Pd-R02 Tod Planning Principles
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K P PD-R02 TOD PLANNING PRINCIPLES A series of detailed planning principles and design components to formulate TOD plans at various scales of intervention Type: Reference Document K P TOD DESIGN PRINCIPLES TRANSIT The different transportation modes ORIENTED (transit, walking, bicycle, cars, taxis, etc.) (TRANSPORTATION) and the infrastructure and amenities (OPEN SPACE) (lanes, parking spots, transit stops, stations, sidewalks, etc.) that allow residents to travel safely, conveniently, and comfortably, whichever mode they choose. 68 PD-R01 TOD PRINCIPLES + DESIGN GUIDE K P The public spaces (plazas, patios, DEVELOPMENT The built-up areas, primarily private parks, sidewalks, etc.) that form the parcels, where different human activities transition between transportation (BUILT ENVIRONMENT) occur that support varied housing, facilities and buildings, also known as employment, shipping, and other uses. ‘the spaces between’ where the life In the TOD model, buildings should relate of the city plays out. Can be public to and activate surrounding open spaces or private property, but should be and support transit ridership by adequate designed to be accessible, friendly, density. and fun for all. PD-R01 TOD PRINCIPLES + DESIGN GUIDE 69 K P TRANSIT (TRANSPORTATION) COMPONENTS Encourage high-quality station architecture and public realm that is sensitive T1 to the surrounding built context and must provide amenities, including retail, to WELL DESIGNED ensure a comfortable and seamless commuter experience. TRANSIT SYSTEM Seamless integration of transit modes, systems, and routes must be ensured, T2 while considering efficient links to all modes of access, users and abilities, to MULTI-MODAL and from the station. INTEGRATION Enable street design that ensures safe access for all users, including T3 pedestrians, cyclists, motorists and transit riders, by providing equitable distribution of road space. COMPLETE STREETS Incorporate safe speed strategies for traffic around transit stops along with T4 measures on traffic demand management and reduced parking demand to pro- TRAFFIC MANAGEMENT mote sustainable mobility choices. 70 PD-R01 TOD PRINCIPLES + DESIGN GUIDE K P ORIENTED (OPEN SPACE) COMPONENTS Promote congregational activities through inclusive and context-sensitive O1 variety in architecture and landscaping around transit stations. TRANSIT PLAZA Focus on providing an attractive pedestrian environment that is continuous, O2 forms a network and offers an array of experiences and amenities. WALKABILITY Provide visual interest at the pedestrian scale through thoughtful landscaping O3 and building design, which will encourage people to use the public realm and PUBLIC REALM help contribute to an active street life. Create open areas such as amenity spaces, green spaces, playgrounds, parks O4 and natural areas, plazas, civic squares, etc. within a five-minute walking URBAN PARKS & OPEN radius of residents. SPACES PD-R01 TOD PRINCIPLES + DESIGN GUIDE 71 K P DEVELOPMENT (BUILT ENVIRONMENT) COMPONENTS Optimize employment and residential densities along a transit corridor D1 or station area, based on the carrying capacities of transit and NMT COMPACT infrastructure, to promote walking and transit use. DEVELOPMENT Promote more efficient land use patterns by providing residents with access D2 to retail, commercial and civic services, employment and recreational facilities without needing to travel by automobile. MIX OF USES Provide a diversity of housing choices, which includes a mixture of types, styles, price ranges and tenure, within a 10-minute walking distance from a D3 transit station, to foster the creation of equitable TODs. HOUSING DIVERSITY Strive to achieve inclusive development in TODs by addressing the needs D4 of the informal sector in all aspects of policy, planning and design for street INFORMAL SECTOR vendors, settlements and transportation services INTEGRATION 72 PD-R01 TOD PRINCIPLES + DESIGN GUIDE K P TOD SUPPORTIVE PRINCIPLES Identify high-risk areas to design TOD projects in consideration with the anticipated hazards and CLIMATE failures associated with climate change & environmental variations. S1 RESILIENCE Reference: Climate resilient development index: theoretical framework, selection criteria & fit-for-purpose indicators, European Commission(https://ec.europa.eu/jrc/sites/jrcsh/files/ReqNo_ JRC94771_lb-na-27126-en-n.pdf) Adopt inclusive development of TOD areas at all stages & scales by means of incorporating the needs of diverse user groups including gender, age, abilities & socio-economic segments. S2 INCLUSIVENESS Reference: Towards an Inclusive and Low Carbon Transit Oriented development in Indian Cities, Shakti Foundation (http://shaktifoundation.in/wp-content/uploads/2017/11/TOD-India.pdf) Adopt development based land value capture as a financial mechanism for upgrading infrastructure LAND VALUE along TOD corridors and station areas. S3 CAPTURE Reference: Financing Transit Oriented Development with Land Values, World Bank Group, 2015 (https://openknowledge.worldbank.org/handle/10986/21286) Meet and exceed the requirements of accessibility guidelines and standards of all users with different UNIVERSAL abilities in building or retrofitting pedestrian environments. S4 ACCESSIBILITY Reference: Environment for Disabled and Elderley Persons, CPWD (1998) (http://cpwd.gov.in/ Publication/aged&disabled.PDF) Prioritize and implement innovative green building practices in all aspects of providing or upgrading SUSTAINABLE infrastructure including, energy, water, landscape and waste management. S5 INFRASTRUCTURE Reference: LEED for Neighbourhood Development (https://www.nrdc.org/cities/smartgrowth/files/ citizens_guide_LEED-ND.pdf) Expand accessibility in TOD areas by promoting bicycles as an alternate or preferred sustainable and healthy mode of choice. BICYCLE FRIENDLY S6 Reference: National Guidance Document on Public Bicycle Sharing, MoHUA (http://mohua.gov.in/ cms/sustain-sutp-PBS.php) Adopt smart technologies within TOD projects such as fare integration, smart parking, real-time TECHNOLOGY information, to provide public transit service an edge over automobiles. S7 INTEGRATION Reference: ITS Toolkit, IUT (http://www.iutindia.org/capacityBuilding/Toolkits.aspx) PD-R01 TOD PRINCIPLES + DESIGN GUIDE 73 K P T1 WELL DESIGNED TRANSIT SYSTEM Recreio Shopping BRT station, Rio de Janeiro, Brazil Encourage high-quality station architecture and public realm that 1. DESIGN CONTEXT-SPECIFIC TRANSIT SYSTEMS is sensitive to the surrounding built context and must provide • Transit corridors must be located • When planning a TOD corridor, it amenities, including retail, to in proximity to a city’s current is necessary to understand the ensure a comfortable and seamless or planned urban footprint. City existing demand at each station, commuter experience. officials must assess where enough based on existing and projected transit demand exists to sustain economic conditions. This will help public transportation, or where there to prioritize the stations that should is potential for future development plan for the greatest hierarchy of (based on integrated land use and public transit systems. transportation plans), and route -Module 4: Design Components of primary and secondary transit TOD, WRI, 2015 systems to these areas in order to • Consider a transit alternative RISK & MITIGATION accommodate and create demand. analysis to determine the most • Transit agencies have a strong -Module 4: Design Components of effective and cost-efficient mode for say on where the transit TOD, WRI, 2015 the context. infrastructure is built, and • A TOD corridor should be designed o Bus Rapid Transit System should hence influence the potential with the goal of incorporating and be considered for demand of TOD. Often, the transit stops connecting as many types of transit greater than 2000 passengers are planned in less expensive systems to one other to create a per hour per direction. locations, far from jobs and more robust transit network, but -TOD Guidance Document, MOUD, 2016 housing areas, which diminish the not all stations across a corridor outcomes early on. will demand the same variety o Metro Rail should be considered Transit station designs are and capacity of transit options. for demand greater than 15000 many times planned by transit The types of transit options will passengers per hour per agencies without considering depend on various factors including direction. options for joint developments proximity to the urban core, and -TOD Guidance Document, MOUD, 2016 or other mechanisms to improve to dense residential and economic integration at the station area hubs. scale. -Module 4: Design Components of • Placement of transit stops has TOD, WRI, 2015 to be in concurrence with the emerging locations that foster private development. + REFER OTHER PRINCIPLES T1 T2 T3 T4 O1 O2 O3 O4 D1 D2 D3 D4 74 PD-R01 TOD PRINCIPLES + DESIGN GUIDE TRANSIT ORIENTED DEVELOPMENT 1.0 INTRODUCTION GUIDANCE DOCUMENT INTRODUCTION TRANSIT ORIENTED DEVELOPMENT 1.0 TRANSIT ORIENTED DEVELOPMENT GUIDANCE DOCUMENT GUIDANCE DOCUMENT 1.0 INTRODUCTION Nature of Transit Service Bus Rapid Transit (BRT) and Metro rail are dominant types of mass transit systems being planned in Indian cities. While carrying Naturecapacity of Transitof both systemsService is highly debated, BRT is more flexible and able to better serve suburban development patterns than Busurban Rapid rail. Transit There (BRT) is a misconception and Metro rail thatare dominantMetro rail typessystems of massare better