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Transit Oriented Development (TOD) UTTIPEC Vision & Policy Introduction
1. Vision of
Transit Oriented Development (TOD)
& Introduction to TOD Policy
Transit Oriented Development (TOD)
Public and Stakeholder Consultations
conducted by
UTTIPEC, Delhi Development Authority
21 Februrary 2013
2. Our Delhi and Our Present:
Typical Day in the Life of our Common Man…
9. Imagine waking up in a new, mixed-use apartment block, and strolling to
the nearest metro station, which is a five-minute walk away. En route, you drop
off laundry at the dry cleaner, whose street-facing shop is on the ground floor of
your apartment building. Young mothers are ferrying babies in strollers to the
neighborhood public park for a morning outing. Vegetable vendors are setting up
their produce for the day in designated spots on the pavement.
Cyclists pass by in segregated cycle lanes. Buses, cars and scooters and
motorbikes keep to themselves on the roads, out of reach of pedestrians.
Designated crossings allow you to access the metro station and reach the
platform safely, without any unanticipated collisions with a vehicle of any kind. Is
this New York, London or Shanghai? According to UTTIPEC, this could be New
Delhi, if it chooses to adopt transit-oriented development.
.
- Aparna Piramal Raje,
Live Mint
21. SAFER DELHI
1) Create safe „usable‟ public spaces through design.
2) Bring eyes on street through Hawkers.
Social Goal 1:
22. “Delhi is India's crime capital..” – TOI, June 2008
“The most unsafe time out - 40% felt unsafe between 8 and 10 am and 5 and 7 pm. 31% felt unsafe in mid-afternoon.
Most unsafe places - 45% identified buses as the most unsafe; 25% the roadside; 6.7% found bus stops...”
– A Delhi Police survey on women’s safety, 05 March 2006.
Source: http://southasia.oneworld.net/article/view/127142/1/
Can a Woman Walk Alone Safely on the Streets of Delhi After 7:00 PM?
Q.
23. 1. Resettlement of weaker sections outside the city to unserved places like Savda
Ghevra, Bhalsawa etc.
2. Lack of basic facilities and sense of self-pride in life at inner city slums.
3. Removal of hawkers and vendors (who are eyes on streets).
Problem
32. Hawkers are good for Safety!2)
Benefits of Hawkers:
• They keep streets clean,
busy, vibrant and SAFE.
• They provide a variety of
cheaper food and retail
options for the public.
• They express our culture.
• They generate self-
employment.
33. CLEAN, GREEN & USABLE
Open spaces play multiple functions:
1) Safe „usable‟ public spaces for young, old, rich & poor.
2) Working landscapes that capture, purify and treat storm water runoff.
Social Goal 2:
34. 34
Many of Delhi’s parks are
unwatched, underused, inaccessible and unsafe for women &
the disabled.Example below: This beautiful park at ITO is inaccessible to the thousands of
people working daily in this area – due to lack of pedestrian crossings to reach
the park, lack of safety, accessibility and „eyes on the park‟.
1
Source: UTTIPEC, Delhi Development Authority
36. Make existing Parks & Public Spaces usable & safe!
Make Parks intimate and “watched” by surrounding buildings
Lajpat Nagar
Picture Source: Mitali Ganguly
38. So building Parking under parks would cause more
local flooding and more water logging on roads…..
38
2
Graphic Source: Hindustan Times
39. 39
Picture sourced from Internet for representative purposes only.
Parking should be accommodated within building projects, not under parks.
All Redevelopment Projects must
include shared multi-use paid
parking facilities for the 5-minute
walking catchment within the area.
40. • Parks can be multi-use green spaces throughout the year;
• In monsoons, they transform into storm water swales or detention ponds…
Source: Storm Water Guidelines, OASIS Design INC.
Utilize Parks as “Working Landscapes”:
41. Utilize Parks as “Working Landscapes”:
Source: Storm Water Guidelines, OASIS Design INC.
42. Utilize Road Greens as “Working Landscapes”:
Source: Storm Water Guidelines, OASIS Design INC.
43. Advantages:
- Reduced Flooding
- Less pressure and reduced sizing for Municipal Storm Water Treatment Drains/
Plants.
- PREVENT POLLUTING THE YAMUNA!!
A Holistic 3-Tier Approach:
1: Treat at Source
(streets, parks)
2: Natural Conveyance
(minimal piping)
3: Natural Storm Water Treatment
Utilize Parks and Open Spaces for Natural Storm Water Management.
44. Bio-swales in Parks in Lucknow: Sewage Treatment beds in Mumbai:
Built Working Landscape - Examples:
Source: UTTIPEC, Delhi Development Authority
45. GETTING AROUND EASILY
1) Make transferring between modes easy
2) Design streets for ALL, not JUST cars.
3) Provide high density mixed use developments (residential. office, entertainment &
civic uses) with 5-min walk of Metro Stations.
Social Goal 3:
47. Most People in Delhi Walk or Use Public Transport!1
Walking and Bus are the dominant
modes of transport in Delhi.
We need to promote Walking and
NMT* to reduce Car/ 2W dependency,
as people tend to use cars/ 2-wheelers
even for small trips.
This would also reduce traffic jams!!
*NMT = Non Motorized Transport
Data Source: RITES Transport Demand Forecast Study for Dept. of Transport, GNCTD, 2010
BICYCLE
4% CAR/TAXI
9%
2W
14%
BUS
27%
METRO
3%
TRAIN
1%
AUTO RICKSHAW
5%
CYCLE RICKSHAW
2%
WALK ONLY
35%
Modal Share Delhi 2008
48. Short Trips (4-10 KM) need to move
back to Buses.
So that car users can shift to Metro!!
BICYCLE
4% CAR/TAXI
9%
2W
14%
BUS
27%
METRO
3%
TRAIN
1%
AUTO RICKSHAW
5%
CYCLE RICKSHAW
2%
WALK ONLY
35%
Modal Share Delhi 2008 Buses stuck in congested roads
Reverse Mode Shift Happening …. Bus Users shifting to Metro!1
Data Source: RITES Transport Demand Forecast Study for Dept. of Transport, GNCTD, 2010
49. Metro Overcrowded – Car/ 2W users unable to Use Metro or Bus!
Short Trips (4-10 KM) need to move
back to Buses.
So that car users can shift to Metro!!
BICYCLE
4% CAR/TAXI
9%
2W
14%
BUS
27%
METRO
3%
TRAIN
1%
AUTO RICKSHAW
5%
CYCLE RICKSHAW
2%
WALK ONLY
35%
Modal Share Delhi 2008
1
Data Source: RITES Transport Demand Forecast Study for Dept. of Transport, GNCTD, 2010
50. 80% of Trips in Delhi are below 10 km.
Walking, Cycling & Bus are the Dominant Travel modes in Delhi.
48
62
71
78
83
90
95 97 99 99 100
0
20
40
60
80
100
120
0-2 2-4 4-6 6-8 8-10 10-15 15-20 20-25 25-30 30-35 >35
%oftrips
Trip lengths Distribution in Delhi (KMs)
40%;
2-10 km
10%;
>10 km
50%;
0-2 km
Public Transport Travel Modes as per Trip Length & Time:1
Data Source: RITES Transport Demand Forecast Study for Dept. of Transport, GNCTD, 2010
51. Planning & Design parameters that have lead to
Private Vehicle dependency.
52. Planning Level - Failure of Existing Transport Network
Delhi Traffic dependent on major arterial roads even for short Local Trips!
Image Source: Google satellite imagery
2
A
B
How to go
from A to B?
53. Planning Failure of Existing Road Network
Even for short Local trips, we have to get on to busy Arterial Roads..
Image Source: Google satellite imagery
2
A
B
How to go
from A to B?
55. To deal with heavy Arterial Traffic, we make them Signal free!
This causes highly increased fatality for pedestrians and cyclists
2
Average Peak Hour Speed - 5-10Km/Hr
Average Off-Peak Hour Speed - 100Km/Hr
Image Source: Internet
56. Source: Delhi Traffic Police
• More than 2100 accidents occurred during 2010.
• Ring Road has recorded the highest fatal accidents
followed by Outer Ring Road, Rohtak Road, G.T.Karnal
Road.
• The maximum casualty in the fatal accidents are
pedestrians & 2 wheelers.
• The maximum accidents have occurred during the lean
hours both in the morning & night.
Road Safety for Pedestrians is Compromised by „Signal-free‟.
0 20 40 60 80 100 120 140 160 180 200
Ring Road
Outer Ring Road
Rohtak Road
G T K Road
Mathura Road
N. H.-8
Mahrauli Badarpur Road
Najafgarh Road
G. T. Road
Wazirabad Road Pedestrians
Two Wheelers
Self
Fatal Accidents in 2010
• The reasons for all accidents are:
1. Signal free high speed corridors.
2. Insufficient/ No pedestrian
Crossing facilities.
3. Central verge without grills.
4. No speed breakers/ rumble strips
on long stretches.
5. Absence of dedicated lanes for
slow moving vehicles.
6. Heavy volume of traffic.
7. Glaring during night etc.
2
57. Traffic diffused into new linkages reduces load on Arterial roads/ junctions
The City needs to be retrofitted to create Networks, not flyovers.
Indicative picture only.
Image source: Google satellite imagery
A
B
58. At Block/ Community Level
15 min Walk
Bus/ MRTS
Stop
3
Current Norms encourage Large block sizes: increase walking
distances, thus encouraging vehicle use.
Image Source: Internet
Context
59. 2-minute walk
Block/ Community Level
Finer Street Network would increase Connectivity & provide
short-cuts by foot or cycle.
Image Source: Internet
62. Example: An existing Commercial Project near a Metro Station
• Current Norms cause Building interface with the adjacent Street/footpath
to be unfriendly to pedestrians.
Buildings Mainly Welcome Private Cars!5
Image Source: DMRC website 2006
Context
63. • TOD norms allow the building interface with Street to be safe & comfortable
for all modes.
Buildings should welcome both pedestrians & cars!5
Image Source: Google Earth Imagery
65. Indian style socialism
Aurangzeb Road…. … and Govindpuri
CSE team have counted 3 persons per 10 minutes in Aurangzeb Road and 100
person per five minutes in Govindpuri.
TOD planning norms address real needs of real people.
Source: CSE
Context
Near perfect wide footpaths & Trees No footpaths or Amenities
1
66. As per National Law, all public spaces must be Universally Accessible.
Graphic Source: Samarthyam
Image Source: Samarthyam
67. Carter Road Promenade, Mumbai
All Public spaces should be available & usable to all income groups…
Image Source: Internet
68. Carter Road Promenade, Mumbai
All Public spaces should be available & usable to all income groups…
Image Source: Internet
76. Why are most first time home buyers preferring Noida?1
Context
77. Does your peon or driver travel for an hour every day to get to work?
“Can the poor ever be legal?”
– Housing and Land Rights Network, Habitat International Coalition, 2002
Delhi has failed to integrate the rich and poor symbiotically and „legally‟ within the city.
Lack of Community Ownership between rich and poor.
Failure to make the city‟s historic precincts a part of the lives of its people.
2
Context
79. Remove slums, NOT slum dwellers!
Get Development (other than flyovers) back to Delhi.
Integrate rich and poor symbiotically,
with shared amenities, near Transit.
Integrate major employment centres along Transit Nodes (not
highway arterials) as part of mixed-use communities.
We need to Prepare for 55% Urbanization by 2050.
Integrated Society
80. Rapid Transit Station
(Metro/ BRT)
Low income housing
(Size < 250 families)
High/ Middle income housing
Commercial
Offices/ Light Industrial
Schools/ Libraries/ Civic uses
Public Parks
500 M walking
radius
STOP Banishing the Poor; Integrate them into mixed-income communities
Give Equal access to Transit + Amenities to Rich & Poor
1. Amenities and Housing for
Low-income people MUST be
accommodated:
• NEAR Transit Facilities and
Amenities.
• NEAR mid to high income
groups.
2. Low-income groups can:
• work in local offices,
• provide household help for
richer homes
• also commute to other jobs
easily.
• work in community gardens
producing local food, etc.
Principles:
81. Option 1:
- Mandatory Reservation for % of low-income
housing in private developments near public
transit.
According to the Delhi Masterplan, all private
developments are to provide and maintain 15% of the
total FSI for low-income groups. Other states are likely
to adopt this mandate under the JNURM guidelines.
This would be a mandatory requirement for projects to
obtain planning approvals.
Option 2:
- FSI-density bonuses for market-rate
developments to pay for, or construct nearby low-
income communities.
- Density bonuses for providing and maintaining
shared public parks, facilities and social
infrastructure.
Option 3:
- Government built low income housing within 800
M walking distance from a rapid transit
stations, limiting the size of each community to a
maximum of 250 families.
Rapid Transit Station
(Metro/ BRT)
Low income housing
(Size < 250 families)
High/ Middle income housing
Commercial
Offices/ Light Industrial
Schools/ Libraries/ Civic uses
Public Parks
500 M walking
radius
STOP Banishing the Poor; Integrate them into mixed-income communities
Give Equal access to Transit + Amenities to Rich & Poor
New development
82. Rs. 30,000- 60,000/
(~3.60- 7.20 Lakh p.a.)
Above Rs. 60,000/-
~above 7.20 Lakh p.a.)
microHomeSolutions
Average Monthly
Income
Income Distribution of Delhi &
home product relationship to income brackets….
Rs. 5,000-30,000/
~60,000- 3,60,000 p.a.)
Rs. 5,000/-
(~60,000 p.a.)
3. Housing budget is based on most common lending scenario for micro-mortgage: – 12% API on 15-year loan – and assumes a family spends 30% of income
on housing.
1. Source: Consumer Pyramids, Centre for Monitoring Indian Economy P Ltd.
2. Monthly budget for Housing is equal to 30% of income, the global standard for affordability of housing. (Developing Affordable Housing, by Ben Hecht.
22%
55%
4.5%
18%
Current Housing
Availability
LIMITED FORMAL
SUPPLY OF
OWNERSHIP
HOUSING
EXISTING HOUSING
MARKET
LIVING IN
UNAUTHORIZED
COLONIES OR
SLUMS
LIVING IN SLUMS/
OR, SLEEPING ON
FOOTPATHS
83. Rs. 30,000- 60,000/
(~3.60- 7.20 Lakh p.a.)
Above Rs. 60,000/-
~above 7.20 Lakh p.a.)
EXISTING HOUSING
MARKET
INTERESTED IN
STARTER HOME
OWNERSHIP
NEED FOR
SHELTERS
microHomeSolutions
Average Monthly
Income
Income Distribution of Delhi &
home product relationship to income brackets….
Possible
Target Product
Rs. 5,000-30,000/
~60,000- 3,60,000 p.a.)
Rs. 5,000/-
(~60,000 p.a.)
3. Housing budget is based on most common lending scenario for micro-mortgage: – 12% API on 15-year loan – and assumes a family spends 30% of income
on housing.
1. Source: Consumer Pyramids, Centre for Monitoring Indian Economy P Ltd.
2. Monthly budget for Housing is equal to 30% of income, the global standard for affordability of housing. (Developing Affordable Housing, by Ben Hecht.
22%
55%
4.5%
18%
LOOKING FOR
RENTAL
84. • Give Everyone a Home.
Goals and Benefits of TOD in Delhi
Graphic Source: www.housingforall.org
85. Working with the market
“Property prices in Delhi are too
high today and the only way they
can come down are by increasing
supply,” - Chairman and Managing
Director (South Asia) at property
advisory firm CB Richard Ellis.
“Delhi has failed to give housing to
the common man due to limitations
on FAR and density norms. It also
aided in the creation of slums. If
FAR is freed, land cost for
development will come down,
bringing down property prices,” -
President of the National Real
Estate Development Council.
Source: The Economic Times Delhi;Date: Sep 4, 2012;Section: Corporate; Page: 7; http://bit.ly/YC1xJU
87. Image taken by: Esben Agersnap
Inclusive mixed-income Communities with Shared Amenities creates
intra-social tolerance, instills Civic Pride and reduces Crime in the long run.
88. • Market Participates in Better City - Utilize private-sector
investment near MRTS nodes to fund public transport
improvements and cross-subsidize social amenities
GOALS AND BENEFITS OF TOD TO DELHI
STREET
LOBBY
PARKING
RESIDENTIAL
SERVICE CORE
COMMERCIAL
91. DEFINITION
Transit Oriented Development (TOD) is essentially any
development, macro or micro, that is focused around a
transit node, and facilitates complete ease of access to the
transit facility, thereby inducing people to prefer to walk and
use public transportation over personal modes of transport.
94. Most of Delhi within 10 min walking/cycling/rickshaw distance of proposed MRTS.
Therefore…
95. Most of Delhi within 10 min walking/cycling/rickshaw distance of proposed MRTS.
Therefore…
96. Impact of TOD Policy on population holding capacity of MPD
• TOD Policy puts an end to Urban Sprawl.
• It encourages sustainable urban environment with low carbon footprints
Schematic representation of current MPD norms implemented in Urban Extension
TOD policy only redistributes population within the current holding
capacity of Zonal Plans of Delhi
104. http://uttipec.nic.in/
StreetGuidelines-R1-Feb2011-UTTPEC-DDA.pdf
STREETS AS PER ‘Street Design Guidelines-UTTIPEC’
Contents
• Street hierarchy of Delhi
• Minimum walking zone
• Universal accessibility
• Multi Functional Zone
• Bicycle and NMT Infrastructure
• Crossings
• Medians, Refuge Islands
• Street Lighting
• Urban Utilities
• Public Amenities
• Traffic Calming Measure
• Public Art, Street Furniture and Educative
Signage
106. • Interconnected Street Network
• Small walkable blocks; Pedestrian cut-throughs
every ~50-100 M.
• Mix of uses to provide people of varied social
groups with options to live, work and play within
easy access to public transport and daily
necessities.
Station
2.2: Direct Connectivity
- Finer Street Network for shortest routes to pedestrians & cyclists.
- Faster to walk or cycle; than to drive.
Graphic s Source: www.calthorpe.com
112. Station Area Planning to follow above Standards
Source: Storm Water Guidelines, OASIS Design INC.
IPT ParkingShuttle Service Pedestrian-Walkway
Private Car
Pick Up/Drop off Bus Stop
115. Location of Parking defines:
TAD vs. TOD
TOD:
• Encourages
Walkability and
Mixed Use
eg: Dadar
Station, MumbaiTAD:
• Separates the
Community from the
Station.
• Is Auto-oriented
development
e.g. Janakpuri West
Station, Delhi
Transit Oriented Development
Transit “Adjacent” Development
117. Placemaking and its Benefits
Some of the biggest gains of TOD are the most intangible:
The concept of Place-making, or designing urban neighbourhoods in such
a way that local communities can be formed. Mixed-use, mixed-income
developments, where residential, commercial, civic or institutional
establishments are located close to each other allow local communities to be
formed, with sufficient shared spaces for leisure and recreation.
- Aparna Parimal Raje on DDA’s TOD Policy, LiveMint
A shaded plaza in an office dominated complex. Greenway passages along daily routes of people
118. Building Entries/ windows on
Sidewalk (eyes on the street -
provides safety for pedestrians)
Remove Setbacks,
Require Entries on sidewalks
Regulate
Maximum Block Widths,
Minimum Frontages
Design Street Guidelines
for pedestrians, not just cars!
Streets for Trains, Buses, cars
and Pedestrians.
Built-to-edge Buildings for
Safety & Comfort.
Sidewalks, Bio-swales
Smaller blocks, interconnected
streets create shorter travel routes
for pedestrians.
Critical Norms introduced for PlaceMaking:
119. Example of Common Public Realm in Delhi:
• Due to current norms, Vehicles encroach pedestrian space where its most needed
130. Minimum Frontage requirements (built-to requirement at setback line)
Facing Street Right-of-Way Minimum Percent of Building Street Wall (Frontage) at Setback Line
1 R/Ws of 24m and above 85%
2 R/Ws below 24m 75%
B
(A+B) X 100 = 85%
A+B+C
Street Wall Regulations
131. Minimum Frontage requirements (built-to requirement at setback line)
Facing Street Right-of-Way Minimum Percent of Building Street Wall (Frontage) at Setback Line
1 R/Ws of 24m and above 85%
2 R/Ws below 24m 75%
Street Wall Regulations
(A+B) X 100 = 75%
A+B+C
132. • The Minimum Ground Coverage requirement for all plots, blocks and projects is 40%.
• Open Space requirements and Solar Access Regulations have to be met as per 2.5.6.2.
Minimum Ground Coverage
Street Wall Regulations
133. Minimum Mix-use Frontage Criteria
At least 50% of total street frontage of any TOD project should have an active
frontage, i.e. a mix of at least two types of use, with different peak hours of activity
stacked vertically, to provide round-the-clock eyes on the street.
round the clock active streets
136. NMT Zone area= 65512.95 Ha ( 44.1 % of Delhi*)
TOD Standard Zone = 27369.22 Ha (18.45 % of Delhi* )
Intense TOD = 10279.96 Ha (6.9% of Delhi*)
* Area of Delhi = 148300.0 Ha (as per MPD)
TOD Influence Zones at City level
142. Combined FAR-Density Minimums: No Universal Cap on FAR
FAR shall be clubbed with Density Minimums, in order to ensure high-density
mixed-income development.
Density caps per influence Zone shall be based on overall Holding Capacity
as per the MPD Zones.
The minimum permissible standard for gross density for any TOD project is
250 du/ha.
Gross
FAR
(site)
Minimum permissible density (with ±10% variation)
Residential dominated project
(Residential FAR ≥ 50%)
Predominantly non-residential
(Residential FAR ≤ 30%)
Under-utilization of FAR below 3.0
not permitted for new/redevelopment
projects
Under-utilization of FAR below 3.0
not permitted for new/redevelopment
projects
Y (2Y x100) du/ha (Y x100) du/ha
143. • The proposed TOD’s planning policy seeks to be both market-friendly
and inclusive by engaging with market forces.
• It sets minimum benchmarks for construction in pre-defined influence
zones around transit stations, and allows the market to decide what
should be built in each influence zone.
• At least 30% residential and 20% commercial and institutional use
(including minimum 5% commercial and minimum 5% institutional use)
of Floor Area Ratio (FAR) is mandatory in every new or redevelopment
project within the TOD influence zone.
• So in the intense TOD zone (defined as the 300m catchment area near
all MRTS stations), a developer of a particular site can decide whether
to build apartments, shops or offices, as long as the developer adheres
to these minimum development norms.
Mixed-Use Norms
144. At least 30% residential and 20% Commercial/ Institutional use of FAR is
mandatory in every project within Intense and Standard TOD Zone
TOD Mixed Use Zone
Housing(30%)
Commercial/Instituional
(30%)
Other(40%)30%
(C+I)
30%
(R)
40%
Minimum Mixed-Use Criteria
149. Rainwater harvesting is mandatory, irrespective of project size. On-site and off-site
(roads/public spaces) rainwater must be harvested for reuse or ground water recharge,
only after primary treatment.
Rainwater
Current practice:
Stormwater recharged to ground without primary treatment.
Physical Infrastructure and Resource Standards
150. Parking Lot SwalesLarge Canopy Trees
EcoroofPervious Paving
At least 80% of the rainwater falling on Site should be treated by Natural means.
Physical Infrastructure and Resource Standards
151. MCD
MCD
SELF
GENERATED
SELF
GENERATED
Potable Water and Waste Water
• For projects of 5000 resident population or more, on-site decentralized infrastructure systems i.e.
local sewage treatment and recycling systems are mandatory, in order to meet the non-potable
per capita demand (90 lpcd for domestic and 115 lpcd for non-domestic).
• Potable per-capita requirement (135 lpcd for domestic and 20 lpcd for non-domestic) should be
available from the Municipality or any other source other than ground water.
Physical Infrastructure and Resource Standards
152. Potable
Tank
Sewage
Treatment
Facilities
Sustainable Effluent
discharge system to
wetland / river
Further
Treatment
for re-use
Non-
Potable
Tank
Potable Use
• Internal taps
• Showers & baths
• Washing
Non-Potable Use
• Toilet Flushing
• Cleaning/ Irrigation
Combined or
Separate Grey Water
/ Black Water
Collection
Rainfall
DJB main
S l u d g e d i s p o s a l
Dual piping is mandatory irrespective of project size, to facilitate black/ grey separation &
recycled water use.
Physical Infrastructure and Resource Standards
154. Buildings (and preferably also streets) should be oriented such that all habitable
areas of Residential buildings are oriented to face North-South (within 15 ) direction.
Energy: At Site level:
Physical Infrastructure and Resource Standards
155. Buildings (and preferably also streets) should be oriented such that all habitable areas
of Residential buildings are oriented to face North-South (within 15 ) direction.
Physical Infrastructure and Resource Standards
Energy: At Site level:
156. All dwelling units should get minimum 2-hour solar access in at least one
habitable area (living room, bedroom or private open space) on the shortest winter
day of Dec 21 (Winter Solstice).
At Building level, the following Solar Access Regulations need to be followed:
Microclimate of public streets:
Narrow streets provide shading and air movement – and therefore
greater comfort for pedestrians. Spacing between buildings should be
enough to allow daylight access to all homes.
Physical Infrastructure and Resource Standards
Energy: At Site level:
157. All residential buildings shall be single-loaded i.e. each unit should face the exterior, in two opposite
directions. No double-loaded corridor buildings are permissible in TODs. Openings shall be located
suitably to allow for natural ventilation and daylighting of habitable rooms and access to open air for
all rooms including toilets and kitchens.
Double loaded housing
Maximize Cross Ventilation for Units by
appropriate design of unit plans (provide
windows and openings appropriately)
Single aspect housing
Physical Infrastructure and Resource Standards
Energy: At Site level:
At Building level, the following Solar Access Regulations need to be followed:
158. Physical Infrastructure and Resource Standards
Maximize Cross Ventilation for
Units by appropriate design of
unit plans (provide windows and
openings appropriately)
159. No building floor-plate depth it to be more than 16 m
Max16m
Office building
Physical Infrastructure and Resource Standards
Energy: At Site level:
At Building level, the following Solar Access Regulations need to be followed:
160. No “row-type” building (floor plate longer than 30 M) will be permitted to go higher than 15 metres.
To utilize FAR, only towers with be permitted, in conjunction with 15m high “row-type” buildings.
Physical Infrastructure and Resource Standards
Energy:
At Building level, the following Solar Access Regulations need to be followed:
161. • Tower dimensions may not exceed 30 m in any direction.
• Spacing between two towers should not be less than 30M.
Energy:
At Building level, the following Solar Access Regulations need to be followed :
Physical Infrastructure and Resource Standards
163. Physical Infrastructure and Resource Standards
New buildings shall be tested for shading of surrounding residential buildings before
Approval, in order to ensure that they do not hamper the minimum daylight access
requirements of existing buildings.
165. Detailed Norms for TOD:
2.1 Pedestrian & NMT Friendly Environment
2.2. Connectivity and Network Density
2.3. Multi-modal Interchange
2.4. Inducing Modal Shift
4A. Accessibility Guidelines For Social Infrastructure And Open Space
4B. Minimum Mixed-use Criteria
4C. Parking Policy and Norms For Travel Demand Management
2.5. Placemaking and Ensuring Safety
5A. Street Edge Regulations
5B. Active Frontage (Mixed Use Edge Condition)
5C. Minimum Ground Coverage
5D. Vending Zones
2.6. High Density, Mixed-use Mixed-income Development
6A. FAR and Density Thresholds
6B. Open Space and Social Infrastructure
6C. Minimum Housing Mix Criteria (by Unit Sizes)
6D. Non-Permissible Uses and Desirable Uses within the 300m Intense Zone
2.7. Physical Infrastructure and Resource Standards
7A. Water
7B. Energy
7C. Landscape
7D. Solid Waste
7D. Incentives for Additional Green Building Compliance
http://www.uttipec.nic.in/
170. Not TOD !
An existing Commercial Project near a Metro Station
171. In order to Implement the above Vision,
all Agencies of the city need to have a
Common Agenda....
172. • Ministry of Urban development, GOI
• Delhi Development Authority
• UTTIPEC, DDA
• LAP Monitoring Committee
• PWD, GNCTD
• Transport Department, GNCTD
• DJB
• EDMC
• SDMC
• North DMC
• NDMC
• DMRC
• Bhagidari groups
• Community and RWA representatives
• DUSIB
• Delhi Police
• Delhi Traffic Police
• TCPO
• NIUA
• DUAC
• IUDI
• Intach
• ASI
• Transport Department, SPA
• Transport Planning Experts, IIT-Delhi
• EPCA
• CSE
• Jagori
• Samarthyam
Partners in Development change
173. ECONOMICS
1. DMRC Empanelled Consultants
2. Micro Homes Solutions (mHS)
GOVERNANCE
1. Ministry of Urban
development, GOI
2. DUSIB, GNCTD
3. Delhi Police
4. Delhi Traffic Police
SOCIOLOGY
1. Samarthyam
2. Jagori
3. Itrans
4. National Alliance for Peoples
Movement (NAPM )
5. SEWA
Integrated
Planning &
Development
ENVIRONMENT
1. Dept. Of Environment, GNCTD.
2. Environment Pollution Control
Authority (EPCA)
3. National Environmental
Engineering Research
Institute(NEERI)
4. Centre for Science and
Environment (CSE)
5. OASIS Landscape Architect Designs
Incorporated
6. Institute of Urban Designers of
India (IUDI)
7. NIIPC
INFRASTRUCTURE
1. Delhi Metro Rail Corporation (DMRC)
2. Delhi Jal Board (DJB)
3. Delhi Integrated Multi-Modal Transit System
(DIMTS)
4. RITES Ltd.
5. North Delhi Municipal Corporations (NDMC)
6. East Delhi Municipal Corporation (EDMC)
7. National Environmental Engineering
Research Institute(NEERI)
8. PWD, Delhi
9. Transport Department, GNCTD
10. Delhi Development Authority (DDA)
11. SGA Architects
12. Indian Institute of Technology, IIT
13. School of Planning & Architecture
We Acknowledge……
