TRANSIT ORIENTED DEVELOPMENT IN WADALA - URVI JOSHI, 21
2 3 TRANSIT ORIENTED DEVELOPMENT Submitted in partial fulfillment of the requirements of the degree of Bachelor of Architecture by JOSHI URVI 2017PA0089AJITGuide: Prof. JINU KURIEN Pillai College of Architecture, New Panvel. University of Mumbai 2017-2021 Title Page Transit Oriented Development Title Page Transit Oriented Development
4 5 Thesis Approval for B.Arch. This dissertation entitled Transit Oriented Developement by Joshi Urvi Ajit is approved for the de gree of Bachelor of Architecture. 2.---------------------------------------------1.---------------------------------------------Examiners Date: 25.10.2021 Place: Approval Transit Oriented Development Approval Transit Oriented Development
6 7 University of Mumbai MAHATMA EDUCATION SOCIETY’S PILLAI COLLEGE OF ARCHITECTURE Dr. K. M. Vasudevan Pillais’ Campus, 10, Sector-16, New Panvel. – 410 206 C e r t i f i c a t e This is to certify that the project entitled “Transit Oriented Development” is the bona-fide work of “JOSHI URVI AJIT” 2017PA0089 Of the Semester IX of Pillai’s College of Architecture and was carried out in the college under my guidance during academic year 2017-21. Certificate Transit Oriented Development Certificate Transit Oriented Development
8 9 Signature of Guide: Name of Guide: Prof. Jinu Kurien Date: 25.10.2021 Dr. Sudnya Mahimkar Principal IDeclarationdeclarethat this written submission represents my ideas in my own words and where others' ideas or words have been included, I have adequately cited and referenced the original sources. I also declare that I have adhered to all principles of academic honesty and integrity and have not misrepresented or fabricated or falsified any idea/data/fact/source in my submission. I have read and know the meaning of plagiarism and I understand that any viola tion of the above will be cause for disciplinary action by the Institute and can also evoke penal action from the sources which have thus not been properly cited or from whom proper permission has not been taken when needed. JOSHI URVI AJIT Declaration Transit Oriented Development Declaration Transit Oriented Development
Acknowledgement Transit Oriented Development Acknowledgement Transit Oriented Development
Finally I would like to extend my gratitude to my family for constantly supporting me and helping e at every stage. You!
JOSHI in this thesis would not have been possible without my close association with many people. I take this opportunity to extend my sincere gratitude and appreciation to all those who made this thesis Foremost,possible.
10 11
URVI AJIT 2017PA0089 Date: TheAcknowledgement25.10.2021workpresented
I would like to express my sincere gratitude to my Thesis Guide, Prof. Jinu Kurien for providing me with his invaluable knowledge during the course of this research. I also thank him for the continuous support, patience, motivation and enthusiasm at the time of research and writing of this thesis. I would like to thank BEST undertaking for allowing me to the site study.
Thank
Abstract Transit Oriented Development Abstract Transit Oriented Development
The goal is to achieve design excellence and create a design concept for a bus terminal for a future and urban scenario where space will become a valuable asset and high bus trips will have to be supported from a small site. Besides this, to save space for commercial activities, the Bus Terminal will be merged with commercial activities, and to give Mumbai a landmark building. The main objective of transit hubs is to keep passengers safe while also reducing travel time between two points in a city.
is one of the most basic requirements for communication. The construction of modern transportation networks supports the city’s social, economic, industrial, and commer cial growth. Transit, whether intracity or intercity, is important for interaction between towns and communities. This encourages individuals from all walks of life to mix and gives residents more opportunities.
The aim, is to provide integrated services that allow locals and visitors to travel around cities in a comfortable, fast, and cost-effective manner. Providing more efficient and affordable transportation; focusing on the placemaking of a transit hub; being prepared for future tech nologies; and improving the passenger experience are just a few of the goals. These elements are important for international and city-level mobility, as well as the (re)development of trans portation hubs, but they are scaled differently depending on the city and project.
12 13
Improvements to the public realm, such as traffic calming, attractive streetscapes, and welcom ing parks, grow the economy by making a transportation hub more accessible for shopping, entertainment, and running a business.
Buses are one of the most popular and widely used means of inter-city and intra-city transit. The importance of bus termini has grown due to a variety of factors, including the ease of travelling from one area to another, tourism marketing, and so on have increased the importance of bus terminal.
TransportationAbstract
14 15Contents Transit Oriented Development Contents Transit Oriented Development Title Page 03 Approval Sheet 05 Certificate of Guide 07 Declaration of Student 09 Acknowledgment 11 Abstract 13 Content 16 List of Figures 18 Abbreviations 21 C O N T E N T
16 17Contents Transit Oriented Development Contents Transit Oriented Development CONTENTS 1.1 Introduction 20 1.2 Need for the National TOD Policy 22 1.3 Need for the TOD Policy and Principles 23 1.4 Benefits of TOD 24 1.5 Scale of TOD 24 1.6 Types of Mixed-use Development 25 1.7 Reseach Questions 26 1.8 Placemaking 28 1.9 Qualities of a Successful Place 30 Synopsis 01 1.10 Precedent 31 1.11 Aim 32 1.12 Objectives 32 1.13 Scope 33 1.14 Limitations 33 1.15 Advantages 34 1.16 Methodology 35 1.17 Stakeholders 35 Literature Review 03 Site 04Study Area Program and Calculations 07 Precedent Study 06 Standards 0205 2.1 History of Review of Transit Oriented Development 38 2.2 Study of TOD and Mixed-use proposals in India 42 2.3 Comparison of TOD attempts in India 44 2.4 History of Macro context and Focus Area 46 Background Study 3.1 Image of the city 48 3.2 The Death and Life of Great American Cities 50 4.1 Site Selection 52 4.2 Mapping of TOD 54 4.3 Mapping of Public Infrastucture 56 4.4 Analysis of Public Infrastucture 58 4.5 Site Analysis 60 4.6 Neighbourhood Study 64 4.7 User Analysis 66 4.8 Architectural Interpretations 68 5.1 The Bus Size 70 5.2 Dimensions and types of bus 71 5.3 Bay Types 73 5.4 Ramp Norms 75 5.5 Charging Terminals 75 6.1 Objective of the Project 76 6.2 Derivation of a Program 77 6.3 Area Program Calculation 76 7.1 Marine Gateway, Vancouver 78 7.2 Seawoods Grand Central, Navi Mumbai 82 7.3 Church Street, Banglore 86 7.4 Cycle Share Project, Dwarka 88
18 19List of Figures Transit Oriented Development List of Figures Transit Oriented Development FiguresofList
20 21Abbrivations Transit Oriented Development Abbrivations Transit Oriented Development Transit Oriented Development Transit Oriented Zone Transit Adjacent Development Union MumbaiTerritoryMetropolitan Region Municipal Corporation of Greater Mumbai Public Work Department Mumbai Metropolitan Region Development Authority Maharashtra State Road Development Corporation Limited Unified Mumbai Metropolitan Transport Authority National Urban Transport Helpline TODABBREVATIONS TOZ NUTHUMMTAMSRDCMMRDAPWDMCGMMMRUTTAD
1.1 Introduction to Transit Oriented Development
TOD improves transit station accessibility by constructing pedestrian and Non-Motorised Trans port (NMT) friendly infrastructure that benefits a large number of people, therefore increasing transit facility ridership and improving the system’s economic and financial sustainability. Be cause the transit corridor includes mixed land-use, with transit stations that are either origin (housing) or destination (work), the corridor seeing peak hour traffic in both directions would maximize transit system utilisation. Because Indian cities are rapidly urbanising, it is critical to use transit corridors efficiently and integrate land use with transportation infrastructure in order to make cities liveable, healthy, and smart. To meet the difficulties of urbanisation, the union Urban Development Ministry developed the ‘National Transit Oriented Development (TOD) Pol icy.’ The programme attempts to promote people to live near large urban transit routes such as metros, monorails, and bus rapid transit (BRT) lines. While state governments are responsible for managing urban areas, the National TOD policy acts as a guideline and a facilitator in developing state/city-level regulations to promote transit-oriented development (TOD).
Figure 01: What makes a place, Source: Project for public spaces
WHAT IS TOD?
22 23
TOD mixes land use and transportation planning, with the goal of creating planned sustainable urban development centres with walkable and livable communes and high density mixed landuse. Citizens have access to open green and public areas, and transit infrastructures are used efficiently. TOD focuses on the development of high density mixed land use development within the influence zone of transit stations, i.e. within walking distance of (500-800 m) transit station or along the corridor if station spacing is less than 1km. TOD promotes walking to different amenities such as shopping, leisure, and employment. TOD focuses on the development of high density mixed land use development within the influence zone of transit stations, i.e. within walking distance of (500-800 m) transit station or along the corridor if station spacing is less than 1km. TOD promotes walking to different amenities such as shopping, leisure, and employment.
Synopsis Transit Oriented Development
Synopsis Transit Oriented Development
Figure 02: What makes a place, Source: wricitiesindia
24 25
1.2 Need for a National TOD Policy
TOD focuses on urban mixed-use development along transport routes such as metro rail, BRTS, and other modes of transit. International experience has shown that, while transportation in frastructure supports transit-oriented development, improving accessibility and building walk able communities is equally important. According to the National Urban Transport Policy, the TOD document provides 12 principles to be applied in influence zones, which are frequently referred to as the near area of transit stations.
& Principles
Synopsis Transit Oriented Development 1.3
Cities are rapidly growing, demanding the construction of transportation systems such as metro rail, BRTS, and others to satisfy the growing travel demand. As a result, TOD has become unavoidable for any cities with or planning to construct a mass transportation Sincesystem.state governments are responsible for the management of urban areas, a national TOD strategy would serve as a guideline and motivator for state/city policies that pro mote transit-oriented development.
Mixed land use Green Transportation Connectivity Quality of Life Increased Density Streetscaping Modular RecreationalPlanningLandscapes Walkability Synopsis Transit Oriented Development Figure 03: Source: Author Figure 04: Source: Author Figure 05: Source: Author Figure 06: Source: Author Figure 07: Source: Author Figure 08: Source: Author Figure 09: Source: Author Figure 10: Source: Author Figure 11: Source: Author
Community-based groups, professionals, city councils, state/union territory (UT) govern ments, Central Government ministries/departments/agencies, and all other stakeholders involved in city development must understand TOD, its benefits, and action plan in this Thecontext.National TOD Policy will be used by Central Government ministries, departments, and agencies to verify that their plans, policies, and other measures promote TOD in cities, particularly those with future public transit networks. This will help states and municipalities see public transit system as the foundation around which future urban expansion should be planned, and public transportation investments will be directed correctly. This will help in the creation of TOD planning strategies by the state/UT administrations and urban municipal governments. It will promote the active involvement of all stakeholders in the implementation of TOD, including government and non-governmental organisations. National TOD Policy
•
•
26 27 1.4 Benefits of Transit Oriented Development (TOD) 1.5 Scale of Transit Oriented Development (TOD)
• There are few places for pedestrians and cyclists.
16: Source: Author
• Grid street layout.
• Densities are lower.
• Pattern of a suburban street
• Price of street parking in the public space.
•
• Denser populations.
The idea and benefits of mixed-use development, which is defined as a development that com bines two or more types of land uses (e.g., housing, offices, retail, entertainment, institutions, services, restaurants). Local governments may be able to better respond to a growing mar ket demand for walkable, active communities with accessible transportation, job availability, and access to nearby public services and spaces, as well as activity-oriented destinations, by adopting mixed-use construction.
• Gas stations, vehicle dealerships, drivethrough businesses, and other land uses centred on automobiles
•
• Mixed-use housing, including multi-family. Station Level Site Level
•
• Pedestrian and bicycle-inspired design
• Pedestrian access is available on the ground floor.
• Surface parking has the upper hand.
• Frontages that are active.
• Buildings may be used in various ways.
• -Price of street parking in the public area. Figure
• Separated land use
Synopsis Transit Oriented Development Figure 15: Source: Author
Region / City Level Corridor Level Multimodal Integration, Universal accessi bility. Low cost public transportation. Rising levels are more likely to be sup ported. Create an urban street network. TOZ based on node for mixed-income housing.
• Single-family houses predominate.
• Universal Design.
•
Any of the following four scales can be combined to address the need of the specific project.
TRANSIT ORIENTED DEVELOPEMENT (TOD)
• Surface parking is limited, and parking management is efficient.
• Streets that are shared, safe, shaded, and highly available (complete streets).
1.6 Types of Mixed-use Develoment.
• Pedestrians, cyclists, vendors, motorists, and parking all have access to shared roadways.
Synopsis Transit Oriented Development Figure 13: Source: Author Figure 14: Source: Author Figure 12: Benefits of TOD, Source: Author
•
•
• Infrastructure that is physically accessible, as well as first and last mile connection. Commuters will be placed near public transportation. Higher densities are more likely to be supported. Pedestrian access is provided through street networks.
TRANSIT ADJACENT DEVELOPMENT (TAD)
1.7 RESEARCH QUESTIONS Synopsis Transit Oriented Development
What are the primary and secondary challenges in the spatial expe rience of mixed-use developments?
When interactions, behaviours, and resulting difficulties are taken into account in modern urbanization, the presence of people is re quired for the liveliness of urban areas, as well as to generate a necessary, active, and lively city. This form of development aims to create an environment for urban expansion that takes economic, social, environmental, and physical issues into account. To achieve the benefits of such a development, a mixture of mixed-uses with a fresh and different approach to the city, as well as a suitable ground, is necessary.Active and safe spaces for people may be developed as a result of mixed-use development and its positive impacts on envi ronmental, cultural, and economic elements.
features, which are always changing, need a lot of attention. Because every city is created for people and should develop alongside them, city expansion is both unavoidable and permanent. On the other hand, its growth may be directed and controlled. To expand a city as a whole, issues at both the macro and micro levels must be solved. Initiatives in architecture to improve the livability of our cities. A city’s construction of a flyover, increases traffic flow while cutting the city in half. Similarly, in the case of historic cities, local culture is incompatible with the traffic concerns that must be addressed. With villages with less urban structure, a relationship is formed. Buildings cannot be changed on the mo ment; they must be able to maintain future generations’ activities. We may decrease the sample size and then analyze the distribu tion. This is total flexibility in action.
Theopments?city’splanning
One of the most serious issues is that most local guidelines are not suitable to TOD. Zoning restrictions and land development codes in cities are typically designed toward automobile-oriented, single-purpose, subur ban-scale development. Zoning regulations frequently implement maximums on floor area ratio (building floor area divided by lot area), height limitations, minimum front setback of buildings, landscaping requirements, lot coverage maximums, and minimum parking requirements, all of which prevent the development density required for TOD.
Can mixed use developments as an architectural type be reimagined as public/social/cultural spaces?
Do mixed use developments in urban centres suffer from a sense of Placelessnessplacelessness?hasbeen used to describe urban spaces such as retail malls, train stations, and so on. The idea that placelessness is global isation, commercialism, and urban redevel opment greatly underrates the importance of places. Local governments, for example, have recognized that maintaining local identity and social function is an essential component of urban reconstruction as part of the macro act that causes placelessness.Similarly, as they try to increase property values, developers have grown increasingly concerned with pla ceness. These methods suggest that another group is adding to a new framework, one that promotes placeness similarity. The major pat terns, developments, and unsolved problems in public social life have all been supported by urban growth. Negative and positive per spectives on public social life and public space are separated. They force us to consider new communities and locations that are not tru ly public but have grown to be positively re garded as public land over time, such as train stations, retail malls, and amusement parks. These ideas are the result of many ideas and models being used to define public life and space.
Synopsis Transit Oriented Development
28 29
Bus terminals are important transition sites between forms of transportation. These are the centers of passenger activity, which is a part of the urban environment. Passenger traf fic attracts commercial and retail businesses, transforming the area into an attractive urban destination. As a result, Indian cities require a new perspective on terminal planning and architecture, one that sees them as part of the urban landscape, contributing to the overall quality of the city.
Can programmatic and/or architectural interventions improve the spa tial experience of mixed-use devel-
Individual methods to public space planning, design, and management are known as placemak ing. It involves observing, listening to, and questioning the people who live, work, and play in a certain location in order to get understanding of the needs and goals. This information is used to develop a common vision for the location. Starting with small-scale, practical improvements that benefit public spaces and the people who use them right now, the vision can quickly become a plan for action. To encourage more people to interact and create healthy, more social, and economically successful communities, placemaking may be used to improve all of the locations that make up a community’s meeting places—its streets, sidewalks, parks, buildings, and other public spaces.
WhatPLACEMAKINGisPLACEMAKING ?
Synopsis Transit Oriented Development
What makes a GREAT PLACE ?
30 31 1.8
Placemaking focuses on a community’s strengths, inspiration, and potential to build successful public spaces that improve people’s health, happiness, and economic well-being.
Figure 18: What makes a place, Source: Project for public spaces
Synopsis Transit Oriented Development
Figure 17: What makes a place, Source: Project for public spaces Celebrations, as well as social and economic trades, friends gatherings, and cultural fusions, take place in large public spaces. They’re the “front porches” of our public institutions, including libraries, field houses, and neighbourhood schools, where we interact with one another and the government. Well-designed spaces serve as a platform for our public lives. What sets certain spaces apart from others? It’s primarily due to the number of activities available in one location. When the space becomes more than the sum of its elements, it becomes a location. People will stay longer and return to a park with a fountain, playground, a place for parents to sit in the shade, and a place to buy something to drink or eat, for example. If there was a library across the street with an outdoor area with storytelling hours for children and displays on local history, peo ple would return to both the library and the park. Other elements that contribute to a good site include accessibility to a bus stop or a cycling route, as well as accessibility to residential areas.
In the 1960s, authors like as Jane Jacobs and William H. Whyte proposed ideas that formed the foundation for the formation of placemaking as a concept, but it wasn’t until years later that it was established. One of the most important contributions to the development of this concept was their vision for active areas, attractive public spaces, and communities that tru ly meet the requirements of their people on a variety of levels. The Project for Public Spaces (PPS), a nonprofit that promotes placemaking initiatives in various countries across the world, began using the term in the 1990s after fifteen years of development. PPS has contributed to knowledge sharing by publishing guidelines for developing good public spaces and offering recommendations for how to improve city living, in addition to supporting community activities.
Figure 27: Social Interactions. Figure 28: Interesting Installations.
Figure 23: Pallet Benches Figure 24: Flowerpots.
• Access and linkages
The ability with which a site is visually and physically connected to its surroundings is known to as access. A excellent public space is visible, accessible, and usable. Access may be affected by specif ic factors as well as perspectives (a con tinuous row of shops along a street is more attractive and safer to walk by than a blank wall or an empty lot) (the ability to see a public space from a distance).
Figure 19: continuous row of businesses along a street. Figure 20: Comfortable spot to sit along a street.
Source: Archdaily
• Sociability This is a difficult yet obvious character istic to attain in a setting. When people see friends, meet and greet their neigh bours, and feel comfortable interacting with strangers, they will have a stron ger sense of place or connection to their community—and to the location that supports these types of social activities.
32 33 1.9
Four Key Qualities of a Successful Place
The Pre-collinear Park project, designed by Torino Stratosferica in partnership with hundreds of Turin locals, is one example. Due to the Covid-19 pandemic, the project, which was finished in 2020, turned an abandoned tramline into an outdoor recreational space suitable for socially distant relaxation. More than 700 people from all around the city took part in the process, giv ing their thoughts and opinions while also generating funds through funding projects. The park features wooden benches, bright yellow pallet benches, and flower pots, as well as a zig-zag pathway that leads to a small platform set up for events. Several exhibitions will be held now that the park will be open for longer. Placemaking, like many other ideas that have developed in recent years, is commonly used to describe extra projects that don’t necessarily qualify as placemaking, becoming more of a brand than a method. Bringing spaces to life requires much more than simply calling for better urban design. Placemaking encourages people to rethink and remake public spaces together, increasing the connection between people and the places they share.
• Uses and activities
Figure 25: Wooden Seats Figure 26: Zig-zag paths
The activities that take place in a loca tion—friendly social interactions, free public concerts, community art projects, and so on—are the primary components: they are the reasons why people vis it and return. Activities may also add to a feeling of community pride by helping to make an area unique or remarkable.
Synopsis Transit Oriented Development
1.10 Precedent - The Pre-collinear Park project
Synopsis Transit Oriented Development
• Comfort and image When selecting whether or not to use a location, comfort and aesthetic are essential considerations. People’s opinion of safety and cleanliness, the context of adjacent buildings, and a location’s character or at tractiveness, as well as more practical issues like finding a comfortable place to sit, are typically at the front of attention. The im portance of individuals being allowed to sit wherever they want is sometimes ignored.
Figure 21: Activities along a street. Figure 22: Social interactions along a street.
Study mixed use developments in India (local-macro context).
1.12
34 35
• To design a building which will provide commercial and other recreational facilities to the 1.14people.Limitations
Identify the stakeholders who develop and operate mixed use developments. Identify and interact with stakeholder and user groups to broaden the understanding of the
Synopsis Transit Oriented Development
Identify the geographical context/s of the problems (identification of the site).
1.11 ToAimstudy
Assess the opportunities for architectural interventions (framing the problem/s).
mixed use developments as an architectural type and to explore the possibility of imagining it as a public space for the city.
1.13 Scope
• Designing a Mixed-use structure with electrical bus interchange terminal.
• Framing requirements for a maximum number of passengers per day in all directions.
Study mixed use developments in Mumbai MMR (local-focus area).
• The project does not cover the financial aspects of the project and detailed costing part.
Investigate the different types of mixed use developments and the activities it accommo dates (study of the type and programs).
StudyObjectivestheevolution
Study precedents that will help understand the architectural problem from multiple perspectives - context/program/theory/tectonics/technology/environment etc.
Synopsis Transit Oriented Development
Study the role of mixed use developments in trade and commerce (economic context).
of mixed use developments as an architectural type in the world and in India (historical-global context).
Propose architectural programs that will redefine the mixed use developments as an ar chitectural type and as a public space in the city (framing the architectural problem).
Testsubject.yourhypothesis through interactions with stakeholder and user groups.
• Project is limited to the core urban development projects and does not take into consider ations of low-income, although the employment of these people is generated in this proj ect.
Figure 29: Interesting Installations.
• Intern Connectivity between various modes of Transport.
• Studying the various technological advancements in the field of sur veillance system, com munication system, etc.
Figure flowchart.
Analyse the geographical context (site) and list down inferences for the architectural Writeproposal.the first draft of the architectural proposal (program + site)
Identify and analyse precedents of mixed use developments.
Identify and analyse reports, policies, white papers and statistics about the local-macro context and the focus area.
36 37 1.17
30: Advantages
sources and literature that will give you historical - global/local perspectives about your research subject.
1.16 IdentifyMethodologyandanalyse
• Unified Mumbai Metropolitan Transport Authority (UMMTA) would be an important stakeholder by its role in coordinating with transit agencies and other transport sector stakeholders. Most of these agencies would be required to share data with the National Urban Transport Helpline (NUTH) which would then be suitably separated by the NUTH.
Conduct interviews with representatives of organisations that are part of the stakehold er Conductgroups.interviews with the user groups. Conduct field trips to identify the geographical context for architectural interventions.
Identify precedents that will give you a broad understanding of your architectural pro Conductposal. detailed site studies. Write the second draft of the architectural proposal (program + site)
Considering that UMMTA has representation from all the transportation sector stakehold ers in the Mumbai Metropolitan Region (MMR) and it is headed by Chief Secretar y of the Maharashtra State, it is recommended that UMMTA be entrusted with the responsibility for setting up and operating the NUTH. UMMTA could in turn set up the NUTH through MMRDA or any other entity.
• Urban Development Department (GoM), Transport Department (GoM), Transit agencies (Western Railway, Central Railway, BEST and MMRDA), Mumbai Traffic Police, road owning agencies Municipal Corporation of Greater Mumbai, Public Work Department, Mumbai Metropolitan Region Development Authority, Maharashtra State Road Development Corporation Limited, (MCGM, PWD-GoM, MMRDA, MSRDC, etc.) would be key project stake holders.
1.15 Advantages Synopsis Transit Oriented Development
Agencies and Stakeholders
Identify and analyse sources and literature that will give you a theoretical perspective about your research subject.
Frame the architectural problems.
Identify and analyse sources and literature that will give you an economic perspective about your research subject.
Synopsis Transit Oriented Development
38 39Background Research Transit Oriented Development Figure 32: Timeline evolution of Mixed-use development, Source: Author 2.1 History of Review of Transit Oriented Development. Background Research Transit Oriented Development
Research Transit Oriented Development
Not only in the twentieth century, but also today, popula tion and urbanisation expansion exceeded infrastructure development, resulting in severe urban challenges such as vehicular and human crowding, urban sprawl, slums, pollution, and impact on available systems and facilities.
When public transit was unavailable, ac cess became more dependent on motorised forms of transport, which generally translated to cars. Calthorpe (1993) notes the collapse of human-scaled public spaces like parks, community halls, libraries, town halls, market places, and others, as well as the construction of massive, large-scale shopping malls and offices beside highways.
People began looking for work close to their homes in order to reduce these urban issues and concerns. Commercial businesses can benefit from large residential areas as a source of market. As a result, residential to commercial activities moved and vice versa. The mixed-use building is becoming a more common feature of large commercial com plexes. The Supreme Court welcomed the Delhi Traffic Police and request ed a temporary solution to ease traffic congestion in the city in 2018, ac cording to reports. The Traffic Police only offered physical improvements, such as new underpasses, car flyovers, and pedestrian foot-over-bridges.
40 41
Figure 36: Tramp, 1920s
Across large regions inside urban areas - towns and their suburbs - different land uses were found to be strongly segregated and physically isolated from one another. While historic American cities had similar categories, due to their size, the links between different purposes were internal, walkable, close, and direct. However, with new urban expansions, the scale of growth was much larger, making these connections longer, more indirect, and inaccessible by pedestrian.
The Covid-19 epidemic has affected all area of our life, from how we work to how we so cialise and connect with our friends and family. Many individuals all around the world are forced to engage and connect entirely through digital methods. We can ensure excellent liv ing experiences for everybody by designing communities that meet residents’ daily and week ly demands. For some, this means quick access to excellent schools and healthcare facilities, while others may choose to live in an area with plenty of green space, entertainment venues, and food and beverage options. This circumstance, as well as customer behaviour as a result of covid, signals another turning point in the growth and future of mixed-use development.
Background
Background Research Transit Oriented Development Figure 32: Railway Station Figure 33: Ground floor retail shops Figure 34: Car parkings Figure 35: New York Street 2.1 History of Review of Transit Oriented Development.
Figure 37: Railway on the highline. Figure 38: Tramp, 1990s
Mixed-use developments are also a response to shifting customer tastes.
Indian cities’ mobility has been significantly changed in re cent years as a result of the introduction of several bus transportation options. Lessons learned through the adoption of new techniques and problems experi enced in urban India can greatly enhance the development of city bus networks.
Buses account for more than 90% of public transportation in Indian cities, and they provide an affordable and convenient means of transportation for people of all economic classes. In metropolitan areas, around 35,000 buses are in service. Eight major cities account for 80 percent of all buses: Delhi, Kolkata, Mumbai, Chennai, Bangalore, Hyderabad, Ahmedabad, and Pune. Current ly, the bus modal share in these cities varies from 1% (Surat) to 43%. (Bangalore).
The comparative successes and challenges of city bus improvements initiated by some of India’s partners, including the Brihanmumbai Electricity Supply and Transport (BEST) Undertaking, the Bangalore Metropolitan Transport Corporation (BMTC), the Atal Indore City Transport Services Ltd. (AICTSL), the Bhopal City Links Limited (BCLL), and the Metropolitan Transport Corporation, Chennai (MTC). Recent bus improvements indicate that city bus networks will continue to be the backbone of urban mobility in India. As a result, cities across India must prioritise sustainable transportation and establish goals to increase the modal share of public transportation.
Oriented Development 2.2 Study
Figure 39: Mixed-use Development, TOD with transit facilities in India.
42 43
The issue is to maintain bus modal share while increasing public transportation modal share through various programmes. By 2020, India pro poses that bus transportation account for at least half of all motor trips in Tier 1 cities and at least one-third of all motor trips in Tier 2 and Tier 3 cities.
Oriented Development
Background Research Transit of TOD and Mixed-use proposals in India. Transit
Background Research
Figure 42: MRT network in Bengaluru
Figure 41: MRT network of Delhi
The Bengaluru Metropolitan Region Development Authority (BMR DA) is responsible for planning and managing development in the 8,005-square-kilometer Bengaluru Metropolitan Region (BMR), which in cludes the districts of Bengaluru urban, Bengaluru rural, and Ramanaga ra.
The growing demand for parking and road space cannot be handled on current streets since most roads are less than 15 metres wide and the bigger roads are already crowded with traffic. Within the 150m zone, a 95 percent increase in built-up area leads to an approaching of population and pedestrian traffic. This necessitates solving concerns relat ed to walkability and simple access in the area of the metro station, such as effective building façade design, the construc tion of more pedestrian-friendly streets and zones, and pro viding a safe environment for walkers at all hours of the day.
The TOD policy and the EIA requirement are compatible. To support the implementation of TOD projects, EIA laws must be updated to include TOD concept requirements. Due to the fact that the policy states that enough space for IPT, bus, private bus, truck, and commercial parking must be given for all layout designs, the policy does not specify or refer to any requirements for doing so. The strategy makes no mention of the need for social infrastructure to support the larger cover age area or neighbourhood, or the provision of needed services.
Background Research Transit Oriented Development
The following places are excluded from the TOD policy: a) Lutyen’s Delhi and Chanakya Puri, b) Civil Lines area, c) Zones under ASI, d) Zone-O, and e) DDA-notified low-density residential areas. The metro rail network in Delhi, as well as TOD zones around transit stations, are shown in the image below.
Background Research Transit Oriented Development
The Ahmedabad Urban Development Authority (AUDA), which is respon sible for planning and development activities under its authority, includes the growth centres of Kalol, Dehgam, Sanand, Mehmedabad, and Bareja, as well as 169 villages. In western Ahmedabad, LAPS has been suggested with the goal of increasing FSI and other NMT infrastructure along the BRT line. The lack of NMT infrastructure surrounding the BRT route in Ahmedabad has been highlighted as an obstacle to last-mile connection. Only a few stations have shaded walkways, and the majority of stations lack bicy cle lanes, therefore failing to meet one of the primary goals of TOD, which is to increase transit use. Even when FSI is allowed, but at a cost, the density is very low in the current situation. Higher densities with inclusion are one of the leading factors of TOD success, thus solving these challenges is important.
Figure 40: BRT and MRT (proposed) network in Ahmedabad
44 45 2.3 Comparison of TOD attempts in India: Ahmedabad, Delhi, Bangalore
TRANSIT BEHAVIOUR Train - 40.6% BusMetro/MonoCarTaxiRickshaw27.7%-6.8%-1.7%-7.9%-1.6%
The Mumbai Metropolitan Region (MMR) is one of the most rapidly changing cities in India. With a population of 24.4 million people, it is the world’s sixth largest met ropolitan area (Census, 2011). With a population of 12.44 million people (about 51 percent of the MMR’s population), Greater Mumbai is India’s most populous metropolis. Greater Mumbai, on the other hand, is limited by geography, taking up just 458.28 square kilometres (10.5 percent of MMR area of 4,355 sqkm).
46 47
In collaboration with the National Urban Transport Policy of 2006 (NUTP), MCGM aims to establish a Comprehensive Mobility Plan for the years 20142034, which focuses on people’s mobility rather than car mobility. The impor tance of promoting safe pedestrian, cycling, and public transportation mobility, as well as the connection of land use and transportation planning, is highlighted by NUTP (2006). It is necessary to establish a Comprehensive Mobility Plan for the Greater Mumbai region that includes all of the above elements and is based on travel demand modelling and projections for the years 2034 and beyond. 2.4 History of Macro context and Focus Area (Mumbai).Population480sq.km-12.44 (Census+
CITY PROFILE Area
million
222.6 km Monorail(proposal)- 19.54 km (operational) Background Research Transit Oriented Development Figure 43: Bus route developement plan 2034, Source: researchgate
In order to conform with CTS’ proposed transportation infrastructure facili ties, MCGM plans to develop an infrastructure plan for improving and upgrad ing transportation infrastructure in the Greater Mumbai area, as well as a more focused approach to traffic and transportation systems management mea sures that will be developed through the Comprehensive Mobility Plan (CMP).
Background Research Transit Oriented Development
Around 700,000 individuals visit Greater Mumbai from the neighbouring ar eas during the morning peak hour for work and other activities. Maharashtra’s and India’s cultures are maintained in the Mumbai Region. For a wide popula tion of urban migrants seeking to better their well-being and financial outlook, it has been and continues to be a source of strength, expectations, and chances.
2011) Density
25,903 per sq.km PUBLIC TRANSIT Suburban Rail - 427.5 km Metro - 11.4 km (operational)
48 Background Research Transit Oriented Development 49
Since the Mumbai Metropolitan Region Development Authority (MMRDA) announced its plans for the centrally situated neighbourhood, many homeowners from the Mumbai Met ropolitan Region (MMR) have been attracted to this new location. Af ter Nariman Point and Bandra Kurla Complex, this micro-market will be the third central commercial area, located between South Mumbai and the suburbs. Mumbai land useage development chart and bus routes. History of Macro context and Focus Area (Mumbai).
2.4
Background Research Transit Oriented Development Figure 44:
48WHY
MUMBAI? The focus has been placed on the four planned metro lines, one of which runs between Wadala and Kasarvadavali. Wadala used to be an important commercial hub where facto ries and mills were built. The area has seen growing real estate rates in the recent years as a result of improved infrastructure, road connectivity, train lines, and monorail. It also now has a large number of private neighbourhoods, business spaces, and luxur y residences.
CITY FORM The author discusses the possibility of transforming a new metropolitan environment into an imaginative scene that is visible, logical, and clear. “The city resident demands a new men tality and a physical reshaping of his area into shapes that engage the eye, that arrange them selves from level to level in time and space, and that may serve as symbols for urban life,” the au thor writes. The shape must be somewhat flexible, adaptable to the needs and views of its members.”
Following that, a study of Element Interconnections, The Shifting Image, and Image Quality in a City brings the key elements together. “City Form” covers Path Design, Other Elements Design, Form Qualities, The Sense of the Whole, Metropolitan Forms, and the Design Process. In a clear and full but brief part, “A New Scale” discusses the formation of a clear and complete picture of the whole city.
A NEW SCALE
Building the image - Images of the envi ronment are the outcome of a two-way interaction between the observer and his surroundings. The experience of a given reality might change consid erably between observers. The city picture may be divided into formal categories of image elements such as path, landmark, edge, node, and district.
The sense of the wholePaths would connect the different nodes as a whole. The nodes would connect and differentiate the pathways, while the edges would differentiate the districts and the borders would differentiate their centres. The entire composition of these compo nents would combine to form a strong and clear pic ture,and sustain it over areas of metropolitan scale. MetropolitanThe growing scale of our urban regions, as well as the speed with which we cover them, creates plenty of new perception issues.
Figure 45: City and it’s 5 elements.
A public picture of any particular city, it says, is the merging of many individual images. The contents of the analysed city pictures are divided into five categories: routes, edges, districts, nodes, and landmarks. These elements have all been specified. Element interrelations - These elements are simply the component for a city-scale environmental picture. To create a pleasing shape, they must be patterned togeth er. These pairings may work together to boost each oth er’s power, or they may clash and destroy each other.
The Image of the Environment, Three Cities, The City and Its Elements, City Form, and A New Scale are the five sections of Kevin Lynch’s Image of the City. Legibility, Building the Image, Structure and Identity, and Imageabil ity are discussed in “The Image of the Environment,” a book about city planning philosophy. “Three Cities” ex amines the different the urban forms of Boston, Jersey City, and Los Angeles, identifying similar elements. Paths, Edges, Districts, Nodes, and Landmarks are five key elements of the city defined in “The City and Its Elements.”
The shifting image - Instead of a single full image for the whole world, there might be many sets of images that are more or less overlapping and interconnected. Images might differ not just in terms of the size of the area included, but also in terms of viewpoint, time of day, and season.
Legibility - The visual quality of an American city is measured here by analyzing the residents’ mental image of that city. The focus is on visual quality, or the cityscape’s visible clarity or “legibility.” Although legibility is not the only important property of a beautiful city, it is important when considering settings at the urban scale in terms of size, time, and variety.
We want an environment that is not just well-organized, but also meaningful. However, the creation of powerful symbols begins with the clarity of structure and identity. Every human activity that takes place there benefits from such a feeling of place. Education in seeing will be just as important as re shaping what is seen in the formation of the image. Our cities will be a source of everyday satisfaction for millions of people if art and audiences grow together.
THREE CITIES
THE IMAGE OF THE ENVIRONMENT
Structure and Identity - The author discuss es how an environmental picture may be bro ken down into three parts: identity, structure, and meaning. The idea of Imageability is then given, which is described as the characteristic in a physi cal item that provides the observer a strong image.
Image quality - The study of various individual pictures showed a number of additional differences. For exam ple, viewers’ views of an element vary in terms of mass.
50 51
Literature Review Transit Oriented Development 3.1 Literature Review Literature Review Transit Oriented Development
THE CITY IMAGE AND IT’S ELEMENTS
Boston, Massachusetts; Jersey City, New Jer sey; and Los Angeles, California are the three cit ies examined. Boston is unlike any American city in terms of character, being both clear in form and full of different places. Jersey City was chosen be cause of its current formlessness, which appears to be an extremely low degree of Imageability at first sight. Los Angeles is a brand-new city with a grid design in its centre area and a completely differ ent scale. Every time, a central region of approx imately 2 12 by 12 miles was studied. Two basic evaluations are carried out in each of these cities: A professional observer did a detailed field survey, mapping the presence of numer ous elements, their visibility, image strength or weakness, as well as their connections, dis connections, and other interrelationships.
- Kevin A. Lynch INTRODUCTION
IMAGE OF THE CITY
THE NEED FOR PRIMARY MIXED-USE
The poor main mixing of uses is described by Jacobs. In the past, most big-city flyover states met all four of the requirements for diversity generation. Metropolitan cities had mainly be come dedicated to work by the time she wrote Death and Life, and they only fulfilled three of the roles. This shift has been taken into account in planning, which now refers to “Central Busi ness Districts” rather than “metropolitan cities.”
THE NEED FOR SMALL BLOCKS
The district must combine buildings of var ious ages and conditions, including a large number of older structures, in order to alter the economic give that they must produce.
The district, as well as as many of its in ternal parts as possible, must be able to per form more than one major purpose, if not two. These must ensure the presence of indi viduals who move outside on various sched ules and are in the area for various rea sons, but who may share numerous facilities. The majority of blocks must be short, which means that streets and opportu nities to turn corners must be repeated.
The importance of these four requirements, she believes, is the most important point presented in the book. These four factors do not guarantee that all city areas will produce the same level of varia tion. However, if these four requirements are met, a city area should be able to reach its full potential. The primary uses are those that draw people to a certain location. These are both necessary for ensuring safety in streets and neighbourhood parks and are also cost-effective. Most stores depend on peo ple passing by during the day, much as neighbour hood parks require people who are in the area for various reasons. Businesses will disappear if con sumers are missing, or may never appear at all. She uses the example of the Wall Street neighbourhood to consider the importance of time, which strug gles from extreme time imbalance among its users.
THE GENERATORS OF DIVERSITY
Literature Review Transit Oriented
THE NEED FOR CONCENTRATION
Only if a city district has a highly uniform volume of people can variety develop. Opposing strict planning and housing theory, she promotes for high place densities as a key factor in a district’s energy, citing attractive high-densi ty residential districts in a number of U.S. cities, including Rittenhouse Square in Philadelphia, Brooklyn Heights in New York, and the North End in Boston. The planning literature’s overcrowded slums are often successful regions with a high density of place, but the slums of real-life Amer ica have a low density of place. When variety is crushed by other needs, such as housing developments, high place density alone is insufficient to produce city energy. However, a proper focus on people is one of the requirements for increas ing city variety, since the other elements will have little impact if there aren’t enough people in a certain region. If growing concentrations begin to destroy variety, they are too high. Buildings start to resemble one another at a certain point, and the diversity in age and type of building reduces. Figure 46: Interview published on newspaper.
She shows the second condition for city variety, the need for short blocks, using the exam ple of Manhattan. Long blocks, such as the 800foot blocks on Manhattan’s West Eighty-eighth Street, separate frequent users of one street from users of the next, socially and economically iso late street areas, and restrict the flow of people between them. Long blocks would be changed if an additional roadway cut through them, pro viding residents with a variety of different paths to select from.Garden City and Radiant City sup porters claim that expensive streets are wasteful, but Jacobs disagrees. She argues, on the oth er hand, that repeated streets and small blocks are beneficial because they allow for a complex mix of users in a city area. Repeated streets and short blocks, like mixtures of primary uses, are helpful in generating city diversity and liveliness.
People must be given enough attention, for whatever reason they are there. In the case of those who have a hard time concen trating, this involves having enough focus.
THE CONDITIONS FOR CITY DIVERSITY
52 53
THE DEATH AND LIFE OF GREAT AMERICAN CITIES - JANE JACOBS Development INTRODUCTION
Jane Jacobs’ book Death and Life of a Great American City, based on her observations of many large American cities, develops gen eral requirements for city variety. According to her, the conditions must be taken into account while designing for a varied and necessary city life, but they can never be realised only through city planners’ and designers’ ideas. She devel ops four criteria that she thinks necessary to produce variety in a city’s streets and districts by examining areas where diversity increases, such as Boston’s North End, New York’s Upper East Side, and San Francisco’s Telegraph Hill.
Jane Jacobs, a writer and city activist from New York City, published her debut book, The Death and Life of Great American Cities. The book was originally published in 1961, and it explores the ideas and goals of modern, strict city planning and rebuilding in the postwar United States. She discusses the failures of modern planning ideas and argues that the different foundations of conceptual planning history are all based on a misunderstanding of how cities operate. Jacobs’ best ideas on liveable cities came from detailed observation of city life rather than theories or master plans, which was a completely new approach in the United States in the 1960s and changed the way planners and city residents thought about urban planning. Although Jacobs published Death and Life over 50 years ago, her ideas on how to make cities more livable are still important today. The effect of Jane Jacobs on the New Urbanism movement is studied, and her ideas are then applied to the Atlantic Yards Project, a large urban redevelopment project in Brooklyn, New York.
Because cities’ central regions have direct influence on other city districts, the central area’s major mix of uses is particularly important, as “a city tends to become a collection of separate interests.” But unfortunately, she considers, strict city planners apply their destructive purposes of city planning to attractive and successful streets and districts.
3.2 Literature Review Literature Review Transit Oriented Development
Site Area: 56,933 sqm.
•
•
Figure 47: D block, Bandra. Figure 48: Anik Bus Depot, Wadala. Study Transit Oriented
•
•
Site
Figure 49: Road Network Plan, Mumbai.
•
Development
The site is located in Bandra east within 500m radius from the Bandra Railway and Metro (upcoming station). This is adjoining BKC (Bandra Kurla Complex) which is the most premi um office location in Mumbai.
Site Area: 37,227sqm. Transit network: Rail, Road Junction, Metro line. Place Type: Connectivity hub. Market Type: Emerging Area. Street pattern: Fragmented tree type. Land use pattern: Mix-residential, Commercial area, Industrial area. Social amenities: Open grounds, Cinema, Museum. Distinct quality: Near monorail station, Bus depot and Metro line.
54 55Site Study Transit Oriented Development •
•
•
•
Site 2 - Anik Bus Depot, Sion Site 1 - BKC - D Block, Bandra 4.1 Site Selection
•
•
Transit network: Rail, Road Junction. Place Type: Core urban area. Market Type: Strong area (regenration). Street pattern: Fragmented tree type. Land use pattern: Majorly commercial area, Govt. offices & land. Social amenities: Water fronts, Parks. Distinct quality: Near Mithi River.
•
•
•
The site is located in Sion-Chembur road within 500m radius from the Wadal monorail and Metro (upcoming station) and close to Wadala bus Thisdepot.is at the center of the 4 major cities of mumbai which is the most premium location in Mumbai.
56 57 4.2 Mapping of TOD and Large Scale Mixed-use Development Site Study Transit Oriented Development Figure 50: Site and the Context study, Mumbai. The following factors were used to choose the location: • The location of the site should be in the city. • The site should be open to the public, i.e. it should be accessible to the general population. • The site should be close to their daily commute. • In the area, there should be present development as well as potential for future growth. Site Study Transit Oriented Development
Figure 51: Mapping of Infrastuctures around the site Mumbai.
ISBT has a large amount of undeveloped terrain that becomes dangerous for pedestrians after 7 p.m. Metro construction has caused problems with maintenance and cleanliness. The Sion-Chembur road connects the area to the rest of the city.
The monorail station and future metro station are the areas of focus of the area.
Inference Due to the large amount of pedestrian traffic, the region includes various religious sites. Different building functions, such as institutes, religious locations, public and semi-public spaces, improve the area's imageability. Many illegal parking places add to traffic congestion and mismanagement on city roadways. There are no main junctions, nodes, or corridors because to a lack of services.
58 59 4.3 Mapping of Public, Socialm, Leisure and Cultural Infrasturcture in Mumbai.
Study Transit Oriented Development
Site Study Transit Oriented Development
The value of open public space at the city level cannot be emphasized. Within the plots of the Somaiya Insti tute area, there are a number of private open areas.
Site
60 61 BKC • Jio Garden • MMRDA Parking • City Park • Public Parking lot • Trident Hotel • Sofitel Mumbai • Urban Sports • Grand Hyatt Kurla • Kurla Park • Phoenix market city • Parking lot • Brihanmumbai Udyan • Happy Planet Amusement centre • Noor Lawn • Piramal Museum of Art • Rooh E Kashmir Site Study Transit Oriented Development 4.4 Analysis of Public, Socialm, Leisure and Cultural Infrasturcture in Mumbai. Figure 52: Analysis of Infrastuctures in BKC, Source: Author. Figure 53: Analysis of Infrastuctures in Kurla, Source: Author Chembur • Chimni Garden • Green Spaces Sports Zone • Long jump public space • Urban Sports • Kolam Art Gallery • Magnum Opus • The Fine Arts Society • Infinity Art Collaborations • Chembur Library • IIPS Library Sion • Sion Garden Park • Maharashtra Nature Park • Nehru Garden • Sion Fort • Aiyappa Ground • BEST Museum • Main Auditorium-Sion • Parking lot • Siddhivinayak Temple • The Boat Library Site Study Transit Oriented Development Figure 54: Analysis of Infrastuctures in Chembur, Source: Author. Figure 55: Analysis of Infrastuctures in Sion, Source: Author.
Figure 56: Built Space and Climate Analysis of the site (Anik Bus Depot), Source: Author. Analysis
•
The road grids connect the buildings for easy accessibility.
Site Study Transit Oriented Development
62 63Site Study Transit Oriented Development
The site itself has tress and in it existing state is filled with small shrubs all around.
The pedestrian connections between the higher order street and the window street should be provided.
The site is accessible by all the sides of the roads and has a water body adjacent to the front road that is the east side.
4.5 Site
•
•
• Rare laneways for driveways and garages should be provided.
Figure 57: Road Network and Traffice Analysis of the site (Anik Bus Depot), Source: Author.
• The main road adjacent to the site further connects to BKC and Chembur.
•
The site is surrounded mostly by residential buildings which are mostly low risers. The location of the site or the area is yet developing.
•
•
•
To the east of the site there is the main road across to which is a huge area of green space.
Figure 58: Circulation and Infrasturcutre Analysis of the site (Anik Bus Depot), Source: Author
•
• Buffer space is provided to reduce traffic from main road to the internal parts of the Wada la.
•
• Wadala is well connected to various parts of Mumbai through a grid of roads and rail net work.
• Spaces near the Somiya ground and Residential area nearby are mostly active space used for interaction.
Site Study Transit Oriented Development
The BKC top will be an interchange between what will go on to be two of the busiest corri dors.
The site transport facilities to internal parts connecting which makes built form more active.
• The activity analysis has been taken place on the basis of each spaces that are around the site, each space showcases the locations and the overlaps of the hotspots and common interactive areas of the spaces thus showing the activity zones and the users that use them.
64 65Site Study Transit Oriented Development
•
Figure 59: Activity Analysis of the site (Anik Bus Depot), Source: Author.
The Kurla bridge took years to be built as did the Santacruz- Chembur Link Road. The ac cess roads to BKC are heaving with traffic round the clock.
• Transition is seen from one place to another through built active form.
• Bus services to these busy business hub are inadequate.
A significant drawback continues to be poor connectivity, despite the site’s central location and proximity to four prominent suburban railway stations Bandra, Sion, Kurla and Chem bur.
•
Figure Analysis of user percentage using depot, Source: Author
62:
66 67 User analysis by age User analysis by profession User Study Transit Oriented Development Figure 60: User Analysis by age, Source: Author. Figure 61: User Analysis by Profession, Source: Author. 4.6 User Analysis User Study Transit Oriented Development
Figure 63: Analysis of no. of buses to the site, Source: Author. Figure 64: Analysis of user percentage using monorail, Source: Author.
Figure 65: Analysis of user percentage using Railway stations to site, Source: Author. Figure 66: Activity of the Users on different time period, Source: Author.
68 69 4.7 Architectural Problems and Interpretations Personal Perspective Transit Oriented Development Figure 67: Graphical representation of the problems and interpretation in and around the site, Source: Author 4.7 Architectural Problems and Interpretations Personal Perspective Transit Oriented Development
Figure 69:
Standards Transit Oriented Development
5.0 WithinStandardsabusterminal, important bus and other vehicle (cars and motorised two-wheelers) movement must be planned. Within the terminal complex, this requires the development of traffic infrastructure in the form of carriageways, driveways, parking, and bays (for various 5.1uses).The Bus Size Different types of buses have different door opening systems. On the lef t side, all the doors will open. 1 single front door (middle, extreme) 2 double doors, one in the centre and the other in the back, front and back 3 Front/rear ends
Figure 68: Single Decker Bus, Source: dimensions. Double Decker Bus, Source: dimensions
70 71Standards Transit Oriented Development
5.2 Dimenions and Types of Buses. City/Transit Buses are modes of transportation that are used to replace short to medium-dis tance trips. City transports, which are frequently a part of an openly planned transportation administration organisation, are meant to support limits in response to busy time demands and are therefore set with simple seats or basin seats without extra gear areas. Capacity: 29 chairs plus 76 people standing.Figure70: Inner outer bus turning radius, Source: dimensions Figure 71: City Transit Bus, Source: dimensions
Minibuses have a capacity of 13-22 passengers, mid buses have a capacity of 23-34 passengers, standard buses have a capacity of 30-50 passengers, and high capacity buses have a capacity of 50 passengers. Without a speed restriction, the maximum speed is set to be 75 km/h. A bus is 12 years old or has travelled 10,000 kms.
Bus boarding bays at 60, 45, and 30 degrees These work well with one-way driveways and allow for easy entry yet requiring reversing when exiting. A decreased bay angle reduces the width of the driveway but extends the length of the barrier.
Figure 77: 30 degree bus bay, Source: dimensions
72 73
Figure 74: 90degree bus bay, Source: dimensions
Standards Transit Oriented Development 5.3
Figure 72: Articulated Bus, Source: dimensions Figure 72: Coach Bus, Source: dimensions 73: Mini Bus, Source: dimensions Bay Types
Standards Transit Oriented Development Bus (Coach) Coach buses are vehicles designed for longer journeys with more significant amenities for passenger comfort throughout these long periods of travel. Seating capacity: 44-49+1 Mini buses are vehicles having a passenger capacity that is less than that of a full-size bus but greater than that of a litter minivan. Minibuses, which are designed to meet a number of flex ible vehicle demands, are often used to expand open transportation arrangements by provid ing as a smaller size on-demand vehicle for small licensed gatherings, taxi sharing, air terminal administrations, and small corporate gatherings.
Figure 75: 60 degree bus bay, Source: dimensions
Figure 76: 45 degree bus bay, Source: dimensions
Figure
Entrance to the bus (100 m length) This design requires a minimum total area per bus (bay + driveway), but a maximum driveway width, as well as more work (and time) to pull in (and out). As a result, perpendicular bays are suitable for idle parking or boarding bays in small airports with long layovers.
Bus with Articulation Transports are widened transports that link at least two regions with turning joints in order to satisfy greater passenger limits while keeping the transport moving properly. Articulated transports are designed with single-deck or two-deck bodies for greater limit demand and are usually fused into mass fast transport travel frameworks. Seating capacity: 48 (seated) and 98 (standing).
Bus boarding bays with sawtooth edges
74 75Standards Transit Oriented Development
Parallel boarding lanes for buses
Multiple buses are handled by a long continuous platform. In most straight bays, there is an overtaking lane that also serves as a driveway. They work with one-way driveways, take up a lot of sidewalk space per bus, and only take up a little amount of driveway space. It's tough for drivers in linear bays to close gaps between the bus and the platform during parking.
Figure 78: Sawtooth bus bay edges, Source: dimensions Figure 79: Parellel boarding lanes, Source: dimensions Figure 80: Bus flow diagram, Source: Timesaver standards Standards Transit Oriented Development Figure 84: Induction Up to 200 kW, newsiemens.Figure 83: Plug-in Charging Depot50 to 200 kW, newsiemens. Figure 82: Pantograph En-route Charging Up to 450 kW, newsiemens. 5.4 Ramp Norms 5.4 Types of Charging Terminals. Figure 81: Ramp Norms, Source: Timesaver standards
This layout works well with one-way driveways (along the bays) because it allows buses to pull in and out without having to reverse. It also ensures a smaller space between the bus and the platform during parking.
Figure 85 : Aerial view of Marine Gateway, Source: Archdaily.
76 77 6.1 Literature Precedent Study Marine Gateway, Vancouver Architects: Perkins&Will Year: 2016 Architect in charge: Pyan Brag Project Type: Transit Oriented Development Buidling Use: Retail, Office, Residential, Metro stations. Precedent Study Transit Oriented Development
About the design
The first phase of a larger development, Marine Gateway is comprised of two neighbourhood plazas, 15-storeys of office space, a 3-storey retail podium, an 11-screen cinema, and two residential towers at 25 and 35-storeys. Integral to the design is the integration of a Rail Rapid Transit station and bus loop exchange that provides convenience of mobility for residents, workers, shoppers, and visitors.
Source: Archdaily.
Figure 86: Aerial view of Marine Gateway showing different spaces , Source: Archdaily
Precedent Study Transit Oriented Development
Figure 87: Residential Unit Plan, Source: Archdaily.
Figure 88: Residential Unit Plan, Source: Archdaily. Figure 89: Residential Floor Plan, Source: Archdaily.
• The strong datum created by the terra cotta signifies a strong distinction between the podi um and the office and residential towers.
Source: Archdaily. Source: Archdaily.
Transport and Connectivity
Precedent Study Transit Oriented
High Street
Sustainable Transportation
Connection with Metro Station
Figure 91: Highstreet View, Source: Archdaily. Figure 92: Highstreet View, Source: Archdaily. Figure 93: Metro Connection, Source: Archdaily. Source: Archdaily. Source: Archdaily. Source: Archdaily.
Besides the extensive public transit options, Marine Gateway also supports other modes of sustainable transportation: Bike Mobility Cen tre: Operated by the City of Vancouver, this will be a publicly-accessible bike storage facility featuring bike repair services. Electric Vehicles Stations: Several parking stalls with charging stations for electric vehicles. Car Share: 3rd-party car share services will be available.
The connection to the metro station is provid ed through escalators from the ground level that directly lead to the station. The integrated transit station and bus exchange has experienced an estimated 35 percent growth in average daily activity in a single year. Additionally, the success of Marine Gateway has attracted the continued major development of the area.
Integral to the designs is the accomodation of transit-related functions, including an abovegrade rapid transit station and bus loop. The plazas and elevated pedestrian high street pro vide a unique sense of place, concentrating pedestrian activity around retail stores and provid ing a clear connection to the southwest Marine Drive and the residential neighbourhood to the north. Materials Used • Terra cotta is extensively used on the podium of Marine Gateway to create a consistency in the architectural language on the project.
Precedent Study Transit Oriented Development
• In the pedestrian realm, varied finishes of terra cotta and baguettes create texture and scale while framing steel apertures that contain a variety of materials and signage associat ed with the retail uses.
78 79
Development
Figure 90: Complete Section, Source: Archdaily.
The project focuses around a pedestrian-dedicated 'high street' that offers retail, entertainment, and convenience shopping. The design of the high street and public plazas were one of the most important aspects to the project's success by bringing people into the pedestrian environment and into the retail spaces. It also has green roofs and parks for pedestrians. By providing a clear connection from transit to the neighbourhood's major thoroughfare, the high street brings people into the pedestrian environment and into the retail spaces, creating a vibrant community.
Precedent Study Transit Oriented Development
Figure 95: Floor Plan, Source: L&T reality.
80 81 Seawoods Grand Central, Navi Mumbai Architects- Hok USA, F+ A Architects USA Total project area- 40 acres Mall- 4 floors Area- 0.092 million sqm Parking- 3 level basement parking Offices- tower 1 tower 2 - 11 floors 6.2 Live Precedent Study Precedent Study Transit Oriented Development
Figure 94: Aerial View of Seawoods Grand Central, Source: L&T reality.
Introduction Seawoods-Darave is a newly developed railway station on the Harbour line of the Mumbai Suburban Railway in the Nerul node. It's being developed as Seawoods Grand Central by L arsen & Toubro Ltd. The Seawoods Grand Central complex has large office spaces, malls and an entertainment area which is likely to transform the image of the city, The entry/exit subway of the west side of the station is directly connected to Seawoods Grand Central.
Figure 96: Entrance gate view Source: L&T reality. Source: Archdaily.
The train station at Seawoods has two entrances and exits, one from the main road and the other from the development’s lower ground level. Aside from ticketing, there are retail stores on the concourse. As shown in the Lower Ground Plan, the stairways on the sides go to each platform.
Entry / Exit
The Railway Station
The photograph depicts the main entrance of the mall on the upper ground level. The office tower entrances are totally separate from the mall entrance. Entrance to Railway station The primary entry to the lower ground level, which connects to the train station, is through ramps, as seen in the image. For easier accessibility, there are two ramps placed at the main entrance.
Main Entrance
82 83
Precedent Study Transit Oriented Development
There are now two railway lines in service, with a total of 234 trains each day. LTSPL plans to reconstruct the whole station as well as install two new railway lines. Currently, there is a daily commuting flow of -65,000 persons. By 2020, the number of commuters is expected to reach 100,000.
Precedent Study Transit Oriented Development
Figure 97: Seawoods Railway Station Source: Google. Figure 98: Seawoods Entrance View, Source: Google. Figure 99: Undeground Subway connected to station, Source: Google. Figure 100: Seawoods interior view with skylight, Source: Google.
Figure 101: Site Plan, Source: Archdaily.
The Mall Atriums provide natural lighting at various places around the mall. The photograph shows the biggest atrium with glass roofing, which allows the circulation space to be used during the day without artificial light.
Precedent Study Transit Oriented Development
Development
Over the last year, Church Street, which contains about 50 restaurants, pubs, and bars, has been re-laid with a bigger footpath and improved right of way, as well as related infrastructure. Church Street is one of Bengaluru’s busiest motorways. In the Central Business District, it houses some of the most upscale business and entertainment enterprises (CBD).
Design Features
84 85 6.3
Introduction
Figure 104: Streetscape features, Source: GoogleFigure 103: Streetscape features, like flowerpots planters, Source: Google Oriented
Special Study Church Street, Bangalore
Figure 102: Street View, Source: Archdaily.
Precedent Study Transit
Figure 108: Landscaping as buffer zones to segregate activi ties and movements. Source: Google Figure 107: Eateries along with pedestrian walkway, Source: Google Figure 106: Wide junctions with planters, Source: GoogleFigure 105: Cycle Parking, Source: Google
Precedent Study Transit Oriented Development
Figure 114: Cycle Track Planning, Source: shaktifoundation.
Figure 112: Recreational activites with service lanes, Source: shaktifoundation. Figure 113: Cycle stand with cycle lane parking, Source: shaktifoundation.
Figure 110: Junction with pedestrian crossing and cycle crossing, Source: shaktifoundation. Figure 111: Dedicated space for cycling, walking, auto stand, Source: shaktifoundation.
86 87 6.4 Special Study Cycle Share Project, Dwarka Planners : UTTIPEC, Delhi Development Athority. PRINCIPLES OF PLANNING • 300m distance between stations (5min walking distance). • Fully-automatic system with bicycles having GPS and RFID tags for security of bicycles. • Operations Control Centre for monitoring. • Smart card access for users. Precedent Study Transit Oriented Development Figure 109: Development site plan, Source: shaktifoundation
88 89Area Program Transit Oriented Development 7.0 Area Program Total Site Area 58,956 sqm FSI 4 Total Built up Area 65,780 sqm 7.1 Objectives of the Project.
Wadala's chosen project is a bus terminal with mixed-use, high-density development. The goal is to create a public involvement in the area by providing all of the amenities that residents need for better livability and quality of life. The project's scope is limited to the detailed design of the mixed-use building with a specific focus on the construction of the bus terminal.
Figure 116:
7.2 Derivation of a Program.
Figure 115: Bus Terminal Area Program. 7.3 Area Program Calculations. Area Program Transit Oriented Development
The National TOD Policy provided the major principles for the land-use mix. The project has also included a Mixed-Use concept as part of Mumbai's Smart City proposal, which adds the component of a Bus Terminal. The site's existing usage, which included BEST bus terminals that were merged. To develop the process, a research was done that included a local survey as well as a community meeting with all stakeholders to determine the community's needs. Mixed-use Area Program.
90 91 Bibliography References Transit Oriented Development • https://escholarship.org/content/qt7wm9t8r6/qt7wm9t8r6.pdf?t=lnqfg2 • https://www.researchgate.net/publication/333446599_Transit-oriented_Development_TOD_Concept_among_Architecture_Graduates • https://www.sciencedirect.com/science/article/abs/pii/S0965856419304033 • https://realty.economictimes.indiatimes.com/realty-check/india-real-estate-the-impact-of-transit-oriented-development/2296 • https://files.wri.org/d8/s3fs-public/2021-04/10-questions-to-ask-about-planning-financing-implementing-transit-oriented-development-strategies. pdf?VersionId=pcI0Ggb4lyGB073Df_1.k4P7o8VVzxNo • https://www.slideshare.net/EMBARQNetwork/tod-in-india • https://niua.org/tod/todfisc/book.php?book=1§ion=3 • https://cept.ac.in/UserFiles/File/CUE/Working%20Papers/Revised%20New/36CUEWP-36_TOD%20Lessons%20from%20Indian%20Experiences.pdf • https://archplusdesign.com/integrating-transit-hubs-to-mixed-use-developments/ • https://www.sciencedirect.com/science/article/pii/S235214651730604X • https://www.slideshare.net/EMBARQNetwork/tod-in-india • https://www.99acres.com/articles/challenges-and-scope-of-transit-oriented-development-in-mumbai.html#:~:text=The%20Mumbai%20Metropoli tan%20Region%20Development,Mumbai%20Metropolitan%20Region%20(MMR). • https://dtp.maharashtra.gov.in/sites/default/files/Notification/UDP_DTP/7.UDCPR%20sanctioned....111.pdf • https://www.orfonline.org/wp-content/uploads/2013/08/Tactics-strategies.pdf • https://commons.wikimedia.org/wiki/File:Rapid_transit_map_of_Mumbai.jpg • https://photius.com/countries/india/economy/india_economy_development_planning.html#:~:text=Planning%20in%20India%20dates%20back, three%20development%20plans%20in%201944.&text=The%20Planning%20Commission%20was%20established%20in%201950. • https://www.kpf.com/stories/mixed-use • https://www.cityofbowie.org/DocumentCenter/View/952/A-Brief-History-of-Mixed-Use-Developments---Stephen-Ferrandi-Presentation?bidId= • https://crunkletonblog.wordpress.com/tag/the-history-of-mixed-use-developments/ • http://ir.knust.edu.gh/bitstream/123456789/482/1/CALEB%20SACKEY.pdf • https://www.sciencedirect.com/science/article/pii/S1687404814000303#s0010 • https://www.researchgate.net/publication/322530282_Evidence_of_mixed_use_economic_development_synergies • https://etd.lib.metu.edu.tr/upload/12619481/index.pdf • http://ir.knust.edu.gh/bitstream/123456789/482/1/CALEB%20SACKEY.pdf • https://timesofindia.indiatimes.com/city/mumbai/wadala-to-be-revamped-into-biz-district-plan-gets-mmrda-nod/articleshow/62481219.cms • https://www.researchgate.net/publication/331225610_Stakeholder_Analysis_For_Smart_City_Development_Project_An_Extensive_Literature_Review • https://worldarchitecture.org/architecture-news/ephcz/architectural_interventions_to_enhance_the_liveability_aspect_of_the_cities_of_india.html • https://www.tandfonline.com/doi/full/10.1080/13574809.2015.1106920 • https://scholarworks.umass.edu/cgi/viewcontent.cgi?article=1703&context=ttra • https://www.cdfa.net/cdfa/cdfaweb.nsf/ord/e85f455bb30951708825793600673c68/$file/mixed-use.pdf • https://www.wrirosscities.org/sites/default/files/BusKaro-Dec11.pdf • https://www.maharashtra.gov.in/Site/Upload/Acts%20Rules/Marathi/Notification%20for%20Transport%20Policy.pdf References Transit Oriented Development • https://siepr.stanford.edu/sites/default/files/publications/231wp.pdf • https://shaktifoundation.in/wp-content/uploads/2017/06/Bus-Terminal-Design-Guidelines-comp.pdf • https://www.researchgate.net/profile/Nausheen-Chhipa-3/publication/329191105_Multi_Modal_Transit_Hub_at_Gandhigram/links/5c9ceb1da6fdc cd4603f8f26/Multi-Modal-Transit-Hub-at-Gandhigram.pdf • http://urbanmobilityindia.in/Upload/Conference/43ba713c-508c-40c2-8e5c-530fa4f8a2e7.pdf • https://www.rtachicago.org/sites/default/files/documents/plansandprograms/TOD%20Survey%20Results%20Report%20Final.pdf • https://architizer.com/blog/projects/zvonarka-central-bus-terminal/ • https://www.archdaily.com/965411/bus-terminal-of-sao-luis-natureza-urbana?ad_source=search&ad_medium=search_result_all • https://www.archdaily.com/791283/christchurch-bus-interchange-architectus-plus-athfield-architects?ad_source=search&ad_medium=search_result_all • https://www.archdaily.com/931888/cuatro-caminos-transit-oriented-development-manuel-cervantes-cespedes-plus-jsa • https://www.archdaily.com/804628/marine-gateway-perkins-plus-will • https://www.researchgate.net/publication/43515720_Investigation_into_travel_modes_of_TOD_users_impacts_of_personal_and_transit_characteristics • https://metrocouncil.org/Communities/Planning/TOD/Files/TOD-Prioritization-Tool-Full-Documentation.aspx • https://shaktifoundation.in/wp-content/uploads/2017/06/Public-Bicycle-Sharing-DPR-Dwarka.pdf • https://jimmyliew87.wixsite.com/archjournal/site-analysis • https://www.dimensions.com/collection/buses • https://www.timeout.com/newyork/things-to-do/the-guide-to-summer-streets-in-nyc • https://www.archdaily.com/959769/torino-stratosferica-transforms-abandoned-tramway-into-vibrant-urban-park • https://www.pps.org/article/what-is-placemaking • https://www.researchgate.net/figure/Extending-the-Place-Diagram-to-consider-new-implications-on-pedestrian-comfort-in-the_fig3_314234509 • https://www.wricitiesindia.org/sites/files/Presentation%20by%20Mr.%20Bankim%20Kalra%20-%209.pdf • https://new.siemens.com/my/en/markets/transportation-logistics/electromobility/ebus-charging.html • https://www.archdaily.com/966958/city-lounge-of-zhongshan-road-jiaxing-the-design-institute-of-landscape-and-architecture-china-academy-ofart?ad_source=search&ad_medium=search_result_projects • https://www.researchgate.net/figure/Categories-and-recipients-of-TOD-expected-benefits_tbl2_322557785
92 93Plagiarism Result Transit Oriented Development Plagiarism Result Transit Oriented Development
