Transit Oriented Development in India

A transit-oriented development (TOD) plan was put up by the union government for 14 sizable cities with a combined population of more than 30 lakh people. Cities will become "growth hubs" through coordinated peri-urban (the area right outside a city) development, as well as economic and transportation planning.

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TRANSIT-ORIENTED DEVELOPMENT (TOD)

• The goal of TOD, a planning technique, is to cluster services, employment, and housing around public transportation hubs.
• It promotes development that is simple to navigate on foot or by bicycle, with residences, employment, and services situated close to public transportation.
• Urban transportation, land use, and economic growth may all be more effectively planned for when they are coordinated, according to TOD.
• Cities like Singapore, Hong Kong, Tokyo, Copenhagen, Stockholm, and others have successfully used this strategy.

ADVANTAGES OF TRANSIT ORIENTED DEVELOPMENT (TOD)

• Enhancing Economic Competitiveness: TOD promotes denser populations and concentrates employment in fewer regions, which has positive effects on cities' ability to compete.

  • According to research, there can be a 5–10% increase in economic productivity by doubling the job density.

• Vibrant and livable Communities: Communities that are lively and livable are created when employment, housing, and other amenities are relocated to areas near transportation stations. This results in more livable cities with wonderful public spaces and shorter commutes.

• Mutual Support of Public Transportation and Compact Urban Development: Good public transportation and compact urban development go hand in hand. The concentration of employment and housing near stations sustains high-density neighbourhoods, which attract more passengers and increase the profitability of transit systems.

• Increasing Real Estate Value: Being close to mass transit makes TOD neighbourhoods more attractive, increasing real estate values.

  • Cities can use this extra value to fund transit upgrades, affordable housing, and sustainable growth.
  • In Hong Kong, this approach raised Hong Kong Dollar 140 billion and provided land for 600,000 public housing units between 1980 and 2005.

• Promoting Inclusivity: While TOD can increase property prices, this can be mitigated by including affordable housing in new developments.

  • An inclusive TOD approach ensures access to jobs and services for people of all income levels.

• Reducing Carbon Footprint: TOD reduces car use, shortens commutes, increases productivity, and lowers carbon emissions.

  • E.g., in Stockholm, development along transit routes boosted economic value per person by 41% and cut greenhouse gas emissions per person by 35% from 1993 to 2010.

• Supporting Disaster Resilience: When implemented in areas less prone to natural hazards, TOD can enhance disaster resilience by encouraging high-density development in safer zones, reducing exposure to risks.

FACTORS DRIVING DEMAND FOR TRANSIT ORIENTED DEVELOPMENT (TOD)

WORLD BANK 3V FRAMEWORK GUIDING TOD PLANS

• Node Value: It describes the importance of a station in the public transit network based on passenger traffic, connections with other transport modes, and centrality within the network.

• Place Value: It reflects the quality and attractiveness of the area around the station.

  • Key factors include diverse land use, access to essential services like schools and healthcare, the availability of amenities within walking or cycling distance, pedestrian-friendly design, and the size of urban blocks around the station.

• Market Potential Value: It refers to the potential market value of areas around stations.

  • This is assessed by considering factors like the number of current and future jobs nearby, the number of jobs accessible by transit within 30 minutes, housing density, available land for development, possible zoning changes, and overall market activity.

COMPONENTS OF TRANSIT ORIENTED DEVELOPMENT (TOD)

CONCERNS REGARDING TRANSIT ORIENTED DEVELOPMENT (TOD)

• Lack of Regional Coordination at the Metropolitan Level: India’s metropolitan areas often have multiple municipal and state authorities with differing agendas, leading to fragmented TOD planning.

• Not Inclusive: Separate planning processes for land use and transportation can result in mismatched goals and inefficient TOD development.

  • Also, it does not take into account the requirements of other sectors of the economy like agriculture and allied services.

• Higher Population Density: Inadequate regulations may result in either an overconcentration of development in certain areas or underutilization in others.

  • This can strain infrastructure in high-density areas while leaving other parts of the city underdeveloped and poorly connected.

• Neglected Urban Design: Many Indian cities lack well-designed sidewalks, crosswalks, and pedestrian zones, making it difficult for people to access transit stations safely and comfortably. It forces pedestrians to navigate dangerous and congested streets.

• May not Suit Indian Cities: In island cities like Hong Kong and Singapore, TOD maximises land use efficiency, allowing more people to live and work in proximity to transit, reducing the need for sprawling development. It may not be suitable for Indian cities like New Delhi or Bengaluru.

• No Impact on People's Behaviour: Behavioural change is a key factor in reducing the use of private vehicles for lowering greenhouse gas (GHG) emissions. TOD may not motivate people to reduce private vehicle use despite heavy investment in inefficient public transit systems.

• Higher Vulnerabilities to Disaster: The concentration of people in a small area increases the likelihood of casualties and injuries during a disaster. Due to overburdened infrastructure, such as roads, utilities, and emergency services, it can quickly become overwhelmed during a disaster.

• Urban Sprawl: Rapid urbanisation leads to sprawling cities, making it challenging to create compact, walkable neighbourhoods. For example, cities like Ahmedabad experience significant sprawl, complicating the implementation of TOD principles.

• Socioeconomic Disparities: Ensuring that TOD benefits all socioeconomic groups is crucial but challenging. There is a risk that new developments may cater primarily to affluent populations, excluding lower-income residents.

• Other Issues: Regulatory, community and financial challenges hinder TOD in Indian cities like Bengaluru, Chennai, and Kolkata. Zoning laws, community resistance and budget constraints limit mixed-use development and transit improvements.

NATIONAL TRANSIT ORIENTED DEVELOPMENT (TOD) POLICY, 2017

The Ministry of Housing and Urban Affairs (MoHUA) launched the National Transit-Oriented Development policy 2017. It is designed to assist states and cities in using Transit Oriented Development (TOD) for urban growth.

VISION

• Transformation: Shift from private vehicle dependence to public transport-oriented development.
• Accessibility: Promote public transport use, green mobility, and reduce pollution.
• Walkable Communities: Develop compact, affordable, and walkable neighbourhoods.
• Public Transport: Increase transit and walk trips, reduce pollution and congestion.
• Dense Infrastructure: Create dense road networks and reduce private vehicle ownership.
• Inclusive Housing: Incorporate affordable and economically weaker sections housing.
• Recreation and Safety: Ensure recreational spaces and safety, particularly for vulnerable groups.
• Environmental Impact: Reduce carbon footprints by promoting eco-friendly travel options.

CONCLUSION

Transit-Oriented Development (TOD) is a modern urban planning approach that integrates land use with transit infrastructure to foster high-density, mixed-use environments. It aims to reduce vehicle dependence, alleviate congestion, and enhance sustainability. Successful TOD relies on coordination, vertical development, and improved connectivity, with growing adoption in India.