Rail bud­get: 400 sta­tions will foster large tran­sit-ori­ented de­vel­op­ment WHAT IS TOD?

This way, In­dian rail­ways can ef­fi­ciently mon­e­tise land parcels in cities with higher den­si­ties

HT Estates - - HTESTATES - Anuj Puri

Rail­way min­is­ter Suresh Prabhu’s an­nounce­ment on Thurs­day on re­de­vel­op­ment of 400 sta­tions through the pri­vate-pub­lic part­ner­ship (PPP) model is a very pro­gres­sive and wel­come move. This pro­ject will foster a plethora of large tran­sit-ori­ented de­vel­op­ments (TOD) across the coun­try, pos­si­bly re­sult­ing in the largest TOD un­der­tak­ing in the world and thereby lead­ing to higher tran­sit rid­er­ship. This way, In­dian rail­ways can ef­fi­ciently mon­e­tise their land parcels, par­tic­u­larly in cities with higher den­si­ties, by com­mer­cially ex­ploit­ing ex­ist­ing rail­way sta­tions through sale of space rights over them. It will be great to see the ar­rival of more de­vel­op­ments of the kind we see get­ting de­vel­oped in Sea­woods in Navi Mum­bai and Karkar­dooma Metro sta­tion in Delhi.

The sheer num­ber of land parcels held by In­dian rail­ways across the coun­try makes this en­tity an im­por­tant stake­holder in TOD. Given that In­dian cities will see more mi­gra­tion from the ru­ral ar­eas, ur­ban in­fra­struc­ture will be­come a key area of fo­cus for the govern­ment. In last year’s rail­way bud­get, it was an­nounced that mon­eti­sa­tion of as­sets in­stead of sell­ing them will be the new ap­proach. Mum­bai has al­ways been chal­lenged by its need to trans­port mil­lions from the sub­urbs to south Mum­bai’s TOD is a mixed-use res­i­den­tial and com­mer­cial area de­signed to max­imise ac­cess to pub­lic trans­port, and of­ten in­cor­po­rates fea­tures to en­cour­age tran­sit rid­er­ship. A TOD neigh­bour­hood typ­i­cally has a cen­tre with a tran­sit (train/ metro) sta­tion or stop and res­i­den­tial as well as com­mer­cial de­vel­op­ment around it. TOD in­ter­ven­tions aim to sig­nif­i­cantly shift the mode share away from pri­vate mo­torised vehi- busi­ness dis­tricts, thanks to its ge­og­ra­phy and lin­ear, north­ward ex­pan­sion. Three sub­ur­ban rail­way lines and two ex­press high­ways op­er­ate in full ca­pac­ity dur­ing peak hour.

The case is sim­i­lar in other met­ros. Ben­galuru sees a lot of traf­fic con­ges­tion dur­ing the peak hours.

Delhi- NCR stands out for its pol­lu­tion lev­els con­stantly hov­er­ing around dan­ger­ous lev­els, even though it has bet­ter metro con­nec­tiv­ity than most other large In­dian cities. There is a lot of scope for TOD in all th­ese cities. Tier II cities are not far be­hind, and could end up congested like the Tier I cities, given the rapid pace of their ex­pan­sion. cles to pub­lic trans­port Many cities around the world, such as San Fran­cisco, Van­cou­ver, Hong Kong, Mel­bourne, Paris, etc., have de­vel­oped and con­tinue to write poli­cies and strate­gic plans aimed at re­duc­ing au­to­mo­bile de­pen­dency and in­creas­ing the use of pub­lic tran­sit. TOD as a plan­ning tool is new to In­dian cities, and qual­ity mass rapid tran­sit sys­tems are also rel­a­tively re­cent here

Tran­sit-ori­ented de­vel­op­ment In In­dia

Delhi was the first In­dian city to move to­wards a TOD con­cept. TOD is also a pri­or­ity area for Mum­bai, and was men­tioned in its new de­vel­op­ment plan (DP) 2034 (cur­rently in a draft for­mat and un­der­go­ing sev­eral re­vi­sions). Vashi, CBD Belapur were the first TOD projects in Navi Mum­bai, with Sea­woods fol­low­ing suit.

Haryana has re­cently in­tro­duced TOD, which will ben­e­fit cities like Gur­gaon. While some progress has been made, it is still too lit­tle and comes al­most too late. The au­thor is chair­man and coun­try head, JLL In­dia.

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