Transit Oriented Development (TOD)- Study for Existing Corridor Between Chattarpur and Arjangarh of Metro Project of Phase II

And OVERVIEW

1. Transit Oriented Development 2. Context of TOD in Delhi 3. Study Area – Phase II Yellow Line Metro Corridor from Chattarpur to Arjangarh 4. Conceptual Master Plan 5. Impacts of the Development 6. Financial Feasibility 7. Conclusions/Way Forward

OVERVIEW 1) TRANSIT ORIENTED DEVELOPMENT 2) Context Of TOD In Delhi 3) Study Area – Phase II Yellow Line Metro Corridor from Chhattarpur to Arjangarh 4) Conceptual Master Plan 5) Impacts of the Development 6) Financial Feasibility 7)Conclusions/Way Forward

TRANSIT ORIENTED DEVELOPMENT

A Transit-oriented Development (TOD) is a compact high density mixed- use development designed/clustered around new or existing public transit stations or corridors which provide housing, employment, entertainment and civic functions within the walking distance.

The primary role of TOD is to encourage people from all economic strata towards increased dependency on reliable and safer Public Transport. OVERVIEW 1) Transit Oriented Development 2) CONTEXT OF TOD IN DELHI 3) Study Area – Phase II Yellow Line Metro Corridor from Chhattarpur to Arjangarh 4) Conceptual Master Plan 5) Impacts of the Development 6) Financial Feasibility 7)Conclusions/Way Forward

CONTEXT OF TOD IN DELHI • Delhi: • Area: 1483 Sq. Kms • Population (2011) = 16.7 million (2nd largest city) • Vehicles Registered (2011) = 6.93 million • 420 vehicles per 1000 population.

• MPD 2021 aims at a modal shift of 80:20 • RITES Study in 2008 have shown a modal

share of 45:55. • CAR DEPENDENT SOCIETY with dispersed activity zones and long distance trips. CONTEXT OF TOD IN DELHI

• Phase 1 and Phase 2 of constitutes; • 6 Lines with 193 kms and 145 metro stations. • Connects Delhi with • • • Gaziabad • • Carries 1.6 Million Passengers per day.

• 8 kms Stretch along the Yellow line from Jhangirpuri to HUDA City Center, covering 4 metro stations of Chattarpur, Sultanpur, Ghitorni and Arjangarh. OVERVIEW 1) Transit Oriented Development 2) Context Of TOD In Delhi 3) STUDY AREA – PHASE II YELLOW LINE METRO CORRIDOR FROM CHATTARPUR TO ARJANGARH 4) Conceptual Master Plan 5) Impacts of the Development 6) Financial Feasibility 7)Conclusions/Way Forward

STUDY AREA - Phase II Yellow Line Metro Corridor from Chattarpur to Arjangarh

• The Site lies along the -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

Sultanpur Chattarpur metro. Arjangarh Ghitorni

To Delhi

Low Density Development

To Gurgaon DELINEATION OF STUDY AREA

2000m 2000m 2000m 2000m

1500m 1500m GURGAON 1500m 1500m

DELHI 500m 500m 500m 500m

Arjangarh Ghitorni Sultanpur Chattarpur

• Total Study Area = 24 sq. Km (2,400 Hectares) • Walking Influence Zone is 500m (6min) from the Metro Station • Non Motorized Transport Influence Zone is 1500m (6min) from the Metro Station OVERVIEW 1) Transit Oriented Development 2) Context Of TOD In Delhi 3) Study Area – Phase Ii Yellow Line Metro Corridor From Chhattarpur To Arjangarh 4) CONCEPTUAL MASTER PLAN 5) Impacts of the Development 6) Financial Feasibility 7)Conclusions/Way Forward

EXISTING SITE ATTRIBUTES - MICROCLIMATE

GURGAON

DELHI

SUN PATH

EXISTING SITE ATTRIBUTES -TYPICAL SITE MORPHOLOGY

Finely Large grained Government high density land parcels compact that’s are

Urban almost barren Villages and are up to 15 Ha.

Loosely Station yards grained with large areas sprawling farm of surface housing on parking have land parcel developable up to 2 acres. land up to 2 acres. EXISTING SITE ATTRIBUTES - URBAN GRAIN

GURGAON

DELHI EXISTING SITE ATTRIBUTES - EXISTING HARD AREAS AND SOFT AREAS

Arjangarh Ghitorni Sultanpur Chattarpur

Hard Defense Land: Approximately 23%

Moderate Private Land : Approximately 50%

Soft Land Owned by various Govt. Agencies : Approximately 27% CONCEPTUAL MASTER PLAN PROPOSED GREEN INFRASTRUCTURE CORRIDORS

Regional Park

Proposed Green Proposed Green Infrastructure Corridor along Infrastructure Corridors National Highway

CONCEPTUAL MASTER PLAN PROPOSED URBAN CHARACTER AREAS

Proposed Characters around Metro Stations: 1) Chattarpur – Cultural and Tourism 2) Sultanpur – Commercial Village 3) Ghitorni – Retail 4) Sarvodaya (proposed new station) – Entertainment 5) Arjangarh – Institutional CONCEPTUAL MASTER PLAN PROPOSED TRANSPORT CORRIDORS

Proposed Major Arterial Road Proposed Connecting Road CONCEPTUAL MASTER PLAN PROPOSED TYPICAL DEVELOPMENT AREA

OPEN SPACES

PROPOSED ROAD NETWORK

BUIDING BLOCKS

GREEN CORRIDOR

PIAZZA

EXISTING METRO STATION CONCEPTUAL MASTER PLAN PROPOSED CONCEPT MASTERPLAN PROPOSED URBAN ZONES TYPOLOGY

500 m ZONE – 6 minute Walk 1500 m ZONE – NMT 6 minute PROPOSED URBAN ZONES TYPOLOGY

Low Rise 2 – 4 Storeys

200 to 250 Residential Units Per Hectare

Low / Medium Rise, 3 – 250 to 350 Residential 7 Units Per Hectare Storeys

300 to 500 Residential Units Per Hectare PROPOSED TYPICAL LANDUSE / DEVELOPMENT MIX

Station Piazza / Station 500m Community 1000m Transition 1500m

Overall Development Mix Residential 40% - 50% Hotel 3%- 6% Commercial 10% - 20% Entertainment 10% - 12% Retail 10% - 20% Community / Social 5% - 6% Education 5% - 6% Religion / Cultural 2.5%- 5% PROPOSED DENSITIES

200 to 250 Residential Units /Hectare

2

- FAR FAR

500 m ZONE – 6 minute Walk 3.5

250 to 350 Residential Units /Hectare - 1500 m ZONE – NMT 6 minute FAR FAR

300 to 500 Residential Units /Hectare

6

- FAR FAR BUILTFORM TYPOLOGY – STATION QUARTER

6 FAR 500 Du/Ha Mixed Use

40% 6% 10% 10% 17% 6% 6% 5% BUILTFORM TYPOLOGY – COMMUNITY ZONE

3.5 FAR 340 Du/Ha Residential Dominated

55% 3% 10% 10% 8% 6% 6% 2% BUILTFORM TYPOLOGY – TRANSITION ZONE

2 FAR 190 Du/Ha Residential Zone

90% 5% 5%

PROPOSED URBAN MASSING TYPOLOGY

2

2 – 4 Storeys -

FAR FAR

3.5

3 – 7 Storeys - FAR FAR

5 – 8 Storeys

6

-

8 – 15 Storeys FAR CONCEPT 3D MODEL OF TYPICAL LAYOUT

PROPOSED GREEN INFRASTRUCTURE CORRIDOR 2 – 4 Storeys 2 – 4 Storeys

3 – 7 Storeys 3 – 7 Storeys

5 – 8 Storeys 5 – 8 Storeys 8 – 15 Storeys

PROPOSED PIAZZA

EXISTING STATION PROPOSED URBAN GREEN INFRASTRUCTURE PROPOSED URBAN WATER INFRASTRUCTURE PROPOSED URBAN SOCIAL INFRASTRUCTURE PROPOSED UTILITY INFRASTRUCTURE PROPOSED TRANSPORT INFRASTRUCTURE

National Highway 236

Circumventing Route

Motorised Network Including Bus Routes Non Motorised Network

Pedestrian Crossing

Cycle Rickshaw Parking Cycle Parking P Cycle Hire P P Parking Location P CONCEPT MASTERPLAN OVERVIEW 1) Transit Oriented Development 2) Context Of TOD In Delhi 3) Study Area – Phase Ii Yellow Line Metro Corridor From Chhattarpur To Arjangarh 4) Conceptual Master Plan 5) IMPACTS OF THE DEVELOPMENT 6) Financial Feasibility 7)Conclusions/Way Forward

IMPACTS OF THE DEVELOPMENT – POPULATION FORECASTS Planned Population as per the MPD 2021 norms – WITHOUT TOD Unplanned Planned Population Developable Unplanned Area (Ha) Total Area @250persons per Total Area (Ha) – Population- Urban (Ha) Ha on Developable Population Planned Area Urban Villages* Villages Area* Scenario 2022 710 435 1145 177,500 82,564 260,064 Scenario 2032 1148 435 1583 287,000 92,336 379,336 Total Projected Population - WITH TOD

Urban Villages Urban Villages Total TOD 2022 TOD 2032 Total Population Chhatarpur Sultanpur Ghitorni Ayanagar A B C A+B+C Census Year 30,574 13,704 11,036 16,792 72,107 - - 72,107 (2011) Scenario 2022 33,902 15,141 12,198 21,324 82,564 641,826 - 724,390 Scenario 2032 37,458 16,709 13,463 24,705 92,336 704,725 513,461 1,310,522

• TOD would have at least 65 to 70% of increase in the population in the Project area compared to the Planned Development of MPD 2021 and ZDP Zone J. IMPACTS OF THE DEVELOPMENT –TRANSPORT WITH TOD • The proposed network providing alternate routes to travel rather than the national highway – additional trips are accommodated at current level of service. • Pedestrian zones and NMT priority promoted around the station. • Intelligent and innovative approach for safe and well managed parking. • Modal Split: Majority of the trips (49%) are walk trips. Public Transport + IPT share estimated to increase from 24% (current) to 29% (with TOD).

Existing With TOD

• Metro Footfalls: A three fold increase is observed in metro footfalls with TOD as compared to without TOD. SUSTAINABILITY STRATEGY – Water Management

SEWAGE TREATMENT TECHNOLOGY • REED BED SYSTEMS ‘or’ PHYTORID TECHNOLOGY: Reconstruction of fresh water wetland ecosystems to treat wastewater. • ADVANTAGES: High Energy Efficient, Productive & Minimal Sludge Generation & Low Maintenance, Visual Enhancement of the environment • OUTPUT: Water for Non Drinking Purposes.

RAIN WATER HARVESTING SUSTAINABILITY STRATEGY – Solid Waste Management

Municipal Solid Waste (2032)

Biodegradable Waste @40% Non Biodegradable Waste @45% Inert Waste @15%

TO THE BIOGAS PLANTS BRIQUETTE PLANTS LANDFILL SITES

• TPD: Tonnes per day Equivalent Cooking Electricity Briquettes Gas • MW/day = Mega Watts per Day IMPACTS OF THE DEVELOPMENT – PHYSICAL INFRASTRUCTURE

Water Supply –

• Reduction in Water Demand through sewage water treatment & storm water harvesting.

• Reclamation and Reuse of Sewage and Storm Water to reduce Water Demand (2032) from -26% to +10% (Surplus)

Sewage –

• Grey Water is being reclaimed upto 85% for non potable purposes reducing the amount of sewage to STP’s.

Storm Water Management – • 100% Rain water harvesting used to augment water supply. IMPACTS OF THE DEVELOPMENT – PHYSICAL INFRASTRUCTURE

Solid Waste –

• Reduced Landfill Requirement - 85% of the Solid Waste Generated will be recycled as equivalent Cooking Gas or Electricity and Briquettes and only 15% of the inert solid waste will go to the Landfills.

Electricity –

• Reduction in Electricity Demand through electricity generated from Biogas Plants.

• Reutilization of Biodegradable & Recyclable Waste for Electricity would reduce the Electricity Demand from -11% to +11% and would be a revenue generating activity within the community.

OVERVIEW 1) Transit Oriented Development 2) Context Of TOD In Delhi 3) Study Area – Phase Ii Yellow Line Metro Corridor From Chhattarpur To Arjangarh 4) Conceptual Master Plan 5) Impacts Of The Development 6) FINANCIAL FEASIBILITY 7)Conclusions/Way Forward

FINANCIAL FEASIBILITY ANALYSIS: METHODOLOGY 1. Input Domains Concept Maser Transport Infrastructure Gap Plan Design Analysis Assessment -FAR -Private Cars -Water and Waste -Development Ridership water Density -Proposed -Rain water -Phasing Road Network -Energy/ Power -Land Use Mix -Metro -Solid Waste 2. Assumptions -Green Zones Ridership 3. Real Time -Public Private Information participation -Land Valuation options. Financial Calculations (Source: Consultation with Total Area Green Zones Land Value -Phasing local dealers, land owners)    -Land Assembly Area for Construction Costs Sale Value -Development Costs Infrastructure -Population growth Fees Government Land (Source: Consultation with contractor) estimate Area for Roads Profit and Risk Private Land -Ownership breakdown -Sale value, based on Area for Social Infra (Source: Site Survey) current rates. -Transport Assessment Financial Feasibility Output (Previous Section) Residual Value - Infrastructure NPV & IRR assessment Cash Flow (Previous Section)

Client Consultation Comments / Iterations

FINAL 3. 1 REAL TIME INFORMATION: CONCEPT TOD PLAN ON LAND VALUATION PLAN

> 9000 6500 – 9000 4500-6500 2600- 4500 Rs/sqft Rs/sqft Rs/sqft Rs/sqft

> 12000 Rs/sqft 10000-12000 8000-10000 Rs/sqft 6000-8000 Rs/sqft Rs/sqft 3.2 REAL TIME INFORMATION : CONCEPT TOD PLAN ON OWNERSHIP PLAN FINANCIAL FEASIBILITY ANALYSIS- SCHEMATIC CASH FLOW MAJOR RISKS

• Powerful landowners block project

• Cost of land acquisition driven by landowner expectations and lobbying

• Major risk is the rate of sale of development - a slower rate than assumed this can very quickly turn a modest surplus into a significant deficit – mitigation measured to be considered

• Phasing flexibility to allow mix of products to be brought forward in parallel

• Implications in terms of finance an timescales

• Partner with institutional investors looking for income stream from rental income over longer term to develop and range of flexible products

Iteration Study Scenario Development FAR Net Present Internal Surplus / Value Rate of Deficit Return (In Crores) (In Crores @ 2032) 1 Base Case : 2 (-)1621 3% (+)5139 Without TOD Constant FAR 2 With TOD 6, 3.5, 2 (+)20,774 21% (+)44,628 Varying FAR, refer Master plan 3 With TOD : 6.6, 3.9, 2.2 (+)26,971 26% (+)54,170 +10% FAR FAR increased to verify if viable 4 With TOD : 6, 3.5, 2 (+) 25,829 39% (+)44,628 Re-phased Phasing sequence modified for better Development return 5a With TOD: 6, 3.5, 2 (+)26,278 31% (+)50,748 Selective Zones Selected zones developed, rest to be Development developed privately 5b With TOD: 6, 3.5, 2 (+)29,763 41% (+) 50,748 Selective Zones, Selected zones developed, rest to be Re-phased developed privately

DISCOUNTED CASH FLOW

CASHFLOW CASHFLOW (IN (IN CRORES)

YEARS OVERVIEW 1) Transit Oriented Development 2) Context Of TOD In Delhi 3) Study Area – Phase Ii Yellow Line Metro Corridor From Chhattarpur To Arjangarh 4) Conceptual Master Plan 5) Impacts Of The Development 6) Financial Feasibility 7)CONCLUSIONS/WAY FORWARD

CONCLUSIONS / WAY FORWARD

• This study critically analyzed the population forecasts and holding

capacity of the study area based on the permissible activities and their

respective impacts on Traffic and Transportation, and Physical and Social

infrastructure needs over the next 20 years.

• The Study also demonstrates that with careful planning, design, financial

modelling and phasing sustainable TOD communities can be created. CONCLUSIONS / WAY FORWARD

• Further studies includes the;

• Detailed Master Plan along with detailing of its various aspects like

• Traffic and Transportation,

• Physical and Social Infrastructure,

• Urban Design Development Codes;

• Environmental Impact Assessment;

• Heritage Impact Assessment;

• Social Impact Assessment;

• In co-ordination with stake holder’s and their role in execution of the TOD as a development strategy.