGARH

EXISTING SITE ATTRIBUTES - URBAN GRAIN

CONCEPTUAL MASTER PLAN PROPOSED TYPICAL DEVELOPMENT AREA

PROPOSED URBAN ZONES TYPOLOGY/DENSITY

SITE ATTRIBUTES - EXISTING HARD AREAS AND SOFT AREAS

PROPOSED CHARACTERS AROUND METRO STATIONS 1) Chattarpur – Cultural and Tourism 2) Sultanpur – Commercial Village 3) Ghitorni – Retail 4) Arjangarh – Institutional CONCEPTUAL MASTER PLAN PROPOSED GREEN INFRASTRUCTURE CORRIDORS

CONCEPTUAL MASTER PLAN PROPOSED CONCEPT MASTERPLAN

Proposed Green Infrastructure Corridors Proposed Green Infrastructure Corridor along National Highway

PLANNING FOR TRANSIT ORIENTED DEVELOPMENT

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DEPARTMENT OF URBAN & REGIONAL PLANNING MASABTANK , HYDERABAD

TOD CASE STUDY

BUILTFORM TYPOLOGY

CHATTARPUR AND ARJANGARH

STATION QUARTER

COMMUNITY ZONE

TRANSITION ZONE

PROPOSED URBAN ZONES TYPOLOGY

6 FAR 500 Du/Ha Mixed Use

3.5 FAR 340 Du/Ha Residential Dominated

2 FAR 190 Du/Ha Residential Zone

CONCEPT MASTERPLAN PROPOSED URBAN MASSING TYPOLOGY

MIDDLE RISE 5-8 STOREYS

INFERENCES Delineation of the study area helps identifying the area of influence i.e. “white zone” along with the intense zone, standard zone and transition zone. TOD principle supports high density, thus helps increase of population in the area i.e High density in the intense zone with gradual decrease towards transition zone . This can be done by variation in FAR. Mix of land use is necessary for place making to create a safe, vibrant, comfortable urban place. The road network providing alternate routes to travel rather than the national highway. Helps to achieve the desired model shift as it encourage pedestrian, NMT and discourage MT with parking policies, traffic management etc.

PLANNING FOR TRANSIT ORIENTED DEVELOPMENT

Urban grain study provides the understanding of secondary and tertiary route connectivity to the major route and also the connectivity patters. The influence zone can be developed by redevelopment, development of infills and Greenfields as well as by retrofitting. Pedestrian and cycle friendly environment supports TOD Encourage transit supportive uses near stations

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DEPARTMENT OF URBAN & REGIONAL PLANNING MASABTANK , HYDERABAD

TOD CASE STUDY

BANGLORE

Identifying the Proposed Land Use

Identifying Key Activity Generators at City level

TOD BANGLORE RECOMMENDATION REPORT BY CiSTUP Recommendation for integrated land use transport station area plan (LTSAP) 500 meter around the metro stations developed for transportation (LTSAP area)

integrated land use and

Goals of LTSAP  Develop the desired land use density and mix to promotes transit ridership and enhances the activities of the surrounding area Provide transportation connectivity to the catchment areas Achieve a modal shift of 70% in favor of public transport by 2021

Indira Nagar Station Level Analysis

Address commuter preferences to make public transit comfortable, time saving, economic, accessible, reliable and safe

The Indiranagar Metro Station is located on CMH Road .The study area lies within a radius of 500-750m around the Metro Station.

Appropriate traffic management and parking management practices Identifying Station Level Characteristics

LTSAP – COMPONENTS -Pedestrian and non-motorized transport (bicycle) friendly environment for multimodal interchange and street connectivity

-Efficient Public and Para-transport System (motorized and non-motorized) supporting the transit system PLOT SIZE

STREET NETWORK

-Placemaking and Parking Management -Traffic Management - Appropriate land use and appropriate land use intensities

RESIDENTIAL TYPOLOGY

PLANNING FOR TRANSIT ORIENTED DEVELOPMENT

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DENSITY DISTRIBUTION

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DEPARTMENT OF URBAN & REGIONAL PLANNING MASABTANK , HYDERABAD

TOD CASE STUDY

BANGLORE

Mapping Transformations : FAR

Mapping Transformations : Land use

CONCEPTUAL PLAN Mapping Transformations : Land use

Mapping Transformations : Construction Activity

PLANNING FOR TRANSIT ORIENTED DEVELOPMENT

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DEPARTMENT OF URBAN & REGIONAL PLANNING MASABTANK , HYDERABAD

TOD CASE STUDY

ARLINGTON COUNTY

Since 1960, over 31 million square feet of gross

ARLINGTON COUNTY, VIRGINIA

floor area (GFA) of office space and nearly Arlington County is best TOD success story of the past 30 years

30,000 residential units have been constructed in

popular place to live, work, and shop due in part to high-density development along its two Metrorail corridors: Rosslyn-Ballston and Jefferson Davis.

the County, and over three-quarters of this

Metrorail stations has taken on a specialized function:

corridors.

construction

Rosslyn, Ballston, and Crystal City: business center Court House :governmental center Pentagon City : regional shopping center; Clarendon functions as an “urban village” with shops and restaurants; and Virginia Square has a cultural and educational focus.

has

been

in

Metrorail

Arlington County today boasts one of the highest

percentages of transit use in the region with Arlington County, Virginia, with Metro Station Areas.

Source: Arlington County, GIS Mapping Center, Department of Public Works.

Of the nearly 190,000 people living in Arlington County, 26% reside in Metrorail corridors even though they make up only 8% of the land area.

39.3%

of

Metrorail

corridor

residents

commuting to work by public transit.

COURT HOUSE STATION: LEADING BY EXAMPLE County‟s governmental offices, courts, and police headquarters are located in the heart of the Rosslyn-Ballston corridor at Court House Station.

Sector

plan

for

Court

House

Station

designated

the

area

as

an

urban

COUNTY PLANS Key tool to promote TOD along Arlington County‟s Metrorail corridors was (GLUP).

general land use plan

governmental center with high-density residential and office uses.

The GLUP set the broad policy framework for guiding all development decisions

Court House Plaza as a focal point of the neighborhood which consist of a

sector plans were introduced that arranged development activities within the 1⁄4-mile “bulls-eyes” of

pedestrian mall with 19 shops, restaurants, and a movie theater directly accessed from the subway station .

each Metrorail station. The sector plans specified not only land-use and zoning ordinances, but also urban design, transportation, and open-space guidelines.

The streetscape creates a

pedestrian-friendly environment

and provides

pedestrian linkages to surrounding office buildings and residential complexes. several technology-related firms have located in the Court House station area over 14,500

jobs in the 200-acre Court House Metrorail station area.

From 1960 to 2002, over 5,400 housing units have been constructed. Residential uses occupy around 55% of the land within 1⁄4 mile of the station.

review and revision of the GLUP and sector plans has ensured that planning activities were up-todate, market-responsive, and in synch with changing community goals.

1961 -1996, the GLUP was revised eight times.

Public outreach and community involvement _ Arlington County‟s TOD success.

Business partnerships and alliances, neighborhood conservation groups, and individual residents are frequently invited to express their opinions.

The 2000 Census reported 9,643 residents in the Court House area, constituting 5.1% of Arlington County‟s total population.

PLANNING FOR TRANSIT ORIENTED DEVELOPMENT

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DEPARTMENT OF URBAN & REGIONAL PLANNING MASABTANK , HYDERABAD

TOD CASE STUDY

PLANNING FOR TRANSIT ORIENTED DEVELOPMENT

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TOD CASE STUDY

PLANNING FOR TRANSIT ORIENTED DEVELOPMENT

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TOD CASE STUDY

PLANNING FOR TRANSIT ORIENTED DEVELOPMENT

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TOD CASE STUDY NOS. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21

STATION NAME Miyapur JNTU College KBHP Kukatpally Balanagar Moosapet Bharatnagar Erragadda ESI Hospital S R Nagar Ameerpet Punjagutta Erra Manzil Khairatabad Lakadika pool Assembly Nampally Gandhi Bhawan OMC MG Bus Station Malakpet

MAJOR LAND USE Residential Mixed Used Residential Mixed Used Mixed Used Residential Residential Mixed Used Mixed Used Mixed Used Commercial Commercial Residential Mixed Used Mixed Use Recreational Commercial Mixed Used Mixed Used Mixed Used Mixed Used

STREET PATTERN Grid with irregular parcel Grid with irregular parcel Grid Grid with irregular parcel Grid with irregular parcel irregular Grid with irregular parcel Irregular Irregular Grid with irregular parcel Irregular Irregular Irregular Irregular Irregular Irregular Irregular Irregular Irregular Irregular Irregular

CONNECTIVITY No proper connectivity Good Good No proper connectivity No proper connectivity No proper connectivity No proper connectivity No proper connectivity No proper connectivity No proper connectivity No proper connectivity No proper connectivity No proper connectivity No proper connectivity No proper connectivity No proper connectivity No proper connectivity No proper connectivity No proper connectivity No proper connectivity No proper connectivity

HOUSE DENSITY Medium Medium High High Low Medium Medium High Low High High Medium Medium Medium High Low High Low High Medium High

VACATE LAND No No Yes Yes More vacate land yes More vacate land More vacate land More vacate land No No No Yes yes No Yes No Yes No Yes No

22 23 24 25 26 27

New Market Musarambagh Dilsukhnagar Chaitanyapuri Victoria memorial LB Nagar

Commercial Mixed Used Commercial Residential Residential Residential

Grid with irregular parcel Irregular Grid with irregular parcel Irregular Grid Grid with irregular parcel

No proper connectivity No proper connectivity No proper connectivity No proper connectivity Good No proper connectivity

High High High Low Medium High

No Yes(less) No Yes Yes Yes

PLANNING FOR TRANSIT ORIENTED DEVELOPMENT

REMARKS

MMTS passing Go down Hospital

MMTS passing MMTS passing Public garden MMTS passing

MMTS and river passing

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STUDY AREA INTRODUCTION Lal Bahadur Nagar, well known as L.B.Nagar, is a

residential hub.

commercial and

It is one among the many major commercial centers of

Hyderabad. It is located at the crossroads of the main city and its new international airport.

L B Nagar falls under the green line that starts from Miyapur to LB Nagar.

Study area : 2000 m radius from LB Nagar Station Intense study area : 800m radius from LB Nagar station No. of houses :

4066

No of household : approx. 8200 REASON FOR SELECTION:

Contains both irregular as well as regular parcel of land with grids. Layouts with proper connectivity and lack of connectivity Availability of open land to meet TOD requirements

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KEY PLAN

BASE MAP

LEGEND

TITLE OF SHEET

SCALE 1:8000 ORIENTATION:

LEGEND SEMETER:IV

COURSE: M. TECH PLANNING

DEPARTMENT OF URBAN & REGIONAL PLANNING JNA & FAU-SPA MASABTANK , HYDERABAD

PLANNING FOR TRANSIT ORIENTED DEVELOPMENT

SHEET NO:

KEY PLAN

URBAN GRAIN STUDY

LEGEND

FINELY GRAINED HOUSING WITH PROPER ROAD CONNECTIVITY

TITLE OF SHEET LOOSELY GRAINED HOUSING ON PRIVATE LAND PARCEL

SCALE 1:5000 ORIENTATION:

SEMETER:IV

COURSE: M. TECH PLANNING

FINELY GRAINED HIGH DENSITY COMPACT URBAN AREA

LOOSELY GRAINED HOUSING WITHOUT ROAD ACCESS .

DEPARTMENT OF URBAN & REGIONAL PLANNING JNA & FAU-SPA MASABTANK , HYDERABAD

PLANNING FOR TRANSIT ORIENTED DEVELOPMENT

SHEET NO: 1

KEY PLAN

EXISTING LAND USE MAP LAND USE

TOWARDS NAGOLE

AREA (SQ. M)

DISCRIPTION

Road

330255.6

Residential

454341.5

Commercial Manufacturing Mixed Use Parks Public And Semi Public Others

68434.4 267842.7 8672.2 2053.8

All the roads including arterial, sub arterial, collector and local roads All residential building and building with general shops, small clinic are also considered as residential All commercial buildings All manufacturing buildings buildings with mixed use of spaces All parks

98856.5 782216.1

All religious places, schools All including parks, vacant lands etc

LEGEND

EXISTING LAND USE

16% ROAD RESIDENTIAL

39%

COMMERCIAL MANUFACTURING 23%

MIXED USE PARKS PUBLIC AND SEMI PUBLIC OTHERS

TITLE OF SHEET

3%

5% 13% 1% 0%

LEGEND

SCALE 1:5000 ORIENTATION:

SEMETER:IV

COURSE: M. TECH PLANNING

SCALE DEPARTMENT OF URBAN & REGIONAL PLANNING JNA & FAU-SPA MASABTANK , HYDERABAD

PLANNING FOR TRANSIT ORIENTED DEVELOPMENT

SHEET NO: 1

KEY PLAN

THE SURROUNDING

LEGEND LB NAGAR CIRCLE

NEW DEVELOPMENT IN CHITRA LAYOUT

TITLE OF SHEET

NEW DEVELOPMENT IN CHITRA LAYOUT

SCALE ORIENTATION:

VEGITABLE MARKET

SEMETER:IV

COURSE: M. TECH PLANNING

DEPARTMENT OF URBAN & REGIONAL PLANNING HIGH RISE BUILDING NEAR STATION

SERVICE ROAD

COMMERCIAL BUILDDING WITHIN 800M

PLANNING FOR TRANSIT ORIENTED DEVELOPMENT

OPEN SPACE NEAR STATION

SINGLE STORY BUILDING IN RTC COLONY

JNA & FAU-SPA MASABTANK , HYDERABAD

SHEET NO: 1

KEY PLAN

PROPOSED LAND USE MAP for Hayathnagar Zone segment Erstwhile HUDA-2021 (HMDA) LAND USE

AREA (SQ. M) 330255.6241

16.4

RESIDENTIAL

1049102.0

52.2

COMMERCIAL

374633.7

18.6

MANUFACTURING

222098.6

11.0

0

0.0

2053.852

0.1

32475.4719

1.6

ROAD

MIXED USE PARKS PUBLIC AND SEMI PUBLIC

2%

%

LEGEND

PROPOSED LAND USE

0% 11%

16% ROAD RESIDENTIAL COMMERCIAL

19%

MANUFACTURING PARKS PUBLIC AND SEMI PUBLIC

52%

TITLE OF SHEET

SCALE 1:8000 ORIENTATION:

LEGEND

SEMETER:IV

COURSE: M. TECH PLANNING

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PLANNING FOR TRANSIT ORIENTED DEVELOPMENT

SHEET NO:

KEY PLAN

EXISTING STREET HIERARCHY

LB NAGAR RING ROAD

LEGEND

TOWARDS SAROOR NAGAR ROAD

TITLE OF SHEET

SCALE 1:5000 ORIENTATION:

NH 9 HIGHWAY

LEGEND

SEMETER:IV

COURSE: M. TECH PLANNING

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PLANNING FOR TRANSIT ORIENTED DEVELOPMENT

SHEET NO:

KEY PLAN

ROAD WIDTHS

EXISTING 6M ROAD LEGEND

EXISTING 40M ROAD

TITLE OF SHEET

EXISTING 50M ROAD SCALE 1:5000 ORIENTATION:

LEGEND

SEMETER:IV

COURSE: M. TECH PLANNING

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PLANNING FOR TRANSIT ORIENTED DEVELOPMENT

SHEET NO:

KEY PLAN

WALKABILITY CATCHMENT WALKABILITY CATCHMENT Congress for the New Urbanism

A walkable catchment “ped-shed”, is an area mapped within a five- to ten-minute walk from a pedestrian destination.

Most people are comfortable walking 400 metres (about 5 minutes) regularly

LEGEND

Identifying the walkable catchment provides a visual indicator of how easy it is to move through an area and get to and from a destination.

BENCHMARK :

60% of an area within a five-minute walk, or a ten-minute walk to a transit station.

Area 5MIN WALKING ZONE 10 MIN WALKNG ZONE

WALKABLE AREA(SQ. M)

TOTAL AREA(SQ.M)

176285.1105

502654.8246

830240.1453

2010619.298

% OF WALKABLE AREA 35.07%

TITLE OF SHEET

41.29%

The catchment area within 400m (5 min walking distance is only 35.07% where as up to 800m (10 min walking distance) is 41.3%.

SCALE 1:8000 ORIENTATION:

The proper connectivity in the area is lacking. Increasing walkability catchment in the area is only possible through proper connectivity of the streets avoiding dead ends, obstructions . .

SEMETER:IV

COURSE: M. TECH PLANNING

TODARDS NAGARJUNA CIRCLE

LEGEND

DEPARTMENT OF URBAN & REGIONAL PLANNING JNA & FAU-SPA MASABTANK , HYDERABAD

PLANNING FOR TRANSIT ORIENTED DEVELOPMENT

SHEET NO:

KEY PLAN

BUILDINGS HEIGHT NO. OF FLOORS G G+1,2 G+3,4 G+5 G+6 G+7,8,9,10,11 TOTAL

400M Radius 793 477 56 2 1328

800M Radius 1530 1044 128 22 6 8 2738

LEGEND

NOs. OF FLOOR

1800 1600 1400

TITLE OF SHEET

1200 1000 800 600

SCALE 1:5000 ORIENTATION:

400 200 0

400M

800M

LEGEND SEMETER:IV

COURSE: M. TECH PLANNING

GROUND G +1,2 G +3,4 ground

G +5 G+6 G + 7,8,9,10,11

PLANNING FOR TRANSIT ORIENTED DEVELOPMENT

DEPARTMENT OF URBAN & REGIONAL PLANNING JNA & FAU-SPA MASABTANK , HYDERABAD

SHEET NO:

KEY PLAN

EXISTING BUS ,IPT ROUTE AND SIGNALIZED JUNCTIONS

LEGEND

Bus stop at NTR Nagar

TITLE OF SHEET

SCALE 1:8000 ORIENTATION: Bus heading towards Nagole

LEGEND SEMETER:IV

COURSE: M. TECH PLANNING

DEPARTMENT OF URBAN & REGIONAL PLANNING JNA & FAU-SPA MASABTANK , HYDERABAD

PLANNING FOR TRANSIT ORIENTED DEVELOPMENT

SHEET NO:

PRIMARY SURVEY

TRANSPORTATION OPINION

Number of Sample : 80

8 8

8 5 5

8

5 5

7

8

8

INCOME

MODE OF JOURNEY TO WORK

35

10%

30

31

25

% of trip by pvt.

Vehicle

20 15

17

14

10 5

50% 10

8

40%

5000-1000

10000-20000 20000-40000

133 88

80

less then 5 min

5-10 min

10-20 min

more then 20 min

50

16

0%

20% 30%

40000+

INFERENCES: Out of total, 43% of the household are earning between 10000-2000. only, 14% of the household earns 40,000+. The area consists of middle income groups. % OF THE PURPOSE TRIP IN A DAY

INFERENCES: Maximum trips in the area for work is made form private vehicle i.e.50% and followed by public transport i.e. 40%.

INFERENCES: Maximum trips in the area is made from public transport i.e. 36% and is followed by NMT, motorbike

METHOD OF JOURNEY TO EDUCATION

11% 15% % of trip by pvt.

Vehicle

32% Work Purpose Trips 49%

140 120 100 80 60 40 20 0

% of trip walking, cycling

0 0-5000

% of trip by public transport

NEAREST BUS STOP FROM YOUR LOCATION

MODE OF TRANSPORT

% of trip by public transport

Education Purpose Trips Other Purpose Trips

40% 53%

% of trip walking, cycling

HOW OFTEN DO YOU USE PUBLIC TRANSPORT 200 180 160 140 120 100 80 60 40 20 0

185

120

INFERENCES: Maximum trips in the area for education is made form public transport i.e.53% and followed by walking /NMT i.e. 32%.

PLANNING FOR TRANSIT ORIENTED DEVELOPMENT

40

31 5 days per week or 1-4 days per week more

INFERENCES: Maximum trips in the area is made for work i.e. 49% and followed by education i.e.40%.

50%

less often

INFERENCES: The bus stop is easily accessible to many people i.e. 30% within 5 min walking distance and 50% with in 5-10 min walking distance.

never

INFERENCES: 49% use public transport 5 or more days a week.

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OPPORTUNITY AND PROBLEMS

BOUNDARY WALL Tall boundary walls along the sides of the road can increase crime and other illegal activities.

INFORMAL ACTIVITIES Various informal activities are seen along the metro station which is also the existing bus stop.

Fruit vendors Vegetables

Flower vendors Juice stall Tea stall

Removing the boundary wall can create eye

on the street and help enhance public realm.

Shoe stall workshop

The informal activities and hawkers keep eyes in the streets and promotes pedestrianisation but should be away from the metro station and at regular interval.

Informal activities along the metro station, Vegetable market and Saroor road

FOOTPATH

No footpath in the area

Informal activities along the metro station, Vegetable market and Saroor road

Informal activities

PARKING

Boundary Wall

Vehicles are seen parked everywhere. The service road and the footpath are used as the parking places everywhere.

Major on street parking

Vehicles parked near the bus stop, service road and footpath

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OPPORTUNITY AND PROBLEMS CONNECTIVITY

VACANT LAND

Walkability catchment is only

35% within 400m radius (5 min walking distance)

only 41% within 800 m radius ( 10 min walking distance )

The area consist of may vacant parcel of lands. This can be taken as the opportunities as these parcels can be developed as per the norms of TOD.

LIG COLONY

UPPER MIDDLE CLASS APARTMENT

COURT

The connectivity between upper middle class apartment and LIG colony is lagging and is separated by walls.

Vacant land used for marble stone storage and selling.

Big parcel of vacant land within the radius of 800 m

NON TRANSIT SUPPORTIVE LAND USE The station area consist of may non-transit supportive land use.

Automotive sales and display SIRIS vacate land parcel

Car wash

Automotive service and repair

Large warehouse

Low intensity industrial use

Low density single family housing Big parcel of land as a barrier for connectivity.

Big parcel of land with boundary wall creates barrier for connectivity.

Big parcel of land with boundary wall creates barrier for connectivity.

PLANNING FOR TRANSIT ORIENTED DEVELOPMENT

Non transit supportive land use in the station area

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PROPOSALS

FA C T S

ASSUMPTIONS

Hyderabad ranks in 35th position in list of large cities and urban area in world in 2020. Model share =

43 : 57

suspended particle matters

Road Widening Proposals for proper connectivity. Amalgamation of the plots takes place for achieving greater FAR.

value recorded

: 280 milligram per cubic meter. (std. 200)

T O D

Redevelopment process takes place.

Land Assembly takes place for the better result

PRINCIPLES

WALK CYCLE CONNECT No. of houses :

TRANSIT DENSIFY COMPACT

SHIFT MIX

4066

No of household : approx. 8200

Transportation Opinion Survey shows issues like:  Traffic issues  Traffic safety  Footpath •LB Nagar is place for middle income group

POTENTIAL One of the major commercial hub Availability of the vacant land Being the start / end point Presence of regular grid

T H R E AT S PUBLIC outrage  Displacement of native people Could lead to gentrification of the neighborhoods.

•Work purpose trip is high •50% of the work trips are from private vehicle •For education trip , use of public transport is high •Overall the, use of public transport is good.

PLANNING FOR TRANSIT ORIENTED DEVELOPMENT

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PROPOSALS/ POLICIES/ RECOMMENDATION NETWORK CONNECTIVITY (2000 M)

LINK LINK 1 LINK 2 LINK 3 LINK 4 LINK 5 LINK 6 LINK 7 LINK 8 LINK 9 LINK 10 LINK 11 LINK 12 LINK 13 LINK 14 LINK 15 LINK 16 LINK 17 LINK 18 LINK 19 LINK 20 LINK 21 LINK 22 LINK 23 LINK 24 LINK 25 LINK 26 LINK 27 LINK 28 LINK 29 LINK 30 LINK 31 LINK 32 LINK 33 LINK 34 LINK 35 LINK 36 LINK 37 LINK 38 LINK 39 LINK 40 LINK 41 LINK 42 LINK 43 LINK 44 LINK 45 LINK 46 LINK 47 LINK 48 LINK 49

LENGTH (METERS)

EXISTING WIDTH(M)

3481.8 1019.0 2332.6 5495.6 5510.8 2755.7 3677.6 3548.6 637.5 723.6 525.4 1528.0 889.0 647.4 1494.8 1268.6 2634.2 595.8 1374.6 1462.8 1560 440.4 1027 342.57 311.42 425.58 700.70 193 330.0 460.16 130.86 584.34 121.06 515.9 224.12 389.37 390.46 327.48 266.98 365.41 542.67 516.28 216.86 198 402.14 575.87 556.44 658.65 121.80

16 16 8 40 50 10 8 8 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 0 0 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 10 6

PROPOSED WIDTH (M) 60 60 60 60 60 30 30 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12

NO. OF PROPERTY AFFECTED 206 52 422 226 70 229 45 223 30 41 44 59 50 25 70 156 244 15 54 36 75 25 33 18 15 27 37 17 18 21 3 0 2 36 25 28 19 15 3 37 82 27 19 14 7 31 22 0 7

REMARKS Master Plan Proposals Master Plan Proposals Master Plan Proposals Master Plan Proposals Master Plan Proposals Master Plan Proposals Master Plan Proposals Master Plan Proposals 30 % demolition 20% demolition 15% demolition 20% demolition 15% demolition 10% demolition 5% demolition 30% demolition 40% demolition 10% demolition 20% demolition 10% demolition 20% demolition 15% demolition 10% demolition 10% demolition 5% demolition 5% demolition 10% demolition 15% demolition 15% demolition 10% demolition 10% demolition _ 5% demolition 30% demolition 30% demolition 30% demolition 20% demolition 10% demolition 5% demolition 25% demolition 30% demolition 30% demolition 30% demolition 10% demolition 10% demolition 10% demolition 20% demolition _ 10% demolition

TOTAL LENGTH : 54.49 km

LEGEND

TOTAL BUILDING AFFECTED : 2960 POLICY Disperse high traffic volumes over multiple parallel human scale streets rather than concentrating traffic on fewer major arterial streets.

Create a fine network of streets that provides choice of routes for all modes, reducing distances between places as well as journey times.

PLANNING FOR TRANSIT ORIENTED DEVELOPMENT

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PROPOSALS/ POLICIES/ RECOMMENDATION NETWORK CONNECTIVITY (800 M) POLICY Disperse high traffic volumes over multiple parallel human scale streets rather than concentrating traffic on fewer major arterial streets.

Create a fine network of streets that provides choice of routes for all modes, reducing distances between places as well as journey times.

WHEN RETROFITTING Existing large blocks/ properties where pedestrian/ NMT Networks are to be added, FAR advantage on full plot shall be given to the private owner forego land to the public realm.

For continuity of uses and floor-plates of buildings in adjacent blocks, connections may be provided over Public Right-of-Ways in the form of bridges, covered corridors, skywalks, etc.

Source: Google Street View , Ballston LEGEND

Typical road system

PLANNING FOR TRANSIT ORIENTED DEVELOPMENT

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PROPOSALS/ POLICIES/ RECOMMENDATION PROPERTY AFFECTED TOTAL BUILDING AFFECTED : 2960 6.1 % of the total area is affected due to road widening.

Pic. showing the properties that will affect

LINK LINK 1 LINK 2 LINK 3 LINK 4 LINK 5 LINK 6 LINK 7 LINK 8 LINK 9 LINK 10 LINK 11 LINK 12 LINK 13 LINK 14 LINK 15 LINK 16 LINK 17 LINK 18 LINK 19 LINK 20 LINK 21 LINK 22 LINK 23 LINK 24 LINK 25 LINK 26 LINK 27 LINK 28 LINK 29 LINK 30 LINK 31 LINK 32 LINK 33 LINK 34 LINK 35 LINK 36 LINK 37 LINK 38 LINK 39 LINK 40 LINK 41 LINK 42 LINK 43 LINK 44 LINK 45 LINK 46 LINK 47 LINK 48 LINK 49

NO. OF PROPERTY AFFECTED 206 52 422 226 70 229 45 223 30 41 44 59 50 25 70 156 244 15 54 36 75 25 33 18 15 27 37 17 18 21 3 0 2 36 25 28 19 15 3 37 82 27 19 14 7 31 22 0 7

LEGEND

PLANNING FOR TRANSIT ORIENTED DEVELOPMENT

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PROPOSALS/ POLICIES/ RECOMMENDATION PEDSHED COMPARISION

Area 5MIN WALKING ZONE 10 MIN WALKNG ZONE

WALKABLE AREA (SQ. M)

WALKABLE AREA PRESENT (SQ. M)

TOTAL AREA(SQ.M)

176285.1105

229039.6 502654.8246

830240.1453

1039206.925 2010619.298

% OF WALKABLE AREA

PRESENDT % OF WALKABLE AREA

35.07%

46%

41.29%

52%

LEGEND

Still the desired benchmark is not achieved due to the large parcel of land .

PLANNING FOR TRANSIT ORIENTED DEVELOPMENT

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PROPOSALS/ POLICIES/ RECOMMENDATION PROPOSED ROAD SECTION

CARRIAGE WAY

FOOTPATH

CARRIAGE WAY

NMT LANE

NMT LANE

FOOTPATH

PROPOSED 18 M ROAD

PROPOSED 30 M ROAD

FOOTPATH

CARRIAGE WAY

SERVICE LANE

CARRIAGE WAY

NMT LANE

Utilities

NMT LANE

Non motorized vehicles

SERVICE LANE

Pedestrian sidewalks & crossings

FOOTPATH

ESSENTIAL COMPONENTS OF ALL STREETS

PROPOSED 60 M ROAD Public Toilets

Trees

Rainwater Harvesting

Shaded Bus Stops

CARRIAGE WAY

FOOTPATH

Motorized Private Vehicles

FOOTPATH

Physically Challenged

Based on Comprehensive Transportation Study (CTS) for Hyderabad Metropolitan Area (HMA) CORRIDORS IMPROVEMENT PLAN

PROPOSED 12 M ROAD

PLANNING FOR TRANSIT ORIENTED DEVELOPMENT

Street Design Guidelines UTTIPEC, Delhi Development Authority

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JNA & FAU-SPA DEPARTMENT OF URBAN & REGIONAL PLANNING MASABTANK , HYDERABAD

PROPOSALS/ POLICIES/ RECOMMENDATION POPULATION DENSITY LOW AND MEDIUM RISE 3-7 STOREYS

MIDDLE RISE 5-8 STOREYS

HIGH/MIDDLE RISE 8-15 STOREYS RETAIL COMMERCIAL APARTMENTS HOTELS ENTERTAINMENT STREET ENTERTAINMENT

PARKING FOR STATION AND COMMUNITY

AFFORDABLE HOUSING GROUP HOUSING LIGHT INDUSTRY

LEGEND

LEGEND

PLANNING FOR TRANSIT ORIENTED DEVELOPMENT

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JNA & FAU-SPA DEPARTMENT OF URBAN & REGIONAL PLANNING MASABTANK , HYDERABAD

PROPOSALS/ POLICIES/ RECOMMENDATION SCENERIO 1-

PROCESS OF AMALGAMATION

For Plot Size of 100 sq. m ( considering 10m *10m), max built up area that can be achieved is 144sq. m ( considering 3 m as front setback, 1 m on other side)

How it can be done ?

Joint Development Many transit agencies and cities do enter into joint development with private development partners on publicly owned or private land to ensure that it is built with uses that will support transit ridership . Where

When amalgamated,

100 100 sq. m sq. m 100 100 sq. m sq. m

the share between the owner and the developer might be 50:50 , 40 :60 etc.

Benefit to the owner

=

400 sq. m

Gets more built up space Increase in land price Helps retrofit the street and provides proper connectivity

For Plot Size of 400 sq. m ( considering 20m *20m), max built up area that can be achieved is 1056 sq. m (considering 1.5 m as front setback, 2 m on other side)

Incentive Based Zoning

i.e. 1.8

E.g.: City of Chicago used Incentive based zoning for housing program. The incentive were a density

times higher

Provides developers with rewards like density, Floor Area and Height bonuses

bonus, FAR and height in exchange of providing affordable housing. There was the condition that it should remain affordable for 30 yrs.

Process of Amalgamation can take place in low and medium density area.

More over the Floor Area Ratio and height bonuses gives more built up area.

PLANNING FOR TRANSIT ORIENTED DEVELOPMENT

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JNA & FAU-SPA DEPARTMENT OF URBAN & REGIONAL PLANNING MASABTANK , HYDERABAD

PROPOSALS/ POLICIES/ RECOMMENDATION SCENERIO 2- LAND

SCENERIO 3- MULTI-MODAL INTERCHANGE

ASSEMBLY

POLICY Minimize the number and the time required for mode transfers for maximum commuters.

Neighborhoods around stations are built-out with transit-unfriendly uses, there are few vacant or underutilized lots, and sites that are developable small, disconnected and not under the control of any one owner.

Minimize travel time and cost for majority of commuters. Provide multiple mode options for all sections of society with safety and affordability.

The power to assemble land provides leverage for public agencies, giving them greater say in decisions about the kind of development that should be built.

Prioritize pedestrians, public transport, IPT and NMT modes over private modes in the design, management, and spatial planning of public spaces.

Benefit to the owner

Land Swaps are another option that can

Owner gets the developed land

help clear the way for development of critical sites near stations.

Increase in land price

Walking distance from Station Exit.

Facility/ Amenity and preferred Location

Within 50 m

Bus Stops; Vendor Zones ; Cycle-Rental Station Locate Within station premises and/or Multi-Functional Zone (MFZ) within Road R/Ws Provide cycle rental stands also at nearby important destinations, like schools, civic buildings, large offices, Malls, etc.

Within 100 m

High occupancy Feeder Stop/ stand.

• Within Multi-Functional Zone (MFZ) within Road R/Ws

Within 150 m

Cycle-Rickshaw Stand; Cycle Parking stand; IPT/ Auto-rickshaw Stand.

• Within Multi-Functional Zone (MFZ) within Road R/Ws

provides proper connectivity and services e.g. used by BART (Bay Area Rapid Transit)

Vacant land in Beyond 150 m Chitra Layout

Private Car/ Taxi "Drop-off" location; Public Toilets.

• Within Multi-Functional Zone (MFZ) within Road R/Ws

Vegetable market

Enhanced Lighting.

• Lighting of Bus stops, underside of Metro Stations and elevated walkways = 30 Lux. • Lighting of commercial streets, busy public spaces and important street crossings = 20 Lux. • Lighting of all other streets and public areas = 10 Lux. • For footpaths, yellow light is recommended to allow visibility of tactile pavers.

SIRIS factory vacant land

Within 300m

Signage/ Way-finding information, Maps.

• At Station Exists, display map of 500m influence zone around stations showing road network with names, major landmarks and destinations and location of all the above facilities within and outside station premises.

• Roads within 500m influence zone to have Street name signage

Beyond 300 m Validated Car Parking facility (park & ride).

• Private car parking facility may be provided only at Terminal Stations and major Underutilized interchange stations. /vacant land used for workshop

PLANNING FOR TRANSIT ORIENTED DEVELOPMENT

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JNA & FAU-SPA DEPARTMENT OF URBAN & REGIONAL PLANNING MASABTANK , HYDERABAD

PROPOSALS/ POLICIES/ RECOMMENDATION

To Ensure Pedestrian Safety Require commercial facades to have minimum 30% transparency.

SCENERIO 4- PEDESTRIAN & CYCLE FRIENDLY ENVIRONMENT POLICY Design for pedestrian safety, comfort and convenience on all streets.  Create street-level activity and well watched street  Provide amenities for pedestrians, cyclist, NMT and public transport users.

Create “eyes on the street” – by removing setbacks and boundary walls and building to the edge of the street ROW. This would allow people from inside to look out on to the pavement, thus discouraging misbehavior, shady corners, peeing, etc.)

In case enclosure of sites is required, transparent fencing should be used above 300 mm height from ground level.

Provide adequate Street Lighting for pedestrians and bicycles.

Create commercial/ hawking zones at regular intervals (10 minute walk from every home in the city) to encourage walkability, increase street activity and provide safety. (e.g. Mumbai, Shanghai)

All streets, public spaces and buildings must be universally accessible.

Trees are an essential component for all streets – to provide shade to pedestrians and reduce solar gain.

AMENITIES AND UNIVERSALLY ACCESSIBLE DESIGN

High albedo (diffuse reflectivity) materials for paving reduces urban heat island effect.

DESIGN ASPECT

Stacked Cycle Parking in China

Cycle track on A Cycle-repair stall Public Staircase, next to a Cycle Track, Europe Shanghai HAWKER ZONE

Street in Portland

Zebra crossing for pedestrian

Street light TREES

BUS STOP Street Design Guidelines © UTTIPEC, DDA 2009

PLANNING FOR TRANSIT ORIENTED DEVELOPMENT

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JNA & FAU-SPA DEPARTMENT OF URBAN & REGIONAL PLANNING MASABTANK , HYDERABAD

PROPOSALS/ POLICIES/ RECOMMENDATION

SCENERIO 5- PUBLIC PARKING POLICY FOR ON-STREET AND OFF-STREET FACILITIES WITHIN TOD ZONES Zone 1: Intense TOD Zone

Zone 2: Standard TOD Zone

Zone 3: TOD Transition Zone

The 400m walking zone is to be designated as a pedestrian /NMT priority zone and be designed for multimodal Interchange.

Shared Parking Zone;

Shared Parking is desirable.

• On-street parking for NMT • On-street parking for NMT and IPT to be provided within and IPT to be provided within 300m of all homes.

300m of all homes.

Parking for IPT and NMT Off-street shared public modes is mandatory. parking facilities may be provided. Single agency shall No long term public parking is manage both on-street and offto be provided in this zone. street parking facilities. Drop off provided.

be All projects providing parking facilities should have it open for use for general public at all Short-term on-street parking hours. within this zone, if provided, shall be exponentially priced Short-term street parking to (higher than rest of the city). be priced higher than non-TOD zones. Pricing should be increased every 15 minutes, during peak hours. facilities

to

SCENERIO 6- HIGH DENSITY, MIXED-INCOME DEVELOPMENT Benefits of Mixed-Income Housing 1. Helps workers find housing near jobs 2. Helps employers find a closely available pool of labor 3. Reduces commuting time 4. Provides affordable housing options in communities without identifying certain homes or households as “low income” 5. Promotes neighborhood diversity and stability, so people can remain in a community through changes in their lifestyles, ages, families and incomes POLICY Densification through redevelopment and infill within existing Urban Areas Underutilization of FAR is not permissible for any new or redevelopment projects. Development of empty sites within 800m influence zone must begin within 5years of operationalization of MRTS Station Permitting FAR-Density bonuses for „Redevelopment‟ projects within the Intense or Standard TOD Influence zones Ensure a minimum supply of affordable housing options for low and medium income population within walking/cycling distance of Stations, and in close proximity to sources of employment and recreation.

EXAMPLE : City of Chicago used INCENTIVE BASED ZONING for housing program. The incentive were a density

PARKING PROVISION AT/ NEAR METRO STATIONS:

bonus, FAR and height in exchange of providing affordable housing. There was the condition that it

Park-and-Ride Facilities for private modes may be provided MRTS Stations.

should remain affordable for 30 yrs.

If off-street long term public parking facilities are provided, they shall be preferably located beyond 300m (3-minute walk) from the centre point of the Metro Station platform.

Similarly, Inclusionary Housing or Zoning is tool to create mixed income development, either in an individual building or within a project. In US, inclusionary policies are set up as mandatory requirements

Only highly priced short term parking facilities and drop of locations for private vehicles may be provided within 300m Intense TOD Zone.

whereby new developments are expected to reserve between 10-25% of the new homes as inclusionary units that carry specific income group

Parking for various public transport and IPT/ NMT modes shall be provided.

PLANNING FOR TRANSIT ORIENTED DEVELOPMENT

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JNA & FAU-SPA DEPARTMENT OF URBAN & REGIONAL PLANNING MASABTANK , HYDERABAD

PROPOSALS/ POLICIES/ RECOMMENDATION SCENERIO 7- PLACEMAKING

AND SAFETY

Active Frontage (Mixed Use Edge Condition The street frontage of the TOD area should have active frontage (min. 50% of the street frontages)

POLICY

Create a safe, vibrant, comfortable urban “place”, by encouraging round-the clock active streets and incidental places to relax. Introduce mixed land use and other informal street activities like vendors, etc. to promote round-the-clock activity and informal surveillance.

Create climate-sensitive streets and public spaces through adequate street tree planting, building edge conditions to facilitate shading of public realm, orientation of spaces, etc.

Create “eyes on the street” by removing boundary walls of compounds and building to the edge of the street R/W. This would allow people from inside to look out on to the pavement, thus discouraging misbehavior, shady corners, urinating in public places, etc. Street walls with transparency, built-to-edge buildings, minimum setbacks and non-opaque fences help provide natural surveillance of public spaces.

All public spaces shall be universally accessible, safe and usable for all age, gender and income groups.

HOW

???

Commercial frontage at street level should have frontage with min. 50% transparency.

Residential frontages should preferably have balconies/ verandas and active spaces facing the street.

Higher plinths may be used to create privacy for ground floor windows.

Vending Zones.

Vending zones shall be provided at regular interval to encourage walkability, increase street activity and safety.

They should be provided near bus stops, intersections, public toilets etc

Additional Amenities for Place Making

 Universal Access

Dustbins

 Climatic Comfort and shade:

Public Toilets

Boundary Walls In all new, retrofitting and redevelopment projects, boundary walls are prohibited.

In case enclosure of sites is required, transparent fencing shall be used above 300 mm high toe wall from ground level.

Setback Prohibition of boundary walls. In case of enclosure of sites is required, transparent fencing shall be used.

Trees Overhangs/ arcades Artificial canopies.

Cool, light-coloured high albedo materials.  Seating to be provided in well watched, busy areas, well shaded by trees or artificial canopies – to provide safe pause places and climatic protection.

Good design Scale spaces for natural surveillance.

Minimize hard areas and maximize trees/ planted areas.

Plant or pave (as per requirement) all surfaces, to minimize dust/ SPM pollution.

Lighting i. Basic lighting for safety & usability ii. Accent lighting to define spaces.

Use deciduous trees to shade all surfaces, but allow sunlight access to spaces in winter.

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

PLANNING FOR TRANSIT ORIENTED DEVELOPMENT

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JNA & FAU-SPA DEPARTMENT OF URBAN & REGIONAL PLANNING MASABTANK , HYDERABAD

PROPOSALS/ POLICIES/ RECOMMENDATION LOCATION OF TRAFFIC SIGNALS AND VENDORS Vending Zones.

Vending zones shall be provided at regular interval to encourage walkability, increase street activity and safety.

They should be provided near bus stops, intersections, public toilets etc

LEGEND

PLANNING FOR TRANSIT ORIENTED DEVELOPMENT

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JNA & FAU-SPA DEPARTMENT OF URBAN & REGIONAL PLANNING MASABTANK , HYDERABAD