48 SEMINAR,

ING - IABSE,

Oriented
VISAKHAPATNAM,
ISsues and Challenges in Implementing Transit

Prashanth Shekar Prashanth Shekar Lokku is a

Lokku Post Graduate Civil
Research Scholar Engineer, specialized in
National Institute of Traffic &
Technology, Warangal Transportation
Engincering with a working
Telangana, India experience of more than s
years. Now he is a full time
research scholar
NITWarangal

DrCSRK Prasad
Dr CSRK Prasad is a
Professor and Head
professor in civil enginccring
Transportation
Division, Civil department in NIT Warangal
from last 20 ycars of
Engincering
Deptartment, experience. He has strong
National Institute of academic and practical
Technology,Warangal knowledge in Traffic
Telangana, India Enginccring and
Transportation planning areas.

Summary
Rapid growth in urbanisation is taking place all over the world, cspecially in
Metropolitan cities and class I cities are facing more problems related developing countries like India
to traffic and transportation,
environmental and social related issues. This puts people's lives in dangerous situation, To make the
liveable and also to keep the future generations on safer side, cily
transportation engineers and planners have.
comprehensive solution through implication of Transit Oriented Development (TOD). This paper Wl
discuss in detail how TOD will address the above said problems and
TOD. Since Indian cities were already overcrowded and land use suggestion to implement best optim
diversity and nunber of mix use building
proportions were very good. Hence Indian cities have potential to grow into
proiccts, but abscnce of integration between land use and transport and absence ofsuccessful grow into 10
nrovides a barrier for construction of TOD projects. Metro cities are having appropriate street desig
TOD concept as they are highly dcnse in build fewer opportunities to develoy
cnvironment. to move
In
brown field development is highly not possible. So the vision hasother words,
fromin metro
these cities
cities togreen
classfielo
I cities
or medium populated cities to adopt TOD. Integration of landuse has to take place at initial stage of public
transport projects for Class I and Class II citics so on.
 Lrban Transport Corridors 49

INTRODUCTION
1.

Transit-oriented development (TOD) is the break through solution for urban planner and Transportation
Engineers to mitigate social, environmental and economic problems. Urbanization is taking place in a
memendous way around the world. Transportation engineers or planner have a solution to control private
yehicles usage and rnake the sustainable lives within the city through the concept of TOD. TOD is well
kTOWn and implemented in developed countries like Northern America and Australia in carly 1960's. While
the concept is not defined and using the similar designs, until Peter Calthorpe published The New American
Metropolis in 1993. However those concepts arc based on green field development which may not suite the
igveloping countries where cities are not planned and highly dense. It is the sane case in Indian Cities as
they are densely populated and are not planncd. To implement concept like TOD, there should be definite
unigue formulac for cach country or community. For that there is a need to understand various influencing
factors like demographical features, traffic conjunction level, transportation network, landuse,
rvironmcntal, social, economic, political and institutional issues etc.
Mass Rapid Transit System (MRTS) is the solution for many problems like air pollution,
TCaSe of vehicle population and delays in travel. To make it success landuse traffic conjunction,
planning
rlace along with Transit corridor. In India, first rapid transit system was the Kolkata Metro, also has to take
154. iollowed by the Delhi Metro in 2002, the Bangalore Metro in 2011 and the Chennai andwhich started in
Renid Transit System in 2014. And also in seven other cities Metro Rail projects are underMumbai Mass
Most of the Indian cities were planned much carlier than the introduction of metro rail construction.
Tuch of the anticipated developmental impact of the metro rail projects are not easily projects. Therefore,
integrated into
Master Plans. The efficiency of a public transport system is heavily dependent on demand thresholds.current
sOre of thetechniques used to provide the desired development density and TOD
connectivity for transit.
Wh this growing desire to improve and upgrade the situation, India has in recent
times witnessed an influx
of forergn techniques and methods being advocated by upcoming planning
15 BRTS and monorails have shown sharp increase in institutes. Transport systems such
advocacy. Incentives such as congestion pricing.
pkung pncing. car pooling. high occupancy vehicle priority etc are stemming up as
Au|orndes are looking at techniques which are financially attractive and technically viable.typical
It is
proposals.
however felt
thet endorsing these techniques is much simpler than practically and successfully
applying them
scerzi0. It is important that a transport planning technique or programs needs to be sudied and in the Indian
*I:he aspirations of Indian public. Transit Oriented Development (TOD) is one of the analysed
z2ing rapid encouragement techniques which is

2 HISTORY OF TOD
Deinition
ATransit-Onented Developmernt (TOD) is a mixed use community within a
Ci rznsit stop and core commercial area{1}. The design, typical 500m walking distance
configuration, and mix of uses emphasize a
Pelestrian-oriented environment and reinforce the use of public transportation, without ignoring the role of
2-9mobile TOD's mix residential, retail, office, open space, and public uses within
comfortable walking
C.stance, mak1ng it convenicnt for residents and cmployees to travel by transit, bicycle or
foot, as well as by

2.2.
History
The concepts Theof TOD is not new, but Iiterature on the topic has seen resurgence in recent years.
Peter
Calthorpe' Noxt
cOncepts to the planningAmerican Metropolis (1993) is the major work responsible for reintroducing these
and development professions. Development of TOD concept can be categorise into
three major stagcs 12. Stage l is known to be Development Oriented Transportation (DO). the era is in
between year 1850 to 1930. During the carly twentieth century, DOT more aptly describes many towns and
 ING - JAUSE, SEMINAR,
S0
VISAKIMAYATNAM,
cities than TOD, as private developers built transit services to serve their developient rather than vice
Stage 2is known as Auto Oricnted Developnent in betwecn 1930 to 1960 happened after world war. ver At
monent saw a precipitous deslinein transit use aund the dis1nantling and
To the extent that transit
abandonment
heavily on buses asofthemany taul yu
relied nuclh more
was still in operation, it
most regions. With the exception of some of the commuter suburbs around older cilies, which prnary mode
function reasonably well as transit-based communities, most traIsit lhad become a last resot Tather than
reliable ransportation option ticd to development. As congestion worsened, a new yencralion of tr
Loninued
systems was planned and built. They were built primarily to relicve congestion, funding was
Cnirely by the public sector, and litle or no additional land was purchaSed by the lrans1l agencies toprovid
er
hat there would be any link between current transit invest1ncnts and future develop1nent patterns. Stayet
Snown as ToD, Sincee the 1960s, many researclh reports have stated that trunsit systerns have the polent
provide residents with improved quality of life and reduced household transportation cxpenditure,
providing aregion wih stable mixed-income neighbourboods that reducc the environ1nental impaca
growth. Financing for transit has been focuscd on cities through valuc capture, where low da
development and auto-dependency predominate.

3. TOD IN INDIAN CONTEXT

As urbunisation is taking place in India in rapid manncr. Cities in India are facing so many
Lo social, environmental and cconomical, To maintain sustainability it is nccd to be problems rea
integrate bctw
transport system and landuse. In other words it would say TOD implication. Following table reveals
number of projcct in public transport scctor. It is good sign that so many projccts coming up in
encourage people to use public transportation instead private vehicles. Ind1a th

Status BRTS Metro Rail Mono Rail LRT

Operational 12 6
Under Construction
Under Planning 19 4
Cader Pruposal 4

W.h goWing menace of Traffic and transportation demand

relatively dornant profession of urban and transport planners has and rapid urbunisation in India, the so
are looking to the planners or solutions to handle he started gaining attention. The author
urban sprawl
which were oncc corisidcred a part of life have suddcnly comc to as well as the hazards. Trafie probla
Urban Development (MoUD) taking a bold initiative, notice as hazards Witth the Ministry
Authorities
lroking at finding short termm solutions to traffic problems by in metros and classleit ics arc not,
Scheres but also cnvisioning thc long term traflic and carrying out Short Temm Trafic improve
Cuptchensive Mobility Plans. Wilh the
trunsportation needs ot the city in the f
objective of
ard sustainablc aceCss for the growing numbcr of city ensuring safe, aflordable, quick, comfortable, re o
withih gur cities. The MoUD has formulaled the residents to jobs, cducation, reCrcation and suh
National Urban Transport Policy.
The tuent Irndran contexl ja placcd inlo a
Celestte whkh is very unstable in hc supply chasing demand sccnario, The TOD has a major bea
rapidly growing citics in India. A simlr
the CSA Despile the benefits and rends favouring cunditon is also fac
cquitable and
places has provcn diilficult In practice. Grçcn ficld and sustainable TOD, crcating thesc Ipes
recognized by a rar1ge of stakeholders as an brown field developnent Increas
ncat trans1t is devclopt
mporant real
cstate,while
model, but it rernatis a place market nthc rcal cstate industry, community, and
public policy
and financing strucu
rcrnain ITadequate zt all Ievels of cconomie
incomcs and amcnittes in cumunlies government.
faces cvch
TOD that actively sceks to
ccalc or
more that are its
challenges,
as current prescrve structu
actually work against the obusl, divcre Communitics policieswith is market
goal. Ind1a &owng
and urte
 Urban Transport Corridors 51

nonulation bas been under pressure for urban infrastructure. India has been chasing the demand for urban
infrastructure mainly transport infiastructure in almost all its cities. The motor vehicle population in India
bas incneased 100 times from 1951 to 2004, while the road network has expanded only eight times, and this
does noteven cover the period of sharp acceleration in vehicle purchases after 2003.
Basic trends that are cvident in the million plus cities which determinc transport demand are factors such as
substantial increase in urban population, household incomes, and industrial and commercial activitics. These
clhanges have placed heavy demands on urban transport systems, a demand that none of the Indian cities
have been unable to neet. With inadequate funds and critical need for provision of transit systems,
Authorities are resorting to TOD as a probable solution.
The concept of TOD is esscntially as an exaggerated form of Travcl Demand Management technique, it
ensures maximum use of maSs transit at the same time reducing the trip length outside the long haul system.
IL is to minimise the tratfic impacts of the ncw transit infrastructure by providing trip end landuses. That is
and should be the primary objective behind theplanning of TOD. However in the Indian context, TOD is
considered primarily as a projcct financing tool. The other objectives can be strictly in the following order of
priority
Boosts transit ridership and reduces personaliscd traffic
"Provides a rich mix of housing, jobsand shops
" Encourages NMT and Pedestrians
"Create a sense of place
"Increases financial viability

4 CHALLENGES AND ISSUES IN IMPLEMENTINGA TOD

Any project related infrastructure will have their Own challenges. TOD is relating to many departments.
TOD is not just a project, would say community or village. In a broad manner challenges listed as Macro
level and micro level.
4.1. Macro Level
Landuse is first and foremost important thing to understand for before giving any proposal. Density,
diversity, mixed-uses, apedestrian scale and adefined center are primary attributes for aToD. Each transit
station has to study in terms of density, diversity and it nccd to come up with the new designs. These designs
have to in-corporate in the master plan for future years. Their involves political influences to approve plans.
In current situation green filed development is not possible. The next possibility is brown field development;
it is highly risk and willget opposition from the local residents itself. To overcome all these kind of issue
TOD become a fuzzy.
Thc most crucial requisite for TOD is the availability of land for development or redevelopment. TOD
requires reservation of land for the purpose, in the Indian scenario where the valuation of land is highly
volatile, it is very difficult to cvaluate the market value. With higher market value it is seen as a challenge to
acquire privatc and in some cases government land parccls. In the NCR, in recent times, that green ficld,
government initiated land acquisitions have also ran into trouble. The issues of compensations rates, when a
ransport corridor is announced, the land valucs incrcascs overnight, so fixing arate is very difficult, issues
of rehabilitation of the owners and the people whose earning depends on the land. Overall in a democratic
and politically driven country such as India, it is ncar to inipossible to bind the people from not causing
deterrents to the cause of developmcnt. In case of redevelopment or brown field TOD, the matter of
inicyrating the cxisting structures and landuses and road network in the overall plan is crucial. In this case.
e arca for TOD may be sane but the potential of guining from it is limited, since the policy will have to be
tailor made for the population affected. It is hard to be acquired from private as well as public agencies. The
sate governments want their rural land to be developcd without their expense at the same time they would
Dt prefer to get their hands off potential high value land parccis, hence essentially the land parcels for TOD
52 ING - JABSE,
SEMINAB,
should be identified prior to the project sensitisation, Aspecial land acquisition act is
VISAKHAPATNAM.
ahead with TOD or special land pooling or other land development techniques and needs essential
to be foor go
case specifically. addres
Strect Dcsign is also a most complex thing. If available Right of way is not sufficient
design proposals then it will be misery for the planners. In some parts of city and accor
possible. To fulfil the major objectives of TOD, street design elements are he key acqui
din
roles,sitStrig
g
ion hih
is
to
elements are to provide the walking environment and cyclingfacilities. Traffic circulation
is also plays major role on successor side of TOD. Integration of Non-Motorised Traffic plans with in To
(NMT)
the Road network has to betaken care. Traffic signalling at theintersections has to be prioritise for tracks
Segregation of NMT with Motoriscd traffic for safety and to crcale pedestrian friendly environmenttheie NM
a big challenge for urban planncrs.
Parking is major issue in curTent any city in India. Particularly in Ccntral Busincss Districts (CBD) na
is a nightmare for authorities. In the arca of TOD placcment of Parking will play the major rolc in ind
the public towards Transit facility and at the same time cncouraging to usc private vehicle to reach stat
So the placement of parking facility should be provided in such away that it create minimum troubleon
roads to reach station.

Financing TOD in Indian is become most challenging job. Globally, one of the larger isSues
implementing TOD is with respect to identifying and addressing systemic financing gaps. While the TO
Policy has been introduced in Delhiand is up for testing through the launched pilot project, it is crucial
look at financial tools and mechanisms that can render it cffective. Comprehensive financial planníng
continuous flow of required resources for implcmentation and sustainable opcration is fundamental
achieve the set target. Furthernore, the economic condition of the city, political will and capacity ama
stakeholders are factors that can dramatically influence TOD outcomes. To develop a shared understandn
of these issues and opportunities, WRI India, in association with Citi foundation and C40 is
long workshop on "Financing TOD in Indian Cities - challenges and opportunities" with theorganizing
goal of de
a
inquiry.
The frarning recognizes finance 2s a key barrier to transit-oriented development and
investors, financicrs, experts, and city officials to engage in discussions about these aspectsseeks
to conva
TOD. The workshop airos to be interactive and will consist of a limited number of in implemen
discussion around key issues in financing TOD. The presentations and g
objective
of financing TOD, including what needs to be financed,
is to
collaboratively explore the key conte
what mechanisms cxist, and thcir fcasibility n
Indían znd in specific Delhi's context.
The target audience includes Field experts, City officials, financers, Banks,
and operators, capital providers from Delhí as well as representatives fromDevelopers,
other IndianTransport pro are
citics which
process of adopting the stratcgy of Transit Oriented Development. The goals and
orkshop is knowiedge building &. sharing amongst stakcholders along witlh expected outcone
ontions 2rd possiblc ways forward for TOD Financing in the Indian context. deliberativc discusst
4.2. Míero Level
The term uscd Micro Icvel because these issucs are common for all cases, Here discussed onc byoneissu
faccd around the world. The restructuring of the cxisting patterms around transit systens and making offul
functicnal TODDis along and slow process, likely taking several decades rather than a few years.Successt
TOD projcut rcquirc a unificd basc of political support and inter-governmental cOordination onthe regio
and local level. Uncerisin Market Viability - In regions without a successful exanple of' transit onien
developncnt, rcal cztate developers and lenders often qucstion the financial viab1lity of these proj
Depresscd Rcal Estate Markcts - The success of TODs is tied to the strcngth of the fegional andlocalrd
estate markets. Iragrmentcd Land Parcels - Acollection of small, disjointed land patccls undermul
owncrship inh1bits the devclopmcnt of unilicd TODs. Existing Land Ue Patterns - TOD,tarclycxt
where transit statiuns are districts).TM
surrounded by unattrac1ye or unsafe land uscs (i.c., industti
 Urban TraISport Corridors S1

nonulation has been under pressure for urbun intastructuro. India has been chasing the demand for urtban
inttastructure mainly trnsport inthastructure in almost allits cities. The motor vehicle population in India
luus increased 100 tines from 1951 to 2004, while the roud network has expanded only cight times, und this
does not even cover the period of shurp aceeleration in vchicle purchases after 2003.,
Basie trends that aro evident in the million plus cities which deterninc transDort demand ute fuctors such as
ubstantial incrcase in urban population, houschold incomes, and industrialand commercinl activitics, Thesc
clunges have placcd hcuvy demands on urban tansport systems, n demand that none of the Indian cities
have been unable to meet. With inadequate funds and critical nced for provision of transit Nystems,
Authorities arc resorting to TOD as a probable solution.
The concept of TOD is csscntially ns an cxaggerated for1n of Travel Dcmand Management technique, it
ensures aximum usc of mass transit at the sume time reducing the trip length outside the long haul system.
IL is to minimise the traffic inpacts of he new trunsit infrastructure by providing trip end landuscs. That is
and should be the primary objective behind the planning of TOD. However in the Indian context, TOD is
considered primarily as a project financing tool. The other objectives can be strictly in the following order of
priority
"Boosts transit ridership and reduces personaliscd traffic
"Provides a rich mix of housing, jobs and shops
" Encourages NMT and Pedestrians
" Create a sense of placc
Increases financial viability

4. CHALLENGES AND ISSUES IN IMPLEMENTING A TOD

Any projcct related infrastructurc will have their own challenges. TOD is relating to
many departments.
TOD is not just a project, it would say community or village. In a broad manner challenges listed as Macro
level and micro level.
- 4.1. Maçro Level
Landuse is first and foremost important thing to understand for before giving any proposal.
diversity, mixed-uses, a pedestrian scale and a defined center are primary attributes for a TOD. EachDensity,
transit
i station has to study in terms of density, diversity and it nccd to come up with the new
designs. These designs
have to in-corporate in the master plan for future years. Their involves political influences
In current situation grecn filcd development is not possible. The ncxt
to approve plans.
possibility is brown field development;
it is highly risk and will get opposition from the local residents itself. To overcome all these kind of issue
TOD become a fuzzy.
The most crucial requisite for TOD is the availability of land for devclopment or
rcquires reservation of land for the purpose, in the Indian sccnario where the valuation redevelopment. TOD
volatile, it is very dificult to cvaluate the market value. With higher market value it is seen ofas land is highly
a challenge to
acquire private and in some cases government land parcels. In the NCR, in recent times, that green
government initiated land acquisitions have also ran into trouble. The issues of compensations rates, when ficld,
transport corridor is announccd, the land values increases overnight, so fixing a rate is very difficult, issuesa
0f rehabilitation of the owners and the people whose earning depends on the land. Overall in a
and politically driven country such as India, it is near to inpossible to bind the people democratic
deterrents to the cause of development. In case of redevelopment or brown field TOD, from not causing
the
nicgraling the existing struclures and landuses and road network in the overall plan is crucial. In matter
this case,of
Uie arca tor TOD may be same but the potential of uining from it is limited, since the policy will have to be
anor made for the population affected. It is hard to be acquired from private as well as public agencies. The
noments want ther rural land to be developed without their expense at the same time they would
peG to get their hands off potential high value land parcels, hence essentially the land parcels for TOD
 S2 ING- JABSE, SEMINAR, VISAKHAPATNAM, 2h

should be identified prior to the acquisition act is essential

project sensitisation. Aspecial landtechniques and needs to
be for
ahead with TOD or special land
case specifically. pooling or other land development
addregois neg
Street Design is also a most complex thing, If available Right of way is not sufficient
according
design proposals then it will be misery for the planners. In some parts of city land acquisition is to th
possible. To fulfil the major objectives of TOD, street design elements are he key roles. Street hidesígh p
lements are to provide the walking environment and cvcling facilities. Traffic circulation plans with in To
s also plays major role on successor side of TOD, Iniegration of Non-Motorised Traffic (NMT) tracks w
Lhe Koad network has to be taken care. Traffic signalling at the intersections has to be prioritisc for the NM
Segregation of NMT with for safety and to create pedestrian friendly environ1ment is
a big challenge for urban Motorised traffic realy
planncrs.
Frarking is major issue in current any city in India. Particularly in Central Business Districts (CBD) patkn
is a nightmare for authorities. In the arca of TOD placemcnt of Parking will play the major role in
inducing
he public towards Transit facility and at the same time encouraging to use private vehicle to reach staig
So thetoplacement
roads of parking facility should be provided in such away that it create minimum trouble on
reach station.

Financing TOD in Indian is become most challenging job. Globally, one of the larger issues wid
implementing TOD is with respect to identifying and addressing systemic financing gaps. While the TOD
Policy has been introduced in Delhi and is up for testing through the launched pilot project, it is crucial
look at financial tools and mechanisms that can render it cffective. Comprehensive financial planning fr
continuous flow of required resources for implementation and sustainable operation is fundamental
achieve the set target. Furthermore, the economic condition of the city, political will and capacity among
stakeholders are factors that can dramatically influence TOD outcomes. To develop a shared understanding
of these issues and opportunitics, WRI India, in association with Citi foundation and C40 is organizing a day
long workshop on "Financing TOD in Indian Cities- challenges and opportunities" with the goal of deepa
inquiry.
The framing recognizes finance as a key barrier to transit-oriented development and seeks to
convent
investors, financiers, experts, and city officials to engage in discussions about these aspccts in implementig
TOD. The workshop aims to be interactive and will consist ofa limited number of presentations and group
discussion around key issues in financing TOD. The objective is to collaboratively explore the key conceps
of financing TOD, including what necds to bc financed, what mechanisms exist, and their feasibility in te
Indian and in specific Delhi's context.
The target audience includes Field experts, City officials, financers, Banks, Developers,
and operators, capital providers from Dclhi as well as represcntatives from other IndianTransport provides
cities which are
process of adopting the strategy of Trans1t Ornented Development. The goals and
expected outcome of tof
workshop is knowledge building & sharing amongst stakeholders along with deliberativc discussions
options and possible ways forward for TOD Financing in the Indian context.
4.2. Micro Level
The term used Micro Jevel because these 1sSucs are common for all cases.
Herc
faccd around the world. Thc restructuring of the Cxisting patterns around transit discussed one making
systen1s and by one of
issu
full)
functional TOD is a long and slow process, Iikely taking several decades rather than a few years. Successf
TOD projcct requirc a unificd basc of political support and
inter-governmental
and Jocal level. Uncertain Market Viability - In regions without a successfulcoordination
example of on the rcgio
transit oricntel
devclopment, rcal cstate developers and ienders oten qucstion the financial viability of thesc projecs
Depresscd Rcal Estate Markets - The succcss of TODs is ticd to the strength of the regional and localreal
estate markets. Fragmented Land Parcels - A collection of small, disjointed land parccls under multiple
ownership inhibits the development of unificd TODs. Existing Land Usc Patterns - TODs rarcly cmerg
ransit stations arc surrounded by unattractivc or unsafe land uscs
(ie.. industrial districts).
 Urban TraADSport Corridors 53

availability of undeveloped land is also a key factor. Neighbourhood Opposition - Opposition to higher
density or mixed-use developments from nearby neighbourhoods.

5. RECOMMENDATIONS

IL0s certain that TOD has becn a succcss in many countrics and is a very able technique of travel demand
management and promoting public transport use. But considering the status of the transport sector, its
bearing on socicty, the conplexity of rclation between various stakcholders and political motivation, it is
iperative to address this concept in new light. TOD should be primarily a tool for demand management
rather than a sourcc of finance. A few points nccd to be studicd in detail and improved
before the
iDplementation of such smart growth tool is practically possible. Otherwisc TOD will just be part of reports
and proposals and willnever be a deserved success.
Transit stations located in dense city centers with vibrant local and regional cconomies. And few few of them
may be in prcdominatcly residcntial arcas for providing a convenicnt means for
from work and other destinations. Few stations may be located in arcas that are commuters to travel to and
und change, whilc others may be in morc established, maturc arcas wherc any change experiencing rapid growth
will be incremental.
Every station arca, whether existing or proposed, will face unique challenges and will require
specific to the arca to create high-performing TOD projccts with their own unique character, strategiesrole and
function.
In order to promote transit ridership, the transit orientcd strategies must address land use and
and short term and long term solutions. The existence of naturc and diverse land uses and transportation
densities along the
transit stations must be rccognizcd and using the cxisting population around the transit stations to generatc
ridership must be explored. Enhancing multimodal connectivity to areas not connected by the
should be considered for generating and increasing transit ridership. The design principles fortransit systems
creating and
cncouraging TOD development around transit stations will have to be customized for the existing areas that
the transit will serve. Strategies for providing incentives for parcel assembly must be
retaining thc existing high density development or phasing out existing developmentexplored. Strategies for
and for phasing in the
high density developn1ent must be explored.
The arcas around the transit stations must be developed as transportation hubs for the
catchment areas around
the transit station to provide connectivity within the catchment arca and conncct other
arcas in the vicinity
that are not connccted by the proposed transit systems. The proposed transit oriented policies
the activitics of the surounding arcas that could range from being an must encourage
economic hub,
neighborbood, industrial arca, information technology area, business district, institutional area or residential
parks and
recrcation. The main aim of the transit oriented policies must bc toninimize privatc vehicle dependency and
promotc public transit ridership in the areas around the metro stations. Once the transit oriented policies are
devclopcd, implemented and cnforced, the involved agencies must continue to promote public transit
ndership and minimize private vehicle dependency on an ongoing basis. New strategies must be
On an ongoing basis to ensure com1nuter satisfaction developed
Tgh-quality transit service - The convenience, speed and extensiveness of the transit system enhance the
decessibility advantages associated with station area properties and increase the likelihood of development in
mese locations. Availability of attractive, developable land - Very little transit-oriented development has
ocCurred around stations sites that are already largely developed, where surTOunding land uses are
unatactivelunsafe, where surrounding land uses are primarily auto-oriented, or where station connections to
devanng neighborhoods are poorly designed. Larger parcels are also more economically viatble for
developers, Numerous, small parcels held by avariely of owners can create abarrier to station area
development, Strong real estate narkets - Successful station area development requires strong regional real
stale nmarkcts with an active demand for residential and commercial projects. In regions where
transit
durhs
during periodshave had the greatest inypact upon land use development, the investments ocurred prior or
of rapid population
growth. Supportive neighborhoods and communities Few
54
ING- JABSE, SEMINAR, VISAKHAPATNAM

where -surrounding neighborhoods

higher density or nonresidential developments.
successful station area development projects occurred
Parking
have management Limiting the amount of parking
transit ridership and
more compact
oppoe
downtown areas
around
development.
and
Political
stations.
around station areas
champion
Stations
encourages
park-n-ride facilities limit
opportunities for develstatioon-prt
- Strong,byindividual leadership is often a common element in success
surrounded
TODprojects and developments.

6.
REFERENCES
1.
UTTIPEC Report (2012), wTransit Oriented Development: Policy-Norms-Guildlines",
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