Dynamics of development along transit corridor (case of Ashram Road CBD (original) (raw)
Related papers
Transit-Oriented Development and Land Use
Transportation Technologies for Sustainability, 2013
The purpose of this work is to support the transitoriented development (TOD) in Thailand. The main research objective is to explore the relationship between ridership demand and TOD indicators, which is expected to be the first question that a developer in Thailand must be able to answer in order to direct their development plan in the right direction. Using existing Bangkok metro stations as a case study, 22 variables categorized into three groups (density, diversity, and design) were collected for an 800-m buffer area around the stations. Results of the correlation analysis between transit ridership and other variables show a significant relation with the volume of transit ridership. Bus services have a stronger influence on transit ridership than railway stations and ferries (pier). Also, the interchange stations and park-and-ride buildings are found to be the main variables that correlate directly with the transit ridership numbers. Results from the principal component analysis are used to evaluate factors of TOD characteristics for the existing Bangkok metro stations, categorized into seven factor groups.
IAEME Publication, 2020
Transit stations around the world have contributed to the development of the space surrounding it. The extent of influence of transit station itself is a much debated topic all over the world. Since, the distance of influence zone varies from one place toanother, and even on the stations within the same network. The kind and intensity of developments happening around the station not only depends on the quality of service offered by the transit station, but on lot of other factors in the influence zone like the availability of vacant developable land, positive economic conditions of the space, intermodal connectivity that station offers, population density and land use mix of the locality, etc. Even though transit station impact studies have been undertaken all over the world, this literature review is an attempt to analyze the impact of the transit station on land use and density in comparison with Developed countries in Europe and America with the Developing Countries in Asia which have not been comprehensively studied earlier
Integrated Land Use Policies for Transit Oriented Development (A Case Study of Ahmadabad Region)
IAEME PUBLICATION, 2016
Transport planning is intrinsically linked to land use planning and both need to be developed together in a manner that serves the entire population and yet minimizes travel needs. Though transportation plans in India are typically prepared separately from land use plans, realizing the constraints in the strategic planning process in the country, a transport plan was prepared concurrent to the Development Plan. The paper examines the strategies adopted to ensure a transport system that is seamless and efficient, through structuring its urban growth. This paper has been prepared to facilitate to identify the critical areas of concerns regarding land use policies for transit oriented development that should need most urgent attention by authorities and to identify subsequent actions that should effectively tackle those critical concerns, within its framework of high-level commitments.
REVIEW OF DDA’s TRANSIT ORIENTED DEVELOPMENT GUIDELINES FOR DELHI
Proceedings of DARCH 2022- 2nd International Conference on Architecture & Design
REVIEW OF DDA’s TRANSIT ORIENTED DEVELOPMENT GUIDELINES FOR DELHI Harikrishna Gopal Nambiar B.Arch., A.I.I.A., A.I.T.P. E-mail: hari.kg2003@gmail.com Abstract: Metro rail is being introduced in a big way in all of India’s Tier-I and some Tier-II cities too. The introduction of TOD guidelines is being clearly being watched and will be emulated all over the country. Accessibility is fine but in the process the increased FAR, ground coverage and height would lead to densification and judicial use of infrastructure is argued by the proponents of the scheme. The network consists of Eleven colour-coded regular lines serving 285 stations with a total length of 389 kilometres criss-crossing most of Delhi. This article analyses the public ground per capita versus (the total area under plots to be developed) buildable plot ratio around metro stations in Delhi bringing out the resultant Quality of life. With the state of market driven transformation (unauthorised construction) in Delhi it remains to be seen whether these TOD guidelines would be beneficial for Delhi. As it is Indian cities already with a notorious air quality index, the environment may just give up under this load. Thus adopting TOD for Delhi requires a great deal of thought and one cannot help but think that the present metro network along with the scale of development is finely poised; the threat would be real once people start pooling in their properties to avail the latest density and once those high-rises start appearing on the horizon. We are all familiar with New York and Brooklyn and the psychological problems people living in high-rise towers suffer from. In this study the author made a primary reconnaissance survey of six metro stations, two each along the Red, Yellow and Blue lines observed carefully over a period of twenty years and prepared maps of metro stations starting from 2000 when metro construction was announced and the physical transformation noticed from plot to plot in the 500 meter catchment of each metro station. This study is primarily focussing on housing transformation ( authorised and unauthorised construction.). Primary survey maps for 2000, 2010 and 2021 were prepared. Socio-spatial inequities and gentrification were observed. The present research findings adds to the present body of knowledge on the potential housing transformation around transport nodes such as metros stations in context of developing country like India where such significant studies have not been reported. The findings of the research will aid the policy planners to anticipate the likely changes in housing around metros stations in their influence areas and thereby enable formulation of appropriate housing strategies for them.
The Potential of Transit-Oriented Development (TOD) and Its Typology in Block-A Area
2020
The development of the Jakarta MRT transportation system stimulates Transit-Oriented Development (TOD) at some MRT stations. The selected TOD areas that will be managed by PT.MRT Jakarta are Bundaran HI, Dukuh Atas, Setiabudi, Bendungan Hilir, Istora, Senayan, Blok M, and Lebak Bulus [1]. This development raises a problem related to the unidentified prerequisites for the TOD area, especially for the intermediate station area. Each station has a specific character that requires a study to find the right TOD typology for its development. This research was conducted at Block-A MRT Station, an intermediate station that connects two business centers, SCBD-Sudirman Central Business District, and T.B. Simatupang office area. The strategic location of Block-A makes it the crucial transit point with high accessibility. This study investigated TOD potential in Blok-A MRT Station and identified the suitable TOD typology for it. We analyzed the spatial conditions associated using existing theor...
Transit Oriented Development (Tod) in Kawasan Bakrie Nirwana Residence Mulya Harja
astonjadro
The regional development plan and integrated transportation network in the city of Bogor, especially in the Bogor Nirwana Residence Mulya Harja area, requires a plan for determining transit-based movements. The concept of transit oriented development (TOD) is a spatial engineering approach that focuses its development around transit points. The space developed in a transit-oriented area has the characteristics of high density, various mixes (updates) and a design area that is friendly to pedestrians and bicycle users. As for anticipating the emergence of transportation problems in the development of the TOD area, a study is carried out on the analysis of potential generation and attraction to find out how much movement is entering a zone or leaving a zone.to predict the amount of traffic pull generation to and from the TOD area development location. Data collection techniques include existing observations, traffic surveys and document review. The analysis of land use designation ref...
2020
Introduction Based on the Governor Regulation Number 44, 2019, Transit Oriented Deevelopment (TOD) is a mixed residential and commercial area with high accessibility to mass public transportation where the station and terminal become the center of area with high density buildings [1]. Whereas based on the Governor Regulation Number 67, 2019, TOD is an area development around the transit point with the orientation to the easy movement of people, the enhancement of accessibility and connectivity to the area, activity mixture, the use of densed land for city rejuvenation and the increasing use of Mass Public Transports [2]. According to the Regulation of Agrarian Affairs and Spatial Planning Minister/Head of National Land Agency of the Republic of Indonesia Number 16, 2017, Transit Oriented Area hereinafter referred to as TOD is the area specified in the spatial plan as the central area of intra and intermodal integration in the radius of 400 meters to 800 meters from the transit node ...
2013
Nagpur is the second capital of Maharashtra and serves as major commercial, industrial, educational, transportation and medical center. Due to concentration of social, economic, educational and administrative functions in the city its degree of primacy is ever increasing which has resulted in traffic congestion, unorganized development, reduction of green areas, accelerated and haphazard urban sprawl. The alarming growth of motorized vehicle in Nagpur has jeopardized the urban transportation system. According to Nagpur Municipal Corporation's environment report 2008-09 cities‟ air is unsafe to breathe all year round. The chaotic development can become a major dampener to economic growth and cause quality of life to deteriorate. This paper investigates the existing urban issues of Nagpur and explains how Transit Oriented Development (TOD) can address the above mentioned problems and further it gives guidelines on reinforcing land use and transportation interface.
Transit Oriented Development Strategies in Indian cities
Journal of Engineering Technology, 2016
Urbanization is one of the major phenomenon in the current urban scenario. It has been estimated that by 2030 around 400 square kilometers of land would be consumed for urban area and it is expected that in the next 20 years urban population will be doubled due to massive spatial and economic change in developing countries. Many developed countries like UK, USA have adopted transit oriented strategies that focus on catalyzing development along transit oriented corridors. On an ongoing basis, the strategies have been presented for augmenting development and transit ridership. There have been adverse effects of urbanization on development in many countries. In India, mass urbanization, is leading to severe environmental and economic problems such as urban poverty, congestion, pollution, degradation of quality of life etc. Hence, a sustainable approach is required to attend to these problems and ensure a positive growth for the cities. In Indian cities, rapid transit is a comparatively new phenomenon. Hence, the current strategies being introduced include densifying the development along the transit corridors, boosting compact development, discouraging private ridership, improving paratransit modes to enhance transit accessibility and ridership. A transit-oriented development (TOD) is thus an approach integrating land use and transit systems to maximize access to public transport and solve other glitches. Transit oriented development embraces compact mixed use design that provide proper accessibility to transit and non-motorized transportation and encourages transit ridership. It aims at integrating infrastructure, transport and land use with urban design to increase positive growth in the city.
IAEME Publication, 2020
The interaction between land use and transit station is a cyclic process. The allocation of certain use to a land impacts the demand for travel towards that land, which in turn results in the development of transport infrastructure facilities improving the accessibility of that land. The attractiveness of transport infrastructure facilities results in increase in land value which affects the use of that piece of land to the use which can afford that space and rent. In this manner, land use and transportation impacts each other. The visible change in land use due to the presence of a transit station can be observed only after a certain period of time, which in turn depends on the level of interaction between the both. This level of interaction not only depends on the transit station, but on lot of other supporting factors like availability of land for development, population density, employment density, positive regional economy, etc.