1.3 Need for the TOD Policy and Principles

2.3 Comparison of TOD attempts in India: Ahmedabad, Delhi, Bangalore

Figure 40: BRT and MRT (proposed) network in Ahmedabad The Ahmedabad Urban Development Authority (AUDA), which is responsible 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 bicycle 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 41: MRT network of Delhi 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.

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 coverage area or neighbourhood, or the provision of needed services.

Figure 42: MRT network in Bengaluru The Bengaluru Metropolitan Region Development Authority (BMRDA) is responsible for planning and managing development in the 8,005-square-kilometer Bengaluru Metropolitan Region (BMR), which includes the districts of Bengaluru urban, Bengaluru rural, and Ramanagara.

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 related to walkability and simple access in the area of the metro station, such as effective building façade design, the construction of more pedestrian-friendly streets and zones, and providing a safe environment for walkers at all hours of the day.