Transit-oriented development (TOD) focuses on integrating land use and transportation planning for the development of sustainable urban growth centres. These would feature high-density mixed land use developments in key zones. Emphasis is placed on the increased accessibility and use of public transportation and the creation of communities that are compact and walkable, and offer various facilities including shopping, entertainment and work. This would essentially result in reduced pollution and congestion. Railway stations, in particular, are seen to be key nodes for TOD in the country.
TOD has been gaining widespread recognition and can be viewed as the backbone of urban development. Over the years, the railways have predominated all urban land in cities in India. Indian Railways (IR) has raised the bar with developments including the proposed creation of more than 1,000 Amrit Bharat stations and the launch of Vande Bharat trains. Train stations are targeted to be developed into city centres, hence presenting a huge opportunity for TOD. TOD, in simple terms, involves the integration of transit and development, and station redevelopment is acting as a catalyst for TOD in the country. The railways also provide a platform for TOD with the launch of the Amrit Bharat stations, which act as a start-off for TOD.
Recent advancements
IR classifies stations based on footfalls and other criteria. In this regard, the Amrit Bharat stations focus on non-suburban grade five stations or smaller ones, in addition to major stations. Further, stations are targeted to be developed as an integral part of the city rather than dividing or separating it. A notable example is the proposed redevelopment of the New Delhi railway station. The existing station supposedly divided the city into two parts. As a means to tackle this, stations have been proposed to be introduced with second entries, blending the flow of transport.
Multifunctional complexes that include both retail and office spaces are coming up based on the feasibility. Medium to high-density nodes are also coming up accompanied by complete modernisation of the infrastructure. Station redevelopment will entail mixed land use and modernisation of city streets. Stations are being planned in a way so as to create them as multimodal transport hubs, targeted to function as an integrating point.
In terms of station development, numerous new initiatives are being undertaken. The focus of IR has drastically changed towards a customer-centric approach. The new Amrit stations have 12 metre wide foot over bridges connecting platforms. These are also planned to have various amenities including retail spaces. Stations will have ample seating areas, keeping in mind passengers waiting for long durations. The Ayodhya station, for instance, features an entire floor dedicated for passenger facilities including waiting rooms, dormitories, food stalls and cafeterias. Passenger circulation and movement has completely transformed – almost all stations are equipped with escalators, lifts and works are under way to make all stations disabled-friendly.
Increasing emphasis is also placed on environmental aspects. All stations are undergoing a complete environmental planning. Works are under way to make the existing stations green, with the aim of gradually moving towards the net zero target.
Key challenges
Ongoing advancements in the TOD segment have thrown open various challenges, including urban development issues, policies and regulations, institutional weaknesses, multiplicity of agencies and land acquisition issues. TOD projects have varied timespans. There is a lack of initiative and commitment, owing to the fact that TOD does not unveil immediate results. The benefits that impact society have a minimum tenure that ranges between 5 and 20 years. Developments such as those in Delhi were planned with a time frame of 10 years, with the first five years targeted at break even and the next five years to build up on it.
TOD as a sustainable urban development concept, with the promotion of mass transit, has been advocated and legislated in various forms such as the Metro Rail Policy, 2017. Policies themselves are, however, unlikely to bring about a change, especially for a multifaceted country such as India.
Another key issue is land acquisition and the absence of a common rule or a common nodal agency for the same. The state and central bodies require a lot of coordination for infrastructure projects. Even projects that are of utmost necessity and importance face the issue of land acquisition due to technical issues. The existence of encroachments brings the need to carry out rehabilitation measures.
The multiplicity of agencies and bodies involved also poses a challenge. The development of the New Delhi station in 2010, for example, involved around six to eight agencies working on the same site. A plan was, hence, required to be formulated to integrate various proposals. Institutional issues are also faced. Urban development is primarily under the jurisdiction of the state government, policies are governed by the centre and the prime job is mostly of the local government. Further, as there are various projects, there is likely to be conflict of interest due to the existence of different bodies, which have different constraints.
Further, it is seen that TOD is at different levels in different states. Only a few cities are seen to have recognised TOD as a necessity and are integrating TOD guidelines. There is, hence, a requirement for this integration into control norms of other cities as well.
Funding has been a major concern, given the requirement of huge upfront capital. Financing challenges have, however, been overcome in many ways. IR is now looking at the PPP model for various projects, while the non-PPP mode is permitted for projects of a smaller magnitude.
The way ahead
With advancements in TOD, there is a need to clearly identify problem areas. The master plan in any city must have a mobility plan too. Land is an important element that needs to be planned from the initial stages. There is also a need to set up authorities such as the Unified Metropolitan Transport Authority in every state to oversee and monitor implementation. A lot of back-and-forth work occurs, which is likely due to additional proposals being introduced midway, and these come at a cost. The existence of a central authority that overlooks everything would aid in overcoming this challenge. Numerous new and advanced technologies, including GIS and artificial intelligence, are currently available. There is a need to put these to use effectively.
In sum
A robust institutional framework, innovative financing techniques and strong willpower will push TOD across the country. The residential segment, which is commonly ignored, is seen to have great potential. Addressing existing challenges would help in developing these structures as well. Based on the feasibility, TOD can be carried out with or without residential complexes. It is also essential to ensure that TOD-related facilities and infrastructure come up in every city. Overall, it is expected to provide an enhanced experience for commuters and residents in terms of ease of access to facilities and other benefits resulting from mixed land use. Additionally, the reduction in travel time and the incorporation of environment-friendly practices are expected to reduce the carbon footprint of the area.
Based on a presentation by Mona Srivastava, Chief Engineer, Station Development, Northern Railway, at a recent India Infrastructure conference
