TRANSIT – ORIENTED DEVELOPMENT IMPLEMENTATION RESOURCES & TOOLS 2nd Edition © 2021 International Bank for Reconstruction and Development / The World Bank 1818 H Street NW, Washington, DC 20433 Telephone: 202-473-1000; internet: www.worldbank.org Some rights reserved. This work is a product of the staff of The World Bank with external contributions. The findings, interpretations, and conclusions expressed in this work do not necessarily reflect the views of The World Bank, its Board of Executive Directors, or the governments they represent. The World Bank does not guarantee the accuracy of the data included in this work. The boundaries, colors, denominations, and other information shown on any map in this work do not imply any judgment on the part of The World Bank concerning the legal status of any territory or the endorsement or acceptance of such boundaries. 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TRANSIT – ORIENTED DEVELOPMENT IMPLEMENTATION RESOURCES & TOOLS 2nd Edition The editions of the document were prepared for the World Bank by IBI Group and World Resources Institute India Bogota, Colombia ACKNOWLEDGMENTS The Transit-oriented Development Implementation Resources & Tools publication was created for the Global Platform for Sustainable Cities (www.theGPSC.org) and the TOD Community of Practice (TOD COP), which are both managed by the World Bank. Preparation of the publication was led by Gerald Ollivier, TOD COP Lead. IBI Group both drafted and designed the layout of the document’s first edition, along with compiling the various knowledge resources shared by the many individuals who were consulted during the document’s refinement. The IBI team was led by Ashish Ghate and Bankim Kalra and supported by Aadish Nargunde, Amanda Murray, Aravind Vishwanathan, Astha Malhotra, David Richardson, Duncan Allen, Kamran Naseem, Kim Behrouzian, Ksenija Pridraski, Linden Laserna, Marckley Etienne, Nita Johnson, Patricia Rumado, Rachel Vesz, Rashmi Rajpal, Sandeep Venkataramu, Shraddha Kumar, Sumeet Sharma, Surabhi Kapoor, Tony Zhou, Trevor McIntyre, Vivian Brooks, and Zohra Mutabanna. GPSC team members Lincoln Lewis and Qiyang Xu offered feedback and contributed with IBI to the translation of the document’s contents to the GPSC web platform. Sincere thanks are given to the World Bank’s convened peer review panel, which was jointly chaired by Franz Drees-Gross and Sameh Wahba. The panel consisted of Fabio Duarte, Sujata Govada, Sarah Lin, Joanna Masic, Aiga Stokenberga, Eric Turner, Felipe Targa Rodriguez, Shin Kim, Jasmine Tillu, Cuong Dang and John Good (World Bank), and Mariana Orloff (from World Resources Institute, WRI). The document also benefited from valuable inputs from Valerie-Joy Santos, Victor Vergara and Barjor Mehta. The first edition was jointly developed at the World Bank by the Social, Urban, Rural, and Resilience Global Practice (GSURR) under the direction of Sameh Wahba and the Transport Global Practice (GTRDR) under the direction of Franz Drees-Gross. Particular thanks go to Xueman Wang who coordinates the GPSC and its development of knowledge products. The preparation of the document was supported by the GPSC’s partnership between the Global Environment Facility (GEF), the World Bank, participating countries and cities, project-implementing agencies, and resource team organizations. World Resources Institute India (WRI India) supplemented the first edition with an additional dimension of road safety considerations to create the second edition of the document. The project was guided at the World Bank by Gerald Ollivier and Alina Burlacu, WRI India’s team was led by Prerna Mehta and included Abhishek Behera, Jaya Dhindaw, Binoy Mascarenhas and Dhawal Ashar. GPSC's Lincoln Lewis was the production editor and Borja Castro translated the materials to the GPSC TOD website. Peer reviewers were Blanca Domine, Said Dahdah, Wanli Fang, and Juan Miguel Velasquez Torres. Dipan Bose offered helpful comments during the finalization of the document. The creation of the second edition was supported by the Global Road Safety Facility (GRSF), which is managed by the World Bank, with funding from UK Aid. INTRODUCTION iii ABBREVIATIONS ADB Asian Development Bank CFBT Cash Flow Before Tax AE Automated Enforcement CISA Certified Information System Auditor AICTSL Atal Indore City Transport Services Limited CNU Congress for the New Urbanism ANSV Agencia Nacional de Seguridad Vial COC Cash On Cash Return APTMS Automatic Public Transport Management COP Community of Practice System CPRE Campaign to Protect Rural England’s ARDSS Augmented Reality Decision Support CPTED Crime Prevention through Environmental Systems Design ARR Accounting Rate of Return CPTM São Paulo Metropolitan Trains Company ASI Avoid–Shift–Improve CTOD Centre for Transit Oriented Development BER Break-Even Ratio CTS Centre of Sustainable Transport BID Business Improvement District DBF Design-Build-Finance BIGRS Bloomberg Initiative for Global Road Safety DBFM Design-Build-Finance-Maintain BMC Bombay Municipal Corporation (now DBLVC Development-Based Land Value Capture known as Municipal Corporation of Greater DBO Design-Build-Operate Mumbai) DCR Debt Coverage Ratio BMS Bus Management System DCRs Development Control Regulations BMTC Bangalore Metropolitan Transport Corporation DDA Delhi Development Authority BOT Build-Operate-Transfer DMDP DSM Metropolitan Development Project BRT Bus Rapid Transit DMRC Delhi Metro Rail Corporation BRTS Bus Rapid Transit System DOTS Digital Observation Technology Skills BTOD Bus Transit Oriented Development DPR Detail Project Report CAP Capital DRC Development Rights Certificate CAPEX Capital Expenditure DULT Directorate of Urban Land Transport CBD Central Business District EDC External Development Charges CCTV Close-circuit television EMTU Metropolitan Urban Transportation Company CDM Clean Development Mechanism EPA Environmental Protection Agency CET Traffic Engineering Company ERP Electronic Road Pricing CFAT Cash Flow After Tax FAO Food and Agriculture Organization iv INTRODUCTION FAR Floor Area Ratio HDI Human Development Index FIFA International Federation of Association HMDA Hyderabad Metropolitan Development Area Football HMR Hyderabad Metro Rail Limited FOB Foot over Bridge IBGE Brazilian Institute of Geography and Statistics FSI Floor Space Index ICT Information and Communication FV Future Value Technologies GDP Gross Domestic Product IDB Inter-American Development Bank GEMI Gujarat Environment Management Institute IPT Intermediate Public Transport GHG Greenhouse Gas iRAP International Road Assessment Programme GHMC Greater Hyderabad Municipal Corporation IRR Internal Rate of Return GIS Geographic Information System ITDP Institute for Transportation and Development GISPTN Gauteng Intermodal Strategic Public Policy Transport Network ITP Integrated Transport Plan GIZ The Deutsche Gesellschaft Für Internationale ITS Intelligent Transportation Systems Zusammenarbeit ITU International Telecommunications Union GLAAS The UN-Water Global Analysis and JICA Japan International Cooperation Agency Assessment of Sanitation and Drinking-Water KPI Key Performance Indicator GLS Government Land Sales LAC Latin American and Caribbean GOI Gross Operating Income LCR London and Continent Railways GPS Global Positioning System LEED Leadership in Energy and Environmental GPSC Global Platform for Sustainable Cities Design GRHS Global Report of Human Settlements LOS Level of Service GRM Gross Rent Multiplier LPA Locally Preferred Alternative GSI Gross Scheduled Income LRT Light Rail Transit GTIDR Global Training Institute Development & LSE London School of Economics Research LTA Land Transport Authority GVM Gross Vehicle Mass LTV Loan to Value GVMC Greater Vishakhapatnam Municipal LVC Land Value Capture Corporation MCGM Municipal Corporation of Greater Mumbai HCMC Ho Chi Minh City INTRODUCTION v MDGS Millennium Development Goals OVE Evaluation and Oversights MIDC Maharashtra Industrial Development PBS Public Bicycle Sharing Corporation PDG Palmer Development Group MIT Massachusetts Institute of Technology PERT Program Evaluation Review Technique MLD Millions of Liters Per Day PIARC World Road Association (Permanent MMTS Multi-Modal Transport System International Association of Road Congresses) MOUD Ministry of Urban Development, India PIC Public Information Center MPD Master Plan Development POC Postal Operations Council MRT Mass Rapid Transit PPIP Policy-Program-Implementation Process MRTS Mass Rapid Transport System PPP Public-Private Partnerships MRVC Mumbai Railway Vikas Corporation Ltd. PPUDO Pick Up and Drop Off MTR Mass Transit Railway PRC People’s Republic of China NACTO National Association of City Transportation PTUS Urban Transportation Plan for Santiago Officials PUI Proyecto Urbano Integral NAMA Nationally Appropriate Mitigation Actions PV Present Value NCT National Capital Territory PWC PricewaterhouseCoopers NCTD National Capital Territory of Delhi REA Real Estate Analysis NGO Non-Governmental Organizations RIA Road Safety Impact Assessment NMG Nanchang Municipal Government ROI Return on Investment NMT Non-Motorized Transportation ROW Right-of-Way NOI Net Operating Income RSA Road Safety Audit NPPF National Planning Policy Framework RSI Road Safety Inspections NPV Net Present Value RTA Road and Transportation Authority NRTG Nanchang Railway Transit Group RTAAP Rapid Transit Alternative Analysis Process OECD Organization for Economic Co-operation and RTC Road Transport Corporation Development RTOD Rapid Transit Oriented Development OER Operating Expense Ratio RWA Residents Welfare Association OODC Outorga Onerosa do Direito de Construir SAM Safe Access Mass Transit OPEX Operating Expense SAP Station Accessibility Plans iv INTRODUCTION SAR Special Administrative Region UNEP United Nations Environment Programme SBC Sustainable Buildings and Construction UNESCO United Nations Educational, Scientific and SDI Seoul Development Institute Cultural Organization SDG Sustainable Development Goals UN-HABITAT United Nations Human Settlements Programme SEFORALL Sustainable Energy for All UNICEF United Nations Children’s Fund SEZ Special Economic Zone UNIDO United Nations Industrial Development SSEZ Shenzhen Special Economic Zone Organization STEM Science, Technology, Engineering and UNRSF United Nations Road Safety Fund Mathematics UPU Universal Postal Union STM Secretariat of Metropolitan Transport URA Urban Redevelopment Authority SUTMP Sustainable Urban Transport Master Plan USAID United States Agency for International SWOT Strengths, Weaknesses, Opportunities and Development Threats USDOT United States Department of Transportation SZMC Shenzhen Metro Group Co. UTF Urban Transport Fund TAD Transit Adjacent Development UT-DAT Urban Transport Data Analysis Tool TDLC Tokyo Development Learning Centre UTTIPEC Unified Traffic and Transportation TDM Transportation Demand Management Infrastructure Planning and Engineering TDR Transferable Development Rights Centre TIF Tax Increment Financing VCF Value Capture Financing TNO The Netherlands Organization Business VDM Vehicle Demand Management TOD Transit-Oriented Development VKT Vehicle Kilometer Traveled TOR Terms of Reference VGF Viability Gap Funding TRX Tun Razak Exchange WB World Bank TSD Transit Supportive Development WHO World Health Organization UAE United Arab Emirates WRI World Resources Institute UHI Urban Heat Island ULB Urban Local Body UNDP United Nations Development Programme UNECE United Nations Economic Commission for Europe INTRODUCTION vii DOCUMENT ORGANIZATION The Overview chapter introduces the Knowledge Products and the p. 1 1 Overview principles, barriers and existing resources related to transit-oriented development that will act as the foundation for the tools provided. This overview will also introduce the five steps of TOD and tools for each. Assess p. 27 2 The Assess chapter provides an overview of the steps required to examine a city’s preparedness for undertaking TOD initiatives, including defining scale and scope of the planning of the area and identifying stakeholders for undertaking TOD projects. Enable p. 137 3 The Enable chapter provides the steps necessary to create an enabling environment for implementing successful TODs, prior to embarking on detailed TOD planning initiatives. TOD Framework Plan+Design p. 219 4 The Plan+Design chapter contains a series of detailed planning principles and design components to formulate TOD plans at various scales of intervention [city, corridor, station area and site scales]. Finance p. 407 5 The Finance chapter provides an overview of the financing tools that can be used by a city to achieve the TOD planning policies, projects and initiatives identified in the previous steps. Implement p. 463 6 Implementation provides an overview of the tasks and sub-tasks required to implement TOD plans, including the institutional framework and supportive public policies. Additional Resources p. 499 Further resources appended to this publication include: Case Studies – Compliatoin of Good and Innovative Practices; Glossary of Terms; Sample Documents and Reports; and Good Practice Note – Integration of Road Safety Considerations in TOD Projects. These knowledge products, along with an Image Bank, are also available online on GPSC’s TOD website and the World Bank’s TOD COP website. iv INTRODUCTION TOD K P TOD KNOWLEDGE PRODUCTS OVERVIEW TOD K P OVERVIEW Transit-oriented development, commonly known as TOD, is a Eight principles of inclusive and resilient TOD planning and design strategy that focuses on creating urban development patterns which facilitate the use of public transit, 1 Align human/economic densities, mass transit capacity and network characteristics for greater accessibility walking and cycling, as primary modes of transport and which supports vibrant, diverse and livable communities. This is 2 Create compact regions with short commutes achieved by concentrating urban densities, communities and activities within a 5-10 minute walking distance from mass rapid 3 Ensure resilience of areas connected by mass transit transit stations (both bus and rail-based), developing quality 4 Plan and zone for mixed-income neighborhoods at corridor level urban space and providing convenient and efficient access to a diverse mix of land uses. 5 Create vibrant, people-centric public spaces around stations TOD brings together elements of land use and transport 6 Develop neighborhoods that foster walking and biking planning, urban design, urban regeneration, real estate development, financing, land value capture, and infrastructure 7 Develop good quality, accessible, and integrated public transit implementation to achieve more sustainable urban development. 8 Manage private vehicle demand Since TOD implementation can be complex, it is essential that cities understand the dynamics at play related to all city The Transit-oriented Development Implementation Resources systems- real estate economics, transit routing, infrastructure & Tools publication brings together knowledge resources from design, land use planning and zoning, the development of the multiple sources and countries that help in breaking down the local economy through urban regeneration, and urban design- to concept of TOD for application in cities from World Bank client achieve the concept’s full potential. TOD, as a tool, enables city countries. The World Bank, through its Community of Practice actors to negotiate through varying urban priorities to ultimately (COP), and the Global Platform for Sustainable Cities (GPSC), prioritize inclusion and resilience in an optimized environment. identified the need for such a resource through their work The World Bank considers these priorities as the bedrock of with over 30 cities on TOD at all scales across all geographic successful TODs. regions. The COP focuses on supporting TOD assessment and implementation, expanding the available TOD knowledge base and leveraging partnerships with other global think-tanks and agencies. These new knowledge resources are the first comprehensive attempt by the World Bank COP to provide an implementation- focused guide to plan and implement successful TODs. With increased investment in mass rapid transit systems, the time is opportune to prepare a compendium of resources that help TOD stakeholders address how integrated land use and transit can serve as a tool to initiate a paradigm shift in transforming the future of the growing number of cities in World Bank client countries. 2 INTRODUCTION TOD K P TOD CHALLENGES IN WORLD BANK CLIENT COUNTRIES TOD implementation in some major cities in high-income The need for a transit-oriented approach to urban growth is an countries is characterized by the intent to increase population essential means to reverse this trend and return to compact densities and transit ridership, driven by a robust appetite for development patterns supported by high-quality transit systems. market risk and development, well-defined regulatory and The whole notion of urban sustainability – Smart Growth, policy frameworks and strong institutional capacities. Some Complete Streets and location efficiency – is viewed as the road of the most successful TOD examples are cited in Hong Kong map to successfully solving the problems of the 21st Century SAR, China, Singapore, and the city of Arlington, Virginia in and to develop urban mobility and a high quality of city living the USA. These successes were driven by high-quality transit globally. Following coordinated capacity building efforts in the investments supported with comparable investments in public last decade from global think-tanks and agencies such as World infrastructure, timely revisions in development regulations, with Bank, UNDP, GIZ, WRI, ITDP, new transit systems have begun due enforcement, and finally active participation of the private in Delhi, Ahmedabad, Guangzhou, Shanghai, Beijing, Dar es sector. Salaam, Lahore, Bogota, Curitiba, and many others, in the last two decades. Rapidly growing cities in World Bank client countries are more often than not, densely populated even before the introduction While the existing global TOD guidance has helped these of public transit. Some of the densest cities globally, including cities in conceptualizing and reinterpreting the concept for Manila, Dhaka, Mumbai and Mexico City, are characterized local application, the examples of successful implementation by either insufficient or overburdened transit infrastructure. are few and far between. Borrowing from their high-income In response to the resulting deterioration of living conditions country counterparts, cities such as Ahmedabad and Curitiba in urban cores, suburbanization is rapidly becoming the have focused TOD mostly as a tool for densification by both preferred method of development. In the case of many cities, public and private sectors and are generally viewed in terms of suburbanization is mandated through restrictive policies, such increased floor area ratios (FAR) or floor-space index (FSI). Other as low-density maximums and high parking minimums. This cities such as Guangzhou and Bogota have been successful is compounded by reduced land prices in suburban locations in linking transit improvements with pedestrian and cycling with little or no land organization. Examples of such growth are networks, but have not been able to influence development widely seen in the outskirts of Beijing, Shanghai, Gurugram and patterns. The fundamental premise of TOD, the application Lagos, among others. of context-sensitive and inter-dependent design standards, including building densities based on variables surrounding the station area such as transit capacity, plot sizes, street widths and infrastructure capacities, innovative real estate negotiations, affordable housing near transit stations, or public space design with high-quality public realm, are often ignored and compromised. INTRODUCTION 3 TOD K P Some of the key barriers to TOD in World Bank client countries The implementation and management of TOD risks is complex, were summarized in the World Bank Group publication: as it requires multi-sector implementation over extended Transforming Cities with Transit (Suzuki, Cervero and Iuchi, periods, political buy-in, and institutional capacity. The trade- 2013): offs that TOD concepts are expected to navigate through, • Lack of regional coordination at the metropolitan level; reflecting the local economic conditions and infrastructure needs, present numerous challenges for TOD implementation. • Sector silo behavior and practices at the city level; For example, as evidenced through many cases, the concept • Inadequate policies and regulations for strategically creating of TOD-led land value capture contradicts with the need to “articulated densities” (densities that are strategically maintain housing affordability; the concept of higher densities distributed across parts of a metropolitan area) that match around transit challenges infrastructural carrying capacities; or the level of accessibility and connectivity offered by public very often the real estate market demand around transit does transit; not support TOD principles. • Restrictive national regulations and administrative There is an urgent need to address these challenges faced by constraints; TOD stakeholders to increase the success rate of projects and • Inconsistencies in the planning instruments and deficiencies enhance their ability to achieve quality of life aspirations. The in their implementation; experiences from cities such as Hong Kong SAR, China, Delhi, • Inadequate policies, regulations, and supporting Mexico City, and Seoul have helped in identifying key barriers mechanisms for redeveloping built-up areas, particularly to TOD implementation and lead the way to develop strategies brownfields or distressed and blighted districts; to overcome some of these challenges and assist in finding • Neglected urban design at the neighborhood and street innovative solutions. level; and • Financial constraints. 4 INTRODUCTION TOD K P MOVING FORWARD - LEVERAGING EXISTING RESOURCES Many existing resources, World Bank published and others, Transforming Cities with Transit: Transit and Land Use focus on selected aspects of TOD themes citing a strong link Integration for Sustainable Urban Development (Suzuki, between transport planning, land-use planning, real estate Cervero and Iuchi 2013): Link development, land management, infrastructure delivery, The document explores the complex process of transit and land- financing, and institutional frameworks. Based on an extensive use integration in rapidly growing cities in developing countries. review of published reports, online articles, websites, and It identifies barriers, opportunities, recommends a set of policies course modules, the following “core documents” are identified and implementation measures for the effective coordination of as the most influential resources for multiple aspects of the TOD transit infrastructure and urban development, including relevant implementation process: government policies. Financing Transit-Oriented Development with Land Values; The World Bank Group, 2015 (Suzuki, Murukami, et al. 2015): Link This comprehensive examination of LVC techniques by Hiroaki Suzuki covers examples of development-based land value capture, primarily as it is handled in East Asia (Hong Kong SAR, China, and Japan). The book talks about how these principles could be implemented in fast-growing developing cities to help finance needed transport investments. Transforming the Urban Space through Transit- Oriented Development The 3V approach (Salat and Ollivier 2017): Link This (3V) Framework, which considers the node, place and market potential values of each station identifies key arguments for measuring the viability and potential of each station which is derived through the study of the transit network, urban design quality, and demand and supply in market analysis studies. This analytical tool can help cities plan for TOD at city and corridor levels, develop a TOD typology, understand opportunities for different TOD types and prioritize TOD investments. TOD Standard Version 3.0 (Institute of Transportation and Development Policy 2017): Link TOD Standard is an assessment tool to evaluate and score the plans and products of urban development according to their adherence to the TOD principles: Walk, Cycle, Connect, Transit, Mix, Densify Compact, Shift. A simple scoring system distributes 100 points across 25 quantitative metrics that are designed to measure the implementation of the eight principles and their 14 specific objectives. The metrics are supported by details, measurement method, data sources and marking criteria. INTRODUCTION 5 TOD K P TOD Corridor Course (World Bank Group and World TOD Guide for Urban Communities (CTS-EMBARQ Mexico Resource Institute 2015): Link 2014): Link The TOD Guide for Urban Communities is a part of the DOTS The TOD at a Corridor Scale Course introduces the concept of Kit of tools developed to guide TOD practitioners in Mexico. TOD and the potential benefits it can bring to a city. This course The tools contain design concepts, indicators, GIS analysis, provides a summary of concepts and multi-scale planning tools engagement tools, and planning methodologies. (illustrations, case studies and processes) that are useful to elected leaders, practitioners, and citizens as they may employ Steps to Avoid Stalled Equitable TOD Projects (Carlton and such tools to initiate successful multi-scale TOD planning Fleissig 2014): Link processes. This Report within the context of TOD experiments in US cities Regenerating Urban Land: A Practitioner’s Guide to presents the typical causes of failure of TODs and potential Leveraging Private Investment (Amirtahmasebi, et al. 2016): strategies to enable successful implementation. Link Performance-Based Transit-Oriented Development This World Bank publication provides city managers and Typology Guidebook (C-TOD 2010): Link planning officials with guidance including a wide variety This guidebook offers a tool to communities to define TOD of options from conceiving and implementing an urban typologies based on performance across different factors. It regeneration project. To help identify the sequence of actions provides baseline guidance for long-term strategies addressing needed for a regeneration process, this report identifies TOD goals. four distinct phases: scoping, planning, financing, and implementation, with a set of unique tools for each phase. Good Practice Note – Road Safety: Environment & Social Framework for Investment Policy Financing Operations TOD Guidance Document (Ministry of Urban Development, (World Bank 2019) Link India 2016): Link This good practice note is created for The World Bank to provide The TOD Guidance document presents a compendium of guidance on supporting efforts of the borrowers for improving analytical tools, communication tools, design principles road safety. It outlines the Bank’s road safety goals based on elaborated with standards, design processes, applicable holistic and systematic methods of Safe System approach, policies that can be integrated with the regulatory documents, which is based on the Swedish ‘Vision Zero’ and Dutch and implementation practices for the Indian context. It ‘Sustainability and Safe’ strategies. This guidance isn’t limited to suggests a 5-step TOD Planning Framework: Assess, Enable, transport projects but caters to ‘any project which generates or Plan+Design, Invest, Implement. The framework incorporates an relocates traffic, influences travel speeds, travel modes, traffic additional step of “Enable” specifically addressing institutional patterns, and is likely to result in new or changed road safety challenges in low and middle-income country considerations. risks’. TOD Implementation Guide for Projects and Policies - Good Practice Note – Integration of Road Safety Towards Low Emission Cities (ITDP 2015): Link Considerations in TOD Projects (World Bank 2020): Link This The TOD Implementation Guide is a toolkit for local governments good practice note created as part of the toolkit provides an to help them mobilize and implement policies and pilot projects overview on how to integrate road safety considerations at each related to TOD in the Mexican context. The toolkit focuses on stage of the TOD process. climate resilience as a key objective of TOD projects. 6 INTRODUCTION TOD K P TOD KNOWLEDGE RESOURCE NEEDS These core documents present an expansive base of knowledge IMPROVING GOVERNANCE AND IMPLEMENTATION: for TOD stakeholders in World Bank client countries. There is Ineffective regulatory and policy frameworks in many cities a need, however, to adapt the tools and findings into a user- are largely governed by traditional planning paradigms, friendly comprehensive suite of TOD related tools, guides and supported by ineffective monitoring and evaluation resources, specifically as it relates to overcoming challenges of mechanisms that limit the ability of agencies to learn from TOD implementation in World Bank client countries. their own experiences. There is an urgent need to improve The publication Transit-oriented Development Implementation governance structures and regulations to align with a new Resources & Tools consolidates and complements the existing planning paradigm that focuses highly on communication TOD resources from different authors, including theoretical, with the public and the private sector and ensures academic, analytical, and best practice tools, leveraging existing acceptance and compliance of TOD fundamentals. research and knowledge on critical subjects and building a To address this need, the TOD knowledge products comprehensive and integrated TOD resource base. These are provide guidance on policy frameworks, phasing strategies, not intended to create new definitions or measures for TOD, regulatory mechanisms with sample templates, effective merely to smoothen out areas of overlap and gaps in the current governance and coordination, and procurement practices. literature. Subsequently, the knowledge products are largely SAFE SYSTEM APPROACH: The Safe System approach framed to address the following areas related to successful TOD is a shift away from a traditional approach of preventing implementation: collisions to a more forgiving approach of preventing STRATEGIC AND COMPREHENSIVE PLANNING: The fatalities and mitigating serious injuries in road crashes. lack of long-term, strategic, and coordinated planning The traditional approach emphasizes the responsibility of is ubiquitous in many countries, where resources are road users to avoid crashes rather than the responsibility limited and immediate solutions are in higher demand. of system designers to provide a safe mobility system. The There is a need for a flexible, phased and multi-scalar Safe System approach was pioneered in the 1990s, through approach to TOD that allows for quick wins, as well as programs such as ‘Vision Zero’ in Sweden and ‘Sustainable long-term continued benefits. To address this need, the Safety’ in the Netherlands. TOD knowledge products provide guidance and resources The Safe System approach considers humans as vulnerable on simplified assessment techniques, comprehensive and and fallible, and errors are to be expected. It aims at coordinated planning methodologies, allowing for effective ensuring these mistakes do not lead to a crash, and if a adaptation to various scales and contexts. crash does occur, it is sufficiently controlled to not cause a IMPROVING FINANCING MECHANISMS: The lack of death or a life-changing injury. It also emphasizes on shared readily available finance in World Bank client countries responsibility between the various government agencies, demonstrates a clear need to firstly demarcate finance policy makers, road designers, vehicle manufacturers, needs based on efficient costing models; and secondly to enforcement officers, emergency medical agencies, road create short and long-term financing opportunities from safety educators etc − who are accountable for the system’s available resources. The presence of informal market safety and all road users – drivers, cyclists, and pedestrians players also limits the ability of stakeholders to foresee and who are responsible for complying with the system rules. plan investments with strong financial backing. To address this need, the TOD knowledge products provide guidance on planning know-how and analytical processes that help read market trends, unlock TOD-based land value capture and development opportunities. INTRODUCTION 7 TOD K P OBJECTIVES OF THE TOD KNOWLEDGE PRODUCTS The purpose of the Transit-oriented Development • Combining policy best practices with planning and design Implementation Resources & Tools is to provide a one- guidance based on safe system approach, and financial stop resource for practitioners, city leaders, stakeholders, case studies, with a focus on low and middle-income and academics to support TOD implementation. The TOD countries. Knowledge Products are a self-contained, in-depth resource • Creating a set of new tools and checklists to assist city base that includes information on the objectives to be achieved leaders, practitioners, private developers and citizen in each topic area, case studies of a range of solutions and best representatives in understanding the implementation practices from around the world, with a focus on World Bank mechanisms, trade-offs and ‘pros and cons’ of TOD client countries. This project provides an important opportunity projects. to familiarize local practitioners with widely recognized Based on the lessons learned from TOD experiences in World approaches in dealing with these problems through the lens Bank Client cities and gaps identified in existing TOD resources, of a TOD-driven approach, while adapting and enhancing key knowledge topics are defined. These topics are anticipated the solutions for development context in World Bank client to be of particular use to practitioners and leaders from cities countries. with insufficient planning capacities and planning know-how. Roads within a TOD are multi-functional. They serve two or The TOD knowledge resources are largely structured around more of the access, distribution and through functions. They these knowledge topics, covering the life cycle of TOD projects also cater to a very high mix of users of varying volumes from inception to implementation: and speeds, which leads to raising safety concerns for all. Therefore, it is very critical to look at road safety while A: PRE-IMPLEMENTATION TOD FEASIBILITY assessing, planning and designing networks within a TOD 1. Economic Baseline, Real Estate Assessment and whereby covering overarching safety principles of the Dutch Revitalization ‘Sustainable Safety’ vision i.e. functionality, homogeneity, and predictability. It is imperative to note that these safety 2. Travel Demand Projections, Road Safety Assessment, principles are applicable to all kinds of roads and road networks Alternatives Analysis & Infrastructure Design with mono-functional use. However, within a TOD area, these principles need to be adapted more comprehensively to better B: BEST PRACTICE PLANNING & DESIGN TODS align with the inherent multi-functional nature of TOD areas. 3. Safe System Approach for Road Safety, Regional Strategic Based on these safety principles, Knowledge Products AS-H04 Planning and Intergovernmental Coordination How to undertake road safety assessment, PD-H07 How 4. Network Planning, Urban Design, Road Safety Standards, to Plan Safe Access in The Station Area, and PD-R02 TOD Parking Standards and Zoning Regulations Planning Principles & Design Guidelines provide a framework for contextualizing assessment tools, planning, and designing C: TOOLS & MECHANISMS FOR TOD IMPLEMENTATION road networks respectively for facilitating implementation of 5. Land Value Capture, Financing Mechanisms and other road safety measures specifically within a TOD area. Incentives for developers to promote Non-motorized The main objectives of the toolkit include: Transport • Creating a comprehensive TOD knowledge resource that 6. Supporting Infrastructure, Physical Implications and Cost reiterates the basic arguments for TOD, with a emphasis Estimates on detailed design requirements and implementation 7. Making the Case for TOD to the Public mechanisms, ensuring road safety for all users. 8 INTRODUCTION TOD K P TOD FRAMEWORK The TOD Framework aims to organize the tools and resources to ensure a robust process for initiation, design and evaluation of TODs at multiple scales. The TOD framework consists of 5 steps: (1) Assess, (2) Enable, (3) Plan+Design, (4) Finance, and (5) Implement. This should not be considered a linear process, but rather a loop or cyclical process that continues. The Framework is adapted from the TOD Guidance Document for India (Ministry of Urban Development, India 2016) and Regenerating Urban Land (Amirtahmasebi, et al. 2016). It focuses on providing decision-makers with a step-by-step approach required to make informed decisions for developing a realistic TOD plan that is implementable and flexible, adaptable to local conditions, capacities and resources available. IMPLEMENT ASSESS The ‘Implement’ stage ties the The ‘Assess’ stage is to diverse interventions needed help determine how ready to ‘Make TOD happen’ from is a city for TOD prioritizing projects, capacity building, and monitoring FINANCE ENABLE The ‘Finance’ stage The ‘Enable’ stage focuses on the dynamics highlights policy, barriers of real estate financing, and mechanisms that infrastructure investments cities can use in enabling and role of private TOD planning processes developers in TOD PLAN+DESIGN The ‘Plan+Design’ stage focuses on formulating context-specific solutions and priorities INTRODUCTION 9 TOD K P FIVE-STEP PROCESS — KNOWLEDGE PRODUCT The following TOD knowledge resources were developed to supplement existing resources in the 5-step TOD Framework. For each step, the types of learning resources that were identified to be most useful are identified as per the Framework Step and Knowledge Topic. STEP KNOWLEDGE PRODUCT TOPIC TYPE OF RESOURCES NEEDED 01 A1 | Economic Baseline, Real Estate Assessment & Revitalization. How-To Guidance, Intended to inform planners about the underlying demand for new real estate Analytical tool to evaluate ASSESS space for different types of development projects. Real Estate Demand Best Practices A2 | Road Safety Assessment, Travel Demand Projections, Alternatives Analysis & Infrastructure Design. Analytical tool for mode The other essential prerequisite to developing TOD projects is ensuring that the selection transport investment ensures road safety, makes economic sense on its own and How-To Guidance is the best alternative, given projected levels of travel flows along the new corridor. 02 B3 | Regional / Strategic Planning & Intergovernmental Coordination. How to Guidance on Because development on a regional/metropolitan scale often operates under enabling inter-departmental ENABLE many jurisdictions, it is essential that practitioners understand the motives of each collaboration stakeholder, and possible trade-offs. Roles & Responsibilities Of Stakeholders C7 | Making the Case for TOD to the Public. Addressing misconceptions and legitimate concerns like road safety, safe Communication strategy access to stations, potential displacement must be corrected before successful Stakeholder Game template implementation. 03 B4 | Urban Design, Parking Standards & Land Use Zoning Regulations. Commonly held TOD Most planning efforts happen at interrelated scales. TOD principles, road safety Planning Principles & PLAN + measures and best practices that need to be considered throughout this multi- Design Guidelines DESIGN scalar planning approach are important to be known and explained. TOD Zoning Code Template How-to Guidance for Planning at difference Scales and for different outcomes Best Practices 10 INTRODUCTION TOD K P STEP KNOWLEDGE PRODUCT TOPIC TYPE OF RESOURCES NEEDED 04 C5 | Land Value Capture & Other Financing Mechanisms. How to Guidance on Suggest the value uplift in the concentrated TOD districts can be partly captured structuring different financing arrangements FINANCE by public agencies through special taxes or other mechanisms to fund the transit infrastructure investment, NMT infrastructure, road safety or other social services. Compendium of Tools and Incentives Best Practices C6 | Supporting Infrastructure, Physical Implications & Cost Estimates. Help TOD practitioners know the full suite of infrastructure requirements that may Cost Analytical Tool be required when developing/densifying an urban district. 05 B3 | Regional / Strategic Planning & Intergovernmental Coordination. Key Performance Indicators Because development on a regional/metropolitan scale often operates under many How to Guidance on IMPLEMENT jurisdictions, it is essential that practitioners understand how interests can be better aligned for successful implementation. phasing and capacity building INTRODUCTION 11 TOD K P KNOWLEDGE RESOURCE TYPES Based on the types of resources identified across the 5-step TOD Framework, new Knowledge Products have been categorized into different types. The new Knowledge Products intentionally go beyond discussing TOD theory, but rather focus on actionable tools for implementation and decision-making. The resources are supported by references for accessing standards, case studies and templates such as development control norms (zoning codes) and template terms of references for hiring consultants as implementation agencies. ANALYTICAL The Products under this category build on the available facts or information to make critical evaluations SPREADSHEETS | REFERENCE DOCUMENT | CHECKLIST COMMUNICATION This category of Products impart or exchange information with the purpose of conveying a message or expecting better results INTERACTIVE GAMES | REFERENCE DOCUMENT ‘HOW-TO’ GUIDES Products created as a step-by-step approach for evaluating the multitude of information to reach a conclusion STEP-BY-STEP GUIDE RESOURCES Products include details of external sources that can be referred for informed assessment CHEAT-SHEETS | SPREADSHEETS | WEBLIOGRAPHY | GLOSSARY OF TERMS PROCUREMENT The Products help in acquiring services/works from an external source to accomplish a task/attain the objectives REFERENCE DOCUMENT | TOR TEMPLATE 12 INTRODUCTION TOD K P ADAPTING TO CONTEXT- SPECIFIC NEEDS The Transit-oriented Development Implementation Resources & Tools are designed to provide direction to cities in addressing barriers to TOD at all stages of planning, create realistic financing plans, and direct investment to transit stations with the best development opportunities. However, as the context in low and middle-income countries vary from city to city, the application of the TOD knowledge products must be adapted to local needs and priorities. The features of the urban context that influence TOD processes and outcomes are described in some detail. SCALE OF TOD PLANNING URBAN DEVELOPMENT CONTEXT While TOD projects are operationalized on individual Cities in World Bank client countries are at different stages parcels or streets within station areas, planning needs to be of development. The urban development context plays an conceptualized at multiple interrelated scales: important role in influencing the feasibility and success of TOD. The three overarching types of development context considered • City-region – comprises of a contiguous extent of include: urbanized land, largely bounded by administrative jurisdictions. • Greenfield – refers to land that currently has little or • Corridor – refers to a finite public transit line within a transit no urban development. Such sites may either lie in the network and the immediate area that benefits from the outskirts of existing cities or within newly planned cities. transit line. • Suburban – refers to land that is sparsely developed • Station Area – refers to the area around a public transit along the outer edges of city limits. Suburban sites are station that is within a 10-minute walking distance. The characterized by low residential densities and low transit combination of all the station areas along a single transit reach. line forms the corridor. • Urban – refers to locations within populated cities that are • Site – refers to a development parcel within a corridor or characterized by densely developed or brownfield sites station area. The closer a parcel of land is to the transit with poor access to open spaces and civic amenities, and station and platform the higher its TOD potential would be. dense, aging, or blighted developments. The interrelationship between a city-wide TOD Plan must be Some new cities or suburban/growing areas of existing cities supported by market acceptance at the station or site level, and offer significant greenfield opportunities for development. Metro a site-specific TOD Plan must be supported by a larger TOD cities, for example Mexico City, Mumbai, New Delhi, Cape Town Regulatory Framework. TOD planning can start at a smaller etc. which are already developed, offer mainly redevelopment scale and move up the spectrum, or at a larger scale and move opportunities. While greenfield sites are favorable for larger down. The following table provides an overview of the focus and developments and allow for an integrated design of the public intended outcomes of TOD intervention at the identified TOD and private realm, they are vulnerable to higher market risks. scales. Redevelopment sites may have limited flexibility in parcel sizing and accessibility. In some cases, they may be highly dependent on land assemblage, which increases planning complexities and consequently impacts feasibility. INTRODUCTION 13 TOD K P SCALES OF TOD BOUNDARY / ZONE BOUNDARY/ZONE KEY OUTCOMES FOCUS Involves integration of land • TOD Policies uses with transit system • Generic DCR Administrative Boundaries/ Modifications planning to support analysis CITY-REGION Transit Systems. • Institutional Framework and decision making related to citywide growth for Implementation TOD Implementation management. Provides a • Metropolitan/City TOD Program, Addis Ababa, point of intervention for Plan Ethiopia TOD as a policy in statutory • Safer Network Planning documents (Master Plan/ • Road Safety for all Users Development Plan). • Accessibility Guidelines Ensures that development at one station complements • TOD Policies 10-minute (800m-2km) walking/cycling distance development at other • Safer Network Planning on both sides of existing/ stations, resulting in a • Road Safety for all Users CORRIDOR planned transit corridor. network of transit-oriented • Generic DCR places. Specific transit Modifications ridership goals can be • Real Estate/Land Value BRTS Urban Design evaluated at this scale Capture Potential Strategy, Hubli- Dharwad, against development • Institutional Framework India potential around transit for Implementation stations. • Detailed Station Area Plan including Road Focuses on areas Safety Considerations 5-10 minute (400m-1km) surrounding transit stations • Urban Design Guidelines (Built Form) STATION AREA walking distance from within a 5-10 minute walking station facilities. distance focusing on land • Road Safety Design use, safe access to transit Measures station for all users, transit • Accessibility/ Streetscape TRX financial district, Kuala station accessibility, multi- Proposals Lumpur modal integration and • Real Estate/Land Value connectivity. Capture Potential • Investment Strategy • Implementation Plan • Site Easements and Individual parcel within 5-10 Safety Incentives Focuses on individual minute (800m-1km) walking • Detailed Development developments within a SITE LEVEL distance from the station Program station area. Includes targets facility. • Urban Design Plan for net intensity and density for development, internal • Accessibility/ Streetscape Metro Mansion Station, circulation, building design, Design Nanchang, China and parking. • Financial Strategy • Implementation Plan 14 INTRODUCTION TOD K P DEVELOPMENT CONTEXT OPPORTUNITIES CHALLENGES • Single ownership • High percentage of government lands • Long timeline for new cities to • Opportunity to master plan new take shape communities around transit • Unknown population composition GREENFIELD • Lower land costs • Limited opportunities initially to • More financial resources appropriated achieve jobs-housing balance • Opportunity for constructing higher • Often sprawl-inducing as public capacity infrastructure systems transport connectivity to city • Strong political support centers is not strong. • Minimal regulatory barriers • Developer may not have the • Focus on road safety using Safe appetite for risk-taking System Principles • Low density • Sprawled pattern of development • Higher percentage of sites available SUBURBAN • Singular land uses for transformation • Poor mobility connections • Opportunity to improve transit access • Prioritization of automobiles to lower density neighborhoods over pedestrians over public • Lower land costs transport, transit, non-motorized transport and walking • Multiple ownership requiring land • Often located near major assemblage transportation corridors and • Irregular property sizes and established employment centers configurations • Active transportation modal share is • Existing land uses typically not URBAN higher, specifically in low and middle- transit supportive income areas • Large block sizes inhibiting • Opportunity to improve transit access walkability • Opportunities for redeveloping aging • Limited and unsafe walking and building stock cycling infrastructure • Constrained right-of-ways INTRODUCTION 15 TOD K P ACTORS IN TOD PLANNING City Leaders – including mayors, bureaucrats, elected officials Economic Development Stakeholders – including economic or leading influencers. As city leaders, their involvement is most planners, developers and staff of development financial essential during the enabling and implementing phase, and can institutions. Economic Development Specialists can benefit from benefit from the Communication and Monitoring and Evaluation Analytical Tools and How-to Guides that help in the analysis of Tools. economic clusters and growing sectors, available land inventory, Policymakers – including national, regional, or local elected land amalgamation processes, branding for area/change when officials, bureaucrats, and technical leaders. Policymakers are TOD is implemented, identification of hurdles for real estate important to engage during the entire TOD process. They are developers, potential public-private projects, etc. the ones who can benefit most from Best Practices, Resources, TOD Stakeholders and Community Specialist – including Procurement and Communication Tools. academics, civil society organizations, community groups, Urban Planners – including planners involved in the city, local business groups, etc. Community specialists can benefit metropolitan, or regional planning organizations. Urban planners from the Best Practice Resources, Communication Tools, and define the development framework for a city. As such their Analytical Tools that help them in ensuring transparency and involvement is key during the entire TOD Planning process. engagement is maintained throughout the TOD implementation Urban Planners can benefit from How-to Guides that help in process. master planning and public engagement, best practices for development patterns, urban design requirements for walkability in TOD districts, infrastructure upgrades needed for higher density, zoning reform for mixed use, etc. Transit Planners – including transit agency officials, and transit operators. Transit planners need to be involved during the entire planning process as well. They can benefit from the Analytical Tools and How-to Guides that help in incorporating denser development projections into travel demand projections, connecting new corridors to the existing network through TOD, identifying appropriate station locations along new corridors, multi-modal design for pedestrians and cyclists, parking policy review, exploring joint development to construct transit infrastructure, etc. Road Safety Experts – including street designers and road engineers with experience and knowledge of Safe System principles and complete street design. They can benefit from analytical tools for assessing the context and How-to-Guides and Resources to ensure safety considerations for all road users can be ensured throughout the project cycle. 16 INTRODUCTION TOD K P REFERENCES Amirtahmasebi, Rana, Mariana Orloff, Sameh Wahba, and Andrew Altman. 2016. Regenerating Urban Land - A Practitioner’s Guide to Leveraging Private Investment. Washington, DC: World Bank Group. Carlton, I., & Fleissig, W. (April 2014). Steps to Avoid Stalled Equitable TOD Projects. Living Cities. Center for Transit Oriented Development. (2010). Performance-Based Transit-Oriented Development Typology Guidebook. CTOD. CTS-EMBARQ Mexico. (2014). TOD Guide for Urban Communities. Mexico City: World Resource Institute. Institute of Transportation and Development Policy. 2017. “TOD Standard. 3rd ed.” New York. ITDP (The Institute for Transportation and Development Policy). (2015). TOD Implementation Guide for Projects and Policies - Towards Low Emission Cities. Mexico City: USAID; SEDATU; SEMARNAT. MOUD (Ministry of Urban Development, India). 2016. Transit Oriented Development Guidance Document. Consultant Report, IBI Group, New Delhi: Global Environment Facility, UNDP and World Bank. Salat, Serge, and Gerald Ollivier. 2017. Transforming Urban Space through Transit Oriented Development - The 3V Approach. Washington DC: World Bank Group. Suzuki, Hiroaki, Jin Murukami, Yu-Hung Hong, and Beth Tamayose. 2015. Financing Transit-Oriented Development with Land Values. Washington DC: World Bank Group. Suzuki, Hiroaki, Robert Cervero, and Kanako Iuchi. 2013. Transforming Cities with Transit - Transit and Land Use Integration for Sustainable Urban Development. Washington DC: The World Bank Group. Wegman, Fred, Atze Dijkstra, Govert Schermers, and Pieter van Vliet. 2005. Sustainable Safety in the Netherlands: the vision, the implementation and the safety effects. Leidschendam: SWOV. World Resources Institute and Global Road Safety Facility. 2018. Sustainable & Safe : A Vision and Guidance for Zero Road Deaths. Washington, DC: World Resources Institute. World Resource Institute and World Bank Group. 2015. Corridor Level Transit-Oriented Development Course. Washington, DC. INTRODUCTION 17 TOD K P TOD KNOWLEDGE PRODUCTS BY STEP ASSESS AS The ‘Assess’ stage is used to help assess the city’s readiness in terms of technical capacities, real estate conditions, and transit service quality, as well as the appropriate scale and context for TOD in the city. ANALYTICAL - A - AS-A 01 - TOD Readiness Assessment - Also Refer to AS-H04 / IM-H01 A checklist and spreadsheet aimed to help city leaders and policymakers define the city’s readiness across various aspects. Applicable at all scales and contexts. AS-A 02 - TOD Scale & Context Assessment - Also Refer to PD-H01/02/03/04/05 A checklist aimed to help urban planners define the scale of TOD interventions and context-specific typologies. Applicable at all scales and contexts AS-A 03 - Thresholds for TOD Real Estate Demand - Also Refer to AS-H01 A spreadsheet aimed to help urban planners identify real estate demand. Applicable at corridor and station area scales in urban and suburban context. AS-A 04 - Threshold for Rapid Transit Mode - Also Refer to AS-H02 A spreadsheet aimed to help transport planners identify appropriate mode for transit-oriented densities. Applicable at city and corridor scales in urban and suburban context. ‘HOW-TO’ GUIDE - H - AS-H 01 - How to Undertake Real Estate Market Analysis - Also Refer to AS-H03/04 / AS-R01 / AS-P01 / FI-A02 A step-by-step guide process to help economists to determine the full development potential of the TOD corridors and sites, as well as the financial viability of such projects. Applicable at the corridor, station and site scales and all contexts. AS-H 02 - How to Undertake Rapid Transit Alternatives Assessment - Also Refer to AS-H04 / AS-P02 / FI-A01 A step-by-step guide to help transport planners evaluate the mode, cost-effectiveness and alignment alternatives for rapid transit. Applicable at the city and corridor scales. AS-H 03 - Infrastructure Carrying Capacity Assessment - Also Refer to AS-P03 / FI-A01 A step-by-step guide to help urban and transport planners evaluate the infrastructure needs of the city and the carrying capacity required by transit-oriented developments. Applicable at all scales and contexts. AS-H 04 - How to Undertake Road Safety Assessment for TOD Areas - Also Refer to AS-A01 / IM-H01 / IM-P01 A step-by-step guide to help urban and transport planners assess road safety and crash data within the TOD station area. Applicable at all scales and contexts. 18 INTRODUCTION TOD K P ASSESS AS RESOURCE - R - AS-R 01 - Real Estate Analysis Best Practices - Also Refer to AS-H01 Case study examples of real estate analysis for economists undertaking TOD projects in low and middle- income countries. Applicable at all scales and contexts. PROCUREMENT - P - AS-P 01 - Real Estate Analysis Terms of Reference- Also Refer to AS-H01 Template terms of reference for city leaders to hire a real estate consultant to perform targeted demand analyses along a TOD corridor. Applicable at the corridor, station and site scales and all contexts. AS-P 02 - Transit Alternatives Analysis Terms of Reference- Also Refer to AS-H02 Template for city leaders to hire a transport planning consultant to perform a transit alternatives study. Applicable at all scales and contexts. AS-P 03 - Infrastructure Analysis Terms of Reference - Also Refer to AS-H03 Template terms of reference for city leaders to hire a consultant to conduct an infrastructure analysis for a TOD project. Applicable at all scales and contexts. INTRODUCTION 19 TOD K P ENABLE EN The ‘Enable’ stage highlights policy barriers, communication mechanisms and governance suggestions that cities can use in enabling the TOD planning process. COMMUNICATION - C - EN-C 01 - Making a Case for TOD to the Public-Communication Strategy- Also Refer to EN-C02 A creative guide to help urban planners disseminate information to public and regional bodies and express the importance and benefits of TOD. Applicable at all scales and contexts. EN-C 02 - TOD Role Out - Stakeholder Engagement Games- Also Refer to EN-C01 / EN-P01 / IM-C01 An interactive game, format and templates for cross-agency coordination and visioning with all stakeholders, including city leaders, urban and transport planners, policymakers, economists and community members. Applicable at all scales and contexts. ‘HOW-TO’ GUIDE - H - EN-H 01 - How to Build Institutions and Enable Intergovernmental Coordination- Also Refer to IM-H01 / IM-P01 A step-by-step guide for city leaders and policymakers to define an institutional structure and coordination framework that can make TOD happen within the existing planning and development framework. Applicable at all scales and contexts. RESOURCE - R - EN-R 01 - Roles & Responsibilities of Stakeholders- Also Refer to EN-C01 / EN-P01 A resource to help TOD urban and transport planners identify the stakeholders to be involved in planning and implementing TOD and the roles and responsibilities of each stakeholder. Applicable at all scales and contexts. PROCUREMENT - P - EN-P 01 - Communications Strategy Terms Of Reference- Also Refer to EN-C01 / IM-H01 Template for hiring a Public Relations agency to analyze potential risks, plan and implement a TOD communications strategy within a community. Applicable at all scales and contexts 20 INTRODUCTION TOD K P PLAN+DESIGN PD The ‘Plan+Design’ stage focuses on formulating context specific planning and design solutions and priorities ‘HOW-TO’ GUIDE - H - PD-H 01 - How To Prepare A City-Wide TOD Plan- Also Refer to PD-H05/07 / PD-R02 A step-by-step process guided by a series of task-based actions that will assist urban and transport planners in planning and implementing TOD at the city-wide level. Applicable at the city-wide scale and across all contexts. PD-H 02 - How To Prepare A Corridor TOD Plan- Also Refer to PD-H05/07 / PD-R02 A step-by-step process guided by a series of task-based actions that will assist urban and transport planners in planning and implementing TOD at the corridor level. Applicable at the corridor scale and across all contexts. PD-H 03 - How To Prepare A Station Area Plan- Also Refer to PD-H06/07 / PD-R02 A step-by-step process guided by a series of task-based actions that will assist urban and transport planners in planning and implementing TOD at the station level. Applicable at the station area and across all contexts. PD-H 04 - How To Prepare A Site Level TOD Plan- Also Refer to PD-R02 A step-by-step process guided by a series of task-based actions that will assist urban and transport planners in planning and implementing TOD at the site level. Applicable at the site level scale and across all contexts. PD-H 05 - How To Develop TOD Supportive Zoning Framework - Also Refer to PD-H01 A guideline for city leaders and policymakers to prepare/revise TOD-supportive zoning ordinances, including revisions for pedestrian activities, urban design and parking restrictions. Applicable at all scales and contexts. PD-H 06 - Land Amalgamation Framework- Also Refer to IM-H01 A step-by-step process that details the process of land amalgamation for urban and transport planners and policymakers. Applicable at all scales and contexts. PD-H 07 - How To Plan Safe Access for TOD- Also Refer to PD-H01/02/03 / PD-R02 / FI-R01 A guideline on TOD area network planning to ensure safe access to stations for urban and transport planners and policymakers. Applicable at station area scale and all contexts. INTRODUCTION 21 TOD K P PLAN+DESIGN PD RESOURCE - R - PD-R 01 - TOD Zoning Code Template- Also Refer to PD-H05 Template zoning ordinance/guidelines for policymakers to use, including provisions on pedestrian pathways, activity generating uses, porous urban design, parking restrictions, shared parking provision, etc. Applicable at citywide and corridor scales and all contexts. PD-R 02 - TOD Planning Principles & Design Guidelines- Also Refer to PD-H01/02/03/04/05/07 A series of detailed planning principles and design components to help urban and transport planners formulate TOD plans at various scales and contexts of intervention. Applicable at all scales and contexts. PD-R 03 - Land Use And Transportation Integration Best Practices- Also Refer to AS-H02 / PD-H01 / PD-R02 Case study examples of land use and transportation integration for urban and transport planners that influenced significant improvements and found great success in cities globally. Applicable at corridor and station area scales and all contexts. PD-R 04 - Pedestrian Friendly Design Best Practices- Also Refer to PD-R02 Small-scale, iterative, pedestrian-friendly examples in low-middle income countries for urban and transport planners that depict significant improvements in an area brought forth by pedestrian-oriented and walkable design. Applicable at corridor and station area scales and all contexts. PROCUREMENT - P - PD-P 01 - TOD Plans Terms of Reference- Also Refer to PD-H01/02/03/04 / PD-R02 Template for city leaders to hire a consultant to prepare TOD plans at the required scale and context. Applicable at all scales and contexts. 22 INTRODUCTION TOD K P FINANCE FI The ‘Finance’ stage focuses on the dynamics of real estate financing, infrastructure investments and the role of private developers in TOD. ANALYTICAL - A - FI-A 01 - Infrastructure Capital & Operating Cost Estimates/Ranges- Also Refer to AS-H03 / AS-P03 An interactive Excel spreadsheet available online to urban and transport planners to help estimate the capital and operating costs of TOD projects, based on examples in low and middle-income countries. Applicable at all scales and contexts. FI-A 02 - Real Estate Development Pro-Forma- Also Refer to AS-H01 / AS-R01 / AS-P01 A working spreadsheet to help economists gauge the potential return on investment (ROI) based on certain basic development parameters for a given TOD project. Applicable at all scales and contexts. ‘HOW-TO’ GUIDE - H - FI-H 01 - Land Value Capture Framework- Also Refer to FI-R02 A step-by-step process for economists, urban and transport planners and city leaders with a variety of alternative approaches to adopting Land Value Capture (LVC) in TOD projects of varying scale and context. Applicable at all scales and contexts. FI-H 02 - Private Sector Participation Framework- Also Refer to FI-R03 A project structuring process for economists to plan financial resources to meet the project cost using a PPP financing framework. Applicable at all scales and contexts. RESOURCE - R - FI-R 01 - Development Incentives- Also Refer to PD-H07 /FI-R03 A guide of the potential financial tools urban planners and economists can use to finance a TOD project. Applicable at all scales and contexts. FI-R 02 - Land Value Capture Mechanisms Best Practices- Also Refer to FI-H01 Examples of land value capture tools employed in low and middle-income countries to help economists and urban planners fund major transit projects globally. Applicable at all scales and contexts. FI-R 03 - Municipal Finance Tools - Also Refer to FI-R01 / FI-H02 Collection of the most commonly used tools for TOD and urban development financing around the world to guide economists and urban planners in their TOD financing. Applicable at all scales and contexts. INTRODUCTION 23 TOD K P IMPLEMENT IM The ‘Implement’ stage ties the diverse interventions needed to ‘Make TOD happen’ from prioritizing projects, to capacity building, and monitoring. ANALYTICAL - A - IM-A 01 - Monitoring and Evaluation - Also Refer to IM-A02 Methodology for city leaders and urban and transport planners to define the appropriate monitoring and evaluation framework for a TOD project or program to track project success. Applicable at all scales and contexts. IM-A 02 - Key Performance Indicators for TOD - Also Refer to IM-A01 A framework for city leaders and urban and transport planners to measure TOD plans or practices in individual cities against global performance indicators. Applicable at all scales and contexts. COMMUNICATION - C - IM-C 01 - Applying Safe Access in TOD Areas - Also Refer to EN-C02 A guide for urban and transport planners and policymakers to identify road safety concerns in a station area and formulate ways to address them. Applicable at station area scale and all contexts. ‘HOW-TO’ GUIDE - H - IM-H 01 - How To Undertake Capacity Building - Also Refer to IM-P01 A guide for city leaders and policymakers to build the institutional arrangement for TOD project or programs. Applicable at all scales and contexts. IM-H 02 - How To Develop A TOD Phasing Strategy - Also Refer to PD-R02 Methodology for urban and transport planners to help develop phasing strategies for a TOD project or program. Applicable at all scales and contexts. PROCUREMENT - P - IM-P 01 - Capacity Development Strategy Terms of Reference- Also Refer to IM-H01 Template to help city leaders outsource capacity building and training exercises to spread awareness about TOD. Applicable at all scales and contexts. 24 INTRODUCTION TOD K P TOD KNOWLEDGE PRODUCTS BY TYPE ANALYTICAL -A- ‘HOW-TO’ GUIDES -H- AS-A01 - TOD Readiness Assessment AS-H01 - How to Undertake Real Estate Market Analysis AS-A02 - TOD Scale & Context Assessment AS-H02 - How to Undertake Rapid Transit Alternatives AS-A03 - Thresholds for TOD Real Estate Demand Assessment AS-A04 - Threshold for Rapid Transit Mode AS-H03 - Infrastructure Carrying Capacity Assessment FI -A01 - Real Estate Development Pro-Forma AS-H04 - How to Undertake Road Safety Assessment for FI -A02 - Infrastructure Capital & Operating Cost TOD Areas Estimates/Ranges EN-H01 - How to Build Institutions and Enable IM-A01 - Monitoring and Evaluation Intergovernmental Coordination IM-A02 - Key Performance Indicators for TOD PD-H01 - How To Prepare A City-Wide TOD Plan PD-H02 - How To Prepare A Corridor TOD Plan COMMUNICATION -C- PD-H03 - How To Prepare A Station Area Plan PD-H04 - How To Prepare A Site Level TOD Plan PD-H05 - How To Develop TOD Supportive Zoning EN-C01 - Making a Case for TOD to the Public- Framework Communication Strategy- PD-H06 - Land Amalgamation Framework EN-C02 - TOD Role Out - Stakeholder Engagement PD-H07 - How To Plan Safe Access for TOD Games FI -H01 - Land Value Capture Framework IM-C01 - Applying Safe Access in TOD Areas FI -H02 - Private Sector Participation Framework IM-H01 - How To Undertake Capacity Building RESOURCES -R- IM-H02 - How To Develop A TOD Phasing Strategy AS-R01 - Real Estate Analysis Best Practices PROCUREMENT -P- EN-R01 - Roles & Responsibilities of Stakeholders PD-R01 - TOD Zoning Code Template AS-P01 - Real Estate Analysis Terms of Reference PD-R02 - TOD Planning Principles & Design Guidelines AS-P02 - Transit Alternatives Analysis Terms of PD-R03 - Land Use And Transportation Integration Best Reference Practices AS-P03 - Infrastructure Analysis Terms of Reference PD-R04 - Pedestrian Friendly Design Best Practices EN-P01 - Communications Strategy Terms Of Reference FI- R01 - Development Incentives PD-P01 - TOD Plans Terms of Reference FI- R02 - Land Value Capture Mechanisms Best IM -P01 - Capacity Development Strategy Terms of Practices Reference FI- R03 - Municipal Finance Tools INTRODUCTION 25 TOD K P 26 INTRODUCTION Bogota, Colombia TOD K P ASSESS INTRODUCTION The ‘Assess’ step of the TOD Framework is developed to determine how “ready” a city is for TOD, based on analysis of a complementary set of economic, geographic, demographic, economic, urban form, and institutional factors. © 2021 The World Bank TOD K P ABOUT ASSESS The ‘Assess’ step of the TOD Framework is developed to real estate potential required. Furthermore, the time differential determine how “ready” a city is for TOD, based on analysis of between transit implementation and development projects a complementary set of economic, geographic, demographic, often discourage the private sector to invest in longer-term economic, urban form, and institutional factors. TODs do not opportunities and often leads to land speculation that leads to simply consist of one project or site located in close proximity an increase in land values. Planners also need to ensure that the to the transit station; they consist of a series of projects transport investment makes economic sense on its own and is encompassing various scales of development. There is no single the best alternative, given projected levels of travel flows along solution for TODs and not all sites that are accessible from a the new corridor. When combined with information on existing station exhibit all factors necessary for creating successful and future transport capacity, transportation planners can TODs. Determining the appropriate scale and scope of work determine which capacity investments should have the highest is one of the crucial steps in determining the preparation of a priority. realistic TOD Plan. In this respect, it is imperative to consider the demand for and For TOD to trigger successful large-scale transformations, the impact of disruptive technologies such as ride-sharing conditions such as high levels of transit ridership, rapid applications. These technologies offer dynamic data that can population growth, rising incomes, high densities are all pre- be used to analyze mobility patterns in real time to better inform existing in many cities in World Bank client countries. On the TOD decisions. For example, Uber provides a data sharing other hand, infrastructure capacities are grossly inadequate and platform known as Movement (https://movement.uber.com/), real estate markets continue to remain unregulated, resulting in a which helps cities understand travel patterns spatially as well as diffusion of the intended positive benefits of TODs. temporally. This could help assess and compare locations most Determining the scale of TOD intervention in terms of timing of appropriate for TOD interventions. transit and investment, as well as the place value of the transit Applying the concept of integrated economic, transport, and corridor-whether suburban, urban or intense urban- helps land use planning is often complex, because of divergent determine the type of strategies that may be adopted for future perspectives of multiple agencies. Pre-feasibility assessments investments. Once the scale is determined, identifying TOD help to determine the technical and economic viability of opportunities and roadblocks is key to understanding whether proposed TOD projects and mitigate any risks for investments a city, corridor or station areas is “ready” for TOD, and develop early-on in the planning process. strategies to increase the readiness for TOD at individual station This section builds on the previous research related to TOD, areas. Before any TOD/ transit corridor project is commenced, undertaken by World Bank’s TOD Community of Practice, it is essential that urban planners and economic development GPSC, WRI, ITDP, and other agencies such as Reconnecting experts know the underlying demand for new real estate space America and Florida Department of Transportation (USA). While in the region, and the projected growth for different types of research in these resources often use case studies and best development products. Smart infrastructure planning and public practices from higher-income countries, some tools, processes policy can encourage urban economic growth and increased and theories are relevant even in the World Bank client countries’ market interest in certain areas of the city. context. The Knowledge Products for the ‘Assess’ Framework, Conducting pre-feasibility studies of TOD interventions is the presented in this section, are repurposed to be applied in the starting point for a city to balance the development potential context of World Bank client countries, with an emphasis on and public benefits of transit. Transit and land planners often highlighting the challenges faced from a political, regulatory, determine transit corridors and station locations based on enforcement, financing, and other factors in implementing decision parameters that do not take into consideration the successful TOD projects. 28 ASSESS KNOWLEDGE PRODUCT TOD K P KNOWLEDGE PRODUCTS ANALYTICAL AS-A01 TOD Readiness Assessment (Spreadsheet + User Guide) AS-A02 TOD Scale & Context Assessment (Checklist) AS-A03 Thresholds for TOD Real Estate Demand (Spreadsheet + User Guide) AS-A04 Thresholds for Rapid Transit Mode (Spreadsheet + User Guide) ‘HOW-T0’ GUIDES AS-H01 How to Undertake Real Estate Market Analysis (Step-by-Step Guide) AS-H02 How to Undertake Rapid Transit Alternatives Assessment (Step-by-Step Guide) AS-H03 Infrastructure Carrying Capacity Assessment (Step-by-Step Guide) AS-H04 How to Undertake Road Safety Assessment for TOD Areas (Step-by-Step Guide) RESOURCES AS-R01 Real Estate Analysis Best Practices (Ref Doc.) PROCUREMENT AS-P01 Real Estate Analysis Terms of Reference (TOR Template) AS-P02 Transit Alternatives Analysis Terms of Reference (TOR Template) AS-P03 Infrastructure Analysis Terms of Reference (TOR Template) AS INTRODUCTION 29 TOD K P REFERENCES Agarwal, O. P., Gouthami Padam, Aroha Bahuguna, and Salvador Pena. 2014. Urban Transport Data Analysis Tool (UT-DAT) : user’s manual (English). Energy Sector Management Assistance Program (ESMAP). Washington, DC: World Bank Group. http:// documents.worldbank.org/curated/en/395261468147569317/Urban-Transport-Data-Analysis-Tool-UT-DAT-users-manual. CTOD (Center for Transit-Oriented Development). 2011. Transit-Oriented Development Strategic Plan. Consultant Report (Nelson Nygaard), Portland: Portland Metro. Florida Department of Transportation. n.d. “Achieving Outcomes for TOD: An Analysis of Readiness User Guide and Documentation.” Accessed 09 2018. https://planfortransit.com/wp-content/uploads/2016/01/Station-Area-TOD-Readiness-Tool- User-Guide.pdf. n.d. Global BRT Data. Accessed 08 20, 2018. https://brtdata.org/. GVMC (Greater Visakhapatnam Municipal Corporation). 2017. “Transit-Oriented Redevelopment of the Dwaraka Bus Station- Feasibility Study Final.” Consultant Report (AECOM,IBM,KPMG), Visakhapatnam. Institute of Transportation and Development Policy. 2017. “TOD Standard. 3rd ed.” New York. Moccia, Luigi, Duncan W Allen, and Eric C Bruun. 2018. “A Technology Selection and Design Model of a Semi-Rapid Transit Line.” Researchgate . MOUD (Ministry of Urban Development, India). 2016. Transit Oriented Development Guidance Document. Consultant Report, IBI Group, New Delhi: Global Environment Facility, UNDP and World Bank. MRVC (Mumbai Rail Vikas Corporation). 2014. “Revenue maximising study in particular for non-fare box revenues with affordability.” Consultant Report (PwC), Mumbai. Reilly, Jack, and Herbert Levinson. 2011. Public Transport Capacity Analysis Procedures for Developing Cities. Washington DC: The International Bank for Reconstruction and Development / The World Bank. Salat, Serge, and Gerald Ollivier. 2017. Transforming Urban Space through Transit Oriented Development - The 3V Approach. Washington DC: World Bank Group. UNICEF. 2006. Manual for Child Friendly Schools. UNICEF. Urban Redevelopment Authority. n.d. Realis Tool. Accessed 08 18, 2018. https://spring.ura.gov.sg/lad/ore/login/index.cfm. Vuchic, Vukan R. 1981. Urban Public Transportation Systems and Technology. Englewood Cliffs, NJ. WHO (World Health Association). 2012. Global costs and benefits of drinking-water supply and sanitation interventions to reach the MDG target and universal coverage. Geneva, Switzerland: WHO. World Resource Institute and World Bank Group. 2015. Corridor Level Transit-Oriented Development Course. Washington, DC. 30 ASSESS KNOWLEDGE PRODUCT TOD K P AS-A01 TOD READINESS ASSESSMENT TOOL This Knowledge Product is intended to be used as a checklist along with interactive excel spreadsheet. These tools are available online at the GPSC's TOD website and the World Bank's TOD COP website. The reader should first review the summary presented below before using the spreadsheet tool Type: Spreadsheet + User Guide © 2021 The World Bank TOD K P INTRODUCTION As cities in World Bank client countries continue experiencing rapid urbanization and population growth, plans on developing urban rapid transit systems are gaining much-needed acceptance. From Tanzania (Dar-es-Salaam), Brazil (20+ cities) and South Africa (6 cities) to China (40+ cities), India (15+ cities) and Indonesia (10 + cities) have launched rapid mass transit systems within the last decade. These investments also act as catalysts to reveal untapped opportunities for developing lands surrounding the transit stations in an economically viable, socially equitable, and environmentally sensitive manner. In order to identify these opportunities early-on in the process is critical in maximizing the benefits of transit-oriented developments (TOD). Government agencies in World Bank client countries have minimal planning and engineering resources in-house to undertake TOD studies, especially in medium-sized cities. Often, the current resources are not well-equipped to understand the nuances and intricacies of TODs or require a lot of hand-holding in understanding, applying and finally implementing TOD concepts during the development phase. Furthermore, access to data is often a daunting task and restricts informed decision-making. The TOD Readiness Assessment helps cities conduct a rapid assessment of TOD readiness with relatively accessible datasets that are often available at local levels. Disclaimer: The Transit-Orientated Development Implementation Resources & Tools knowledge product is designed to provide a high-level framework for the implementation of TOD and offer direction to cities in addressing barriers at all stages. As the context in low and middle-income cities varies, the application of the knowledge product must be adapted to local needs and priorities, and customized on a case-by-case basis. © 2021 International Bank for Reconstruction and Development / The World Bank 32 AS-A01 READINESS ASSESSMENT TOD K P PURPOSE The TOD Readiness Assessment Tool is designed to assess the existing TOD potential for three (3) primary scales of intervention: 1. Initial TOD Readiness Assessment: A checklist designed to 3. Detailed Corridor-level Readiness Assessment: conduct a rapid assessment of external factors that are vital for This tool overlays the node, place and market potential planning and implementing TOD in any city regardless of the value for all the stations to show the mosaic of context. These factors include: i) existing policy and regulatory conditions throughout the corridor. All the individual framework; ii) technical capacities available in-house; and metrics are added, giving each station a total score iii) existing data availability to conduct detailed studies. This ranging from 16 points (if it scored “Low” on all 16 checklist is designed only to develop a better understanding of metrics) to 48 points (if it scored “High” on all 16). the factors that indicate the level of political support for TOD and This composite score helps in categorizing stations are primarily public sector driven. This tool builds on the WB/WRI into three levels: Long-Term, Emerging and Arrived TOD Corridor Course on “Building Blocks for TOD” and National- that would require different investment tools and level Guidance Document for India (World Resource Institute and strategies, as well as different phasing of investments World Bank Group 2015; MoUD, World Bank, India 2016). will be needed in different locations. The City-level TOD Readiness Assessment may be used to The Corridor-level TOD Readiness Assessment inform the Enable, Plan + Design and Implement Knowledge may be used to inform the Knowledge Products Products (EN-P03 & EN-P05; PD-H01; IM-P03). under the Plan + Design (PD-H01, PD-H02, and PD-H03) 2. Detailed Station Area Level Readiness Assessment: This interactive, spreadsheet-based tool, helps urban planners and decision-makers evaluate the TOD readiness at the station area scale. When planning for TOD, the network of stations in a mass transit network form a corridor; however, each station exhibits characteristics that are often unique but also show some similarities. This spreadsheet is designed to assist urban planners and policy-makers identify the station area attributes to develop context-sensitive strategies to increase readiness for TOD and understand the value of each station within the larger corridor network. This tool can be used by government agencies to build a case for retaining a consultant for further studies and/ or prioritizing investments in station area and/or drafting the terms of reference for retaining consultants to conduct planning studies. Existing literature, specifically the 3V metrics in World Bank’s “Transforming the Urban Space through Transit-Oriented Development: The 3V approach” formed the basis to develop this tool (Salat and Ollivier 2017). The Station Area Level TOD Readiness Assessment may be used to inform the Knowledge Products under the Plan + Design (PD-H03, PD-H04 and PD-H05); and Implement (IM- A01) AS-A01 READINESS ASSESSMENT 33 TOD K P ASSUMPTIONS AND LIMITATIONS DATA SOURCES • The tool is applicable for city, corridor and station scales. • High-definition aerials/ satellite photography/ Google It is not intended to be applied on individual TOD projects Earth/ Open Street at the site level. • Census information • The tool is applicable in multiple contexts- greenfield, • Local government GIS data urban infill, suburban and redevelopment. • Site Survey; Photos • The tool is not intended to compare different station areas • Local government transport data along a corridor but highlight each station area’s TOD • Secondary documents- applicable zoning codes; adopted potential. master plans • The tool is a relative measure of a station compared to • Field surveys other stations, and of imbalances in terms of connectivity, • Third-party reports urban space and market potential. It is used for planning purposes, not design purposes. • Community mapping participatory planning exercises • Open Source data • This tool is applicable for municipalities, development agencies, transit agencies, private developers or any • Crowdsourced data agency interested in getting their city ready for TOD. • Google Street view or other similar applications INTENDED OUTCOMES • Develop a preliminary checklist to identify potential pitfalls early-on in the process that prioritizes interventions needed to enable and implement TOD. • Create an inventory of data availability. • Gauge existing strengths and weaknesses of station areas to understand its full TOD potential and opportunities for improvement. • Prepare a specific scope of work and terms of references for retaining external consultants, based on a preliminary understanding of data availability. • Utilize spreadsheet tool results to refer other TOD Knowledge Products for additional technical guidance. 34 AS-A01 READINESS ASSESSMENT TOD K P HOW TO USE THE TOD READINESS ASSESSMENT TOOL? First, the user should read the User Guide Tab before using the spreadsheet. The application of the TOD Readiness Assessment tool consists of four basic steps: 01 INITIAL ASSESSMENT TAB Populate the Initial Assessment tab as a checklist of the citywide policy, regulatory, and institutional framework; and evaluating technical data availability for detailed assessment. [Refer following pages for details] 02 CREATE A CITY OR CORRIDOR BASE MAP Identify station nodes along a transit network or transit corridor. Collect base data for each station, including ridership, land use conditions and other important data needs as specified in the Detailed Assessment Tab 03 DETAILED ASSESSMENT TAB Enter data requirements in the Detailed Evaluation tab. The spreadsheet tool has measures developed that make use of readily available data and in some cases GIS-based analysis. [Refer following pages for details] 04 SUMMARY TAB Fill the template under the Summary tab to identify the station area’s strengths and weaknesses, based on the readiness score calculated automatically through the tool. AS-A01 READINESS ASSESSMENT 35 TOD K P INITIAL ASSESSMENT TOOL The Initial Assessment tool is applicable at any scale. It • Check each applicable measure listed in the spreadsheet. measures the technical and regulatory readiness of the city • 1 point is assigned per item checked; 0 points are agency to take up TOD planning and implementation. It assigned if the item is not checked. includes three categories of measures – • Sub-scores for the three categories are derived from a 01 Technical Capacities group of individual metrics. A total of 30 individual metrics 02 Data Availability are used and reclassified as “Low, “Medium”, “High”. 03 Policy & Regulatory Environment The total score is converted to the following outputs: TECHNICAL CAPACITIES Review of existing technical and professional staff available to manage, implement and monitor TOD planning activities Score Knowledge Product Reference A Low 0−3 If high, refer to EN-H01. If medium or low, refer to the following KPs HIGHER INDICATES for capacity building: IM-H01, IM-P01, refer to the following KPs for B Medium 4−6 BETTER READINESS retaining external consultants: PD-P01. If low, external consultants should be hired to undertake TOD planning and activities. Refer to C High 7−10 Procurement tools. DATA AVAILABILITY A comprehensive database as a resource to help document baseline conditions and analyze constraints based on the GIS/ AutoCAD database for the last 5 years. Score Knowledge Product Reference A Low 0−5 HIGHER INDICATES If high, refer Plan + Design KPs: PD-H01 to H04 B Medium 6−10 BETTER READINESS If medium or low, refer following KPs for retaining external consultants: C High 11−15 PD-P01. POLICY & REGULATORY FRAMEWORK To evaluate the TOD readiness of the city with respect to the institutional support, plans, policies, and development market. Score Knowledge Product Reference A Low 0−3 HIGHER INDICATES If high, refer Plan + Design KPs: EN-C01 to C02; EN-P01; PD-H05. B Medium 4−6 BETTER READINESS If medium or low, refer following KPs for retaining external consultants: C High 7−10 PD-H01 to H02 36 AS-A01 READINESS ASSESSMENT TOD K P DETAILED ASSESSMENT TOOL The Detailed Readiness Assessment tool is applicable at the Understanding where, when and how potential economic corridor and station scales. It is a relative measure of a value can be created requires tools that help differentiate the station compared to other stations as well as evaluation of the opportunities offered by the diverse stations in a mass transit station itself. It includes three categories of measures – network. The Detailed Readiness Assessment tool assessment 01 Node Value is designed to highlight the interdependencies of economics, land use, urban design and mass transit networks and stations. 02 Place Value The results of this tool may be used to direct the city for 03 Market Potential Value drafting a TOD vision and subsequently prepare detailed plans that enhance the value and economic potential of a station These categories rely on the “3V Framework”, developed by area. World Bank (Salat and Ollivier 2017). The three values are • Input data into each of the metrics listed in the Detailed defined as: Assessment spreadsheet. A. NODE VALUE • Each metric is evaluated and simplified into a 1 to 5 score, Node value describes the importance of a station in the where 5 indicates high readiness, 3 indicates medium public transit network based on its passenger traffic volume, readiness and 1 indicates low readiness intermodality, and centrality within the network. • The total score reveals several key strengths and B. PLACE VALUE opportunities. Based on the identified strengths, weaknesses, and opportunities, the city can develop Place or placemaking value describes the urban quality of a targeted strategies to increase the area’s readiness for place and its attractiveness in terms of amenities including TOD. schools, plazas/open spaces representing the urban fabric around the station. C. MARKET POTENTIAL VALUE References: Market potential value refers to the unrealized market value of MOUD (Ministry of Urban Development, India). 2016. Transit station areas. It is derived through market analysis measured Oriented Development Guidance Document. Consultant analyzing major drivers of demand including current and future Report, IBI Group, New Delhi: Global Environment Facility, human densities (residential plus employment). UNDP and World Bank. Salat, Serge, and Gerald Ollivier. 2017. Transforming Urban Space through Transit Oriented Development - The 3V Approach. Washington DC: World Bank Group. World Resource Institute and World Bank Group. 2015. Corridor Level Transit-Oriented Development Course. Washington, DC. Capital Metropolitan Transportation Authority. TOD Priority Tool − A Resource for Identifying TOD Opportunities to Support High-Capacity Transit. Austin, Texas AS-A01 READINESS ASSESSMENT 37 TOD K P WHAT IS THE 3 VALUE FRAMEWORK? The 3V Framework is a methodology for identifying economic t ra opportunities in areas around mass transit stations and ns optimizing them through the interplay between the node, it s place, and market potential values. It provides a typology to erv ice cluster stations based on the three values. It equips policy 1 and decision makers with quantified indicators to better understand the interplay between the economic vision for the city, its land use, its mass transit network, and its stations’ urban qualities and market vibrancy. It outlines planning and implementation measures for the different clusters of stations that can help prioritize limited public resources and create value through coordinated interagency measures. B.  PLACEMAKING VALUE Placemaking value describes the urban quality of a place and its attractiveness in terms of amenities, i c e2 v schools, and healthcare; the type of urban s er sit 800m development; local accessibility to daily needs by walking and cycling; the quality of the urban fabric tran / 10 m around the station, in particular its pedestrian accessibility, the small sizing of urban blocks, and the fine mesh of connected streets that create Urban vibrant neighborhoods; and the mixed pattern of Quality land use. Value is calculated through the following indicators: Urban • Density of street intersections Design • Local pedestrian accessibility Principles • Diversity of uses • Density of social infrastructure within 800 meters of the station 38 AS-A01 READINESS ASSESSMENT TOD K P A.  NODE VALUE Node value describes the importance of a station in the public transit network based on its passenger traffic volume, inter- modality, and centrality within the network. Value is calculated through the following indicators: • Degree centrality • Closeness centrality Importance • Betweenness centrality of station within transit • Daily ridership network • Inter-modal Diversity Passenger Volume Intermodality C. MARKET POTENTIAL VALUE Market potential value refers to the unrealized market value of station areas. It is derived through market analysis. It is measured by analyzing major drivers of demand including current and future human densities (residential min walk plus employment); the current and future number of jobs accessible by transit within 30 minutes; and major drivers of supply, including developable land, potential changes in zoning (such as increasing floor area ratios (FARs)), and market vibrancy. Unrealized market value Value is calculated through the following indicators: of station area • Human density • Jobs/residents ratio • Human density growth potential Drivers of Drivers of • Average or median income Demand Supply • Percentage of managers in labor force • Number of accessible jobs by transit • Real estate opportunities Residential Employment Developable Market • Dynamics of real estate Density Density Density Strength development AS-A01 READINESS ASSESSMENT 39 Hong Kong SAR, China TOD K P AS-A02 TOD SCALE ASSESSMENT Checklist to determine the appropriate scale for TOD planning Type: Checklist + User Guide © 2021 The World Bank TOD K P INTRODUCTION Existing literature, both in high income and low to middle- and development permit application process (usually 4-5 years), income countries, emphasizes the need for planning TODs attributed to the lack of coordination between the Territorial at the metropolitan/city level, network/corridor level, local/ Ordinance Plan (POT) and development plans (Suzuki, Cervero neighborhood/station area level, and finally the station/site level and Iuchi 2013), resulted in opportunity losses for attracting (Salat and Ollivier 2017; WB/WRI TOD Corridor Module 2015; TODs in the first phases of the BRT implementation. Ministry of Urban Development, India 2016; Center for Transit The nature of development context - whether a greenfield, Oriented Development 2010). Some progressive cities in World suburban, urban intense or redevelopment areas - has a strong Bank client countries such as Delhi, Hubli-Dharwad in India, correlation to the value creation potential of TOD projects. Capetown and Johannesburg in South Africa are adopting this In World Bank client countries, developing new towns, cities multi-level TOD planning approach for their development master and developments on former agricultural lands has been a plans and mass transit system plans. However, the majority of growing trend over the last 20 years. These developments, cities in World Bank client countries have taken an inconsistent such as Dodoma, Tanzania’s new capital city and Naya approach in aligning transit, land use, infrastructure, and Raipur, Chattisgarh state in India’s new capital, provide unique economic planning at macro and micro scales. opportunities to design cities with TOD concepts embedded in From an implementation perspective, station area level planning all aspects from the initial stages. is the most important because most projects are formulated at Disclaimer: The Transit-Orientated Development Implementation this scale and could be aligned with transit investments. Often Resources & Tools knowledge product is designed to provide a high- planning at the city and corridor scales are synchronous with level framework for the implementation of TOD and offer direction to cities in addressing barriers at all stages. As the context in low and each other, while TOD real estate development projects face middle-income cities varies, the application of the knowledge product the issue of addressing the time lag between transit station must be adapted to local needs and priorities, and customized on a construction and real estate project viability. In Bogota, for case-by-case basis. example, research has indicated that a lengthy plan approval © 2021 International Bank for Reconstruction and Development / The World Bank REFERENCES Center for Transit Oriented Development. 2010. Performance-Based Transit Oriented Development Typology Guidebook. CTOD. MOUD (Ministry of Urban Development, India). 2016. Transit Oriented Development Guidance Document. Consultant Report, IBI Group, New Delhi: Global Environment Facility, UNDP and World Bank. Salat, Serge, and Gerald Ollivier. 2017. Transforming Urban Space through Transit Oriented Development - The 3V Approach. Washington DC: World Bank Group. Suzuki, Hiroaki, Robert Cervero, and Kanako Iuchi. 2013. Transforming Cities with Transit - Transit and Land Use Integration for Sustainable Urban Development. Washington DC: The World Bank Group. World Resource Institute and World Bank Group. 2015. Corridor Level Transit-Oriented Development Course. Washington, DC 42 AS-A02 SCALE ASSESSMENT TOD K P PURPOSE The TOD Scale Assessment tool is developed as a checklist ASSUMPTIONS AND LIMITATIONS to help cities in understanding the inter-relationships between • These tools are intended to solely guide users in initial these various scales of planning and their impact on TOD assessments and need to be followed by detailed implementation. On the other hand, the Context Assessment analyses, where feasible. tool is designed to determine the typology of a station area’s • The tools are designed to ensure that they can be used at context, based on its current and planned urban form, its multiple stages during the TOD implementation process, relationship to transit and its market strength in attracting TOD- and not necessarily followed in a sequential manner. related investments. Combined, these two tools help interested cities gauge the points of intervention for planning TODs, as DATA SOURCES well as understand the need for context-sensitive designing in • Secondary sources- applicable zoning codes; adopted urban regeneration projects. master plans; policies Both tools are designed as user-friendly checklists, taking into • Third-party reports consideration development trends. These tools are available online on the GPSC’s TOD website and the World Bank’s TOD COP website. The • Google maps / other high-quality aerial/ satellite imagery reader should first review the summary presented below before using the spreadsheet tool. HOW TO USE THE TOOL? 01 FILL IN THE CHECKLIST Read through the applicable sections and insert a check mark for each feature listed in the tool. In the Context Checklist, which is primarily applicable at the station area or site scale, the checkboxes correspond to typical conditions that help define the context of the station area. The context can be used to define the station area typology. In the Scale Checklist, the checkboxes refer to parallel planning activities and land ownership considerations that can help planners determine the most effective scale for planning TOD. [Refer following pages for details] 02 OUTPUT The city can undertake TOD planning at any scale or context provided there is one check against a feature in the selected option. Add up all the checks to identify the priority scale and/or context if more than one is selected AS-A02 SCALE ASSESSMENT 43 TOD K P DETERMINE THE CONTEXT OF A TOD PLAN GREENFIELD PLANNED LAND CONVERSION FROM AGRICULTURAL TO HIGH-INTENSE OR USES HIGH PERCENTAGE OF GOVERNMENT OWNED LANDS OR EXTREMELY LOW OR NO EXISTING POPULATION OR WITHIN CLOSE PROXIMITY TO EXISTING URBAN CENTRES, GENERALLY OR ACCESSIBLE BY AUTOMOBILES HIGH-QUALITY PUBLIC INFRASTRUCTURE INVESTMENT AS THE KEY ECONOMIC DRIVER SUBURBAN NON-TRANSIT SERVICE OR LOW-FREQUENCY TRANSIT SERVICE OR LOW TO MODERATELY POPULATED OR LACKS A COMBINATION OF STREET CONNECTIVITY, PEDESTRIAN AND OR BICYCLE FACILITIES, AND URBAN AMENITIES SINGLE-USE DEVELOPMENTS ON LARGE AREAS OF LAND URBAN (INFILL AND REDEVELOPMENT) INTENSELY POPULATED AREAS OR GOOD OR IMPROVING PEDESTRIAN/BICYCLE NETWORK OR MIX OF NEIGHBORHOOD SUPPORTIVE RETAIL AND SERVICE AMENITIES OR HIGH MIX OF SUPPORTING JOBS 44 AS-A02 SCALE ASSESSMENT TOD K P DETERMINE THE SCALE OF A TOD PLAN CITY-REGION LEVEL REGIONAL PLAN | CITY DEVELOPMENT PLAN | MASTER PLAN OR (Under preparation | Update underway/ongoing/planned) TRANSPORTATION PLAN | MOBILITY PLAN OR (Under preparation | Update underway/ongoing/planned) BRT/METRO RAIL SYSTEM PROJECT PLAN (Under preparation | Planned) CORRIDOR LEVEL MODIFICATIONS IN LAND DEVELOPMENT REGULATIONS (Under preparation | Update underway/ongoing/planned) OR TRANSPORTATION PLAN | MOBILITY PLAN (Under preparation | Update underway/ongoing/planned) OR BRT/METRO RAIL SYSTEM PROJECT PLAN (Under preparation | Planned) STATION AREA LEVEL TRANSIT OPERATIONAL/UNDER CONSTRUCTION OR PUBLIC OWNED VACANT LANDS/ REDEVELOPMENT OPPORTUNITIES EXISTING OR NEAR TRANSIT LAND BANKING/ POOLING STRATEGY UNDERWAY OR MODIFICATIONS IN LAND DEVELOPMENT REGULATIONS OR (Under preparation | Update underway/ongoing/planned) MARKET INTEREST (RAPID CHANGE IN PROPERTY VALUES) SITE LEVEL REDEVELOPMENT OPPORTUNITIES NEAR TRANSIT OR MARKET INTEREST IN GREENFIELD, LAND AUCTIONING OR DEVELOPMENT OR PUBLIC OWNED VACANT LANDS/ REDEVELOPMENT OPPORTUNITIES EXISTING NEAR TRANSIT AS-A02 SCALE ASSESSMENT 45 BRT Corridor, Pune, India TOD K P AS-A03 THRESHOLDS FOR TOD REAL ESTATE DEMAND This Knowledge Product is intended to be used as an interactive Excel spreadsheet. These tools are available online on the GPSC’s TOD website and the World Bank’s TOD COP website. The reader should first review the summary presented below before using the spreadsheet tool. Type: Spreadsheet + User Guide © 2021 The World Bank TOD K P INTRODUCTION Real estate developments are broadly classified into residential, To determine the real estate demand of a property, it should retail, commercial (offices) and hospitality. In the case of TOD, be measured across the price and occupancy spectrum as however, mixed-use developments are highly recommended as shown in the chart on the next page. Within each possibility, the they promote 24/7 use of transit-accessible locations and also potential land use mix must be evaluated to best balance the promote walkability. The success of revenue earnings in such a revenue risk with the revenue potential as illustrated below. mixed-use project is dependent on several factors, out of which For example, in highly priced locations with high revenue risk, appropriate sizing and program development are key factors. development components with moderate property yields are Typically, in low-density markets, residential development preferred so that the potential return can moderately balance is assumed to be the market driver dictating demand for capital investment. In highly priced locations with low risk, on all other components of real estate. However, in many TOD the other hand, high yield investments are preferred so that projects, the micro-market is governed by commercial and maximum profitability can be gained. Similarly, in lower-priced retail developments. Therefore, the proportion of uses within locations, low to moderate yield investments are preferred a mixed-use development is dependent on the optimization of depending on the risk involved. different development components in terms of cross-financing This chart can be used in setting the initial sketch program requirements. for a proposed development. Based on the initial sketch, a The demand for real estate is demonstrated through two detailed financial due diligence is highly recommended before principal indicators, namely, price and occupancy. The price proceeding further on project structuring and financing. is a direct variable of demand and supply scenarios in the real estate micro-market. The occupancy ratio provides the Disclaimer: The Transit-Orientated Development Implementation vacancy (supply– demand) status of the market and therefore Resources & Tools knowledge product is designed to provide a high- rationalizes any scenario of overpricing by a seller. level framework for the implementation of TOD and offer direction to cities in addressing barriers at all stages. As the context in low and The property yield is an indicator that helps measure future middle-income cities varies, the application of the knowledge product income or the earning potential of a real estate investment. must be adapted to local needs and priorities, and customized on a Based on the earning potential of each component, the case-by-case basis. development components may be ranked as shown below. © 2021 International Bank for Reconstruction and Development/ The World Bank Property Yield* (Annual Rental Ranking based on S.No Development Component Measurement Indices Income / Capital Value) revenue potential Revenue per Available 1 Hospitality Room, Average Room Highest 1 Rate 2 Retail Capital and Rental Values Moderate to High 2 3 Commercial (Office) Capital and Rental Values Moderate to High 3 4 Residential Capital and Rental Values Lowest 4 * the Property Yield descriptions shown here are for comparison between different development components. Yield rates are usually governed by factors such as location and micro-market conditions. in 2018, the commercial yield rates ranged from 9% in Sao Paulo to 5% in Beijing (JLL Global Research 2018), whereas residential yield rates ranged from was 4% in Sao Paulo and 1.5% in Beijing (www.numbeo.com). 48 AS-A03 THRESHOLDS FOR REAL ESTATE TOD K P ASSUMPTIONS REVENUE RISK - HIGH REVENUE RISK - LOW TO MEDIUM REVENUE RISK - LOW HIGH PREFERRED DEVELOPMENT MODEL PREFERRED DEVELOPMENT MODEL PREFERRED DEVELOPMENT MODEL Residential - Low Residential - Low Residential - Low Commercial - Medium Commercial - Medium Commercial - Low Retail - Medium Retail - Medium Retail - Medium Hospitality - Low Hospitality - Medium Hospitality - High REVENUE RISK - HIGH TO MEDIUM REVENUE RISK - MEDIUM REVENUE RISK - LOW TO MEDIUM PREFERRED DEVELOPMENT MODEL PREFERRED DEVELOPMENT MODEL PREFERRED DEVELOPMENT MODEL Residential - Medium Residential - Medium Residential - High PRICE Commercial - Medium Commercial - Medium Commercial - Medium Retail - Low Retail - Low Retail - Medium Hospitality - Medium Hospitality - Low Hospitality - Medium REVENUE RISK - HIGH REVENUE RISK - HIGH TO MEDIUM REVENUE RISK - LOW TO MEDIUM PREFERRED DEVELOPMENT MODEL PREFERRED DEVELOPMENT MODEL PREFERRED DEVELOPMENT MODEL Residential - High Residential - High Residential - High Commercial - Medium Commercial - Medium Commercial - Medium Retail - Low Retail - Medium Retail - Medium LOW Hospitality - Low Hospitality - Low Hospitality - Low LOW OCCUPANCY RATIO HIGH PROPORTION OF THE COMPONENTS IN OVERALL LAND USE MIX Low 10 - 15 % Medium 25 - 30% High 40 - 50% or more A graphical representation of a typical spectrum on real estate conditions varying from highest to lowest prices and highest to lowest occupancy ratios. AS-A03 THRESHOLDS FOR REAL ESTATE 49 TOD K P PURPOSE This tool has been designed to provide assistance in analyzing the potential for real estate development and structuring of different mixed-use development components for optimized revenue generation. The tool identifies the TOD projects under four basic categories viz. a. Site-based, b. Station-based, c. Corridor-based and d. City-based. Also, it classifies the region/location of the project planned for development to arrive at suggestive strategies for structuring real estate components. In addition, it also provides a detailed analysis for individual component i.e Residential, Retail, Commercial and Hospitality based on the market scenario and grade of existing supply. This tool aims to assess the Market Value of the TOD project planned for development DATA SOURCES • Population Density - population per sq. km • Premium Supply Ratio - pure ratio (total supply in square o City Region meters of grade A property in the micro-market divided by total supply in square meters of grade B property in the o Micro-market Area micro-market) • Infrastructure Cost Ratio - pure ratio (total investment o Residential planned for the transit infrastructure per square meter divided by the land cost per square meter) o Retail • Realty Price Ratio - pure ratio (average price of the property o Commercial per square meter divided by the land cost per square meter) o Hospitality o Residential • Occupancy Ratio - pure ratio (total rate of occupied units by o Retail total units) o Commercial o Residential o Hospitality o Retail o Commercial o Hospitality 50 AS-A03 THRESHOLDS FOR REAL ESTATE TOD K P HOW TO USE THE REAL ESTATE DEMAND TOOL 01 SELECTING SCALE AND First, the user should read the User Guide Tab before using the spreadsheet. The application of the Real Estate Demand tool consists of these basic tabs: CONTEXT • TOD PROJECT SCALE: Select the scale of the TOD project to highlight hte appropriate cells THE TOOL INCLUDES: on the Dashboard. • USER GUIDE • PLACE VALUE: Select the development context of the TOD project. • DASHBOARD • ASSESSMENT • NODE VALUE: Select the context of transit nodes. • RESIDENTIAL Based on the above selection, the reference to • RETAIL development strategy and structuring of real estate components is provided in “Dashboard” sheet. The • COMMERCIAL portion highlighted in yellow is the suggested initial strategy to proceed for further analysis. • HOSPITALITY • REFERENCE MATRIX • REFERENCE CASE CITIES 02 DATA INPUTS IN ASSESSMENT Select the value in the orange box, after reading the instructions carefully. ORANGE Input Selection Box 03 VIEW THE DETAILED STRATEGY RECOMMENDATIONS Within each land use, see the specific strategy recommendations on structuring development of real estate components in the project. AS-A03 THRESHOLDS FOR REAL ESTATE 51 Mexico City, Mexico TOD K P AS-A04 THRESHOLDS FOR RAPID TRANSIT MODE SELECTION This Knowledge Product is intended to be used as an interactive Excel spreadsheet. These tools are available online on the GPSC’s TOD website and the World Bank’s TOD COP website. The reader should first review the summary presented below before using the spreadsheet tool. Type: Checklist + User Guide © 2021 The World Bank TOD K P INTRODUCTION As urban economic growth in World Bank client countries outstrips rural economies, cities continue to see a rapid influx of population and jobs. These new jobs require accessibility through public transit means that are faster and more reliable. Public transit demands have necessitated a change from unregulated and local bus systems to more robust and high-quality rapid mass transit systems. Several cities have launched new rapid transit systems in the last 2 decades including cities in Tanzania (Dar-es-Salaam), Brazil (20+ cities) and South Africa (6 cities) to China (40+ cities), India (15+ cities) and Indonesia (10+ cities). Most cities face difficulties in timing transit investments and changes in land use regulations for more integrated TOD outcomes. Rapid transit investments are more appropriately located along corridors with high population densities and employment access. However, a city may choose to proactively invest in rapid transit systems at the same time as land use regulations are relaxed. This will increase choices for the non-driving population in terms of real estate and mobility. The increasing choices in rapid transit modes in recent years offer developing countries the option of selecting a transit mode that best addresses mobility needs and economic constraints. While rail rapid transit systems have been around longer, they are more expensive to build and offer little flexibility in adjusting for demand variations. Bus rapid transit systems, on the other hand, offer more flexibility in adjusting to varying demand, but the “Rapid” version is comparatively new and is difficult to enforce in many cities with poor traffic behavior. Transit planners in World Bank client countries, are often ill-equipped to make the decision without considerable data collection and modeling studies. Furthermore, access to data is often a daunting task and restricts informed decision-making. The Rapid Transit Mode Selection Tool helps cities conduct a rapid selection for bus or rail rapid transit modes with relatively accessible data points that are often available at local levels. Disclaimer: The Transit-Orientated Development Implementation Resources & Tools knowledge product is designed to provide a high-level framework for the implementation of TOD and offer direction to cities in addressing barriers at all stages. As the context in low and middle-income cities varies, the application of the knowledge product must be adapted to local needs and priorities, and customized on a case-by-case basis. © 2021 International Bank for Reconstruction and Development/ The World Bank PURPOSE This Rapid Transit Mode Selection Tool is intended to provide assistance on rapid transit mode selection to cities who are either (1) considering the introduction of a new rapid transit mode for an intended network at the city scale; or (2) in the process of evaluating rapid transit modes for operations along a corridor: 1. Initial Assessment: This tab is intended to help cities make 2. Detailed Evaluation: This tab is intended to help cities an initial assessment among a set of modes that should be determine the most appropriate mode alternatives for a considered for the Alternative Analysis. The tool is designed specific corridor. The tool is designed to use data that to use data that are readily available to assess potential represent an informed opinion as to the extent of demand rapid transit modes that differ by technology and right-of- in the corridor with rapid transit in place. Please copy the way. tab for use for every different corridor. The final selection The Initial Assessment may be used to inform the of Mode Alternative should be based on context-specific Assess Rapid Transit Tool (AS-H02) criteria, which can be more important than a small numerical difference in the Evaluation Score. 54 AS-A04 THRESHOLD FOR RAPID TRANSIT TOD K P ASSUMPTIONS AND LIMITATIONS 1. The tool classifies the modes broadly under rail and bus and further classifies them based on the achievable speed and person- capacity. The classification based on speed is broadly defined by the degree of “separateness” from other traffic movement and conflict points. This degree is classified as ROW (right-of-way) Class A, B, or C, where ROW Class A denotes full separation either through grade separation or continuous barriers; Class B denotes partial separation either through discontinuous lane or grade separation, and Class C denotes mixed traffic movement (Vuchic BRT Rapid: E.g: Harmoni Central Busway Transjakarta 1981). Several physical and technological mechanisms can be used Photo © Gunawan Kartapranata and made available under a to achieve the ROW variations, including actual physical separation, Attribution-ShareAlike 4.0 International license but also including technological measures such as signal priority. 2. The rapid transit modes considered in this selection Tool include: a. Bus Rapid Transit (BRT) - is a high-quality bus-based rapid transit system, characterized by better quality and fuel- efficient buses, dedicated right-of-ways, and pre-boarding fare collection. Three types of BRT choices are available in this tool, differentiated mainly by the mode capacity and operating conditions: » BRT Rapid – is a BRT system using standard, articulated BRT Semi-Rapid 1: E.g: Lanzhou BRT or double-articulated buses, designed to operate on a fully Photo © ITDP China and made available under a Attribution-3.0 Unported license segregated corridor; either on an elevated or isolated busway or along physically separated bus lanes with continuous passing lanes delivering highly reliable, fast and comfortable services equivalent to Metro systems. » BRT Semi-Rapid 1 – is a BRT system using standard, articulated or double-articulated buses, designed to operate with high speeds and reliability on a dedicated bus lane with passing lanes at stations and physical segregation or signal prioritization techniques at junctions for faster movement of buses. » BRT Semi-Rapid 2 – is a BRT system using standard or articulated buses and designed to operate at higher than BRT Semi-Rapid 2: E.g: Ahmedabad BRT average speeds along a dedicated bus lane with general Photo © Enthusiast and made available under a Attribution- traffic turns allowed at signals. Sharealike 3.0 Unported license AS-A04 THRESHOLD FOR RAPID TRANSIT 55 TOD K P ASSUMPTIONS AND LIMITATIONS b. Light Rail Transit (LRT) - Light Rail Transit is an electric powered rail based transit system which is lighter than the conventional heavy rail system and characterized by its ability to operate short trains along dedicated lanes. LRTs exist in many forms, including streetcars, trams, and the more modern LRT systems. This tool only includes the option of the modern LRT with dedicated ROW features as described: » LRT Semi-Rapid – is an LRT system using up to 4 train cars, with a physically segregated right-of-way and dedicated tracks at grade, allowing occasional traffic turns at junctions. c. Metro /Rail Rapid Transit – Metro / Rail Rapid Transit is an electric powered rail-based transit system which is designed to operate in fully grade-separated corridors with closer station spacing than heavy commuter rail. 3. The following transit modes are not included in this tool a. Local Bus – because it serves a local connector and feeder connection only and cannot be classified as “rapid”; b. Streetcar or Mixed Traffic LRT – because it operates in mixed traffic more often and cannot be classified as “rapid”; c. Commuter Rail – because it serves the regional transit function, not LRT-Semi-Rapid: E.g. Manila LRT urban ‘rapid’; and Photo © Thorsten Schmidt and made available under a Attribution-Sharealike 3.0 Unported license d. Monorail / Skytrain (suspension rail) / gondola cars – because it does not adapt itself to forming a network, an essential requirement for urban transit, but could be used as feeder lines in atypical topographies as deemed necessary. 4. The tool uses a higher and lower case assumption for computing potential travel demand for the given conditions. These higher and lower cases represent density variations within a city or along a city corridor. For a city or corridor where both extreme conditions are observed, a mode must be favorable under both conditions to be viable. a. THE HIGHER CASE may be interpreted as the computed conditions for the denser core of the city. Metro: E.g. Delhi Metro Photo © Ashish ITCT and made available under a Attribution- b. THE LOWER CASE may be interpreted as the computed conditions for ShareAlike 4.0 International license the sparsely developed suburban areas in the city. 56 AS-A04 THRESHOLD FOR RAPID TRANSIT TOD K P ASSUMPTIONS AND LIMITATIONS 5. The tool assumes capacities based on vehicle dimensions The model is adjusted to show that planning for a faster per TCQSM methods, using 6 persons per m2 of standee technology can be more important than the choice between space and load diversity factors depending on train length. bus and rail per se, except at very low demand density, and (Reilly and Levinson 2011). A load diversity factor is applied that cost differences between technologies are small in a to derive optimum capacities, where peak capacities are wide demand range. The social discount rate assumed in defined as the maximum number of people that can be running this model is 7%. carried past a given location during a given time period 7. The tool does not consider contextual parameters such under specified operating conditions, without unacceptable as political preferences, costs of land acquisition and delay, hazard, or restriction, and with reasonable certainty. construction of supporting infrastructure. It is assumed that a system that operates at peak capacities 8. The tool is applicable in multiple contexts- greenfield, urban at all times is over capacity. Typical frequencies for BRT are infill, suburban and redevelopment. based on observed actual frequencies. (Global BRT Data 9. The tool is not intended to compare different corridor n.d.) alignment alternatives, or service planning alternatives. It 6. The tool uses a cost per passenger-km unit to determine only provides guidance on the rapid transit mode based on cost efficiencies as explained in the optimization model for modal characteristics. technology selection developed by L. Moccia. (Moccia, 10. This tool is applicable for municipalities, development Allen and Bruun 2018). The model uses a synthetic agencies, transit agencies, private developers or any agency representation of the temporal and spatial variability of interested in proposing a transit system for the city. demand, and of several operational and design aspects. DATA SOURCES • For Initial Assessment o Census information – area and population o Local bus usage data – in annual terms (multiple daily numbers by 300) and in spatial terms to identify the highest ridership observed at the peak hour at the peak loading point. • For Detailed Assessment o Census information – population o Planned Corridor details – corridor length, projected ridership • Use or add data to the Urban Transport Data Analysis Tool (Agarwal, et al. 2014) AS-A04 THRESHOLD FOR RAPID TRANSIT 57 TOD K P HOW TO USE THE RAPID TRANSIT MODE SELECTION TOOL? 01 SELECTING THE APPROPRIATE First, the user should read the User Guide Tab before using the spreadsheet. The application of the Rapid Transit Mode Selection tool consists of three basic TAB FOR YOUR NEEDS steps: • INITIAL ASSESSMENT: This tab is intended to help cities make an initial assessment among THE TOOL INCLUDES: a set of modes that should be considered for the Alternative Analysis. • USER GUIDE • DETAILED EVALUATION: This tool is • INITIAL ASSESSMENT intended to help cities determine the most • DETAILED EVALUATION appropriate mode alternatives for a specific corridor. Please copy the tab for use for every • ASSUMPTIONS & THRESHOLDS different corridor. • GLOSSARY 02 DATA INPUTS Populate the Input Cells using readily available data ORANGE Input Selection Box YELLOW Input Entry Box 03 STEP 3: READ AND INTERPRET THE RESULTS 58 AS-A04 THRESHOLD FOR RAPID TRANSIT TOD K P HOW TO INTERPRET THE RESULTS? 1. Initial Assessment: In this tool, the results are expressed 2. Detailed Evaluation: If passenger is known by segment/ as the degree to which a mode is favorable or competitive or corridor, the DETAILED EVALUATION tool could be used unfavorable in terms of (1) the ability of the mode to manage to explore the particular segment that works better as peak passenger demand at higher and lower ranges of rail. In effect, both tools together could be used to assign demand; and (2) the cost efficiency of the mode technology segments of a large notional network to either rapid (BRT or at higher and lower ranges of demand. Metro) or semirapid (BRT or LRT). A city that is home to a high variation of population and In this tool, the results are expressed in terms of an employment densities, would need to consider the results Evaluation Score. The evaluation considers the following for both higher and lower cases. On the other hand, a city parameters: that is characteristically closer to either the higher or lower a. Provides Adequate Capacity (Scored out of 3) end of the density range may use the results from the most b. ROW Availability (Need vs. availability of dedicated applicable scenario. The results of the tool should be used corridors) (Scored out of 3) not as direct recommendations but as preliminary guidance on appropriate mode(s) for the city, given prevailing c. Potential to Integrate Pedestrian Needs (Such as safe conditions of population density and travel habits. For crossings) (Scored out of 2) instance, if the INITIAL ASSESSMENT tool suggests that d. Potential to Improve Living Conditions in surrounding rail is COMPETITIVE for the whole network whereas bus is Development (Scored out of 2) FAVORABLE, it may well be that part of the network would e. High Estimate of TAC per PKT (High Cost = Low Score) be better off as rail. Mixed results could be interpreted (Scored out of 3) in some instances to indicate a mixed-mode solution f. Low Estimate of TAC per PKT (High Cost = Low Score) warranting at least DETAILED consideration by corridor. (Scored out of 3) g. Ease of Implementation with respect to: Familiarity with Technology (Scored out of 2) REFERENCES Agarwal, O. P., Gouthami Padam, Aroha Bahuguna, and Salvador Pena. 2014. Urban Transport Data Analysis Tool (UT-DAT) : user’s manual (English). Energy Sector Management Assistance Program (ESMAP). Washington, DC: World Bank Group. http:// documents.worldbank.org/curated/en/395261468147569317/Urban-Transport-Data-Analysis-Tool-UT-DAT-users-manual. n.d. Global BRT Data. Accessed 08 20, 2018. https://brtdata.org/. Moccia, Luigi, Duncan W Allen, and Eric C Bruun. 2018. “A Technology Selection and Design Model of a Semi-Rapid Transit Line.” Researchgate . Reilly, Jack, and Herbert Levinson. 2011. Public Transport Capacity Analysis Procedures for Developing Cities. Washington DC: The International Bank for Reconstruction and Development / The World Bank. Vuchic, Vukan R. 1981. Urban Public Transportation Systems and Technology. Englewood Cliffs, NJ. AS-A04 THRESHOLD FOR RAPID TRANSIT 59 TOD K P GLOSSARY CAPACITY local stops. This area does not include portions of the metropolis connected to the local service area solely by The maximum number of people that can be carried past regional services. a given location during a given time period under specified operating conditions, without unacceptable delay, hazard, MEAN LOCAL TRANSIT TRIP LENGTH or restriction, and with reasonable certainty. The average distance traveled by one public transit HISTORICAL DAILY PEAK HOUR FACTOR boarding passenger, calculated by dividing total local transit person-km by total local transit boardings. The ratio of Peak Hour Peak Direction Passenger Demand for a typical route (i.e. representative of the system as a NETWORK EXTENT whole) to its total daily boardings in both directions. His The number of kilometers of a route in a public transport factor helps to convert daily passenger flows into peak network, without double-counting kilometers where hour passenger flows. It should be ideally be determined routes share the same path. by looking at historical data. Please note that this factor is usually higher for public transport as compared to total PASSENGER TRAFFIC DENSITY (PTD) traffic. The total number annual transit passengers passing the LOCAL TRANSIT average point along a system or route in both directions combined, formed by dividing system PKT by network Public transport operating on fixed routes with frequent extent (for a system) or route PKT by route length (for a stops (100-400 m apart), generally in mixed traffic on single route). surface roadways, relying heavily on walk access and egress. PASSENGER-KILOMETERS TRAVELLED (PKT) LOCAL TRANSIT BOARDINGS The total distance traveled by passengers on transit vehicles (for a single route or a system), which may The annual number of passengers boarding local transit be determined by multiplying the number of unlinked vehicles, counting separately each boarding made in passenger trips by the average length of such trips. the course of single journey or trip between origin and destination. Also known as unlinked passenger trips PEAK HOUR PEAK DIRECTION PASSENGER (UPT). Boardings on regional services should not be DEMAND (PHPD) included in city totals when using this tool. The number of transit passengers carried in the peak LOCAL TRANSIT SERVICE AREA hour in the peak direction. This occurs almost universally on weekdays and is measured for a single route at its The reasonably contiguous area served by the local maximum load point. transit network, not including regional services. Indicative extent would be the area within 1 km of regularly served 60 AS-A04 THRESHOLD FOR RAPID TRANSIT TOD K P PROJECTED ANNUAL RAPID TRANSIT PASSENGER TOTAL ANNUALIZED COST BOARDINGS IN A CORRIDOR/ ANNUAL CORRIDOR Total annualized cost is the annualized value of the total RIDERSHIP net present cost expressed in per PKT. The estimated or projected annual passenger boardings VEHICLE CAPACITY for a specific rapid transit corridor of known length. The estimate should be consistent with operating The average number of people that a vehicle can be characteristics (such as average speed) for the available scheduled to carry at capacity (as defined herein). ROW RAPID TRANSIT Public transport operating on fixed routes at a significantly higher average speed than local service, usually in exclusive rights-of-way and/or completely separated from surface traffic. Access depends on both walking and local public transport service. Stations are typically 800m-2km apart. REGIONAL TRANSIT Public transport operating on fixed routes within and outside the local service area, offering higher average speeds than even rapid transit, with average station spacings usually longer than 2 km. A large share of access may be by motorized transport. RIGHT-OF-WAY Land that is used for moving vehicles carrying passengers or goods, such as railways or highways. Rights-of-way may be identified, purchased, or reserved in advance for future transportation use, and may be required to construct elevated or underground rapid transit. ROW CLASS Classification of the type of operating environment of the RoW. ROW Class A = fully grade-separated ROW, Class B = at-grade lane separation, Class C = mixed traffic. AS-A04 THRESHOLD FOR RAPID TRANSIT 61 Indore, India TOD K P TOD K P AS-H01 HOW TO UNDERTAKE REAL ESTATE MARKET ANALYSIS This tool aids in establishing the real estate knowledge required to carry out a successful TOD development. Through the use of the tool, the market area with the appropriate demand can be determined. It can also be better understood what development is most in demand, based on demographic, geographic and economic trends. Type: Step-by-Step Guide © 2021 The World Bank TOD K P Disclaimer: The Transit-Orientated Development Implementation Resources & Tools knowledge product is designed to provide a high-level framework for the implementation of TOD and offer direction to cities in addressing barriers at all stages. As the context in low and middle-income cities varies, the application of the knowledge product must be adapted to local needs and priorities, and customized on a case-by-case basis. © 2021 International Bank for Reconstruction and Development/ The World Bank 01 UNDERSTAND THE REGIONAL OR CITY-WIDE SETTING To understand and compare the regional or city-wide economic trends with conditions along the TOD corridor or station area where the project is proposed. DEMOGRAPHIC TRENDS: POPULATION | DATA SOURCES DENSITY | HOUSEHOLDS • City-level Census Information • World Bank Open Data (https:// EMPLOYMENT TRENDS: TOTAL NUMBER datacatalog.worldbank.org/) OF JOBS | UNEMPLOYMENT RATE | TOTAL • Municipalities (Building Permit/ NUMBER OF ESTABLISHMENTS Plan Approval Departments) • Local Real Estate Industry LARGEST AREA EMPLOYERS Associations • Interviews with local property CONSTRUCTION ACTIVITY: RESIDENTIAL brokers AND NON-RESIDENTIAL 02 DELINEATE THE TOD MARKET AREA BOUNDARY To define the two boundaries of the TOD Market Area: Primary (3 mile/5 km) and Secondary Trade Area (5 mile/8 km) to understand the market’s potential size, catchment and expenditure potential. Factors that affect the size and shape include: NATURAL FEATURES JURISDICTIONS Lakes/ Rivers/ Mountains Political boundaries | Neighborhood boundaries DATA SOURCES DATA SOURCES • Satellite Imagery | • GIS data Google Earth • Community Mapping • GIS data BUILT INFRASTRUCTURE TRAFFIC Railroad tracks | Highways | Traffic Volume | Congestion Data Airports | Large-scale Industrial DATA SOURCES DATA SOURCES • Google Real-Time Traffic • Satellite Imagery Data | General Transit Feed Specification | Commercial • GIS data Ride sharing Application • Mobility/ Transport Studies • As per approved Master Plan/ Development Plan 64 AS-H01 REAL ESTATE ANALYSIS TOD K P TOD K P 03 CONDUCT A DEMAND & SUPPLY ANALYSIS To understand the demand and supply within the TOD Market Area with respect to different development components. Create an economic profile to understand the purchasing power and prepare a competition analysis to understand the risk and revenue potential for different types of development components. ECONOMIC INDICATORS/ COMPETITION ANALYSIS DATA SOURCES SOCIOECONOMIC PROFILE • Number of residential units and square • Interviews with local city staff feet of housing types • Building permit data • Demographic trends: Age | Household Composition | Migration • Commercial built space supply • Meetings with local real estate • Economic trends: Household Income • Number of hotel rooms brokers | Disposable Income (Retail) • Land Values (Market & Assessed) • City tourist traffic data • Tourism Data (Hospitality) • Rental Yield Rates • Online property websites • Employment Trends: Job Growth • Approved & Planned Projects • Crowdsourcing Apps (Office) • Absorption Rates / Occupancy Rates • Mail/Internet Surveys 04 DEFINE POTENTIAL AND DESIRED DEVELOPMENT MIX Define the most appropriate development mix based on location, investment risk and revenue potential. Some other criteria to be considered in defining the development mix include: Refer to AS-A03 • Zoning and Planning Regulations • Environmental & Infrastructure Conditions DATA SOURCES • Local Political Willingness • Stakeholder meetings • Land Ownership and Land Control • Size/Program Area • Community Workshops Options • Potential Synergies with surrounding land uses • Collaboration with planning & design team 05 PREPARE A DEVELOPMENT PROFORMA Prepare a Development Proforma that includes Development Costs, Potential Income and Cash Flow over the project timeline, presenting finally the Net Present Value (NPV) and Internal Rate of Return (IRR): COSTS REVENUES PROJECT TIMELINE Refer to FI-A02 • Land Acquisition | • Sales Revenue | Sales • Pre-Development | Site Improvements | Percentage | Lease Construction Phase Also Refer to Planning, Engineering Revenue | Lease | Stabilization | Asset SAMPLE MIXED- & Design | Marketing | Percentage | User Fees | Management/Sale | USE DEVELOPMENT Property Taxes | General Grants & Loans Operations PROFORMA Overhead | Financing Source: Economic Research Associates, Washington DC shared Costs via ULI Resources. Also Refer to COMMERCIAL MIXED USE PROFORMA Source: HUD Exchange Resources, US Department of Housing and Urban Development, Washington DC. 65 ASSESS KNOWLEDGE PRODUCT ASSESS KNOWLEDGE PRODUCT 65 TOD K P 06 PREPARE A REAL ESTATE MARKET ANALYSIS REPORT Prepare a Real Estate Market Analysis Report summarizing the key findings through the process. The proposed report structure is shown. 1. Real Estate Market Performance Trends. 2. Worker Travel Characteristics. 3. Competitive Advantage and Industry Cluster Analysis. 4. Long-term Residential and Employment Demand Analysis. 5. Recommended Development and Redevelopment Opportunities. 6. Profitability & Revenue Potential in NPV and IRR. 7. Recommended set of Incentives and Possible Finance Structures. 66 AS-H01 REAL ESTATE ANALYSIS TOD K P TOD K P AS-H02 HOW TO UNDERTAKE RAPID TRANSIT ALTERNATIVES ASSESSMENT An overall framework for identifying, evaluating and selecting the appropriate rapid transit alternative including alignment, mode and operating environment. Type: Step-by-Step Guide © 2021 The World Bank TOD K P Disclaimer: The Transit-Orientated Development Implementation Resources & Tools knowledge product is designed to provide a high-level framework for the implementation of TOD and offer direction to cities in addressing barriers at all stages. As the context in low and middle-income cities varies, the application of the knowledge product must be adapted to local needs and priorities, and customized on a case-by-case basis. © 2021 International Bank for Reconstruction and Development/ The World Bank 01 DEVELOP INITIAL RANGE OF ROUTE & MODE OPTIONS Use A PRELIMINARY REFERENCE CRITERIA to map initial corridors and collect feedback on it from DATA SOURCES political stakeholders, municipal & transit agencies and • Satellite Imagery the public. • Statutory Policy and Plan Documents • People and Jobs Density • Existing Transport Studies • Destinations and Land Uses • Field Surveys • Stakeholder Workshops • Potential and Desired Connections • Existing Recommendations • Viable Modes STAKEHOLDERS Primary: • Transit Planning/ Urban Planning Agency Secondary: • Formal and Informal Transit Operators • Land Use Planners, Environmental Planners • Housing, Infrastructure, and Transportation Departments • Neighborhood/ Community Organizations 02 UNDERTAKE INITIAL SCREENING Use B CORRIDOR SCREENING CRITERIA to perform DATA SOURCES initial screening of the corridors identified in step 1 • Satellite Imagery • City Vision and Goals • Existing Census Data • Transportation Demand • Population /Employment Projections • Ease of Implementation • Statutory Policy and Plan Documents • Community Building • Land uses and nodes along corridor STAKEHOLDERS Primary: • Transit Planning Agency Secondary: • Formal and Informal Transit Operators • Land Use Planners, Environmental Planners • Housing, Infrastructure, and Transportation Departments • Neighborhood/ Community Organizations 68 AS-H02 RAPID TRANSIT ALTERNATIVES TOD K P 03-A UNDERTAKE DETAILED CORRIDOR SCREENING 03-B UNDERTAKE TECHNOLOGY/ MODE REVIEW Use B CORRIDOR SCREENING Evaluate transit technology based on: CRITERIA to undertake detailed screening • Potential Ridership of the corridors shortlisted in step 2. • Mode Capacity • City Vision and Goals • Cost Comparison • Transportation Demand • Ease of Implementation Refer to AS-A04 • Community Building DATA SOURCES STAKEHOLDERS • Transit Ridership Projections Primary: • Statutory Policy and Plan Documents • Transit Planning Agency • Land uses and nodes along corridor Secondary: • Environmental Assessment Reports • Political Leadership / Appointed Executives • Capital and Operating Costs • State or Federal Departments • Stakeholder Workshops • Funding Agencies • Formal and Informal Transit Operators • Urban Planning Agencies • Land Owners and Potential Real Estate Developers • Academic Institutions, Advocacy Groups 04 UNDERTAKE BUSINESS CASE Undertake C DETAILED COSTING DATA SOURCES COMPARISON and develop a detailed Cost- • Capital and Operating Costs Benefit Analysis • Ridership and Total Trip Data I Based on current and future demand Establish base and • Emissions and Fuel Data projected case • Public Expenditure Data II Including productivity savings, List Benefits healthcare cost savings, regional economic and environmental benefits STAKEHOLDERS III Including transit capital and operating List Costs costs, costs of changing institutional procedures and negative externalities Primary: • Transit Planning Agency IV Assign $ value to as many benefits and Secondary: Monetize Benefits costs as possible. Where needed, use and Costs an equivalence factor to assign $ value • Political Leadership / Appointed Executives • State or Federal Departments V Annual net costs and benefits in each Calculate Net year to be discounted to current day • Funding Agencies Present Value dollars value; derive Benefit-Cost Ratio AS-H02 RAPID TRANSIT ALTERNATIVES 69 TOD K P A PRELIMINARY REFERENCE CRITERIA Develop a long list of alternatives, building upon the work previously undertaken by the city and incorporate additional consultation with various stakeholder groups. The following Criteria must be considered in defining the long list of alternatives. CRITERIA MEASURE IMPORTANCE Density of housing units and jobs Areas with high population densities need identified through Census data and Rapid Transit services to equitably fulfill PEOPLE AND JOB DENSITY other surveys. mobility needs of all people. Major trip generators within the city Serving public destinations and high activity (weekdays & weekends) identified centers with Rapid Transit alleviates the DESTINATIONS through destination mapping and land potential for congestion and ensures optimum AND LAND USE use maps. ridership. Identification of existing and Determine travel patterns using data from potential desired connections POTENTIAL existing transit services or cab aggregators or measured from travel data and AND DESIRED congestion mapping. CONNECTIONS people’s perception Review recommendations Ensure that existing (and relevant) studies are from existing Plans and Policy reviewed and recommendations are considered EXISTING Documents and ensure they are still in transit planning e.g. Transportation Master RECOMMENDATIONS relevant & valid Plan, Master Plan, etc. Shortlist Viable Modes based on Carry out a quick assessment of the most density thresholds viable transit technologies and operating THRESHOLD FOR RAPID AS-A04 TRANSIT MODE environment options for the city DATA SOURCES • Google Earth, Satellite Images, GIS • Data from existing transit/busways/ Data, Worldwind, Marble, Virtual private transit operators Ocean, Ossimplanet, GeoMappApp, • Field surveys OpenStreeetMap • Best practices • Statutory policy documents and relevant studies– Master Plan/ • Stakeholder workshops Development Plans/Transportation • Public workshops Master Plan 70 AS-H02 RAPID TRANSIT ALTERNATIVES TOD K P B CORRIDOR SCREENING CRITERIA The intent of corridor-level screening is to evaluate the long list and short list of the corridor segment alternatives and advance those that demonstrate suitability for Rapid Transit. Corridor alignment alternatives need to be evaluated in parallel with mode and technology alternatives. The screening process described here is a two-step process, where initial screening criteria are suggested for evaluation of a long list of alternatives, followed by a detailed screening at a later stage of the shortlist of selected alternatives. Where required, cities may skip one level of screening depending on the availability of data and resources. CITY VISION AND TRANSPORTATION EASE OF COMMUNITY GOALS DEMAND IMPLEMENTATION BUILDING THRESHOLD FOR RAPID AS-A04 TRANSIT MODE CITY VISION AND GOALS CRITERIA INITIAL SCREENING MEASURE DETAILED SCREENING MEASURE Supports growth management to focus high-intensity, Projected growth (10 year) within 500m mixed-use development in strategic locations; Growth in population density (person /ha) and Supports transit-oriented development (Transit Potential employment density (jobs/ha). Villages), compatible with incentives for development HIGHER IS BETTER along Rapid Transit corridors and at transit stations. Connectivity to major growth centers, Ability to attract and retain talent and influence long- Economic existing or proposed, within 500m of the term employment goals, improve business viability Development corridor. and attractiveness. HIGHER IS BETTER Areas that have a mix (2 or more) of land Mixed Use Land availability and market acceptance for uses within a 500m buffer along the Development new mixed-use development or redevelopment corridor. Potential opportunities. HIGHER IS BETTER Land Value Property value uplift along the corridor, increased Capture attractiveness to live along the corridors, changes to Potential parking and access. DATA SOURCES • Google Earth, Satellite Images, GIS • Population /Employment Projections from • Land Uses along corridor Data, Worldwind, Marble, Virtual Statutory Policy Documents & Relevant • Key Nodes and Destinations Ocean, Ossimplanet, GeoMappApp, Studies OpenStreeetMap • Infrastructure Construction and • Statutory Policy Documents & Relevant Operating Costs • Census Data Existing Studies – Master Plan / Development Plans / Transportation Master Plan • Land Ownership Data AS-H02 RAPID TRANSIT ALTERNATIVES 71 TOD K P B CORRIDOR SCREENING CRITERIA TRANSPORTATION DEMAND CRITERIA INITIAL SCREENING MEASURE DETAILED SCREENING MEASURE Existing and projected population Transit Opening day and longer-term forecast of transit ridership and job densities; existing transit ridership projections compared to transit system capacity (persons/ ridership on existing services. potential hour) of all modes on the mobility network. HIGHER IS BETTER Route length; average auto delay; Travel time maximum V/C Ratio; travel time Forecasted travel times to major trip generators, balancing improvement (Auto vs Existing Transit). transit and auto should show substantive improvements in potential LOWER PERFORMING travel time by transit compared to auto. ROADWAY IS PREFERRED Existing transit Transfer points with existing transit Possibilities of integrating with local, rapid and regional network network. transit systems, existing and planned, focusing on the integration HIGHER IS BETTER highest potential for network reach and future expansion. Right-of-way characteristics affecting reliability, frequency, quality, and flexibility of Rapid Transit service, including: Transit service o Availability of width for dedicated lanes/tracks reliability o Intersections, restricted turning movements, and signalization Urban form characteristics that support active mobility choices such as walking, cycling and transit that are Support active accessible and accommodate people of all abilities, transportation including: o Block sizes and street connectivity o Availability of walking and cycling facilities Road characteristics that allow for improvement to Safety of all intersections, crossing locations and emergency vehicle corridor users access. DATA SOURCES • Statutory Policy Documents & Relevant • Street Network in CAD, GIS, or any Volume Data Studies – Master Plan / Development Transport Demand Modelling Software • Data from Existing transit / busways / Plans / Transportation Master Plan formats including ROW, Intersections, Private Transit Operators and Signalization Information • Existing Transit Ridership data - Boarding • Accident Data & Alighting Data • Corridor Performance and/or Traffic 72 AS-H02 RAPID TRANSIT ALTERNATIVES TOD K P B CORRIDOR SCREENING CRITERIA EASE OF IMPLEMENTATION AND OPERATIONAL VIABILITY CRITERIA INITIAL SCREENING MEASURE DETAILED SCREENING MEASURE Coordinated jurisdictional control under a single or few coordinated agencies. Relative flexibility to implement the Rapid Transit Ability to Implement network in stages. FEWER COORDINATION CHALLENGES ARE BETTER Number and complexity of construction challenges, Availability of Right-of-Way (ROW) including rail crossings, waterway crossings, sensitive Ease of Construction and minimal immovable barriers. or historical areas, sharp turns, right-of-way issues, MORE SPACE IS BETTER utilities, or other construction challenges. Approximate annualized costs per Rapid Cost-Benefit Analysis (CBA) comparing the Financial Viability person-km based on the type of cost of implementation and operations against operating environment and mode. revenue potential and quality of life benefits. Minimize the need for land acquisition or major land Property Impacts readjustment; undue negative impact on property ownership or property values. Minimize impacts to designated environmentally significant areas, wetlands and provincially significant wetlands, fish habitat, woodlands and Environmental significant woodlands, significant valley lands, Impact or environmentally sensitive areas, the habitat of endangered and threatened species and designated areas of natural and scientific interest DATA SOURCES • Statutory Policy Documents & Relevant Ocean, Ossimplanet, GeoMappApp, identification of overlaps, interferences Studies – Regional Plans, Environmental OpenStreeetMap for Natural Features • Land Ownership Data Studies • Infrastructure Alignment Data and • Property Valuation Data • Google Earth, Satellite Images, GIS Future Plans in CAD, GIS or other such Data, Worldwind, Marble, Virtual format allowing for overlay analysis and • Capital and Operating Costs AS-H02 RAPID TRANSIT ALTERNATIVES 73 TOD K P B CORRIDOR SCREENING CRITERIA COMMUNITY BUILDING AND REVITALIZATION CRITERIA INITIAL SCREENING MEASURE DETAILED SCREENING MEASURE Low/ middle-income neighborhoods who can benefit from affordable Appropriate development potential with high Supports Inclusive mobility choices to access key affordability compared to planned growth, infill and Growth Objectives nodes and destinations intensification. HIGHER IS BETTER Improved access to community amenities (schools, Connectivity to Higher neighborhood penetration libraries, hospitals etc.), while maintaining vehicular Neighborhoods and accessibility choices through a access to residential and commercial properties and Business denser street network. and minimize vehicular infiltration of adjacent Areas HIGHER IS BETTER neighborhoods. Corridors designated for growth Availability of land for intensification within a 500m and intensification are preferable, as buffer of the corridor, including: Intensification they have the potential to intensify o Parking lots, Potential over time (TOD) and support o Underutilized spaced ridership potential. o Dilapidated/end of life-cycle buildings HIGHER NO OF UNDERUTILIZED o Transitional land uses, e.g. former industrial uses, etc. LOTS ARE PREFERRED Allow greater use of the public realm and improved Public Space and aesthetics, enhance community connections, support Amenities safety and security through design and minimize impacts on existing public and private trees. Cultural Heritage Minimize impacts to built cultural heritage features and Impacts archaeological resources. Resiliency to global warming trends (e.g. floods, droughts) following urban densification principles; Climate Resilience impacts on air pollution and greenhouse gas (GHG) emissions. DATA SOURCES • Development Potential • Statutory Policy Documents & Relevant • Air Quality Data Studies – Master Plan / Development • Property Valuation and Affordability Dats • Stakeholder Workshops Plans / Public Realm Plan • Population /Employment Projections from • Community nodes and destinations Statutory Policy Documents & Relevant Studies • Heritage or Archaeological Data 74 AS-H02 RAPID TRANSIT ALTERNATIVES TOD K P C DETAILED COSTING COMPARISON PROJECT CAPITAL COST Capital costs are those required to install and launch each phase of the system and include equipment purchase, infrastructure cost and engineering and support costs. HARD INFRASTRUCTURE COSTS CURRENCY SOFT INFRASTRUCTURE COSTS CURRENCY Property Acquisition Engineering Design Civil Works Construction Management Staging/Enabling Works Design Support (Construction Maintenance Facility/Yard Administration) Operating Agency Costs Parking Facilities/Park & Ride Lots Program Management Structures SUB TOTAL B Utility Relocation CONTINGENCY B1 ~5% Streetscape Improvements/Placemaking Stations VEHICLE COSTS CURRENCY Electrical Power, Lines & Substation(s) Capital Vehicle Costs Water Supply SUB TOTAL C Signaling CONTINGENCY C1 ~5% Operations & Control Centre SUB TOTAL A CONTINGENCY A1 ~10% TOTAL COST CURRENCY GRAND TOTAL (A+B+C) CONTINGENCY GRAND TOTAL (A1+B1+C1) FORECAST OPERATING COST & REVENUES Operating costs are the cost to operate and maintain the system. These include hiring employees for operational tasks, as well as maintenance costs including purchasing tools and spare parts, upkeep of software, etc. HARD INFRASTRUCTURE COSTS OPENING YEAR LIFECYCLE YEAR Daily Ridership Annual Revenues Annual Operations & Maintenance AS-H02 RAPID TRANSIT ALTERNATIVES 75 Copacabana Beach, Rio de Janeiro, Brazil TOD K P AS-H03 INFRASTRUCTURE CARRYING CAPACITY ASSESSMENT An overall framework for evaluating the infrastructure needs of the city Type: Step-by-Step Guide © 2021 The World Bank TOD K P ABOUT THE ASSESSMENT TOOL PURPOSE THIS TOOL INCLUDES: Infrastructure serves as the foundation for planning sustainable and resilient cities (Pollalis 2016). The viability • OVERALL INFRASTRUCTURE and sustainability of any TOD development must, therefore, ASSESSMENT PROCESS include an assessment of infrastructure to ensure the current provision is adequate and has the capacity to support growth • INFRASTRUCTURE GOALS in the future. In World Bank client countries, infrastructure capacities • DETAILED INFRASTRUCTURE are often mismatched with current needs, largely due to PLANNING PROCESSES unanticipated rapid urban growth. A TOD development without infrastructure carrying capacity considerations may further deteriorate living conditions. Such an assessment is essential before density changes are proposed. As transit-oriented development requires major built form and transportation development, this tool assesses the capability of regions to support infrastructure needs. Based on current municipal deficits, strategies to offset the necessary capital investment required by additional or upgraded infrastructure are explored through the creation of a capital investment needs plan. Disclaimer: The Transit-Orientated Development Implementation Resources & Tools knowledge product is designed to provide a high- level framework for the implementation of TOD and offer direction to cities in addressing barriers at all stages. As the context in low and middle-income cities varies, the application of the knowledge product must be adapted to local needs and priorities, and customized on a case-by-case basis. © 2021 International Bank for Reconstruction and Development/ The World Bank VARIATION IN INFRASTRUCTURE ASSESSMENT PROCESSES FOR DEVELOPMENT CONTEXTS GREENFIELD URBAN/ SUBURBAN A greenfield project is one which is not constrained by Urban and suburban projects refer to site parcels within prior work. It is constructing on unused land, where previously built areas. These areas are already served by there is no need to remodel or demolish an existing public infrastructure and other utilities. It may also include structure. converting an existing built property into another use. 78 AS-H03 INFRASTRUCTURE CAPACITY ASSESSMENT TOD K P THE INFRASTRUCTURE ASSESSMENT PROCESS Click on the Beige Boxes to SITE SELECTION view Detailed Processes GREENFIELD REDEVELOPMENT No Connection to Connection to Ex. Infrastructure Ex. Service Area Ex. Service Area Inventory & Available Available Assessment Independent Ex. Demand Source Required Analysis Future Future Development Plan Development Plan Future Demand Future Demand Analysis Analysis Modify Modify Future Required Future Required Improvements Improvements Assess Carrying Assess Carrying Capacity Capacity Sufficient Insufficient Sufficient Insufficient Capital and Operating Capital and Operating Cost Estimates Cost Estimates Capital Investment Capital Investment Needs Plan Needs Plan AS-H03 INFRASTRUCTURE CAPACITY ASSESSMENT 79 TOD K P INFRASTRUCTURE ASSESSMENT GOALS PHYSICAL INFRASTRUCTURE Physical Infrastructure includes basic service delivery systems, such as water supply, sewage, solid waste management, energy, and landscape. Pedestrian and cycling infrastructure are also integral to physical infrastructure. These systems are high-cost investments and are vital to a city’s development (Pollalis 2016). WATER SUPPLY To determine capital investment needs To identify the existing designed capacity and capability of serving additional WATER WATER WATER WATER densities. CONSUMPTION SUPPLY TREATMENT NETWORKS SEWERAGE To determine capital investment needs. To determine the network capacity required to serve additional densities. WW WW WW GENERATION TREATMENT DISPOSAL ENERGY To determine capital investment and secure energy supply. To assess and manage existing grid ENERGY ENERGY ENERGY DISTRIBUTION & capacity. CONSUMPTION SUPPLY GENERATION TRANSMISSION SOLID WASTE To determine capital investment to treat, collect and transfer waste. To determine excess solid waste generation for additional densities SW SW TREATMENT COLLECTION & GENERATION DIVERSION & DISPOSAL TRANSFER INFORMATION To determine capital investment and secure information needs. To determine information need increases for additional densities INFORMATION COLLECTION AND INFORMATION INFORMATION DEMAND COMMUNICATION NODES NETWORKS MODES LANDSCAPE To understand vulnerabilities and planning opportunities. To identify the ability of the landscape to LANDSCAPE LANDSCAPE LANDSCAPE LANDSCAPE provide functional requirements. DEMAND PROGRAM PATTERN MAINTENANCE 80 AS-H03 INFRASTRUCTURE CAPACITY ASSESSMENT TOD K P INFRASTRUCTURE ASSESSMENT GOALS SOCIAL INFRASTRUCTURE Social infrastructure is a subset of the infrastructure sector that typically includes assets that accommodate social services. It includes schools, colleges, universities, hospitals, prisons, police, fire stations, markets, etc. The quality of life in any urban center depends upon the availability of and accessibility to quality social infrastructure. HEALTHCARE To determine zoning reservations and capital investment needs. To ensure the adequacy of medical facilities to serve the additional population. ADEQUACY ACCESSIBILITY AFFORDABILITY QUALITY EDUCATION To determine zoning reservations and capital investment needs. To ensure adequacy of educational facilities to serve the additional population. ADEQUACY ACCESSIBILITY AFFORDABILITY QUALITY RECREATION To determine zoning reservations and capital investment needs. To ensure sufficient recreational zones to serve the additional needs. ADEQUACY ACCESSIBILITY AFFORDABILITY QUALITY POLICE/ FIRE/ OTHERS To determine zoning reservations and capital investment needs. To ensure adequate emergency response services to serve the additional densities. ADEQUACY ACCESSIBILITY QUALITY *Applicable at all scales Greenfield Urban/ Suburban AS-H03 INFRASTRUCTURE CAPACITY ASSESSMENT 81 TOD K P EXISTING INFRASTRUCTURE INVENTORY In distributing infrastructure, planned densities and population play the guiding role. Therefore, indications of population and densities served by a facility or service are considered when estimating the infrastructure needs. Ex. Infrastructure Inventory & Assessment Traffic Impact Records Search Study Field survey of Identify Ex. Transit above-ground Services utilities Identify Transit Sufficient Insufficient Alternatives Subsurface Utility Exploration Create Infrastructure Plan Inventory Assessment INFRASTRUCTURE CAPACITY MEASURES Water availability - Installed capacity (MLD) Source of water supply - Within city limits or no Water coverage - Area served by supply network - Per capita supply (LPCD) - Supply duration Wastewater disposal - Wastewater generated daily - Disposal capacity (MLD) - Present Operating Capacity (MLD) Solid waste - Waste generated daily (tonnes/day) - Collection daily (tonnes/day) 82 AS-H03 INFRASTRUCTURE CAPACITY ASSESSMENT TOD K P EXISTING DEMAND ANALYSIS Infrastructure demand is expected to increase with an anticipated increase in densities in TOD areas. This step is intended to quantify the needs of the respective city, corridor, station area or site. Ex. Demand Analysis Identify existing Service demand Agency Data Field Assessment Records Database Pump Data Survey Flow Metering Analysis Existing Service Capacity AS-H03 INFRASTRUCTURE CAPACITY ASSESSMENT 83 TOD K P NEW INFRASTRUCTURE SOURCE REQUIRED Contaminated, Not Enough Supply, Distance to WATER Yes acquire (Surface, Ground, Desalination) Construct Pump Station, WTP (Transmission No system) Build WWTP - Discharge of Effluent: Reclaimed Yes or Injected to Groundwater | Disposal of Organics: Incineration, Drying/Reuse Sewage No Outsource Yes Build Power Plant - Solar Farm | Geothermal | Wind | Hydro Energy No Outsource Yes Build Information Node - Processing and Storage Capacity | Information Networks Information Plan Integration of Information from various No sources Independent Yes Build Processing Plant - Sorting | Recycling | Source Composting | Build Landfill Solid Waste Required? Not Enough Land No Yes Build Hospitals, Clinics Healthcare No Transport to outside services Yes Build Schools - Home School | Online Learning Education No Transport to outside schools Yes Create Support Services - Employees or Emergency Volunteers Learning Response No Funding | Lack of volunteers Yes Construct Roadway System | Connect to Existing Roadways / Public Roadways Sidewalks / No Lack of ROW (Right of Way) Transit 84 AS-H03 INFRASTRUCTURE CAPACITY ASSESSMENT TOD K P FUTURE DEVELOPMENT PLAN Validate the Future Infrastructure Development Plan with the Conceptual Site Plan by assessing if zoning needs and TOD targets are met. If TOD requirements are not met by the infrastructure plan, trade-offs must be decided that can allow for transit-supportive development while fulfilling infrastructure needs. Future Development Plan Conceptual Site Plan Modify TOD zoning Re-zoning targets Required Compatible Allowed Not Allowed Preliminary Site Plan AS-H03 INFRASTRUCTURE CAPACITY ASSESSMENT 85 TOD K P FUTURE INFRASTRUCTURE REQUIREMENT After calculating the infrastructure deficit, the infrastructure needs of the area must be defined with regards to new infrastructure, infrastructure upgrades and network expansion. Water (Surface, Ground, Desalination) Sewage Energy Insufficient GAP New Infrastructure Solid Waste Upgrade or Replacement Expansion Information Healthcare Conceptual Infrastructure Plan Future Infrastructure Education Required Plan Improvements Emergency Sufficient Response Roadways / Sidewalks / Transit NEW INFRASTRUCTURE In any greenfield project, new infrastructure has to be provided as per planned development. This requires heavy capital investment. INFRASTRUCTURE UPGRADES Upgrading infrastructure systems is required where the current capacity of the infrastructure is not sufficient enough for serving the estimated infrastructure needs. This can be undertaken where the expansion of the physical asset is costly or prohibitive due to broader physical constraints. NETWORK EXPANSION In any greenfield or redevelopment project that lacks the basic infrastructure, but is within the proximity of the existing infrastructure network, a network expansion should be proposed. 86 AS-H03 INFRASTRUCTURE CAPACITY ASSESSMENT TOD K P 4 DETERMINE STRATEGIES TO OFFSET CAPITAL INVESTMENT (LOCAL/DECENTRALIZED FACILITIES) When planning for future infrastructure needs for a TOD site area, it is necessary to consider facilities that are local or decentralized. These facilities not only reduce the pressure on the central distribution system/nodal facility, allow for higher densities and also offset/relax the heavy capital investment required for these critical infrastructure systems. The infrastructure demand can be effectively managed through the optimal use of resources and preventing/controlling any waste of resources. DETERMINE STRATEGIES TO OFFSET CAPITAL INVESTMENT NEEDS? 01 Identify the critical infrastructure needs and shortage 03 Estimate a realistic quantity that can be offset through decentralization 02 Develop strategies for decentralization of facilities 04 Create policy or zoning guidelines to mandate requirements for decentralized facilities by private developers Water Supply: Strategies that help reduce the consumption pattern, and produce more water resources Wastewater: Strategies that help 05 Create incentives for additional green building compliance (LEED or equivalent) reduce wastewater generation and promote use of recycled wastewater Energy: Strategies that help reduce energy consumption patterns and produce clean and renewable sources of energy Solid Waste: Strategies that help reduce waste generation and help reuse/recycle it Landscape: Strategies that minimize disruption of the natural landscape Information: Strategies that serve as the foundation for the use of integrated information technologies Social Infrastructure: Strategies that allow for multiplicity of functions in already built areas Strategies that allow for reservation of land/BUA for social amenities in new developments AS-H03 INFRASTRUCTURE CAPACITY ASSESSMENT 87 TOD K P ASSESS CARRYING CAPACITY Physical and social infrastructure provisions such as water treatment plants, sewage treatment plants, transformer stations, universities, hospitals, fire stations, etc. require a large portion of land. At times, land may be available, but resources may be scarce. Therefore, it is necessary to assess the land and resource capability of the region to support the city’s infrastructure needs. Identification of land for infrastructure development is an essential parameter. It is necessary to earmark land for critical infrastructural facilities in a city’s statutory plan. Assess Carrying Capacity Sufficient Required Sources No Yes Capital and Modify Future Operating Cost Development Plan Estimate ASSESS CARRYING CAPACITY LAND Is there enough land available within the study area, or in close proximity, to meet the infrastructure needs? RESOURCES Does the region fare sufficient in natural and human resources? 1. What are the available sources of water supply in the 5. Does the region have any other alternate method of region? disposing waste? 2. Does the region receive sufficient rainfall? 6. Does the region have enough sources for energy 3. Does the region have soil with high percolation production such as crude oil, petroleum, coal, natural capacity? gas, nuclear, wind, solar, geothermal, hydro, tidal energy, biomass, waste, etc.? 4. Does the region have a high water table? 7. Does the region have natural and biodiversity reserves? 5. Is the groundwater contaminated/not fit for use? 8. Is the region vulnerable to natural disasters? 5. Is there a provision for wastewater recycling or water supply mix in the region? 9. Does the region have sufficient green spaces? 4. Does the climate of the region support composting of 10. Does the region have sufficient professionals, such as generated solid waste? doctors, teachers, etc.? 88 AS-H03 INFRASTRUCTURE CAPACITY ASSESSMENT TOD K P CAPITAL INVESTMENT NEEDS PLAN Capital investment planning is an evolving area of public management. A local government (LG) takes care of assets only if CAPITAL INVESTMENT they are needed to provide municipal services to constituencies NEEDS PLAN or to perform other mandatory obligations of the LG. Since the financial resources available to an LG for capital projects are limited, a process should be established to evaluate the competing needs 1 Identify Development Projects of various municipal services to maximize the use of the financial resources in the areas of highest priority. Local financial policy needs to be formulated and enacted to define which assets to invest in, 2 Prepare a Prioritization Framework capital investment priorities and finance sources. The approach should be multi-year. Capital investment should be considered within 3 Prepare a Phasing Strategy the frameworks of life cycle costing and assessment of alternatives (for example, reducing demand for the service/facility, engaging the private sector). 4 Prepare a Capital Investment Plan CAPITAL INVESTMENTS SECTOR PROJECT YEAR 1 YEAR 2 YEAR 3 YEAR 4 YEAR 5 TOTAL WATER SEWAGE ENERGY SOLID WASTE HEALTHCARE INFORMATION EDUCATION EMERGENCY RESPONSE SERVICES ROADWAYS/ TRANSIT/ SIDEWALKS AS-H03 INFRASTRUCTURE CAPACITY ASSESSMENT 89 TOD K P REFERENCES Pollalis, Spiro N. 2016 Planning Sustainable Cities - An Infrastructure-based Approach. Zofnass Program for Sustainable Infrastructure, New York NY: Routledge. Reilly, Jack, and Herbert Levinson. 2011. Public Transport Capacity Analysis Procedures for Developing Cities. Washington DC: The International Bank for Reconstruction and Development / The World Bank. UNICEF. 2006. Manual for Child Friendly Schools. UNICEF. WHO (World Health Association). 2012. Global costs and benefits of drinking-water supply and sanitation interventions to reach the MDG target and universal coverage. Geneva, Switzerland: WHO. 90 AS-H03 INFRASTRUCTURE CAPACITY ASSESSMENT TOD K P AS-H04 HOW TO UNDERTAKE ROAD SAFETY ASSESSMENT FOR TOD AREAS Measures for conducting a road safety assessment while assessing the TOD readiness of a city. Type: Step-by-Step Guide © 2021 The World Bank TOD K P Disclaimer: The Transit-Orientated Development Implementation Resources & Tools knowledge product is designed to provide a high-level framework for the implementation of TOD and offer direction to cities in addressing barriers at all stages. As the context in low and middle-income cities varies, the application of the knowledge product must be adapted to local needs and priorities, and customized on a case-by-case basis. © 2021 International Bank for Reconstruction and Development / The World Bank As an extension to earlier AS-A01 section to undertake TOD readiness assessment for a city, a road safety assessment needs to be carried out. Along with advocating for a TOD project to address road safety challenges around a transit station and the city at large, this assessment also helps in identifying gaps at the institutional levels, critical areas in the network that require attention and can thus be prioritized, and provide mitigation strategies and designs to address the same. Below are the steps to be undertaken to carry out a road safety assessment while assessing TOD readiness. 01 ROAD SAFETY CAPACITY REVIEWS The first measure looks at assessing ‘efficiency and effectiveness’ of the various existing policies and regulatory frameworks for road safety, and institutional setup for carrying out safety measures that are available at the local, regional, and national levels. These are analyzed based on their capacities to execute planning, design and implementation of road safety measures and how they can be suitable in supporting a future TOD project based on the type of transit services, scale of TOD and urban context. Along with policy and regulatory assessment, it is essential to identify a lead implementation agency, and assess the existing expertise to determine its ability to efficiently deliver road safety considerations while executing a TOD project. [Refer to AS-H01 ‘How to undertake Rapid Transit Alternative Analysis’ for TOD readiness assessment and IM-H01 ‘How to Undertake Capacity Building’ and IM-P01 ‘Capacity Development Strategy Terms of Reference’ 02-A DATA COLLECTION For a road safety assessment, two types of data are required to be collected: DATA SOURCES 1. Physical context data • Local Government Information about the existing context of the city and the station areas is • Census Data required for the assessment. A road inventory data is a critical information • GIS Data with the city and its required for a road safety assessment as it provides information of the various departments such as physical conditions that may have led to a crash. The various kinds of transport, planning etc. information collected as part of the road inventory have been detailed out in A PHYSICAL CONTEXT DATA Along with a road inventory, information regarding the larger urban fabric of the city and within the station area such as socio-economic demographics, urban density, land use, transportation network, traffic counts etc will also be collected to support the road safety assessment. 2. Road crash data DATA SOURCES Road crash data includes details specific to the road crash. These details Primary Source include variables such as the date, time, location and type of crash, • Police Records characteristics of the persons and vehicles (modes) that are involved in Secondary Source the crash, and the severity of the crash including injuries and fatalities. • Hospital Records These have been detailed out in B ROAD CRASH DATA COLLECTION. • Vehicle Insurance Records 92 AS-H04 ROAD SAFETY ASSESSMENT TOD K P 02-B DATA ANALYSIS The next stage of the road safety assessment is to analyze the data collected and identify trends and priority areas for interventions. The three types of analyses and their relevance to TOD readiness have been explained in C DATA ANALYSIS. In absence of reliable and/ or sufficient data for assessment, a ‘crash-conflict analysis’ may be undertaken as alternative. It involves a count of all “near-miss” incidents that could potentially lead to a crash. This has been highlighted in the D CRASH CONFLICT ANALYSIS. 03 ROAD SAFETY ENGINEERING TOOLS Many proactive tools for road crash risk assessment have been developed which provide a holistic assessment of the road by considering various physical and contextual elements present. These risk identification tools are adopted at different stages of implementation of a road design and may be undertaken for both new roads or modification to an existing road and help in identification solutions to the risks identified and prioritization of suggested interventions. These tools are designed for all kinds of roads, however, the assessment carried out is modified to cater to the context of TOD influence area within a framework to ensure functionality, homogeneity of volume of users, and predictability for all users using the roads and road network within the TOD area. Following are four different tools that have been further elaborated in E ROAD SAFETY ENGINEERING TOOLS: 1. Road Safety Impact Assessments or RSIA 2. Road Safety Audits or RSA 3. Road Safety Inspections or RSI 4. Different road assessment programs AS-H04 ROAD SAFETY ASSESSMENT 93 TOD K P A PHYSICAL CONTEXT DATA Evidence based advocacy helps in decision making and prioritization of funding and project implementation. Data collection and proper analysis of the same helps in gaining support from the community and various stakeholders and provides the basis for making relevant improvements. Data based analysis helps in advocating for decision making and prioritization for funding and project implementation, and most importantly generating support from the community and various stakeholders involved in the project. For undertaking a road safety assessment, its is essential to prepare a road inventory as basis for crash data analysis. This information may typically be sourced from the transportation department preferably as part of city-wide GIS data. A typical inventory includes: FUNCTIONAL PHYSICAL USER AMENITIES ALONG SURROUNDING SOCIAL ATTRIBUTES OF THE CHARACTERISTICS OF THE ROAD AND URBAN CONTEXT ROAD THE ROAD 1. Type of road: 1. ROW: 1. Intersections Apart from a road inventory, • Arterial • Width • Signalized or other information about • Connector unsignalized the context, would help in • Shared street 2. Vehicle travel lane: • Crosswalk width supporting the road crash • Number of lanes and • Availability of 2. Presence of NMT Directionality- One-way pushbuttons assessment and also assist in facilities: or Two-way • Universal accessibility determining the TOD readiness • Sidewalks • Width and Tactile surfaces of the place. These include: • Bike lanes • Type of separator • Multi-use trails markings or medians 2. Mid-block crossings 1. Surrounding context: • Width of median • Crosswalk width • Greenfield 3. Use of transit along the • Type of median- raised, • Pushbuttons, HAWK • Suburban ROW and type: landscaped, barriers beacons etc • Urban • Public transport- buses • Universal accessibility and feeder services 3. Walking infrastructure: and Tactile surfaces 2. Socio-economic • BRT • Availability- none, on one side or both sides • At grade or raised demographic data of • Streetcars • Width • Any other types of the population within the • Light rail • Mass transit- Metro, crossing: Foot-over- station area – 4. Cycling Infrastructure: • Population density Commuter rail bridge (FOB), underpass • Availability- none, on • Income levels one side or both sides • Vehicle ownership 3. Street amenities • Type- shared lane, • Mode choice etc • Streetlights,utility boxes cycle lane, Contra-flow • Landscape- trees, lane, Cycle track, Bi- 3. Land use pattern to help planters, furniture directional track, multi- understand movement • Information/ signage use trails etc • On-street vending patterns, identify activity • Width generators etc • At grade or raised 4. Parking facilities: • Buffer type and width • Bike racks, Bike share 4. Traffic count of the • Vehicular parking- number of vehicles, 5. Transit infrastructure parallel, angled • Grade- Elevated, at- cyclists, and pedestrians • Metered or free parking grade, underground passing through • Dedicated lanes for 5. Transit amenities: transit or Shared lanes • Bus stops, BRT stops, • Width train stations • At grade or raised • Ticket facilities • Buffer type and width 94 AS-H04 ROAD SAFETY ASSESSMENT TOD K P B ROAD CRASH DATA COLLECTION To understand road safety management, it is essential to acquire and analyze road crash data as they help in scientifically identifying concerns and equip stakeholders in decision making processes. Therefore, a robust dataset is required to assist in the analysis. Often road crash data that is collected is either insufficient to make assessments or are incomplete and may also have human errors during the collection and recording stages. A typical road crash data set contains different types of variables that must be collected. However, depending on the local context and the efficiency of collection agency, this information maybe basic or detailed. Following is set of information that is collected as part of road crash data: Recording of date and time variable allows for seasonal and hourly comparisons of the incidents. Frequent occurrences of road crashes during a time of the day can be compared with the local traffic data to establish if any correlation exists between the occurrences and traffic volumes. Seasonal DATE & TIME variations also impact the occurrences of road crashes. For example, in cities where it snows, formation of black-ice can increase number of incidents. Some cities also have dense fogs during early hours in winters. This reduces visibility and leads to early morning crashes. Crash data must include the number of persons involved in the incident and other basic information. Variables that need to be recorded about the persons involved in the crash include: • Road user type (pedestrian, cyclist, vehicle driver, vehicle passenger etc) • Age and gender • Persons with special needs including disabled and pregnant women CHARACTERISTICS • Physical condition of the users including level of alcohol in the body OF PERSONS INVOLVED • Details about use of any safety equipment such as protective gears, seat belts etc • Type of injury sustained This information helps in identifying the most vulnerable users and making a case for road safety. An area with higher number of seniors as vulnerable users may require interventions like longer crossing times or where minors are the most vulnerable users may require measures like wider or protected buffers. It also helps in understanding the risk factors. CHARACTERISTICS Data also should be collected about the vehicles involved in the crash including: type, age, country, OF VEHICLE safety equipment if any, date of last periodical technical check according to applicable legislation. Crashes are also defined by its severity – which is based on the impact on the persons involved: • Fatal injury: any person killed immediately or dying within a stipulated number of days (varies based on country) • Serious injury: Injury that requires admission to hospital for at least 24 hours, or specialist attention, such as fractures, concussions, severe shock and severe lacerations • Other/minor injury: Injury that requires little or no medical attention (e.g. sprains, bruises, CRASH SEVERITY superficial cuts and scratches) • Property damage/non-injury: No injury is sustained as a result of the crash but there is damage to vehicles and/or property Not all crashes are fatal in nature. However, the severity of the crash can also be determined by the level of injury sustained. High frequency of similar type of minor crashes may require a smaller tactical intervention whereas frequent fatal crashes may require stricter measures. (Continued.) AS-H04 ROAD SAFETY ASSESSMENT 95 TOD K P B ROAD CRASH DATA COLLECTION Information on type of crash including modes involved for example vehicle-vehicle or vehicle- pedestrian or vehicle-bicycle etc during the crash needs to be recorded. Reasons for the crash can be collected through first-hand information from bystanders and from those involved. Additionally, photographs and closed-circuit television (CCTV) footage from nearby buildings and other means may help in placing the events of the crash. Other information that is required includes: • Maneuver of vehicles during the crash • Type of impact or collision CRASH TYPE • Speed of vehicles Understanding the events of the crash can help in determining the interventions necessary. For example, frequent crashes due to over speeding of vehicles or due to lack of mid-block crossings, both involve pedestrians however require different types of interventions. Similarly crashes with cyclists could be in due to different scenarios that could be due to narrow bike lanes, shared streets, or even lack of adequate buffers between the lanes. Higher frequency of a scenario would determine the necessary safety measures that have to be undertaken. Maintaining records of crash location over a period, will help identify black-spots and critical areas within the city. Higher the number of occurrences in an area would mean higher priority and a greater scope of implementing improvements. Geo-coding crash location eases the data processing and interpretation using GIS software. Also, this helps in linking different variables, that may be collected from various sources, to the single incident and reduce duplication of data. CRASH LOCATION These records also help determining the surrounding environments in which the crashes have (GEO-CODED) happened. Different urban contexts i.e. intense urban to suburban, require different levels of interventions. The decision-making processes and the choices of interventions vary based on the context. High occurrences of crashes in an intense urban environment such as a Central Business District (CBD) may require re-routing of vehicles and identifying an area as pedestrian only. On the other hand, a similar situation in a suburban area may be mitigated by introducing road diets and speed reduction techniques such as speed tables. 96 AS-H04 ROAD SAFETY ASSESSMENT TOD K P B ROAD CRASH DATA COLLECTION Road crash data can be sourced from multiple agencies. However, each have their own challenges and limitations. The Road Safety Manual developed by PIARC ascertains that any single crash-injury database does not provide adequate information to give a holistic picture of road traffic injuries. Many countries have therefore started using both crash data collected by the police along with the health sector data. DATA SOURCES POLICE RECORDS HOSPITAL RECORDS: As the police are often the first to be informed of a crash, police This information is normally aggregated by the City Municipal reported data is the hence the primary source for crash data. Health Department. Hospital data is particularly useful in cases A standard template report is created for each incident; the where there isn’t adequate follow-up by the Police to update contents of which, will differ from country to country. Most their own records, when a road crash victim is initially reported reports will contain, at the very least, date & time of crash, as injured, but may have subsequently died after the police location, vehicles involved and number of injuries & fatalities. In report was filed. Also, in some cases, a police report does not addition, the crash description may contain information about get filed, perhaps because the involved parties were unwilling, or how the crash occurred, as inferred by the reporting officer, and unaware, or cajoled into not filing a police report. as described by the involved parties and eyewitnesses. Some cities also mandate the inclusion of a crash diagram. Precinct- VEHICLE INSURANCE RECORDS: level data is then rolled-up and aggregated by the central police department, which is usually what is made available publicly. A third source for traffic crash data is vehicle insurance Some information tends to get omitted during this aggregation providers. Like with hospital data, this is a useful source to process, which may be important for analysis. supplement police records, in cases where a police report was not filed. Insurance records tend to provide a more While this is the major source for many jurisdictions, it however, comprehensive description of vehicle damage information, isn’t always the most accurate information – primarily due to which is useful in understanding the causes of the crash. human errors in the process of collecting and recording the data. One of the major challenges in acquiring accurate data is often attributed to discrepancies in definitions of the variables or the absence of the same. Also, only major crashes that cause serious injuries or fatalities or involve more vehicles get reported to the police. Minor crashes are often under-reported and thus do not always get included in this primary crash data source. It is therefore recommended to complement police data with other secondary data sources. The variables collected as part of crash data should not be analyzed individually. As the examples discussed above, the differences in variables can determine the nest steps for addressing the concerns. In case during assessment it is noted that the variables in the crash data aren’t robust enough, then steps must be taken by the concerned authorities to further strengthen the data at the source. Some steps in may be undertaken in this regard are: 1. Inclusion of variables in the primary survey and database 2. Having clarity in definition of variables 3. Ensuring proper recording of variables in a digital format 4. Capacity building of police officers and agencies in recording of data AS-H04 ROAD SAFETY ASSESSMENT 97 TOD K P C DATA ANALYSIS Based on the types of variables collected and its quality of detail, three different types of analyses may be undertaken, as explained: BASIC TREND ANALYSIS This analysis helps determine the important trends in traffic crashes in the city. It helps identify the most vulnerable modes, as determined by percentage share among crash victims. This data can also be relatively weighed against data on traffic mode share or vehicle-kilometers traveled, to get a more accurate description of crash risk for each mode group. RELEVANCE TO TOD DATA REPRESENTATION INFORMATION REQUIRED ASSESSMENT Tables, graphs (pie-charts, bar- This analysis helps determine risk • Date & time of crash diagrams, line graphs) vulnerability of transit commuters, • Characteristics of person(s) involved either on transit, or while accessing • Characteristics of vehicles & modes involved transit and is useful in identifying • Number of serious injuries and fatalities temporal trends (spikes or drops) in the data during a particular time of • Location of crash the day or year. This is relevant for The data is recorded at the crash-level and TOD assessment, if the high-risk corresponds to one unique crash. It is important time periods correspond to the peak to procure data normally between 5 and 10 years. commuting hours. Aggregated data is normally adequate for this analysis. CRASH FACTOR ANALYSIS A crash-factor analysis is useful in understanding the underlying causes of traffic crashes. When conducted on a large number of cases, it provides enough data to determine trends and identify dominant crash factors (causes). Traffic crashes are a multi-factor, random event, and most crashes cannot be attributed to a single cause. It is a combination of different factors that contribute to the occurrence and severity of the crash, including human, vehicle and road infrastructure factors. RELEVANCE TO TOD DATA REPRESENTATION INFORMATION REQUIRED ASSESSMENT Haddon Matrix Such an analysis is costly and time- It is often observed that the cause is often identified Human Vehicle Road consuming, and not essential for the as an error on the part of the driver of the vehicle(s) Factors Factors Factors Pre-crash broad assessment of TOD-readiness involved. Moreover, only one factor is reported During of the city. Its utility comes into as “causing” the crash, and doesn’t take into crash Post- play during the assessment of TOD consideration the multi-factorial nature of road crash infrastructure at the planning and crashes. For a crash factor analysis, it is important The Haddon Matrix is a two- design stage. to analyze the detailed crash report recorded at dimensional model which is the police precinct level, and not just rely on the commonly used to approach safety aggregated dataset. analysis at a site in a systematic Data collected includes various non-behavioral fashion. It is completed through factors, such as: the evaluation of site and crash • Road design (part of a detailed road inventory) details, and applies basic principles of public health to motor vehicle- • Characteristics of the vehicle(s) involved including vehicle failure related injuries. • Crash type 98 AS-H04 ROAD SAFETY ASSESSMENT TOD K P C DATA ANALYSIS BLACKSPOT IDENTIFICATION This analysis is useful in identifying black-spots; that is locations with a high crash risk, as determined by a high crash frequency. Crashes are classified into mid-block and intersection locations. Depending on the city density, crash locations within 50 to 150 meters of each other may be clubbed together as one spot. Usually, a frequency of major crashes (with fatality or serious injury) of more than 3 occurrences in 1 year is considered grounds for inclusion as a blackspot. However, this rule may differ from city to city, depending upon overall crash frequency. RELEVANCE TO TOD DATA REPRESENTATION INFORMATION REQUIRED ASSESSMENT Thematic Map with transit alignment This analysis is useful for TOD Black-spots are locations with high crash risk, as assessment as it helps to identify determined by high crash occurrences. high priority locations within the This analysis requires: TOD commuting zones. When black- • Geo-coded location of each crash recorded as spots are further categorized by accurately as possible mode type, it helps to determine the • Date and time of crash crash risk for the main access mode • Characteristics of person(s) involved to transit. Black-spots • Crash severity TOD zone Location information is particularly important Transit line in identifying priority areas for intervention and course correction. For instance, this analysis will help determine if there are any black-spots near an existing or planned transit corridor, which will affect the safety of access for transit commuters. AS-H04 ROAD SAFETY ASSESSMENT 99 TOD K P D CRASH CONFLICT ANALYSIS Sometimes traffic crash data is inadequate in determining crash risk. At the site level, if there are not enough data points, then it is difficult to determine the extent of crash risk, or identify the key safety issues. A road safety inspection, to some extent, addresses this issue, as it relies on a qualified road safety expert to make this assessment. However, this may not always be a reliable strategy, because, sometimes, the occurrence of an issue is random, and may not take place during the time of the inspection. A crash conflict analysis is one such measure to overcome the limitations of insufficient crash data. It involves a classified count of all incidents that could potentially lead to a crash during a given period of time. These incidents can be called near-misses; that is, situations that almost caused a crash. A near-miss includes incidents where the travel paths of two road users (vehicle-vehicle or vehicle-pedestrian) cross each other in a very brief fraction of time. It can also include the count of incidents where a road user undertook some form of evasive action to avoid a crash, such as abruptly braking or changing lanes at the last second; or suddenly darting across the street, (in the case of pedestrians). Crash-conflict counts, today, are almost always, carried out with the aid of video cameras. These surveys have been gradually moving to automated systems in recent years, carried out with the aid of video cameras. The data is then fed into a computer program that is capable, through sophisticated algorithms, of automatically classifying vehicles, determining vehicular speeds, identifying intersection of travel paths, and identifying evasive actions by road-users. The frequency of near-miss occurrences is then converted into a crash-risk frequency using predetermined coefficients of crash risk. These coefficients have been established over many years of scientific study of the correlation between crash-conflict risk situations and actual crash occurrences. A crash-conflict study is useful in assessing crash risk on major nodes in the TOD zone. Normally, crash risk is the highest at major intersections, which is also, typically, the location where traffic video surveillance data is most easily available. This is, thus, a useful measure in determining site-specific crash-risk mitigation strategies. 100 AS-H04 ROAD SAFETY ASSESSMENT TOD K P E ROAD SAFETY ENGINEERING TOOLS There are four road safety checking tools - 1. Road Safety Impact Assessments or RSIA 2. Road Safety Audits or RSA 3. Road Safety Inspections or RSI 4. Different road assessment programs such iRAP The different road assessment programs are typically used to assess roads that are already in use and are an extension to the concept of RSA and RSI. They help estimating the risks for different street sections based on the road and roadside characteristics in the given context. While they may seem to be like each other, however they differ in their application and project cycle. The main distinction is in the timing and scope of the tools, as shown below. Road Safety Checks Design Stage Concept Road Safety Impact Assessment Draft Detail Design Road Safety Audit Construction Open to Traffic Road Safety Inspections Maintenance Road Assessment Programs Roads already in use As discussed earlier, these tools are applicable for all types of contexts and road types and help in determining the quality of the existing physical road infrastructure by identifying potential threats that may cause severe or fatal crashes in the future. However, for the purpose of road safety assessment for TOD readiness, their algorithms and considerations for assessments need to be modified for assessing roads and road network in a TOD. The roads and road networks with the TOD areas, need to be analyzed specific to the principles of TOD and the local socio-cultural contexts and need to be within an overarching framework designed specifically for requirements within a TOD, aligned with the Dutch ‘Sustainability Safety’ vision design principles. Based on this assessment, any future planning and design interventions may be determined along with implementation strategies. The modifications of these tools should be made in such a manner that they are able to identify weaknesses in the network based on the principles of safety in a TOD and are able to provide solutions that would help in mitigating them. To begin with, the tools need to ascertain the functions within the street – whether it has a mix of transit in its ROW or a mix of vehicular and NMT modes, if it caters towards accessing a transit station, or connects to various activity generator areas in the network or is a local neighborhood street. This mix of functions would therefore help in determining the future impact to the area and carry out required inspections. It will also help in ascertaining the kinds of users that may be allowed to commute on certain streets which may thus require redistributing the ROW to segregate the modes depending on the volumes of users that may be using it. While it is easier to determine the behavior of users for mono-functional roads; the multi-functionality of roads in TOD require adequate measures to minimize conflicts. The tools modified for a TOD assessment will help identifying these conflict areas and provide design solutions so that users are able to recognize their allocated spaces within the ROW and behave accordingly. AS-H04 ROAD SAFETY ASSESSMENT 101 TOD K P E ROAD SAFETY ENGINEERING TOOLS ROAD SAFETY IMPACT ASSESSMENTS OR RSIA It is a strategic comparative analysis of impact between different possible schemes of a new road design or any modifications to an existing network, to ensure the scheme is selected that has the best outcome for road safety for all users in the TOD area. This is carried out at the initial planning stage before detailed planning begins and helps in the decision-making process. Road safety impact assessment highlights the road safety considerations and provides information for a cost-benefit analysis of different options or proposals that are based on the network planning principles for a TOD area and design safety design guidelines, along with the existing ‘business as usual’ scenario, which allows to compare the impact of the proposals on the safety performances for all road users. The RSIA typically has five main steps: 1. Establish the baseline situation (year zero) which measures existing traffic volumes, crashes per road type, risks, and other local conditions including topography, activity centers, weather conditions etc. 2. Determine the future situation without any implemented measures (“Do Nothing” scenario) that anticipates the impact by taking into considerations the current conditions and accounts for a future traffic growth. 3. Determine the future situation under each scheme for all road user by considering effect of the scheme per road type and function with respect to accessing station, orientations and movement of users within the larger road network in the TOD area. 4. Perform Cost-benefit analysis for each alternative and rank them by their individual effectiveness within the TOD. 5. Optimize the plans for each scheme to achieve optimal safety effect and best cost-benefit rating. ROAD SAFETY AUDITS OR RSA This is a formal detailed systematic and technical safety check performed to check that the selected scheme is designed and constructed in such a way as to yield the greatest road safety benefits, and to detect any potential hazards throughout all stages from planning to early operation. Usually a list of potential safety deficiencies and recommendations for improvement are included in the audit report. The RSA process aims to identify and address any road safety issues under all operating conditions for all road users. It however does not check against design standards. As a cost-effective tool for identifying potential safety issues, it is typically undertaken at the earlier stages in order to adjust the design plans versus retrofitting features after implementation of the project. The European Union Directive on road infrastructure safety management states that such audits should be conducted at the draft design, detailed design, pre opening and early operation stages. The RSA must be carried out by a skilled audit team with members having necessary skills and training to carry out road safety audit and must be independent of the design team and form the contractors. The auditors should also be aware of the local context and concepts of TOD and planning of road network with the station area. Certain countries have developed training for these purposes and maintain a list of qualified auditors. They have also prepared a checklists and guides for conducting audits (that may be adapted depending on the local contexts and specialized audits such as for a TOD area) to ensure key issues are considered during the process. More proactive audits have recently been developed based on the safe systems approach. These adopt a more holistic view of the issues and pay attention to reduction of fatal and serious crashes. ROAD SAFETY INSPECTIONS OR RSI These are periodical on-site review of the characteristics and defects, undertaken as part of an inspection of an existing road, or through maintenance procedures to detect potential crash risks. It is an independent, comprehensive and systematic assessment of an existing road by a qualified road safety expert, to identify locations or situations with the potential for crash risk, as well as to determine countermeasures to mitigate this risk. This crash risk within the TOD area is determined by the road safety expert’s perception of both the likely frequency of such an occurrence, as well as the likely severity of injury and damage if it happens. As the identification of each issue is accompanied by its corresponding countermeasure catered to conditions and requirements of a 102 AS-H04 ROAD SAFETY ASSESSMENT TOD K P E ROAD SAFETY ENGINEERING TOOLS TOD, it provides the city authority and the implementing agency with a clearly understandable road map of on-ground interventions. These measures can then be taken to the design team, where the design specifications can be developed based on the network planning principles and design guidelines for safety measures in a TOD. It must however be noted that an RSI is not equivalent to a periodical maintenance check. It however helps in identifying safety issues that are resulting from improper maintenance practices such as deteriorating surfaces, poor traffic signs, unclear line markings, inadequate street lighting etc. The inspection may be carried out for the entire network or for specific segments that are considered at higher risks. These may then be prioritized using previous crash data. Crash data is however not required to conduct the actual inspection. A road safety inspection is particularly useful in assessing the trunk routes to the transit station, within the TOD zone. These routes warrant the additional attention, as they are expected to carry the bulk of commuters to and from transit. ROAD ASSESSMENT PROGRAMS These are typically undertaken on existing roads, these quantify the expected safety outcomes for a network, route or location. These are ‘surrogate’ measures, programmed to determine crash risk and priority locations. The global umbrella organization known as iRAP, which stands for International Roads Assessment Programme (www.irap.org), has developed measures for Star Rating of road infrastructure based on crash risk assessment. Star Ratings are based on observation data that is usually captured by a video recorder mounted on top of a vehicle and driven along the road. Various aspects of road infrastructure are captured through this process, such as the presence of median dividers, footpaths, pedestrian crossings, speed humps, lane markings, etc. This data is then fed into a central database, where it is interpreted to determine crash-risk. The lower the safety risk for a particular road, the higher is its star rating. The star rating can be generated for different modes separately, such as for pedestrians, cyclists and motorists. The iRAP Star Ratings tool is helpful in generating large volume of crash risk data for assessing roads within a TOD zone. Since the tool generates crash-risk by mode, it can be used to assess safety risk for access modes to transit. It can, thus, be used to determine priority areas of intervention for road safety improvement in the TOD zone. Moreover, the iRAP tool allows the user to see how the Star Rating for a road can be improved by adopting different interventions. It allows the user to determine the most appropriate combination of interventions to minimize risk and improve safety assessment. AS-H04 ROAD SAFETY ASSESSMENT 103 TOD K P E ROAD SAFETY ENGINEERING TOOLS TIANJIN URBAN TRANSPORT IMPROVEMENT PROJECT, TIANJIN CHINA The Tianjin Urban Transport Improvement Project is a World Bank funded project. The aim of the project is to prioritize and enhance the non-motorized transport systems – walking and cycling with respect the public transportation system to create “safe, clean, and affordable accessibility and mobility solutions” for the city. It consists of four components: 1. NMT Improvement in the Heping and Nankai Districts 2. Access Improvement to the Mass Transit System 3. Public Bicycle Sharing System Demonstration Project 4. Bus Terminals Baseline assessment studies were carried out for the first two components using ChinaRAP assessment tool to evaluate section of existing roads around transit stations within the two districts. This assessment was carried out for all road users: Vehicle occupants, Pedestrians and Cyclists. The assessment for Motorcyclists wasn’t carried out as use of motorcycles is not allowed within the city limits. The first component of NMT improvements aims at redevelopment of approximately 50 km of streetscape, covering 7.2 sqkm area, following the complete streets approach – re-prioritizing the street layouts to give more focus to the supporting biking and walking environments with respect to the public transport network especially metro lines. This will help reduce road safety hazards and challenges for the NMT network and all vulnerable users. Various types of improvements include: 1. Street Pavement Updates and Drainage Improvement which will involve lane redistribution and repaving of the ROW to include travel lanes, cycle and pedestrian infrastructure. 2. Street Facilities including lane markings, signage, on streetcar parking, bike parking, traffic signals, bicycle lane guide- rails, sidewalk bollards, pedestrian safety islands, bus stop sheds, and street lights. 3. Landscapes Improvement including street trees, installation of street furniture, and other landscape features. The second component of the project evaluates streets leading to the various transit stations in the Heping and Nankai districts to increase and improve the catchment area to better support the transit system. Based on the existing land use, demand and availability of the spaces around the transit station various measures have been proposed. The transit stations have been typically categorized into four types: 1. ‘Transport Connection Stations’ that are located near planned bus terminals and car parking lots. The access improvements aim to improve the connections and transfers among different transport modes. 2. ‘Park Vitality Improvement Stations’ which are located close to parks, and the types of improvements aim at enhancing the parks, pedestrian environment connecting to those parks, and connection to other transport modes. 3. ‘Green Belt Vitality Improvement Stations’ are stations whose entrances are located near small landscaped or green areas. The intervention is to improve the environment surrounding the stations to enhance the attraction of Metro system. 4. ‘Other Stations’ have limited space surrounding them. Improvements aim to promote transfers with bikes and other transport modes. 104 AS-H04 ROAD SAFETY ASSESSMENT TOD K P E ROAD SAFETY ENGINEERING TOOLS Below is a snapshot of a typical star rating assessment carried out within the project area. Based on these assessment findings, different levels of improvements were suggested using the safe systems approach. These included: • Reduction in vehicle speed • Redistribution of space within the row to accommodate infrastructure and facilities for NMT needs including sidewalks, redesign, safer cycling services, local shared streets and public transport facilities including bus stops, vehicle parking • Pedestrian crossings at intersections and mid-block, intersection design Pages extracted from “Baseline ChinaRAP Assessment of Roads in Tianjin (2015)” showing star-rating of roads for all users around the Haiguangsi Station in Tianjin, China AS-H04 ROAD SAFETY ASSESSMENT 105 TOD K P REFERENCES Austroads. 2012. Effectiveness of Road Safety Engineering Treatments, AP-R422-12, Austroads, Sydney, Australia Cambridge Systematics Inc. 2010. Highway Safety Improvement Program Manual. Federal Highway Administration U.S. Department of Transportation. Washington DC European Parliament, Council of the European Union. 2008. Directive 2008/96/EC of the European Parliament and of the Council of 19 November 2008 on road infrastructure safety management Global Road Safety Partnership. 2008. Speed management: A Road Safety Manual for Decision-makers and Practitioners. Geneva. International Transport Forum. 2018. Road Safety Annual Report Speed management: a road safety manual for decision-makers and practitioners (Global Road Safety Partnership 2008) World Resource Institute and World Bank Group. 2015. Corridor Level Transit-Oriented Development Course. Washington, DC World Resources Institute and Global Road Safety Facility. 2018. Sustainable & Safe : A Vision and Guidance for Zero Road Deaths. Washington, DC: World Resources Institute 106 AS-H04 ROAD SAFETY ASSESSMENT TOD K P AS-R01 REAL ESTATE ANALYSIS BEST PRACTICES Examples of real estate analysis for a TOD project in World Bank client countries Type: Reference Document © 2021 The World Bank TOD K P INTRODUCTION Real estate development presents a real opportunity for transit agencies and operators to monetize real estate assets as a means to increase their revenue streams. It breaks away from the traditional notion of separating transit and land use and different city functions. TOD allows for an effective synergy where transit investments increase the value of land and, on the other hand, denser development in close proximity to transit improves transit ridership. The case studies presented here demonstrate such attempts by transit authorities and redevelopment agencies in seeking this synergy to create new avenues for urban financing. Three cases are presented here: • Revenue Maximising Study for the Mumbai Suburban Rail - This study is an attempt by the railway authority to identify real-estate assets across the network as a means to increase non-farebox revenue and subsidize transport fares. • TOD of Dwarka Bus Station - this feasibility study is an attempt by the Visakhapatnam Municipal Corporation to utilize the existing bus station for a mixed-use development as a means to create more space for administrative needs and create a sustainable revenue stream. • REALIS - A real estate market information tool. This tool provides information for the private sector to learn about the market opportunities and participate in potential transit-oriented developments. Disclaimer: The Transit-Orientated Development Implementation Resources & Tools knowledge product is designed to provide a high-level framework for the implementation of TOD and offer direction to cities in addressing barriers at all stages. As the context in low and middle-income cities varies, the application of the knowledge product must be adapted to local needs and priorities, and customized on a case-by-case basis. © 2021 International Bank for Reconstruction and Development/ The World Bank REFERENCES: MRVC (Mumbai Rail Vikas Corporation). 2014. “Revenue maximising study in particular for non-fare box revenues with affordability.” Consultant Report (PwC), Mumbai. http://www.mrvc.indianrailways.gov.in/works/uploads/File/Final%20Report.pdf GVMC (Greater Visakhapatnam Municipal Corporation). 2017. “Transit-Oriented Redevelopment of the Dwaraka Bus Station- Feasibility Study Final.” Consultant Report (AECOM,IBM,KPMG), Visakhapatnam. https://www.smartvizag.in/wp-content/uploads/2017/12/ Transit-oriented_ Redevelopment_of_the_Dwaraka_Bus_Station_Feasibility_Study_Final_Report. pdf Urban Redevelopment Authority. n.d. Realis Tool. Accessed 08 18, 2018. https:// spring.ura.gov.sg/lad/ore/login/index.cfm. 108 AS-R01 BEST PRACTICES REAL ESTATE TOD K P REVENUE MAXIMIZING STUDY IN PARTICULAR FOR NON- FARE BOX REVENUES WITH AFFORDABILITY STUDIES APPROACH AUTHOR: PWC, India In real estate, railway owned properties can be broadly CLIENT: Mumbai Railway Vikas classified into: Stations, operational assets (tracks), Operational Corporation Ltd. (MRVC) plots (Workshops, car shed, store depot, parcel depot, open/ vacant plots, etc), residential colonies, offices. The approach LOCATION: Mumbai developed for potential estimation of different asset classes can be explained as follows: YEAR OF STUDY: 2014 CONTEXT 01 DEVELOP FILTER CRITERIA Filter criteria were developed to arrive at a list of assets The suburban railway system of the city is one of the most which are commercially more viable. The factors complex, densely loaded and intensively utilized systems in considered for developing the criteria are listed below: the world. It is the cheapest and fastest mode of transport • Regulations in Mumbai. To sustain this service in the long-term, it is • Market conditions proposed that other sources of revenue, particularly in the non-fare box areas, are explored. The non-fare box • Inferences drawn from literature review revenues can be categorized in four broad categories- • Overall City Development Plan Advertisement, Station Rental, Indirect benefits and Real 02 Estate Development. This section focuses on the concept SELECT SITES BASED ON THE FILTER CRITERIA plan of four stations to demonstrate enhancing of revenue potential through real estate development. 1. Favorable market conditions. 2. In and around the identified development nodes. 3. Stations with high ridership and strategic importance OBJECTIVE OF THE STUDY and possibility of TOD. • To identify ways to increase the revenue of the suburban 4. Existing Usage/trends and interference between train system, focusing on non-fare box revenue. operations and commercial development. • To study and review the socio-economic profile of 5. Age of assets/condition of the buildings in case of customers and examine the justification for financial residential quarters cross-support from other economic agents, as well 6. Site characteristics (Shape, size and accessibility) as the potential for fare adjustment in relation to affordability and service quality. • To help strengthen knowledge in assessing non-fare box revenue through the study to MRVC and other 03 ASSESS MARKET CONDITIONS AND REGULATIONS The factors considered are: agencies as appropriate (such as Mumbai Metropolitan • Market factors • DCR regulations Regional Development Authority, Ministry of Railways, • Absorption level • Permissible FSIs Government of Maharashtra, Western & Central • Rental rates • RLDA guidelines Railways). 04 ESTIMATE SITE POTENTIAL Impact of densification considered on revenue potential through real estate development. AS-R01 BEST PRACTICES REAL ESTATE 109 TOD K P 4 ESTIMATION OF REVENUE POTENTIAL BY REAL ESTATE DEVELOPMENT The study includes an estimation of potential revenue that can be generated through real estate development of plots owned by the railways. It estimates the revenue that 25 stations, under prevailing conditions, would theoretically generate in the 5th year from the start of construction on an annuity basis. However, the study notes that the revenue potentials could be generated only if all the identified 25 stations were brought to the market simultaneously, which is not practically implementable. Figure 1: Annuity* at prevailing FSI Figure 2: Annuity at enhancing FSI Figure 3: Upfront Revenue; Reproduced from The study identifies barriers to monetization of real estate assets, including DCR regulations, existing site conditions and institutional arrangements. In order to maximize value capture through real estate development, the study suggests enhancements to site conditions to ease the implementation process and timely phased release based on market conditions. The study recommends engaging with the municipal authorities for favorable regulations and enhancing institutional arrangements to make them more conducive for property development. *Annuity- The payment received at regular interval after making a lumpsum investment. 110 AS-R01 BEST PRACTICES REAL ESTATE TOD K P TRANSIT-ORIENTED REDEVELOPMENT OF THE DWARAKA BUS STATION— FEASIBILITY STUDY FINAL REPORT OBJECTIVE AUTHOR: AECOM, India The purpose of this project is to study the feasibility of CLIENT: Greater Vishakapatnam redeveloping Visakhapatnam’s Dwaraka Bus Station (RTC Municipal Corporation (GVMC) Complex), and the adjacent administrative offices of GVMC into an improved bus station, new GVMC administrative LOCATION: Visakhapatnam offices, and new mixed-use transit-oriented development. YEAR OF STUDY: 2017 PROCESS FOR ASSESSING THE FEASIBILITY OF THE PROJECT 01 ASSESSMENT OF EXISTING CONDITION 04 PRELIMINARY FINANCIAL AND ECONOMIC ANALYSIS The existing conditions are assessed with The preliminary cash flow analysis is based on regard to: average revenue assumptions based on land use, a 3 year construction period, and a debt repay- • Existing situation and land use regulation ment period of 12 years. • Future Transit Access • Climatic Analysis 02 DEVELOPMENT OF TECHNICAL OPTIONS 05 BUSINESS MODEL AND PROJECT FINANCING • Different variables were created adhering The project is financed through private capital through a Private-Public-Partnership model. to TOD principles • Review of micro-market rates for residential (sale), commercial-office (both sale and rental), commercial-retail (both sale and rental), hospitality and 06 INSTITUTIONAL ARRANGEMENT FOR PROJECT IMPLEMENTATION recreation, around the RTC Complex to understand the expected return of the project. 03 ESTIMATION OF PROJECT COST 07 ANTICIPATED SOCIAL IMPACT The anticipated rough order of magnitude construction costs for the redevelopment of 08 the RTC Complex and GVMC site were listed ANTICIPATED ENVIRONMENTAL down. The unit costs for construction in India IMPACT were informed by verified sources. AS-R01 BEST PRACTICES REAL ESTATE 111 TOD K P PROJECT COST ESTIMATION AND ECONOMIC ANALYSIS 3 ESTIMATION OF PROJECT COST The study included a detailed assessment of market condition across various asset classes -residential, office, retail, hospitality and recreational. ASSET CLASS - RESIDENTIAL Traditionally, Visakhapatnam’s residential activity was concentrated around the CBD areas of the city, comprised of micro-markets such as Siripuram, Beach Road, Lawson’s Bay, Waltair Uplands, etc. However, due to an increasing population, escalating land values in established residential hubs, growth of IT/ITeS segment in the Madhurawada, Pendurthi and Gajuwaka regions, the real estate development activity in the residential segment is witnessing a gradual transition from central areas to suburban areas, and subsequently to the peripheral areas of the city. Most of the residential developments are 20 – 50 dwelling units (DU) in size; however, the city has seen several large-scale developments (in excess of 100 DUs) in recent years. The increase in larger proposed developments is likely to gain momentum in the coming years, due to an influx of larger/ national developers to the region. About 60% of the total residential supply has been introduced in the past 2 years— Madhurwada and Yendada micro-markets have been major contributors. Micro-Market Overview The average price for residential apartments in the micro-market around RTC complex ranges from Rs 3,000 – Rs 5,800 per sqft ($USD44- $USD84), as illustrated in the table below: ASSET CLASS - COMMERCIAL (OFFICE) Most of the organized activity in the commercial segment in the city is concentrated in the IT/ITeS segment. The city is home to prominent IT/ITeS companies such as Wipro, Tech Mahindra, etc. Two of the more prominent commercial markets in the city are Asilmetta – Waltair Uplands and the IT hub of Madhurawada – Rushikonda. Non-IT building supply mainly driven by BFSI, Telecom, and Technology Segment in Visakhapatnam. Increase in IT/ITeS activity is expected to have a spillover effect on non-IT activity as well. Limited land availability has led to high capital values for land in the region. Micro-Market Overview The Micro-market around RTC complex is one of the prominent markets of the city in terms of Grade-A developments for Office spaces. Asilmetta houses about 52% of the city’s Grade-A developments while the rest is spread through NAD Road, Waltair Uplands and Ramnagar. Limited land availability in this region has led to higher cap- ital values of land which in turn has resulted in higher sale and rental prices. The current supply of Grade-A Office spaces is very low in the micro-market around the RTC omplex. (Source: Discussion with CBRE Representative) The available inventories of Grade-A Office spaces in the micro-market around the RTC complex have average sale price ranging from Rs 6,500 – Rs 8,200 per sqft as illustrated in the table: 112 AS-R01 BEST PRACTICES REAL ESTATE TOD K P The average rental pricing for the available inventories of Grade-A office spaces in the micro-mar- ket around RTC complex ranges between Rs 50-55 per sqft per month as illustrated in the table below: ASSET CLASS - COMMERCIAL (RETAIL) Retail developments in Visakhapatnam are typically part of larger mixed-use developments. Organized retail activity has seen a marginal increase in the last few years, however, the same is still in its nascent stages in this market. Two retail malls (Visakhapat- nam Central and Chitralaya Mall) have recently been added to the Daba Gardens-Jagdamba junction micro-market. Micro-Market Overview Dwaraka Nagar and Waltair Uplands micro-market which includes regions such as Asilmetta, Ramnagar, Telugu Talli Flyover Road, VIP Road, etc are predominately characterized by organized retail/big box retail. The stretch near RTC complex (between Asilmet- ta Junction and Telugu Talli Flyover) is regarded as a prominent commercial and retail hubs, owing to its strategic location at the center of the city. This high street retail hub is characterized by the presence of a mix of local, national and international brands. CMR Central, the biggest retail mall in Visakhapatnam lies within the micro-market. The current supply of retail spaces is almost negligible in the micro-market around the RTC complex. The average rental pricing for the available inventories of retail spaces in the micro-market around RTC complex ranges between Rs 60-65 per sqft per month as illustrated in the table below: 4 PRELIMINARY FINANCIAL AND ECONOMIC ANALYSIS The preliminary cash flow analysis is determined with average revenue assumptions, based on land-use, a 3 year construction period, and a debt repayment period of 12 years. Y1 Y6 Y7 Y8 Y9 Y10 Y11 Y12 Y13 Y7 Y2 Y3 Y4 Y5 AS-R01 BEST PRACTICES REAL ESTATE 113 TOD K P REALIS—A REAL ESTATE INFORMATION SYSTEM FOR TRANSPARENT MARKET DATA APPROACH SOURCE: Urban Redevelopment Authority REALIS is a subscription-based web tool for private developers and citizens to engage with live and daily LOCATION: Singapore updated real estate market data. YEAR OF STUDY: 2006 01 DEVELOP AN OPEN SOURCE REAL ESTATE INFORMATION SYSTEM Create an easily accessible tool that provides CONTEXT citizens and private developers with an intuitive To keep track of the rapidly changing real estate market in way to track real estate market conditions. The the country of Singapore, the Urban Development Authority tool should be: released a database of real estate information to private • Open Source, Intuitive and Transparent developers and other interested stakeholders and citizens. The tool, REALIS, provides data on price, availability, • Easy to Access via the Internet market conditions, and stock of residential, commercial and • Regularly Updated industrial properties in Singapore. OBJECTIVE OF THE STUDY 02 ALLOW CITIZENS AND PRIVATE DEVELOPERS TO SUBSCRIBE AND RECEIVE UPDATES ON MARKET TRENDS • To encourage private investors to participate in the real estate market, with an improved awareness of market conditions and trends. • To study and review the trends in the real estate market to predict future trends and inform 03 REGULARLY UPDATE AND SHARE CHANGES IN MARKET CONDITIONS sustainable development. WITH PRIVATE DEVELOPERS AND • To ensure the real estate market is transparent and INVESTORS TO ENCOURAGE THEIR inclusive, with a simplified tool for receiving up-to- PARTICIPATION IN THE MARKET date information on market conditions. 114 AS-R01 BEST PRACTICES REAL ESTATE TOD K P AS-P01 REAL ESTATE ANALYSIS TERMS OF REFERENCE Template for a city to hire a real estate consultant to perform targeted demand analysis along a specific corridor Type: TOR Template © 2021 The World Bank [AS 09] REAL ESTATE ANALYSIS TOR TOD TOD IMPLEMENTATION RESOURCES & TOOLS SUPPORTED BY GLOBAL PLATFORM FOR SUSTAINABLE CITIES (GPSC) K P BACKGROUND The Terms of Reference for a Real Estate Market Study should provide the following background material: A. Study Area: The TOR must define the approximate area for which the Real Estate Analysis (REA) is to be developed. The study area must coincide as far as possible with jurisdictional boundaries for which population and employment data is readily available. The Background should also summarize the factors that have historically influenced real estate demand in the study area. B. Existing Plans and Proposals: The Background section should also provide information on previous or ongoing studies that are expected to influence the REA Study. C. Bibliography of Reference Plans, Polices and Studies D. List of Project Stakeholders OBJECTIVE OF THE ASSIGNMENT The overall objectives of the TOD REA Study are to better understand the economic environment in which the City/ Urban Areas can plan for TOD, and to develop specific strategies related to the types and intensities of uses that are appropriate for the specified scale and context. Specifically, TOD Strategies provides preliminary actions for the areas with the highest potential, including: • Design and use themes • Market niches • Potential development programs (e.g. activity type, amount, mix). The Market Study must support the desired outcomes of TOD, including:  Create transit-supportive densities that provide an optimal ridership base for the City  Create a variety of mixed use, mixed-income neighbourhoods and greater employment opportunities within easy access of stations  Provide supporting infrastructure as needed  Create opportunities for non-fare revenue generation through land value capture and available public financing mechanisms. SCOPE OF ACTIVITIES The scope of activities for the Real Estate Market Study primarily consists of the tasks described below. The proposer is encouraged to provide suggested refinements to the work plan and schedule based upon experience with similar economic and market studies, and in compliance with national and state policies, where applicable. 1. Project Initiation and Identification of Market Area Parameters: The selected Consultant will schedule a kick-off meeting with the Client’s project management team to present the regional context setting and identification of TOD Market Area Delineation parameters. The regional context should be defined for the corresponding geographic or jurisdictional areas. It should include the entire transit catchment area. The Consultant will define market selection parameters using historic observations of how socio-economic and physical factors influence travel patterns 116 AS-P01 REAL ESTATE ANALYSIS TOR APRIL, 2018 ii [AS 09] REAL ESTATE ANALYSIS TOR TOD TOD IMPLEMENTATION RESOURCES & TOOLS SUPPORTED BY GLOBAL PLATFORM FOR SUSTAINABLE CITIES (GPSC) K P in the region. The Consultant will review all existing documents and plans before the kick-off meeting, synthesize the findings and propose potential refinements to the work plan so as to mitigate any anticipated challenges to the project. The Consultant will also review and refine the initial problem statement, goals, and objectives of the study. a. Client responsibility: Identify key stakeholders and assist in coordinating schedules for kick- off meeting. b. Deliverables: Inception Report including Existing Issues and Goals, Objectives and Study Parameters. 2. Market Area Definition: The Consultant will delineate the TOD Market Area based on the parameters selected in the kick-off stage. Some of these parameters that may be considered include: natural features, physical infrastructure, travel patterns, population densities, jurisdictions, development types and scales. In many cities, the type and fabric of development and nature of the real estate market varies considerably even in adjoining neighbourhoods. For e.g., some areas may demonstrate higher walkability and/or higher rent sensitivity compared to others. Where micro levels of detail is available, the Consultant should break up the study area into different “zones” or blocks to allow for a finer grained study. Preferably, the break-up of zones or blocks should correspond with population census data collection blocks. a. Client responsibility: Provide data at macro and micro scales. b. Deliverables: Market Area Definition Report including delineation of TOD market area and break up of zones with primary characteristics. 3. Market Demand and Supply Analysis: The Consultant will prepare an inventory of existing real estate development types, businesses and summary of characteristics and performance metrics for housing, retail, office, and other commercial (e.g. type, class, square footage, typical rents, vacancy rates, lease terms, location, business size with respect to number of housing units and employees, and their relationship to economic clusters in the greater area). The Consultant will synthesize the information to develop a current and forecasted demand and supply assessment for various types of real estate development within and directly adjacent to the study area. The Consultant may conduct surveys, interviews or use existing data to prepare the assessment. Some types of data include: socio-economic indicators that influence demand such as income; historical trends of real estate project launches and sale transactions from land registration agencies or real estate agents; types of upcoming development projects and their absorption rates or sales/year through developer interviews. a. Client responsibility: Facilitate access to land transaction records and organize discussions with private developers and real estate agents. b. Deliverables: Market Area Demand and Supply Assessment Report including description of different types of real estate products, their supply and demand numbers, including historic trends. 4. Identification of Market Opportunities: The Consultant will prepare a fiscal analysis of project area zones/blocks, including prevalent conditions of the real estate market and their economic relationship to the possible transit project. It is also important to understand how the economy of the transit nodes or corridors is, or could be, linked to commercial clusters of retail and office in the larger study area. The market opportunities shall also determine the potential for multi-family residential at various densities, retail, mixed use, office, institutional, and other land uses and land use mixes that support transit ridership and/or benefit from transit proximity. It should also identify APRIL, 2018 AS-P01 REAL ESTATE ANALYSIS TOR iii 117 [AS 09] REAL ESTATE ANALYSIS TOR TOD TOD IMPLEMENTATION RESOURCES & TOOLS SUPPORTED BY GLOBAL PLATFORM FOR SUSTAINABLE CITIES (GPSC) K P opportunities for redevelopment or urban infill that can help fill existing gaps in key industries, types of services, amenities, and/or leasing space that is lacking in area to service demographic profile. This should address the status of neighborhoods or areas serving retail, businesses, and emerging or shrinking employment sectors. The Consultant should also identify and describe opportunities and barriers to developing, leasing, or opening businesses in the TOD market area. a. Client responsibility: Provide inputs. b. Deliverables: Market Opportunities Report including potential for different types of real estate products, gaps in existing land use mix, and challenges in real estate development. 5. Preparation of Financial Feasibility Assessment: The Consultant will prepare a financial feasibility assessment for many of the opportunities identified in Task 4. The feasibility assessment should map the local investment climate and evaluate access to financial capital before carrying out the feasibility analysis. The Consultant should compare and select the best project funding structure in collaboration with the Client. A typical real estate proforma (as provided in the sample World Bank knowledge products) should be developed to determine the total return on investment. c. Client responsibility: Provide inputs. d. Deliverables: Real Estate Financial Proformas. 6. Community, neighborhood and stakeholder outreach: A comprehensive approach should be developed to engage relevant agencies, corridor neighborhoods and businesses, key stakeholders, and the general public throughout the process. The outreach program will include policy and technical advisory committees, public meetings, presentations at neighborhood and business associations, websites and social media, a variety of communication tools, and direct outreach to non-traditional populations and organizations. Stakeholder workshops and/or public open houses will be held at key points in the study process including, at a minimum: (1) the discussion of problems, goals, objectives, study findings and opportunities; (2) definition of project proposals and financial feasibility assessments; and (3) proposed development mix and catalyst projects. Project information should be translated, as appropriate, to allow for effective outreach. At a minimum, the Consultant will:  Prepare a stakeholder engagement plan.  Prepare presentation materials for advisory committee meetings, public meetings, and other stakeholder presentations.  Prepare and provide logistical support including organizing, scheduling, notifying and participating in all meetings and preparing summary notes for all meetings.  Track public comments and response and provide to Client upon project completion.  Prepare content for the project website, to be maintained by Client upon project completion.  Prepare a draft and final report summarizing the stakeholder engagement process and stakeholder feedback. a. Deliverable: Stakeholder engagement plan; stakeholder engagement summary report; newsletters, website content, presentation materials, public meetings, advisory committee meetings, meeting notes, translation services, and other engagement tools identified in stakeholder engagement plan. 7. Preparation of Desired Development Mix in TOD Area: The Consultant will create a desirable product mix in the TOD Area, along with a phased plan of implementation based on the financial 118 AS-P01 APRIL, 2018 REAL ESTATE ANALYSIS TOR iv [AS 09] REAL ESTATE ANALYSIS TOR feasibility assessment. The phased plan of implementation should include identification of catalyst TOD TOD IMPLEMENTATION RESOURCES & TOOLS SUPPORTED BY GLOBAL PLATFORM FOR SUSTAINABLE CITIES (GPSC) projects and project structuring for the same. A Capital Investment Plan should also be prepared K P to support the phased development plan. a. Client responsibility: Provide inputs. b. assessment. feasibility The Deliverables: phased TOD Areaplan of implementation Proposed Development should Mix. include identification of catalyst projects and project structuring for the same. A Capital Investment Plan should also be prepared to support the phased development plan. a. Client responsibility: Provide inputs. b. Deliverables: TOD Area Proposed Development Mix. DELIVERABLES DELIVERABLES TASK DELIVERABLE TIMELINE DELIVERABLES 1 Memo #1: Inception Report M + 2 weeks 2 Memo #2: Market Area Definition Report M + 1 month TASK DELIVERABLE TIMELINE 1 3 Memo Memo #1: #3: Market Inception Area Demand and Supply Assessment Report M + 3 months M + 2 weeks Report 2 4 Memo Memo #2: #4: Area Market Market Opportunities Definition ReportReport M + 4 months M + 1 month 3 5 Memo Memo #3: #5: Area Market Estate Financial Real Demand Proformas and Supply M + 5 months Assessment M + 3 months Report 4 6 Memo Memo #4: #6: Opportunities Stakeholder Engagement Market Report Summary Report M + 6 months M + 4 months 5 7 Memo Memo #5: #7: Real TODFinancial Estate Area Proposed Development Mix Proformas M + 7 months M + 5 months 6 Memo #6: Stakeholder Engagement Summary Report M + 6 months QUALIFICATION OF CONSULTANTS 7 Memo #7: TOD Area Proposed Development Mix M + 7 months The Consultant Team must have experience in at least A. One similar Real Estate Analysis Study for a TOD project OR B. At least two studies, which included a real estate market assessment and development proforma for a mixed use development The Consultant Team must include the following key expertise: Key Experts Years of Experience 1 Project Manager and Real Estate Expert 15 years 2 Real Estate Analyst 5-10 years 3 Urban Planner/ Designer 5-10 years 4 Infrastructure Specialist 5-10 years 5 Affordable Housing Specialist 5-10 years Disclaimer: The Transit-Orientated Development Implementation Resources & Tools knowledge product is designed to provide a high-level framework for the implementation of TOD and offer direction to cities in addressing barriers at all stages. As the context in low and middle-income cities varies, the application of the knowledge product must be adapted to local needs and priorities, APRIL, and 2018 customized on a case-by-case basis. v © 2021 International Bank for Reconstruction and Development/ The World Bank APRIL, 2018 AS-P01 REAL ESTATE ANALYSIS TOR v 119 Sao Paulo, Brazil TOD K P AS-P02 TRANSIT ALTERNATIVES ANALYSIS TERMS OF REFERENCE Template (with estimated consultant time required) for a city to perform a major transit investments alternatives analysis Type: TOR Template © 2021 The World Bank TOD K P BACKGROUND The Terms of Reference for a Rapid Transit Alternative Analysis Process (RTAAP) should provide the following background material: A. Study Area: The TOR must define the approximate area for which the RTAAP is to be developed. The study area must coincide as far as possible with jurisdictional boundaries for which population and employment data is readily available. The Background should also summarize the envisioned corridors and populations that Rapid Transit will intend to serve. B. Existing Transit Services: The Background section should provide a summarized description of current transit services, including any information on current ridership and expected ridership for the new service. Existing chal- lenges and opportunities should also be discussed. C. Other Studies and Initiatives: The Background section should also provide information on previous or ongoing studies that are expected to influence the RTAAP. Other transportation initiatives, such as construction of high- ways or pedestrian and bicycle facilities should be discussed. D. Bibliography of Reference Plans, Polices and Studies E. List of Project Stakeholders OBJECTIVE OF THE ASSIGNMENT The goals and objectives of the study must be defined clearly. These objectives may be considered further in the study as the basis of development of evaluation criteria. A sample is as follows: The purpose of the Rapid Transit Alternative Analysis Process (RTAAP) is to evaluate the comparative benefits, costs and impacts of implementing a transit network among a list of alternative routes and corridors and among a choice of rapid transit technologies. The Study must recommend a locally preferred alternative (LPA) for transit services in the City. The desired outcomes of the Rapid Transit Service, if implemented, are to: • Increase ridership through high-quality, frequent and reliable transit service • Enhance connections with the region’s existing transport system and regular route bus service • Improve mobility by offering more attractive transportation choices in the most viable corridor • Catalyze transit-oriented development along key corridors. SCOPE OF ACTIVITIES The scope of activities for the RTAAP is described in this section. The proposer is encouraged to provide suggested refinements to the work plan and schedule based upon experience with similar transit planning studies, and in compliance with national and state policies, where applicable. 1. Project Initiation and Development of Evaluation Criteria: The selected Consultant will schedule a kick-off meeting with the Client’s project management team and identify relevant issues for the RTAAP process based upon a review of existing documents and existing conditions. A tour of the possible corridors may also be included in the initial or follow-up meeting. The proposer will synthesize relevant issues and identify how these issues are to be addressed in the RTAAP work plan, including potential refinements to the work plan. 122 AS-P02 TRANSIT ALTERNATIVES TOR TOD K P The Consultant will also review and refine the initial problem statement, goals, and objectives and define evalu- ation criteria based upon the RTAAP Framework. The evaluation criteria may be single-step or multi-step as ap- propriate and corresponding to the stage of the Rapid Transit Planning Process. The Consultant will present and further refine this information during the kickoff meeting. The problem statement, goals, objectives and evaluation criteria will create the framework for the development and evaluation of alternatives and the content of the Alter- natives Analysis. a. Client responsibility: Identify key stakeholders and assist in coordinating schedules for kick-off meeting. b. Deliverables: Inception Report including Existing Issues and Goals, Objectives and Evaluation Criteria. 2. Develop Initial Range of Route and Mode Options: The Consultant will be required to review and summarize the findings of all relevant policy and plan studies, and existing data to understand travel patterns and identify po- tential transit route alternatives. In addition, the Consultant will review other transportation and land use resources from the area to estimate potential demand for the proposed transit system. The Consultant will identify transit alternatives, including at a minimum a no build alternative, an enhanced transit service alternative, and two or more rapid transit mode and route alternatives. The enhanced transit service alternative will include the consider- ations for changes to routing, service frequencies, or integration of ITS upgrades such as transit signal priority or real-time arrival prediction systems that can lead to marginal improvements in transit performance. The new route and mode alternatives should be conceptualized to enough detail to include proposed route alignments, and basic choice of modes. a. Client responsibility: Provide access to previous plans, policies and studies. b. Deliverables: Technical memorandum summarizing conceptual network of initial route options. 3. Community, neighborhood and stakeholder outreach: The consultant team shall engage relevant agencies, corridor neighborhoods and businesses, key stakeholders, and the general public throughout the process. The outreach program will include policy and technical advisory committees, public meetings, presentations at neigh- borhood and business associations, websites and social media, a variety of communication tools, and direct out- reach to non-traditional populations and organizations. Stakeholder workshops and/or public open houses should be held at key points in the RTAAP process including: (1) discussion of problems, goals, objectives, evaluation criteria and alternatives, and data gathering (2) evaluation of alternatives, (3) presentation of the draft AA, and (4) selection of the locally preferred alternative. Project information should be translated, as appropriate, to allow for effective outreach. At a minimum, the Consultant will: • Prepare a stakeholder engagement plan. • Prepare presentation materials for advisory committee meetings, public meetings, and other stakeholder presentations. • Prepare and provide logistical support including organizing, scheduling, notifying and participating in all meet- ings and preparing summary notes for all meetings. • Track public comments and response and provide to Client upon project completion. • Prepare content for the project website, to be maintained by Client upon project completion. • Prepare a draft and final report summarizing the stakeholder engagement process and stakeholder feedback. a. Client responsibility: Facilitation of Public involvement process. b. Deliverable: Stakeholder engagement plan; stakeholder engagement summary report; newsletters, website content, presentation materials, public meetings, advisory committee meetings, meeting notes, translation services, and other engagement tools identified in stakeholder engagement plan. AS-P02 TRANSIT ALTERNATIVES TOR 123 TOD K P 4. Undertake Initial Corridor Screening: The Consultant will evaluate the initial set of transit route and mode op- tions based on Intensification Capacity, Transportation Capacity and Mobility, Ease of Implementation and Oper- ational Viability, and the potential for Community Building. The development and definition of project alternatives is expected to be an iterative process. The initial set of corridor alternatives developed will most likely include a broad range of options defined in very conceptual terms. Initial activities under this task will focus on narrowing this set of alternatives based on the evaluation criteria. The goal will be to evaluate and refine the alternatives as needed to identify those options that have a high feasibility for implementation. a. Client responsibility: Input and guidance. b. Deliverable: Technical memorandum defining the evaluation of initial alternatives, including assessment of barriers and opportunities. 5. Conduct Detailed Corridor Assessment: It is expected that several cycles of analysis and review will take place during this task as the stakeholders build consensus on the assessment results. At this stage, the Consultant should develop preliminary operating plans and ridership estimations for each alternative. The operating plans will define the frequency and span of service, stop locations (spacing), fare collection system, traffic operations (such as queue jumping and signal priority), and other factors that would impact operating speed, boarding and dwell times, service reliability, and overall service quality. Initial forecasting will be completed using any existing travel demand model for forecasting. a. Client responsibility: Provide information on existing transit operating conditions and existing ridership figures for existing transit services. b. Deliverable: Technical memorandum describing operation plans and ridership estimations for each alternative. 6. Undertake Technology/Mode Review: Concurrent with Task 5, the Consultant will evaluate the transit technolo- gies, including vehicle type, size, and operating environment, that will most likely fit the needs of the corridor. The transit technologies should be evaluated based on capacity, quality of service, impact on the surroundings and cost. The best mode for each alternative should be selected for a more detailed costing and environmental as- sessment in the future steps. This will be an iterative process with Task 5. As mode preferences are known, they will need to be fed into the operational plans and ridership forecasts under preparation for Task 5. a. Client responsibility: Provide input on preferences. b. Deliverable: Technical memorandum describing mode and technology review and reasons for selected the final mode. 7. Prepare capital cost and operating and maintenance cost estimates: The Consultant will prepare capital cost estimates and operating and maintenance costs based on the operating plans prepared previously for the alter- natives. For all alternatives, the Consultant will complete a condition assessment to determine if complete street/ track reconstruction is required in any segments. The assessment will also identify any physical constraints or special needs that would have a significant impact on capital cost, as well as any needed right-of-way acquisition. Cost estimates will be prepared utilizing up-to-date unit costs. Unit costs will be adjusted to the targeted year-of- opening based on anticipated annual inflation rates. Costs will include track work, roadway/paving, infrastructure modifications, signals and communications, stations and shelters, equipment, utilities, structures, vehicles, main- tenance facility, modifications to existing facilities (for example, intersections), project development/design, project administration, and all other items necessary for design and construction of each alternative. a. Client responsibility: Share knowledge of existing vehicle costs and operating costs. b. Deliverable: Technical memorandum documenting capital and operating and maintenance cost estimates and methodology. 124 AS-P02 TRANSIT ALTERNATIVES TOR TOD K P 8. Assess environmental, historic and community issues: An initial assessment of potential environmental impacts will be undertaken for the corridor including air quality, noise, vibrations, traffic, energy consumption, cultural and historic resources, native plants and animals, parklands, floodplains, wetlands, lakes, water resourc- es, stormwater management, environmental justice, land use, TOD potential and other significant environmental, social and/or economic impacts. Key impacts that should be studied include: traffic/parking impacts and potential impacts to bicycle and pedestrian mobility. a. Client responsibility: Input and guidance. b. Deliverable: Documentation of these elements and a concept mitigation plan, including an examination of the impacts that each alternative would have to key socio-cultural and environmental characteristics. 9. Evaluation of alternatives: The Consultant will evaluate the alternatives based on the evaluation criteria defined in Task 1, utilizing the technical and cost data developed in the previously described work tasks. The comparison of alternatives will be vetted through the public involvement process described in Task 4. a. Client responsibility: Input and guidance. b. Deliverable: Memorandum documenting evaluation of alternatives methodology and results. 10. Prepare final Transit Business Case Report: The Consultant will prepare draft and final Business Case Report documenting the business case for final selection of the rapid transit alternative. The Business Case will be com- municated to the public and stakeholders along the finally selected corridor. The Final Report will incorporate the feedback received from stakeholders, advisory committees and the public. a. Deliverable: Final RTAAP Business Case Report AS-P02 TRANSIT ALTERNATIVES TOR 125 TOD K P DELIVERABLES TASK DELIVERABLE TIMELINE 1 Memo #1: : Inception Report including Existing Issues and M + 2 weeks Goals, Objectives and Evaluation Criteria 2 Memo #2: Technical memorandum summarizing concep- M + 1 months tual network of initial route options 3 Memo #3: Stakeholder engagement plan M + 1 months 4 Memo #4: Shortlist of alternatives, including assessment M + 2 months of barriers and opportunities. 5 Memo #5: Detailed Corridor Assessment with operation M + 4 months plans and ridership estimations for each alternative 6 Memo #6: Mode and Technology Review M + 4 months 7 Memo #7: Capital and Operating and Maintenance cost M + 5 months estimates and methodology 8 Memo #8: Summary of environmental, historic and com- M + 5 months munity issues with concept mitigation plan 8 Memo #9: Evaluation of alternatives results and methodol- M + 5 months ogy, including stakeholder engagement summary report 9 Draft RTAAP Business Case Report M + 6 months 10 Final RTAAP Business Case Report M + 7 months 126 AS-P02 TRANSIT ALTERNATIVES TOR TOD K P QUALIFICATION OF CONSULTANTS The Consultant Team must have experience in at least: A. One similar Rapid Transit Alternative Analysis Study OR B. At least two studies or project reports which included at least two of the following components: Transit Corridor Concept Plans, Transit Operating Plans, and Transit Ridership Estimates OR C. At least two Transit Feasibility Studies The Consultant Team must include the following key expertise: Key Experts Year of Experience 1 Project Manager and Senior Transportation Plan- 15 years ner 2 Public Transport Specialist 5-10 years 2 Transport Modeller 5-10 years 3 GIS expert 5-10 years 4 Land Use Planner 5-10 years 5 Environmental Planner 5-10 years 6 Transportation Engineer 5-10 years 7 Social Safeguards Expert 5-10 years Disclaimer: The Transit-Orientated Development Implementation Resources & Tools knowledge product is designed to provide a high-level framework for the implementation of TOD and offer direction to cities in addressing barriers at all stages. As the context in low and middle-income cities varies, the application of the knowledge product must be adapted to local needs and priorities, and customized on a case-by-case basis. © 2021 International Bank for Reconstruction and Development/ The World Bank AS-P02 TRANSIT ALTERNATIVES TOR 127 Muscat, Oman TOD K P AS-P03 INFRASTRUCTURE ASSESSMENT TERMS OF REFERENCE Template terms of reference (with estimated consultant time required) to conduct infrastructure analysis Type: TOR Template © 2021 The World Bank TOD K P Disclaimer: The Transit-Orientated Development Implementation Resources & Tools knowledge product is designed to provide a high-level framework for the implementation of TOD and offer direction to cities in addressing barriers at all stages. As the context in low and middle-income cities varies, the application of the knowledge product must be adapted to local needs and priorities, and customized on a case-by-case basis. © 2021 International Bank for Reconstruction and Development/ The World Bank BACKGROUND The Terms of Reference for a Physical and Social Infrastructure Assessment should provide the following background material: A. Study Area: The TOR must define the approximate area for which the Assessment is to be developed. The study area must coincide as far as possible with jurisdictional boundaries for which population and employment data is readily available. The Background should also summarize the transportation and transit services and other details of the TOD Plan. B. Existing Development: The Background section should provide a summarized description of existing develop- ment and ongoing activities, including any information on critical infrastructure shortages. C. Benchmarks and Guidelines: The Background section should also provide information on resources that a consultant is expected to refer to while preparing the assessment, specifically including Global or National Bench- marks or Guidelines. D. Bibliography of Reference Plans, Polices and Studies E. List of Project Stakeholders OBJECTIVE OF THE ASSIGNMENT The objective of this assignment is to undertake a capacity and needs assessment for various Infrastructure services including but not limited to physical infrastructure such as water supply, electricity provision, solid waste management, sewerage treatment, sidewalks, bike lanes, landscape infrastructure and information systems; and social infrastructure such as education facilities, healthcare facilities, recreational and community facilities. The intended outcome of the assignment is a Feasibility Report that recommends a clear plan for construction, management, rehabilitation, or augmentation of infrastructure services as per the Client’s requirements in a clear and predictable manner with a view to ensuring: (i) efficient, economical, and integrated systems or schemes; (ii) reliability and security of services to all of the population equitably; (iii) efficient operation and maintenance of the systems/schemes; (iv) minimal adverse impact on the local population and environment; (v) minimal additional acquisition of land; (vi) improving the financial viability of the TOD Project consistent with the need to minimize disruptions to services provided to existing populations and to eliminate constraints in a cost effective manner; and (vii) phased development of the Project on techno-economic considerations, till the final year of TOD implementa- tion 130 AS-P03 INFRASTRUCTURE ANALYSIS TOR TOD K P SCOPE OF ACTIVITIES The scope of activities for the infrastructure assessment is described in this section. The proposer is encouraged to provide suggested refinements to the work plan and schedule based upon experience with similar studies, and in compliance with national and state policies, where applicable. 1. Project Initiation and Development of Methodology: The selected Consultant will schedule a kick-off meeting with the Client’s project management team and identify relevant issues for the capacity and needs assessment process based upon a review of existing documents and existing conditions. A tour of the project area may also be included in the initial or follow-up meeting. The proposer will synthesize relevant issues and critical needs and identify how these issues are to be addressed in the work plan, including potential refinements to the work plan. The Consultant will also review and refine the initial problem statement, goals, and objectives and define key infrastructure services for which the study will be carried out. The Consultant will prepare a basic assessment of study needs for each of the infrastructure service defined, and propose factors to be used for each of the study methodologies, including population forecasts or similar. The methodologies should consider factors in a manner that they capture the demographics in different distribution and collection zones, as the case may be, of the Proj- ect Area. The problem statement, goals, objectives, study needs and methods should be submitted as part of the Inception Report. a. Client responsibility: Identify key stakeholders and assist in coordinating schedules for kick-off meeting. b. Deliverables: Inception Report including problem statement, goals, objectives, study needs and methods. 2. Develop population forecast and assessment of demand: The horizon years for the population forecast should be set at approximately 10 and 20 years from the year of study, aligned as far as possible to parallel Mas- ter Plans or Development Plans. The Consultant shall determine the extent of the area for which new infrastruc- ture or augmentation needs to be planned. For the present and prospective area to be served by the infrastruc- ture systems, the Consultant shall also review the past records of population growth to forecast the population by using the methodologies and factors determined under Task 1. These population forecasts shall be compared with any other study(s) conducted by any other agency with a view to recommending the population forecast for adoption in the two planning horizons. The Consultant shall also assign suitable population densities for differ- ent zones/ sections/ areas as per the TOD Plan for assessing the infrastructure demand. The Consultant shall calculate the demand using national standards for per capita or per household needs. If such data does not exist, the Consultant may use global standards from countries of comparative economies and validate it through a small sample survey of actual consumption or production and demand for different purposes. Based on the forecasts of aggregate demand for physical infrastructure such as water, electricity and waste management, and social infrastructure such as education and healthcare, and the topographical and existing developmental features of the Project Area, the Consultant shall recommend suitable sub-divisions to formulate distribution/collection zones for each infrastructure need. a. Client responsibility: Provide access to population data, previous plans, policies and studies. b. Deliverables: Technical memorandum summarizing existing and projected infrastructure demands. AS-P03 INFRASTRUCTURE ANALYSIS TOR 131 TOD K P 3. Assessment on the sufficiency of existing physical infrastructure capacities (not required for greenfield context): The Consultant shall review the existing reports prepared by the relevant public infrastructure depart- ments with the intent to evaluate the existing infrastructure capacities. The Consultant will be expected to meet stakeholders from relevant agencies to identify if the current infrastructural capacities are sufficient for the project- ed needs, and if not, how much of the excess need can be fulfilled through pre-existing augmentation plans. a. Client responsibility: Sharing existing reports and facilitation of stakeholder meetings. b. Deliverable: Technical memorandum summarizing sufficiency of capacity of existing and planned systems. 4. Identify Land and Resource Capability of the Project Area: The Consultant will evaluate area-specific land and resource constraints that are a barrier in meeting the projected demand, primarily related to availability of land and resources. Examples of critical constraints include: a. Water Supply: Water shortage, if any, due to insufficient rainfall or depleting ground water reserves. b. Electricity: Shortage of renewable sources to harness for power, or shortage of land to establish distribu- tion centers. c. Sewerage or Solid Waste Management: Shortage of land to establish treatment centers or landfills. d. Landscape Infrastructure: Shortage of land or soil fertility to develop landscape infrastructure e. Information Infrastructure: Lack of means to distribute information and real-time data efficiently. f. Social infrastructure such as schools or hospitals or police centers: Shortage of public land to build neces- sary developments. In areas of constraint, the Consultant will evaluate potential strategies to increase resource availability where pos- sible. For example, the Consultant may identify land amalgamation or acquisition needs to fulfill land demands, or identify water recharge strategies to augment ground water reserves. If the constraints are too large and cannot be overcome through any means, the Consultant may be required to suggest changes to suggested population forecasts or planned densities. a. Client responsibility: Input and guidance. b. Deliverable: Technical memorandum summarizing the current land and resource constraints and potential strategies to overcome them. 5. Identify Strategies and Mechanisms to Reduce Consumption: The Consultant will also define strategies for reducing consumption where possible. In cases where larger developments of high density are proposed, it is possible to leverage the potential of resource sharing and thereby reducing overall demand. For example, larger developments may be able to accommodate grey water recycling plants to meet all non-domestic needs, or they may be able to install smart meters to monitor and reduce electricity consumption. The Consultant will recom- mend statutory and regulatory mechanisms or financial incentives that can be implemented to reduce consump- tion. a. Client responsibility: Input and guidance. b. Deliverable: Technical memorandum describing statutory, regulatory, or financial incentives to reduce con- sumption. 132 AS-P03 INFRASTRUCTURE ANALYSIS TOR TOD K P 6. Prepare indicative designs and layout plans for development or rehabilitation of physical infrastructure: The Consultant will prepare conceptual layouts for any new infrastructure proposed, including central facilities and distribution systems. The Consultant should also prepare conceptual designs for the rehabilitation of facilities of augmentation of networks where applicable. In addition, the Consultant will also be required to prepare design guidelines for decentralized physical infrastructure systems, where appropriate (e.g. recycled water system, waste segregation and composting center, minor solar installations). National standards or global best practices must be followed in design preparation. a. Client responsibility: Input and guidance. b. Deliverable: Technical memorandum describing indicative designs and layout plans and guidelines. 7. Conduct Social and Environmental Impact Assessment (including impacts of land acquisitions, etc): The Consultant will prepare a social and environmental impact assessment to document the possible impact of building or enhancing infrastructure systems on the local population and environment in the short, mid and long term. In particular, social impact of any displacement due to land acquisition, and environmental impact of building large facilities or landfills shall be studied. The Consultant should work alongside the Client to propose strategies to mitigate impacts as far as possible. a. Client responsibility: Input and guidance. b. Deliverable: Social and Environmental Impact Assessment Reports, including summaries of Tasks 2 to 6. 8. Prepare capital cost and operating and maintenance cost estimates: The Consultant will prepare capital cost estimates and operating and maintenance costs based on the layout plans and designs proposed in Task 6. Cost estimates will be prepared utilizing up-to-date unit costs. Unit costs will be adjusted to the targeted year-of- opening based on anticipated annual inflation rates. Costs will include land acquisition costs, land clearing costs, facility construction costs, laying of pipelines or conduits along roadways, vehicles, maintenance facility construc- tion, modifications to existing facilities, project development/design, and project administration. Costs of financial incentives will also be included in the estimates. a. Client responsibility: Share knowledge of existing infrastructure and utility construction costs. b. Deliverable: Technical memorandum documenting capital and operating and maintenance cost estimates and methodology. 9. Prepare Final Infrastructure Assessment and Feasibility Report: The Consultant will summarize the entire assessment and cost estimation process in the Final Infrastructure Assessment and Feasibility Report. a. Deliverable: Final Infrastructure Assessment and Feasibility Report AS-P03 INFRASTRUCTURE ANALYSIS TOR 133 TOD K P DELIVERABLES TASK DELIVERABLE TIMELINE 1 Inception Report including problem statement, goals, M + 2 weeks objectives, study needs and methods 2 Memo #1: Existing and projected infrastructure demands M + 1 months 3 Memo #2: Sufficiency of capacity of existing and planned M + 1 months systems 4 Memo #3: Current land and resource constraints and M + 2 months potential strategies to overcome them. 5 Memo #4: Recommended statutory, regulatory, or financial M + 4 months incentives to reduce consumption 6 Memo #5: Indicative designs and layout plans and guide- M + 4 months lines 7 Social and Environmental Impact Assessment Report M + 5 months 8 Memo #6: Summary of capital and operating and mainte- M + 6 months nance cost estimates and methodology 9 Draft Infrastructure Assessment and Feasibility Report M + 7 months 10 Final Infrastructure Assessment and Feasibility Report M + 8 months 134 AS-P03 INFRASTRUCTURE ANALYSIS TOR TOD K P QUALIFICATION OF CONSULTANTS The Consultant Team must have experience in at least: A. One similar Infrastructure Assessment Study OR B. At least two studies or project reports which included at least two of the following components: Infrastructure Demand Assessment, Resource Capability Assessment, Social and Environmental Impact Assessment of Infra- structure Plans OR C. At least two Infrastructure Feasibility Studies The Consultant Team must include the following key expertise: Key Experts Year of Experience 1 Project Manager and Senior Infrastructure Planner 15 years 2 Physical Infrastructure Specialist 5-10 years 2 Urban Planner 5-10 years 3 Municipal Infrastructure Engineer 5-10 years 4 Environmental Planner 5-10 years 5 Social Safeguard Specialist 5-10 years 6 Municipal Finance Specialist 5-10 years AS-P03 INFRASTRUCTURE ANALYSIS TOR 135 Curitiba, Brazil TOD K P TOD K P ENABLE INTRODUCTION Highlights policy, barriers and mechanisms that can enable the TOD planning process. © 2021 The World Bank TOD K P ABOUT ENABLE The ‘Enable’ step of the TOD Framework is developed to focus Most of these challenges deal with coordinated and on setting up an enabling environment that allows successful institutionalized planning behavior. The Enable step largely implementation of TOD projects. The two most commonly focuses on addressing these challenges. The ultimate goal held TOD hurdles in World Bank client cities are (1) the lack of of this step is to build local capacity (human resources and an empowered institution that is able to work across various processes) to plan, finance, and implement sustainable and scales, levels of government, and planning sectors towards inclusive TOD. This capacity can be institutional (public officials, a TOD solution; and (2) the lack of a TOD-supportive policy civil servants, etc.), within the private sector, or at the civil framework, including pedestrian-friendly laws, efficient and society level. The knowledge resources within this step, will inclusive regulations and market-friendly financial tools. Some provide techniques and tools to decision makers at various of the key barriers for successful TOD in World Bank client cities levels to better engage. These tools can to be used throughout are identified in the Transforming Cities with Transit –World Bank the course of the project but must be ideally considered for use publication (Suzuki, Cervero and Iuchi 2013). Primarily these during project initiation itself. include factors related to Governance, Regulatory support and The sustainability of a TOD strategy, as for any other long-term Coordination across sectors and jurisdictions. planning strategy, is contingent upon the institutionalization of Coordination requirements through the TOD planning process Finalize Transit Finalize Transit Mode Options Infrastructure Costs TRANSPORT CITIZEN’S INPUTS CITIZEN’S INPUTS PLANNER URBAN PLANNER Create TOD- Identify Inventory of Potential supportive Development/ Finalize Investment Regulatory Regional Redevelopment Sites Transit Framework Gaps & DEVELOPMENT Plan/Vision Route & Propose Stations TOD Plan / Innovative ECONOMIC Assess Economy & Strategies & Policies Funding EXPERTS Potential Growth Areas at selected scale Mechanisms REAL ESTATE DEVELOPERS Assess Potential CITIZEN’S INPUTS Projects in Corridor City/ Regional Scale Corridor 138 EN INTRODUCTION TOD K P the process and objectives. The WB/WRI TOD Corridor Course their governance framework, suffer from challenges related (World Bank; WRI (World Resource Institute) 2015) suggests to temporal continuity of leadership and lack of a consistent key building blocks to set up and institutionalize an enabling vision across scales because of jurisdictional priorities. environment for TOD. These building blocks are introduced here Singapore, with its advantage of being a city-nation, offers along with key barriers faced by World Bank client countries: one of the most successful examples of leadership and 1. Leadership and Vision: Since TOD is a long-term, vision-setting. Their transformation into a transit-friendly transformative process, one of the most essential enabling city over the last decade is evidence of such successful factors is a strong leadership and vision. Leadership leadership. Other similar transformations in cities such as involves developing a strong-long term vision, creating Bogota and Curitiba were experienced during the period empowered, inclusive, and transparent institutions when TOD-supportive mayors were in office, but have and planning processes, setting priorities in allocating suffered periodically from a change in city leadership. In resources, and promoting the vision to the public. However, Indian cities on the other hand, where power is largely many cities in World Bank client countries depending on concentrated at the federal and state levels, TOD is difficult to implement by city governments. Refine Station Confirm Street Designs for Infrastructure Finalize Last Mile Transfers & NMT to be Changed Connectivity Options CITIZEN’S INPUTS Multi-modal Transport Integration & Station Refine TOD Monitor Progress Discuss Phasing Accessibility Plans Compared to Plan Corridor or Station of Development Area Plans & Contribution Discuss High Potential Development/ to Infrastructure/ Redevelopment Sites Incentives Needed Develop Branding & within Station Areas Marketing Strategies Project CITIZEN’S CITIZEN’S Plan INPUTS INPUTS Station Area Site Level EN INTRODUCTION 139 TOD K P 2. Robust Institutional Structure: In addition to a strong the jurisdictional hierarchy. At the same time challenges leadership, successful TOD needs a robust institutional in horizontal coordination between the different sectors structure that has representation from all the essential of planning and city building is common across all cities. sectors, and has the required powers to influence a Development and transportation decisions are taken in transformation. A robust institutional structure ensures isolation, often in retrospect as a measure to address that an enabling environment for TOD is maintained even specific challenges such as lack of affordable housing through leadership changes. The institutional structure or severe traffic congestion. Such decisions are rarely should be contextually relevant to the socio-political informed by plans created for other sectors and rarely made and legal setting. Some of the most widely used TOD in compliance with a long-term vision. The tool EN-H01 implementation institutions include collaborations between provides guidance on influencing leaders, identifying the Development and Transport Authorities, or TOD Steering appropriate institutional structure, bringing agencies from Committees formed with public sector and civil society all sectors together, developing coordination mechanisms organizations, or Public-Private Partnerships (PPP). and aligning the vision across different scales and planning Who should be involved within the institutional structure sectors. EN-R01 provides the typical roles and the depends on the level of influence of the public, private and responsibilities of different stakeholders in the TOD planning civil society organizations in terms of political structure, process. land ownership structure, financial capabilities and legal 4. Inclusive and Effective Community Engagement: Finally mandates that can influence large-scale land amalgamation the most important enabling factor is an inclusive and and redevelopment projects. Defining the appropriate effective community engagement process. Community institutional structure that complements a strong leadership engagement should not only aim to inform, but also educate and allows for high levels of coordination and investing the community about the benefits of a TOD-based vision. It it with the appropriate degree of powers, is the biggest should be able to build human capacity needs to promote challenge witnessed in many cities in World Bank client the goals of TOD. The example of the failure of the TOD Plan countries. in Mumbai in 2016 after a massive backlash from residents 3. Effective Coordination between Governmental and who felt slighted and excluded from the planning process, Participating Agencies: The Transforming Cities with demonstrates the importance of an effective engagement Transit publication (Suzuki, Cervero and Iuchi 2013) notes exercise in building successful TOD. The tools EN-C01 lack of coordination as one of the foremost challenges and EN-C02 provide tools that will aid the community to TOD implementation. Vertical coordination between engagement process. different levels of government is a key challenge in large   countries such as India, Brazil, and China, where regulatory and financial power is largely concentrated at the top of 140 EN INTRODUCTION TOD K P KNOWLEDGE PRODUCTS COMMUNICATION EN-C01 Making a Case for TOD to the Public-Communication Strategy (Ref Doc.) EN-C02 The TOD Role-Out - A Stakeholder Engagement Game (Ref Doc.) ‘HOW-T0’ GUIDES EN-H01 “How-to” Build Institutions and Enable Intergovernmental Coordination (Step-by-Step Guide) RESOURCES EN-R01 Roles & Responsibilities Of Stakeholders (Ref Doc.) PROCUREMENT EN-P01 Communications Strategy Terms Of Reference (TOR Template) EN INTRODUCTION 141 TOD K P REFERENCES Carlton, Ian, and William Fleissig. April 2014. Steps to Avoid Stalled Equitable TOD Projects. Living Cities. MOUD (Ministry of Urban Development, India). 2016. Transit Oriented Development Guidance Document. Consultant Report, IBI Group, New Delhi: Global Environment Facility, UNDP and World Bank. Suzuki, Hiroaki; Cervero, Robert; and Iuchi, Kanako. 2013. Transforming Cities with Transit: Transit and Land Use Integration for Sustainable Urban Development. Washington DC:World Bank. World Bank; WRI (World Resource Institute). 2015. Transit-Oriented Development at a Corridor Scale Course. Washington, DC. 142 EN INTRODUCTION TOD K P EN-C01 MAKING A CASE FOR TOD TO THE PUBLIC− COMMUNICATION STRATEGY A creative guide to disseminate information to public and regional bodies and express the importance and benefits of TOD Type: Reference Document © 2021 The World Bank TOD K P ABOUT THE ENABLE TOOL One key enabling issue around TOD is the difficulty of cross- sectoral integration; without it, transport, housing and land- use policies are developed in isolation and when aggregated in an attempt at TOD, the nuances of the trade-offs between sectors are lost. As TOD happens at different scales under many jurisdictions, it is essential that practitioners understand the motives of each stakeholder, possible trade-offs, and how interests can be better aligned for successful implementation. In addition, much of TOD planning and implementation relies on public and private institutions with little public participation, beyond the election of public officials in developing countries. In practice, building ownership and developing buy-in from the general public, with a strong sense of commitment from the political leadership, makes the difference between the success and failure of TOD initiatives. Before embarking upon the public participation process, it is important to identify project champions who can influence public opinion. Ineffective and untimely engagement of influencers can lead to the breakdown of the TOD planning process, as was seen in Mumbai during the public review and consultation of the TOD-based Development Plan. Participatory planning mechanisms offer opportunities to citizens (such as voting, public hearings, etc.) to have a role in the governing and decision-making processes in their neighborhood, their city and beyond. The improvement of the quality of life of current and future residents is a core value of Inclusive TOD. However, there is a need for public participation and stakeholder engagement to increase the inclusiveness of TOD and ensure that the beneficiaries’ concerns are addressed and they are convinced of the personal and city-wide benefits TOD brings. (WB/WRI 2015) Disclaimer: The Transit-Orientated Development Implementation Resources & Tools knowledge product is designed to provide a high- level framework for the implementation of TOD and offer direction to cities in addressing barriers at all stages. As the context in low and middle-income cities varies, the application of the knowledge product must be adapted to local needs and priorities, and customized on a case-by-case basis. © 2021 International Bank for Reconstruction and Development / The World Bank 144 EN-C01 MAKING CASE FOR TOD TOD K P FINDING PROJECT CHAMPIONS Project champions can be found not just in local politics, Project champions play an important role in the TOD process but also in the local community. Finding champions helps to by bringing community members together in support of TOD ensure that your TOD project is perceived as a civic project through participation in community events, social networking that is aligned with community interests, rather than being and partnership creation. As highly involved and connected imposed from the top-down. It also encourages a project’s members of the community, they can address public grievances longevity, particularly in light of the inevitable changes in political early on and rally support and community buy-in. For example, leadership or project management over the life of a project. if a project champion observes that community members are Project champions can be local civic workers, landowners, very concerned about project-induced traffic, they can relay leaders of community groups, academic institutions, media this information to your TOD team and simultaneously provide representatives or other well-known public figures in a particular concerned citizens with one-on-one attention and dialogue, community. Project champions should be someone that: before the issue impedes with the project. Empower your • Is known for bringing people together, rather than dividing a project champion with the project understanding, facts and community figures that support the plan, and provide them with the support • Has strong relationships within the community that, ideally, required to successfully communicate with the public. Strong span socio-economic classes, professions, and political project champions can drive the success of a TOD project beliefs and ensure the inevitable concerns of the public are managed • Is able to speak articulately about the issues that have throughout. Making strategic use of these valuable stakeholders inspired the project and that may arise during the TOD is, therefore, essential to a successful project. process To be successful advocates, project champions must be personally convinced of the benefits of TOD initiatives before they can speak on behalf of the project. Project champions should be involved throughout the entirety of the planning process to ensure complete ownership and commitment to the TOD outcomes. 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Usually, it is an intensely focused, and “85% ready” TOD Community Concept Plan based on multiple day session that uses a collaborative approach to four feedback loops: VISIONING, IDEAS, CONCEPTS, AND create realistic and achievable designs that work.” SOLUTIONS. (Source: Lindsay, G., J. A. Todd, S. J. Hayter, and P. G. Ellis. “Handbook for Planning and Conducting Charrettes for High-Performance Projects: Second Edition.” National Renewable Energy Laboratory, 2009. doi:10.2172/965523.) FIRST DAY • Team introductions; “Gains & Pains” word exercise (a more up-to-date and participatory take on “SWOT” analysis); SECOND DAY • Fundamentals of TOD (both design and economic); playing of the “TOD Board Game”, a hands-on exercise in which community residents layout a series of land use icons – streetscape improvements, lanes, transit service, etc. (the “T” of TOD); parks and plaza, public art, etc., and other “Open Space” attributes (the “O” in TOD; and townhouses, apartment buildings, retail shops, and schools (the “D” of TOD), into a series of competing alternative plans. TOD Board Game THIRD DAY • A playback of “What We Heard” at the TOD board game, complete with real-time electronic voting for preferred options of the TOD component plans. FOURTH DAY • The unveiling of the TOD Community Concept Plan, the result of a marathon production run of 36 hours, normally culminating in a 100-slide presentation, shored up by twenty-to-thirty full size presentation boards and, always a community favorite, a time-lapse photo visualization of “What we Heard” Playback & Voting a select street/area within the TOD plan that illustrates the (Source: © IBI Group) evolution of the “now” to the “next”. 148 EN-C01 MAKING CASE FOR TOD TOD K P (Source: © IBI Group) EN-C01 MAKING CASE FOR TOD 149 TOD K P TOOLS- INTERACTIVE ACTIVITIES How do you liven up discussions around TOD, get participants thinking outside the box & get people to take a holistic & inclusive approach to community planning around stations? Why not try a game? TOD projects frequently involve the cooperation of multiple remove the threatening atmosphere often felt in more formal stakeholders with varying objectives and preferences for an meetings, and allow participants to casually communicate optimized solution. Finding a mutually agreeable solution is with one another while collectively evaluating different paths of of paramount importance in order to assure the successful development. completion of these projects; particularly when different Games can help simplify complex and seemingly stakeholders are splitting the costs because none can afford to insurmountable problems by detangling components and finance the transit/land use development projects on their own. breaking them down into smaller, more comprehensible Games are emerging as a useful platform for fostering pieces. Furthermore, games that require role-playing can force meaningful dialogue on today’s most pressing urban participants out of their comfort zone helping them to begin to development issues. Through simulations, role-playing and even understand and view problems from a different perspective, the use of LEGO blocks, interactive urban development and such as through the eyes and experiences of a bicyclist, thus planning games can provide a fun and engaging way of bringing bringing light to issues they may normally overlook. disparate groups of stakeholders to the table. These games Interactive Board Games, Station Area Planning, City of Calgary, Canada (Source: © IBI Group) 150 EN-C01 MAKING CASE FOR TOD TOD K P Some of the examples of Interactive games that force public Activity 1: Card Game - Play your best Hand and private sector stakeholders (including public) in planning and implementing TOD, role-playing, priority setting and Activity 2: Ideas/Projects cost Money balancing trade-offs, develop solutions and align interests in a non-threatening environment are outlined below. These games Speed Networking – Hear & Share Activity 3:  are used as Global best practices and have been used by the project team for TOD projects developed and developing your stakeholders/your Issue countries alike. under 5 minutes, & jointly devise a Most of these games are organized as sessions/downtime activities as a part of TOD Charrettes (typically organized as a solution one/two-day activity). An overview of the TOD charrette process is also presented at the end to identify where these gaming Activity 4: Issues & Ideas Wall sessions can be accommodated in the charrette agenda. Activity 5: Preference Boards Activity 6: TOD Interactive Board-game Activity 7: Road Safety Workshop Other Virtual Games EN-C01 MAKING CASE FOR TOD 151 TOD K P ACTIVITY 1: CARD GAME - PLAY YOUR BEST HAND INTENT: DESCRIPTION: Identification of key priorities/issues. • A suit of cards (similar to a suit from a deck of cards) 12 cards with an additional Wild Card (similar to the Joker WHO ARE THE PLAYERS: from a deck of cards) is pre-prepared with each card representing one key issue facing the community. • Typically limited to Public Sector/Agency Stakeholders. • The list of priorities/issues is pre-curated with the • Can be extended to select Private stakeholders such as assistance of the Client prior to the workshop. NGO’s/Developers/ Business Improvement Groups. • Each stakeholder is asked to “play their best hand” i.e. lay • Mayors and political decision-making stakeholders often 3 cards on the table which represent their three priority participate in developing countries. issues. FORMAT: • The stakeholders also have the option of writing their own issue on the wild card in case the 12 cards don’t represent Workshop/Charrette Setting. Stakeholders are sitting around a priority issues. table in random groups of 6 to 8 people. • The cards form each stakeholder are collected and the IDEAL ENGAGEMENT SIZE: scores are tallied (while other components of the workshop/ charrette are in process) by the Project team. Maximum 50-75 Stakeholders. Gathering feedback and reporting becomes time-consuming beyond this size of • A member of the project team then reports back on the stakeholders. ranking of the priorities. TYPICAL TIME: OTHER SUGGESTIONS 30 minutes (10 minutes to play the game and 20minutes to • The Wild Card may carry the photo of the Project discuss reporting). Champion/Political leader of the Community/City. • The rest of the 9 cards are carried back by the Stakeholders as workshop souvenirs. Information related to the project, key contacts etc. can be provided on the back of the card. 152 EN-C01 MAKING CASE FOR TOD 153 5 EN-C01 MAKING CASE FOR TOD Gestión de Riesgo y Turismo Ecologíco Educación Digital, Capacitación Continua K P Ambiente Educación Educación Ambiente Medio Medio 5 TOD Conservación y Protección de Riqueza Natural - El Merendón Integración generacional, Educación Adaptable Asociaciones Público Privadas, Sistemas Inteligentes de Control Ciudad Limpia, Sistema integral de Gestión de Desechos 4 Solidos Ranking of Priorities Manejo de Deshechos Economía Empleo y Manejo de Economía Empleo y Deshechos Solidos 4 Empleos era digital, Capitalizar población bilingüe Manejo Sostenible Relleno Sanitario, Desechos a Energía Empoderamiento y Corresponsabilidad 3 Aprovechar infraestructura existente, Sostenibilidad Infraestructura Infraestructura Participación de Servicios Participación Ciudadana 5 Gestión de Riesgo y Turismo Ecologíco Educación Digital, Capacitación Continua de Servicios EducaciónCiudadana Ambiente Educación Ambiente Medio Medio 3 Cobertura Mayor, Con abilidad, Ámbito urbano de Calidad Desarrollo Cívico, Partipación Equitativa, Consulta Pública 2 Accesibilidad Universal Vida Activa y Saludable, Integración Social 5 Conservación y Protección de Riqueza Natural - El Merendón Integración generacional, Educación Adaptable Servicios de Salud Servicios de Salud Sostenible Movilidad Empleo y Sostenible Asociaciones Público Privadas, Sistemas Inteligentes de Control Ciudad Limpia, Sistema integral de Gestión de Desechos 4 Movilidad Solidos Manejo de Deshechos Economía Manejo de Economía Empleo y Deshechos Solidos 2 Gestión de Tránsito, Transporte Público Seguro 1 Consultas en Línea, Atención a la medida - Grupos vulnerables Espacio Público Iluminado, Corresponsabilidad Social Reportes Digitales, Participación Ciudadana 4 Empleos era digital, Capitalizar población bilingüe Manejo Sostenible Relleno Sanitario, Desechos a Energía Gobierno Digital Gobierno Digital Seguridad Seguridad Empoderamiento y Corresponsabilidad 3 Aprovechar infraestructura existente, Sostenibilidad Workshop Reporting on Priorities identified by Stakeholders Infraestructura Infraestructura Participación de Servicios Participación Ciudadana de Servicios Ciudadana 1 Seguridad Personal, Vigilancia del Espacio Público Servicios en Línea, Conveniencia para el Usuario, Datos Abiertos 3 Cobertura Mayor, Con abilidad, Ámbito urbano de Calidad Desarrollo Cívico, Partipación Equitativa, Consulta Pública 2 Accesibilidad Universal Vida Activa y Saludable, Integración Social Servicios de Salud Servicios de Salud Sostenible Movilidad Sostenible Movilidad 2 Gestión de Tránsito, Transporte Público Seguro Consultas en Línea, Atención a la medida - Grupos vulnerables (Source: © IBI Group) 1 Espacio Público Iluminado, Corresponsabilidad Social Reportes Digitales, Participación Ciudadana Gobierno Digital Gobierno Digital Seguridad Seguridad 1 Seguridad Personal, Vigilancia del Espacio Público Servicios en Línea, Conveniencia para el Usuario, Datos Abiertos TOD K P ACTIVITY 2: IDEAS/PROJECTS COST MONEY INTENT: jar. Prioritizing projects based on the availability of municipal funds. • Cost of each project/idea is also written on the jar. Costs for Prioritizing Projects/Ideas projects may vary depending on the nature of projects. Cost figures are kept arbitrary but relative to each other. E.g. LRT WHO ARE THE PLAYERS: Transit Project Value may be assigned 3$ while BRT Transit Value may be assigned 2$ while existing bus fleet upgrade • Typically limited to Public Sector/Agency Stakeholders. may be assigned 1$ only. • Can be extended to select Private stakeholders such as • Each Stakeholder is handed mock money (say 10 coins/ NGO’s/Developers/Business Improvement Groups. paper currency/ 10$) representing limited municipal funds • Mayors and political decision-making stakeholders often available to spend on capital projects. participate in developing countries. • Each stakeholder is asked to spend the funds (say 10$) on FORMAT: the projects that they see fit and how they see fit. Workshop/Charrette Setting. Stakeholders engage in this activity • The amounts are tallied in each box (while other during break/downtime of a charrette. components of the workshop/charrette are in process) by the Project team. IDEAL ENGAGEMENT SIZE: • A member of the project team then reports back on the Maximum 50-75 Stakeholders. Gathering feedback and ranking of projects/ideas. reporting becomes time-consuming beyond this size of stakeholders. OTHER SUGGESTIONS: TYPICAL TIME: • List of projects/ideas should not be overwhelming and represent relevant solutions for the community. Generally, 30 minutes (10 minutes to play the game and 20 minutes to this game is played well into the project process when a discuss reporting). basic idea of the solutions/projects/ideas are known. DESCRIPTION: • The list of projects/ideas is pre-curated with the assistance • Multiple Boxes or jars representing Capital projects/ of the Client prior to the workshop. projects ideas are provided on a table as a part of the • The game can also be employed to set project goals/ workshop. Short description in the form of a sentence or priorities. two of each idea/Capital projects is also written on the box/ Coin Game Activity for Transpor tation Master Plan project, York Region, Ontario, Canada focusing on identif ying project priorities (Source: © IBI Group) 154 EN-C01 MAKING CASE FOR TOD TOD K P ACTIVITY 3: SPEED NETWORKING | HEAR & SHAPE YOUR STAKEHOLDER’S / YOUR ISSUE UNDER 5 MINUTES, & JOINTLY DEVISE A SOLUTION INTENT: DESCRIPTION: Break the ice. Meet multiple Stakeholders attending a charrette • Rather than/in addition to each stakeholder introducing in a one on one setting. Hear and share concerns jointly devise themselves at the start of the charrette, Speed networking solutions for issues. is an ice-breaking activity between various stakeholders. • In addition, this also ensures that charrette is dominated by WHO ARE THE PLAYERS: a few individuals, preventing the ‘softer’ voices to be heard. • Typically limited to Public Sector/Agency Stakeholders. • This timed game is played much similar to a speed dating • Can be extended to select Private stakeholders such as format, where during a seven-minute period, stakeholders NGO’s/Developers/Business Improvement Groups. have the chance to meet a fellow stakeholder/charrette attendee and exchange information on who they are, what • Mayors and political decision-making stakeholders often work they do, and their key issues they face (related to the participate in developing countries. project). The intent is also to jointly devise a solution to the issues. FORMAT: • After the seven-minute period, a bell will ring to signal the Workshop/Charrette Setting. Stakeholders engage in this activity start of a new round. Stakeholders then move seats and in a one on one setting. begin again, for a total of say six rounds (45 minutes). IDEAL ENGAGEMENT SIZE: Maximum 50-75 Stakeholders. Gathering feedback and reporting becomes time-consuming beyond this size of stakeholders. TYPICAL TIME: 45 minutes. Speed Networking at Cité Internationale Universitaire de Paris, France (Source: © Copyleft. Reproduced under Creative Commons License BY-SA 3.0) EN-C01 MAKING CASE FOR TOD 155 TOD K P ACTIVITY 4: ISSUES & IDEAS WALL INTENT: DESCRIPTION: To understand the values, concerns and aspirations of the • Members of the public/stakeholders use post-it notes on the public/ stakeholders related to the specific project. walls/boards in the room. • The public/stakeholders can use any number of post-its to WHO ARE THE PLAYERS: identify multiple issues and solutions. • Open to Public/ Public Sector/ Agency Stakeholders. • The input is then reported as a part of workshop • Mayors and political decision-making stakeholders often documentation “what we heard” report as a part of the participate in developing countries. project. • Reoccurring key issues/ideas are taken forward as input to FORMAT: the project. Open house Setting. IDEAL ENGAGEMENT SIZE: Open to public activities generates broad interest. Generally, 100 to 150 people atypically attend these. TYPICAL TIME: 45 minutes. Issues & Ideas Activity for Green Line Transit-Oriented Development planning project, Calgary, Canada (Source: © IBI Group) 156 EN-C01 MAKING CASE FOR TOD TOD K P ACTIVITY 5: PREFERENCE BOARDS INTENT: DESCRIPTION: An interactive preference selection exercise of the • Members of the public/stakeholders use red (not preferred)/ different concepts for key sectors within the station area using green (highly-preferred)/yellow (somewhat preferred) dot precedent images. stickers on boards with precedent images grouped under various categories. WHO ARE THE PLAYERS: • Categories could range from types of open spaces, furniture • Open to Public/ Public Sector/Agency Stakeholders. preferences, types of streetscape treatments, building facades, types of parking solutions etc. • Mayors and political decision-making stakeholders often participate in developing countries. • Highly preferred precedent images then set the tone for Station Area Concepts/Plans and are used as preferred FORMAT: precedent images to explain ideas for the project. Open house Setting. Public/Stakeholders engage in this activity • The boards with stickers are included as a part of workshop during break/downtime of the charrette. documentation “what we heard” report as a part of the project. IDEAL ENGAGEMENT SIZE: Open to public activities generates broad interest. Generally, OTHER SUGGESTIONS: 100 to 150 people atypically attend these. • This game is played well into the project process when a basic idea of the solutions/projects/ideas is known. TYPICAL TIME: • The precedent images are pre-curated with the assistance 30 minutes. of the Client prior to the workshop. • The game can also be employed to set project goals/ priorities. Port Credit GO Station Area Master Plan Study (Site 12) - June 16, 2015 Port Credit GO Station Area Master Plan Study (Site 12) - June 16, 2015 Draft for Discussion Purposes Only Draft for Discussion Purposes Only SIDEWALKS/ PUBLIC REALM TRANSIT PLAZAS SEAMLESS CONNECTIVITY LIKE LIKE LIKE LIKE LIKE LIKE DON’T LIKE DON’T LIKE DON’T LIKE DON’T LIKE DON’T LIKE DON’T LIKE ? NOT SURE ? NOT SURE ? NOT SURE ? NOT SURE ? NOT SURE ? NOT SURE LIKE LIKE LIKE LIKE LIKE LIKE DON’T LIKE DON’T LIKE DON’T LIKE DON’T LIKE DON’T LIKE DON’T LIKE ? NOT SURE ? NOT SURE ? NOT SURE ? NOT SURE ? NOT SURE ? NOT SURE LIKE LIKE LIKE LIKE LIKE LIKE DON’T LIKE DON’T LIKE DON’T LIKE DON’T LIKE DON’T LIKE DON’T LIKE ? NOT SURE ? NOT SURE ? NOT SURE ? NOT SURE ? NOT SURE ? NOT SURE Visual Preference Survey - Parking Structures Visual Preference Survey - Public Spaces and Connectivity Visual Preference Survey, Port Credit TOD Study, Ontario (Source: © IBI Group) EN-C01 MAKING CASE FOR TOD 157 TOD K P ACTIVITY 6: TOD INTERACTIVE BOARD-GAME INTENT: DESCRIPTION: Use Lego/Foam boards to develop a concept for the Station • One potential risk of a charrette is that the process is Area/TOD. dominated by a few individuals, preventing the ‘softer’ voices to be heard. To overcome this constraint, the WHO ARE THE PLAYERS: exercises of each of the charrette rounds were designed so • Typically limited to Public Sector/Agency Stakeholders. that this was minimized. • Can be extended to select Private stakeholders such as • The board game uses pieces of foamboard representing NGO’s/Developers/Business Improvement Groups. land uses over a base map to overcome the effect of one • Mayors and political decision-making stakeholders often individual taking over the verbal conversation and the effect participate in developing countries. of only the people who can draw being able to contribute to the design ideas. FORMAT: • Stakeholders are divided into groups of 8 - 10 ensuring Workshop/Charrette Setting. Stakeholders engage in this activity that all disciplines are represented at each table and in a one on one setting. are provided with the foam board and the base maps as building blocks of the concepts. IDEAL ENGAGEMENT SIZE: • Station Area concepts developed are then presented at the Maximum 50-75 Stakeholders. Gathering feedback and end by each group to the rest of the audience. reporting becomes time-consuming beyond this size of stakeholders. • These concepts become the basis for preliminary concepts that are refined and presented back to the community. TYPICAL TIME: 90 minutes. TOD Interactive Board Game Activity for Green Line Transit-Oriented Development planning project, Calgar y, Canada (Source: © IBI Group) 158 EN-C01 MAKING CASE FOR TOD TOD K P LEGO AND LEGO-BASED INTERACTIVE BOARD GAMES Lego sets, a set of interlocking plastic blocks, are a staple of bring in an active participation from its various stakeholders, children’s toys around the world. They are extremely minimal, benefit from bringing in Lego blocks to the table. Blocks are flexible, and non-sequential, allowing them to represent the indicative, and might not provide representative models built to shape or form as desired by its user. They have been found scale. However, visualized spaces (buildings or neighborhoods) to be effective tools to encourage creative thinking, freeform might initiate conversations among stakeholders. In a expression, and logical problem-solving. The blocks are found participatory planning activity, this outcome is desired. As Lego in vivid ranges of primary colors, with a range of function- blocks are small and adaptable, they allow for a number of specific symbolic blocks (street lamps, a patch of lawn, etc.) people to use them at once. This feature makes them useful to and extensions. While they have been primarily used to help designers of a participatory planning activity. They also allow children build shapes and forms (established and freeform), they planners to immediately test their many proposals real time in have also been adapted to foster creativity through product space and gauge stakeholder reactions to them. Such simple lines such as Lego Mindstorms (with hardware and software to scenario visualizations tools can be used to simulate design create programmable units). Increasingly, these qualities have problems pertaining to several aspects of creating a TOD been sought by planners and architects, as well. CTS-EMBARQ neighborhood such as the makeup of a street with respect to Mexico has developed a DOTS Kit to use these qualities, in pedestrians or vendors, built-up area around a transit node, conjunction with its TOD manuals, in capacity building. More access to transit nodes and other services, or use patterns of a broadly, the Massachusetts Institute of Technology (MIT) and neighborhood. its partners are exploring how Legos can be used to create a collaborative planning platform. Planning processes, set up to Lego-based Workshop - Fantasize your City (Source: © Lamiot. Reproduced under Creative Commons Attribution 4.0 International license BY 4.0) EN-C01 MAKING CASE FOR TOD 159 TOD K P ACTIVITY 7: ROAD SAFETY WORKSHOPS INTENT: DESCRIPTION: To sensitize participants about road safety challenges faced by • Select a busy street or intersection within the TOD area. It is the vulnerable road users, and create awareness on both the risk important that this location has a variety of road users and a factors as well as the solutions, covering infrastructure, traffic complex set of road safety challenges management and urban planning. • Randomly divide participants into groups of 6-8 individuals and visit the area selected WHO ARE THE PLAYERS: • The participants make an inventory of all the street elements • Typically limited to Public Sector/Agency Stakeholders and make a note of inadequate infrastructure from the perspective of pedestrians and non-motorized transport • Can be extended to select Private stakeholders such users, that they feel is missing or under-provided as NGO’s/Developers/Business Improvement Groups/ Community members • The participants are also asked to observe road user behavior and identify potential conflict points and situations FORMAT: • Participants return to the workshop hall and discuss their Workshop/ Charrette Setting. Stakeholders participate in findings. Each group is asked to list down their observations random groups of 6 to 8 people. on road safety conflicts and discuss solutions to mitigate these risks IDEAL ENGAGEMENT SIZE: • Participants then draw out their solutions on a large base drawing outline of the street/intersection in question Maximum 40-60 Stakeholders. • Each team then presents their solutions to the larger audience. Commonalities and variations across the groups TYPICAL TIME: are noted down 4-5 hours (including site visit). LIMITATIONS • The experience of participants may vary depending on the time and day of the site visit. For example, challenges observed during peak hours on a weekday will be different from off-peak hours or a weekend. Similarly, activities on the street will also be different during daytime and night time. However, depending on the target audiences and considering it is predominantly a capacity building exercise the workshops, the visits will most likely happen during a typical weekday working hours. The site visits usually take 1-2 hours and is supported by information collected in a pre-workshop visit done by moderator/ presenter. • Detailed multi-scenario visits and robust data collection Road Safety Training under the “Mobilize Your City” program with Nagpur Smart & Sustainable City Development Corporation Ltd. and UMTC in India should be conducted by the implementation agency prior to (17th February 2020) the design development phase for actual implementation. (Source: © WRI India) 160 EN-C01 MAKING CASE FOR TOD TOD K P Road Safety Training under the “Mobilize Your City” program with Ahmedabad Municipal Corporation and UMTC in India (12th February 2020) (Source: © WRI India) EN-C01 MAKING CASE FOR TOD 161 TOD K P OTHER VIRTUAL GAMES Virtual techniques increasingly are being applied both in in this area—or explore a specific aspect, such as the Lincoln traditional and lifelong learning environments. Using virtual Institute’s Exploring Density. This section gathers some of these gameplay allows participants to explore new ideas and solutions games and explores how they can be used in capacity-building in different situations. These video-based city planning games and the exploration of the application of TOD concepts. can be general, like SimCity—considered the first video game MIT CITY SCOPE http://cp.media.mit.edu/city-simulation MIT City Scope defines its scope of work as developing “... the physical components of the neighborhood as well as to augmented reality decision support systems (ARDSS) that represent its inhabitants. It was created to understand the facilitate non-expert stakeholder collaboration within complex impacts of introducing bus rapid transit (BRT) services in the urban environments.” They have been able to create a range of area. It was accompanied by a Lego-built 3-D model of a Boston decision-making tools used to simulate, prototype, and abstract street, and a touchscreen interface to present the possible real-time data, spatial data, and user feedback to provide impacts of specific planning decisions made by stakeholders. observable results for alternative scenarios of design problems. These simulations, in the form of an exhibition, were open to the Their approach uses a combination of data visualization, public. The touchscreen interface offered various parameters, analysis, and scenario building to inform stakeholders’ possible such as access to transit routes, cost of provision, access to consequences of their particular decisions. An example of the jobs in the city, or the mode of public transit. These parameters decision-making potential of such simulation models can be were gathered together from publicly available data. By changing found below. The larger goal of such an exercise was to make a specific parameter, any user could understand how those the planning process less “technocratic,” and introduce an decisions could impact their specific commuting routes and element of participation, and “co-creation.” Researchers at habits for any given location. They were also able to influence MIT, in collaboration with the Barr Foundation, created a model the quality of the service by interacting with specific Lego replica of Dudley Square, a neighborhood in the greater Boston blocks representing bus stops for said services and observe the area, with Lego blocks. The blocks were used to build impacts to the cost and quality of the service provided to them. 162 EN-C01 MAKING CASE FOR TOD TOD K P CITY GAME http://fieldsofview.in/projects/city-game/ In planning environments where data is not readily available, game asks its participants to take turns and provide the city it becomes difficult to use simulation models to initiate with a service/amenity, often as a reaction to another player’s a conversation about broader planning policies or their decision. This game, while simple and devoid of complex consequences. In such conditions, it is crucial to devise a analytical prowess, introduces an element of interactivity and method to simulate a proximate representation of scenarios dynamic growth that is often found missing in orthodox means under consideration. The city game, originally developed by Dr. of participatory planning methods. The game provides different Juval Portugali of Tel Aviv University, was later adapted at the frameworks to teams to create their realities of preferred Next Generation Infrastructure Laboratory in Bangalore. It was development alternatives. The game also accommodates the designed to explore urban form and gather either an individual’s introduction of policies and development regulations, and help or a community of people’s response to design decisions and organizers observe and compare the effects of such policies on preferences for the direction of the city’s growth. This active different development patterns. Similarly, there are many games that help stakeholders visualize and consider the trade-offs between different elements of TOD. Some of these are recommended here: URBAN LAND INSTITUTE’S URBAN PLAN BUILDING BLOCKS: A DENSITY GAME Source: www.lincolninst.edu/subcenters/visualizing-density/blockgame/index.aspx EXTREME EVENT GAME Source: https://toolkit.climate.gov/tool/extreme-event-game WHAT IS ZONING? Source: http://welcometocup.org/Store?product_id=62 WHAT IS AFFORDABLE HOUSING? Source: http://welcometocup.org/Store?product_id=20 MINI METRO Source: http://dinopoloclub.com/minimetro/ EN-C01 MAKING CASE FOR TOD 163 TOD K P NEW TECHNOLOGIES IN THE OUTREACH PROCESS In addition to traditional methods of outreach, including Browsing websites like NextDoor (https://nextdoor.com/), workshops, community meetings, and hearings, utilizing allow neighbors to connect and share ideas, monitoring emerging and digital technologies, such as mobile apps, the satisfaction around transit project areas. Websites like virtual open-houses, live chat sessions, and community Neighborly (https://neighborly.com) and Citizen Investor comment forums should be strongly considered in your project (http://www.citizinvestor.com), simplify the often daunting engagement strategy. Technological methods can help to extend task of budgeting and investing for transit-oriented projects and the reach of the transit-oriented engagement, connecting with provide citizens with the opportunity to have a say in financial people that are traditionally overlooked in the consultation choices. Some of these engagement options consult with process, for reasons varying from an inability to attend public constituencies during the decision-making process, while others meetings to being uncomfortable providing their opinion in gauge the overall values of the community related to budgeting large engagement sessions. Online and virtual mediums of and apply those priorities afterward. Several map-based tools outreach allow for information to be disseminated more broadly make it possible for people to leave comments on a map, for and ultimately improves the reach of public information and example, CrowdMap (https://crowdmap.com/welcome) or consultation opportunities. This section contains references to Community Remarks (http://www.communityremarks.com). applications and websites that serve as examples of the many The mapping component of these platforms is especially useful technology-based engagement mediums available today. A for a transit area-level planning project to provide citizens with variety of examples are included to provide the ability to explore a visual understanding of TOD-related changes. Applications the many engagement options currently available and find an like Textizen (https://www.textizen.com) allow you to send, option that best suits your community and consultation strategy. receive, and analyze citizen questions through SMS text messages. Moreover, web-oriented platforms like Crowdbrite (http://www.crowdbrite.com, Neighborland (https:// neighborland.com), and MindMixer (http://app.mysidewalk. com) help your community craft websites and portals for community engagement, including online surveys, forums and feedback, while also providing detailed project information in one online location. Poll Everywhere (https://www. polleverywhere.com), allows you to create polls on mobile devices that encourage citizens to engage as they experience transit-oriented development firsthand (while riding transit, for example). 164 EN-C01 MAKING CASE FOR TOD TOD K P EN-C02 STAKEHOLDER ENGAGEMENT GAMES Interactive games for cross-agency coordination and visioning of TOD and safe access to mass-transit stations within a TOD Type: Reference Document © 2021 The World Bank TOD K P INTRODUCTION TOD ROLE-OUT Disclaimer: The Transit-Orientated Development Implementation Resources & Tools knowledge product is designed to provide a high-level framework for the implementation of TOD and offer direction to cities in addressing barriers at all stages. As the context in low and middle-income cities varies, the application of the knowledge product must be adapted to local needs and priorities, and customized on a case-by-case basis. © 2021 International Bank for Reconstruction and Development / The World Bank OBJECTIVE: The TOD ‘Role-Out’ is a stakeholder engagement tool, to be conducted in the form of a game. The game allows for collaborative decision-making with various stakeholders to make them understand each other’s motives, possible trade- offs and how individual interests can be better aligned for successful implementation. FORMAT: WORKSHOP TYPICAL TIME: Two hours for a quick process or a half-day session for a thorough discussion. SESSIONS: AUDIENCE(S): IDEAL ENGAGEMENT SIZE: The game includes two sessions: Invite participants from across the Maximum 40-50 stakeholders. » Conduct SWOT Analysis project’s organizational spectrum Participants are sitting around a table » Develop Station Area to ensure thorough stakeholder in groups of 8-10 people. Groups can Programming Alternatives and mapping. be created by randomly picking up Concept Plan » Primarily involves public sector/ participants, however, a diverse team agency stakeholders is recommended to broaden the view » Can be extended to select and understand the tradeoffs more private stakeholders such as accurately. Provide 1 facilitator to NGO’s and developers, as well guide the discussion. as mayors and political decision- making stakeholders 166 EN-C02 TOD ‘ROLL-OUT’ TOD K P MATERIAL REQUIRED 1 Print the pre-prepared suit of cards on 4.1 x 5.8 in The cards are organized similarly to a suit from a deck of Each card includes a list of priorities (differing motives cards)– 9 cards, with each card presenting a stakeholder of various stakeholders), trade-offs (to understand responsible in a coordinated TOD implementation the motives of each stakeholder) and incentives programme. (how interests can better be aligned for successful implementation). DOWNLOAD HERE 01 02 03 01 02 03 City Transportation Chief Town Planner Real Estate Consultant Private Developer Resident Non-Profit Activist Planner (City) TOD Brainstorming Game TOD Brainstorming Game TOD Brainstorming Game TOD Brainstorming Game TOD Brainstorming Game TOD Brainstorming Game 01 02 03 01 02 03 01 02 03 Representative: National/ Engineer: State Level Public Elected Official State level Transport Agency Works / Infrastructure (MAYOR) TOD Brainstorming Game TOD Brainstorming Game TOD Brainstorming Game 01 02 03 EN-C02 TOD ‘ROLL-OUT’ 167 TOD K P MATERIAL REQUIRED 2 Print the pre-prepared WORKSHEET 1 01 02 worksheets preferably on S.W.O.T. ANALYSIS 8.5x11 inches or 11x17 inches List minimum five − favorable conditions that need to be built upon (Strength); unfavorable conditions that need to be considered (Weakness); potential improvements and favorable conditions that will help the project achieve the goal The game includes two (Opportunities); and potential barriers that may impede the realization of project goals (Threats). worksheets in a standardized format. The first worksheet S TRENGTH W EAKNESS O PPORTUNITIES T HREATS summarizes the Strengths, Weaknesses, Opportunities and Threats (SWOT) from the perspective of all the stakeholder roles being played out. The second worksheet is to be used to develop the programming for the Station Thinking Points Area. • Urban Design & Placemaking • Pedestrian and Cycle Mobility • Development Context: • Land Use Attributes • Parking Management Redevelopment/Greenfield DOWNLOAD HERE • Access to Transit • Housing Diversity WORKSHEET 2 01 02 STATION AREA PROGRAMMING & CONCEPT PLAN Select one scenario based on what is allotted to the group to decide how the TOD Station Area may evolve over time: SCENARIO 1 PRIORITIZING TRANSPORTATION The different transportation modes (transit, walking, bicycle, cars, taxis, etc.) and the infrastructure and amenities (lanes, parking spots, transit stops, stations, sidewalks, etc.) that allow residents to travel safely, conveniently, and comfortably whichever mode they choose. SCENARIO 2 PRIORITIZING PUBLIC SPACES The public spaces (plazas, patios, parks, sidewalks, etc.) that form the transition between transportation facilities and buildings, also known as ‘the spaces between’ where the life of the city plays out. Can be public or private property, but should be designed to be accessible, friendly, and fun for all. SCENARIO 3 PRIORITIZING DEVELOPMENT The built-up areas, primarily private parcels, where different human activities occur that support varied housing, employment, shopping, and other uses. In the TOD model, buildings should relate to and activate surrounding open spaces and support transit ridership by adequate density. 168 EN-C02 TOD ‘ROLL-OUT’ TOD K P MATERIAL REQUIRED 3 A large base map (preferably 33.1x46.8 inches or 23.4 x 33.1 inches) that includes: » Transit station location with 400m (5min walk) and 800m (10min walk) radial circle centered on the station » Existing road network » Natural environment systems including greenways, waterways and open spaces » Existing building footprints, including developments and destinations IBI GROUP STATION ACCESSIBILIT Y PL ANS - PACK AGE 2 - INTERIM REPORT Kuvempu road Kuvempu road station area is on consists of parts of Gayathrinag Designed as industrial workers h network connecting various land As indicated below, educational the destinations followed by cult 1 Some of the key destinations inc KLE COLLEGE college, Vasila masjid and Harish 2 Religious Hospital Cultural VAJPAYEE SPORTS COMPLEX 5 2 4 Exhibit 2-121. Kuvempu road station station area 1 mple ge ch lle ur Co ple 3 Ch ’s em n en tte nT SRI VAISHNAVA SANGHA TEMPLE m e Wo Br ga ar Ra Sai ag l ste 3 in al i spit Sr Ho jaj KT i Ho M m ath R e e Sr Sai Gayathri Devi Par 4 l Reference Base Map GAYATHRI DEVI PARK ote aH Map 2-103. Kuvempu road - Key landmarks indicating Origin and Destinations pa k Nala (Source:Primary survey data) nt ra au e st rR ha a ng ag 169 tt Sa EN-C02 TOD ‘ROLL-OUT’ S Mu h uk a ple ev S ala rS Tem ob ia al Ah ud ha TOD K P MATERIAL REQUIRED MATERIAL REQUIRED: 4 Visual Aids: Documentation: A visual library of examples to describe TOD scenarios to » Flip-chart paper for listing audience’s priorities be considered during the game: » Sticky notes of different colors, markers and pens for » Presentations working on the base map » Annotated pictures to orient people to the TOD area » Camera to capture the results » Videos » Printouts NORTH MIAMI NE 141st St NE 140th St NE 16th Ave MOBILITY HUB PLAN NE 14th Ave NE 13th Ave NE 12th Ave NE 11th Ave NE 10th Ave NE 9th Ave NE 139th St NE 6th Ave NE 8th Ave NE 7th Ave NE 5th Ave CLIENT NE 137th St Enchanted Forest CONSULTANT IBI GROUP y Hw Elaine Gordon Park ie North Dix NE 136th St Miami LEGEND W Middle NE 135th St School North Miami City NE 135th St NE 134th St Study Area Holy View towards South of NE 125th St. and View towards North of NE 125th St. and View towards North of NE 125th St. and NE 134th St Cross Lutheran Ray Cagni Parcel 01 East of NE 6th Ave. 02 West of NE 7th Ave. 03 West of NE 8th Ave. Church Park Building Footprint Parks, Open Spaces & City of North NE 132nd Terrace North Miami Recreation NE 6th Ave Senior High Miami Library School NE 131st St Keystone Water Body NE 132nd St Park FEC Passenger Rail NE 16th Ave Proposed 125th St Station` y NE 130th St Hw NE 129th St 1/4 Mile Radius h Ave 130th Street ie NE 14th Ave NE 12th Ave Dix NE 11th Ave Park 1/2 Mile Radius NE 18t NE 129th St us NE 9th Ave NE 129th St Johnson & Wales W 1 Mile Radius radi s diu University s ra 1/2 mile diu ile NE 127th St ra m 1/4 128th Street ile NE 126th St m Park NE 127th St 1 NE 127th St d NE 127th St 09 yne Blv W.J. Bryan 05 06 07 Elementary 08 04 School 10 01 02 03 11 Bisca NE 125th St View towards North of NE 125th St. and View towards South of NE 125th St. and View towards South of NE 125th St. and 12 15 04 East of NE 10th Ave. 05 West of NE 11pl. 06 West of NE 12 Ave. City Hall St. Catherine’s 13 14 Museum of Rehab Hospital Contemporary Art NE 123rd St North Miami Police Department Griffing NE 16th Ave Park Alfred Besade NE 14th Ave NE 12th Ave Park BASE MAP NE 11th Ave NE 6th Ave NE 9th Ave NE 8th Ave NE 120th St Grif Penny Project Stage: Existing Conditions Analysis fin Sugarman gB Tennis lvd NE 119th St Centre Date : February 2018 NE 118th St N Raw Data Source: Miami Dade County Open GIS | CEEPCO Walk 0 Google Satellite0.25miles Audit Survey |0.125 Imagery Annotated pictures N View towards South of NE 125th St. and View towards South of NE 125th St. and View towards North of NE 125th St. and 07 West of NE 12ct. 08 East of NE 13 Ave. 09 East of NE 14th St. 0 0.125 0.25miles 82 NORTH MIAMI MOBILITY HUB AND TOD STRATEGIC PLAN NORTH MIAMI MOBILITY HUB AND TOD STRATEGIC PLAN 83 Workshop reporting on priorities identified by stakeholders 170 EN-C02 TOD ‘ROLL-OUT’ TOD K P HOW TO PLAY Begin the game with a clear definition Start team introductions and ask each Participants are then divided into groups of the study area. Write both the tasks participant to draw a pre-prepared card of 8-10, ensuring that all disciplines boldly on the flip-chart, making it easy from the deck, with each card presenting are represented at each table and for the audience to time themselves and a different role. The participant from are provided with the sticky notes, orient with the agenda. then till the final discussion needs worksheets and base maps. to play the role on the card and act according to the unique requirements and rules mentioned. For example, an environmental activist and a real estate investor can make different decisions, due to their different roles in the game. ACTIVITY 1: SWOT ANALYSIS ACTIVITY 2: STATION AREA PROGRAMMING & CONCEPT PLAN » Each group is given five minutes to describe and characterize the core elements or unique abilities of the » With a strong understanding of the strengths and problems station area. The players can use the working sheets to of the area, each group is handed over a scenario to decide write their ideas and sticky notes to mark the ideas spatially how the TOD Station Area may evolve over time. on the map. Repeat the process for all four headings » Each group is given 1.5 hrs of time to come up with the (SWOT). programming and to sketch a concept plan on the base » After 20 minutes, initiate a group discussion with the goal map. to create a summary of SWOT and identify top 10 under » A member of the project team then reports back on the each heading. ranking of projects/ideas based on their scenarios. » At the end of the activity, project goals and priorities are summarized for all three scenarios. Reoccurring key issues/ideas are taken forward to guide the project. EN-C02 TOD ‘ROLL-OUT’ 171 TOD K P 172 EN-C02 TOD ‘ROLL-OUT’ TOD K P THE TOD ROLE-OUT’ Supporting tools- Cards 01 02 03 City Transportation Chief Town Planner Real Estate Consultant Planner (City) TOD Brainstorming Game TOD Brainstorming Game TOD Brainstorming Game 01 02 03 174 EN-C01 TOD ‘ROLL-OUT’ PRIORITIES PRIORITIES PRIORITIES • Ensure highest and best use of city owned • Enforce existing planning & development • Minimize impacts of traffic congestion properties within the TOD area regulations • Boost transit ridership • Economic benefits resulting from • Increase formal supply of mixed-income housing • Promote walkability and cycling development through land value capture stock • Create a seamless integration between • Land monetization through redevelopment • Promote enhanced accessibility transit modes of vacant/underdeveloped parcels in close • Placemaking through urban design interventions proximity to transit station • Encourage mix of uses & equitable development • Destination creation and enhancing market value of the TOD area TRADE-OFFS TRADE-OFFS TRADE-OFFS • Permitting development in greenfield vs. • Utilize the right-of-way for movement of redevelopment of gov’t sites in TOD area traffic vs. movement of people • Higher property values vs. mixed-income • High-value market-rate housing vs. • Reduced parking vs. alternative housing affordable housing transportation modes transportation • Owner-occupied housing vs renter-occupied • Blanket FAR vs. differential FAR along the • Increase transit coverage vs. provide an housing transit corridor efficient, coordinated transit service • Short-term returns vs long-term market • Increased congestion at concentrated creation areas vs. balanced distribution of jobs and residents regionally INCENTIVES • High-rise building vs. context-specific design INCENTIVES • Increased opportunities in attracting development interests within TOD areas INCENTIVES • Funding for transit and street improvements • Access to a more robust market and upgraded • Discounted infrastructure charges by managing • Private sector investment in the public building stock for future investments development growth realm • Opportunities to build long-term government • Private sector contribution in improving access • Preserve the environment contracts to realize TOD visions to public realm improvements • Streamlined development approvals 03 02 01 EN-C01 TOD ‘ROLL-OUT’ 175 01 02 03 Private Developer Resident Non-Profit Activist TOD Brainstorming Game TOD Brainstorming Game TOD Brainstorming Game 01 02 03 176 EN-C01 TOD ‘ROLL-OUT’ PRIORITIES PRIORITIES PRIORITIES • Ensure social equity in neighborhoods • Preserve neighborhood character & identity • Receive financial return on investment • Preserve the environment • Improve the overall quality of life with • Availability of land in close proximity to • Minimize impacts of traffic congestion environmental, social and cultural investments transit • Promote walkability and cycling • Reduce resident commuting times • Public realm infrastructure in place • Limit sprawl & related costs of infra. • Maintain affordability in the area • Ensure mixed-income housing • Ensure safety and security in the neighborhood TRADE-OFFS TRADE-OFFS TRADE-OFFS • Preserve environment vs. economic growth • Remove blight and deterioration • Long-term investment in TOD projects vs. • Income equality vs. increased investment vs. resistance to change through short-term returns on automobile-oriented redevelopment uses • Integrate marginalized sections vs. improve investment image • Invest in public realm infrastructure • High-value market-rate housing vs. upgrades vs. resistance to increased user affordable housing • Maintain affordability near transit vs. higher costs for better services • Open Space land values INCENTIVES INCENTIVES INCENTIVES • Community participation in decision- • Increased FARs allowed by right • Community participation in decision- making • Site assemblage and land banking making • Integration of community facilities • Impact fees and tax waivers and long-term • Integration of social infrastructure and services in TOD projects • Inclusion of public spaces tax subsidies • Mandatory affordable housing provisions • Promotion of local businesses • Expedited development approval in TOD in market-rate housing areas • Provision of open space • Discounted infrastructure charges • Relaxation of development controls 03 02 01 EN-C01 TOD ‘ROLL-OUT’ 177 01 02 03 Representative: National/ Engineer: State-level Public Elected Official State-level Transport Agency Works/Infrastructure (Mayor) TOD Brainstorming Game TOD Brainstorming Game TOD Brainstorming Game 01 02 03 178 EN-C01 TOD ‘ROLL-OUT’ PRIORITIES PRIORITIES PRIORITIES • Create more jobs • Reduce peak period traffic congestion • Increase transit ridership • Reduce transportation costs for constituents • Encourage transit and non-motorized • Maximize land value capture opportunities • Increase municipality’s tax base and property travel • Maintain flexibility in station standards and values • Reduce per capita vehicle travel multi-modal integration • Distribution of benefits across society • Improve access & reduce need for travel • Increase revenues from non-fare box • Improvements to public realm • Upgrade aging infrastructure, especially in sources • Ease of doing business urban infill/redevelopment areas TRADE-OFFS TRADE-OFFS TRADE-OFFS • High-density development vs. • Right-of-way dedicated for additional lanes • Maximize coverage vs. high ridership infrastructure capacity vs. public transit • Reduced parking vs. park-and-ride • Attractive development vs. affordable • Reduction in regional vehicle miles traveled • Fare-box revenues vs. affordable transit housing (long-term) vs. traffic congestion in areas • Environment quality vs. intense with concentrated densities (short-term) development • Investment in aging infrastructure vs. new • Displacement of informal settlements vs. infrastructure in greenfield/semi-urban TOD in-situ redevelopment areas INCENTIVES INCENTIVES INCENTIVES • Land monetization tools • Impact fees or value capture mechanisms • Joint Development with private sector • Increased private sector investment to fund infrastructure improvements • Permissible development above stations • Private sector contribution in improving • Cross-sector coordination to avoid (air rights) access to public realm improvements duplication of projects • Increased densities allowed based on • Streamlined development approval transit ridership 03 02 01 EN-C01 TOD ‘ROLL-OUT’ 179 WORKSHEET 1 01 02 SWOT ANALYSIS List a minimum of five− favorable conditions that need to be built upon (Strengths); unfavorable conditions that need to be considered (Weaknesses); potential improvements and favorable conditions that will help achieve project goals (Opportunities); and potential barriers that may impede the realization of project goals (Threats). S TRENGTHS W EAKNESSES O PPORTUNITIES T HREATS Thinking Points • Urban Design & Placemaking • Pedestrian and Cycle Mobility • Development Context: • Land Use Attributes • Parking Management Redevelopment/Greenfield • Access to Transit • Housing Diversity 180 EN-C01 EN-C01TOD TOD‘ROLL-OUT’ ‘ROLL-OUT’ WORKSHEET 2 01 02 STATION AREA PROGRAMMING & CONCEPT PLAN Select one scenario, based on what is allotted to the group, to decide how the TOD station area may evolve over time: SCENARIO 1 PRIORITIZING TRANSPORTATION The different transportation modes (transit, walking, cycling, cars, taxis, etc.) and the infrastructure and amenities (lanes, parking spots, transit stops, stations, sidewalks, etc.) that allow residents to travel safely, conveniently and comfortably, whichever mode they choose. SCENARIO 2 PRIORITIZING PUBLIC SPACES The public spaces (plazas, patios, parks, sidewalks, etc.) that form the transition between transportation facilities and buildings, also known as ‘the spaces between,’ where the life of the city plays out. Can be public or private property, but should be designed to be accessible, friendly and fun for all. SCENARIO 3 PRIORITIZING DEVELOPMENT The built-up areas, primarily private parcels, where different human activities occur that support varied housing, employment, shopping and other uses. In the TOD model, buildings should relate to and activate surrounding open spaces and support transit ridership by adequate density. EN-C01 TOD ‘ROLL-OUT’ 181 TOD K P INTRODUCTION SAFE ACCESS ROLE-PLAY OBJECTIVE: The Safe Access role-play activity provides awareness about the importance of safe and equitable access for all street/public space users and helps derive implementable solutions for the station area that have been prioritized through a collaborative and interactive decision-making process. SAFE ACCESS TO MASS TRANSIT The Safe Access Role-play activity is based on the “Safe Access Manual – safe access to mass transit stations in Indian Cities” with the aim of identifying and addressing issues of safe access to mass-transit stations in a participatory manner. The manual offers strategies, case studies, and guidelines for enabling safe access to mass transit stations in Indian cities. It aims to serve as a guide to planners and authorities while building mass transit infrastructure to make cities safer by design. The manual provides guidance on providing seamless, safe and affordable commuting options to mass transit station areas by all modes, and thus creating vibrant public spaces to serve the communities’ needs – typically in developing countries such as India. The manual has four objectives: 1. Use of participatory process to integrate the planning, implementation, maintenance and evaluation of station areas. 2. Promote use of streets as public spaces, NMT safety and infrastructure, women’s security and universal accessibility. 3. Develop institutional structures and financing mechanisms to facilitate timely implementation of station accessibility plans. 4. Develop performance indicators and evaluate station area for accessibility planning, implementation and maintenance. The Safe Access approach is based on five principles. These principles are chosen such that people of all genders and physical abilities are given the highest priorities and are able to make the most of the public services provided to them. 1. 2. 3. 4. 5. Pedestrian and The Public Feeder Parking Safety and Security Cyclist Priority Realm Services Management Creating safer, Providing the necessary Enhancing public Increasing the Creating a parking comfortable and infrastructure for spaces by making connectivity of the management plan to convenient station pedestrians and cyclists streets safer, system as a whole, by increase the supply areas for commuters to move safely and comfortable and enhancing coordination of parking spaces, in through traffic calming conveniently around imageable. This between feeder addition to managing measures, safe the city. This includes includes accessible buses and other the existing parking crossings, and reducing continuous, safe and design in the public public transport at the load. conflict points between comfortable pedestrian realm around the station. This includes pedestrians and and cycling networks station, and convenient minimizing waiting cyclists. connecting the station and easy signage that times and demarcating to other areas in the highlights different access to last mile city. types of street activity connectivity modes like and its uses. auto-rickshaws, cycle rickshaws and taxis. 182 EN-C02 TOD ‘ROLL-OUT’ TOD K P 5 People-centered principles of safe access (Source: © WRI India) DOWNLOAD SAFE ACCESS MANUAL HERE Or Visit the link below to download the manual. www.wrirosscities.org/research/publication/safe-access-mass-transit-manual EN-C02 TOD ‘ROLL-OUT’ 183 TOD K P FORMAT: Workshop TYPICAL TIME: 3 hours including 45 minutes for presenting concepts of Safe Access and its five principles. SESSIONS: AUDIENCE(S): IDEAL ENGAGEMENT SIZE: The game includes two sessions: A list of stakeholders (but not limited to) of 30-40 participants. Minimum 12. » Presentation of Safe-Access the station area who can participate are principles mentioned below: » Participants play different roles in » Residents and users of the station the role playing activity to make a area case for each role. This gives a fresh » Representatives of Associations perspective to participants and – RWA (Residence Welfare makes them aware of the needs of Association), shop associations, other road users. market associations, business owners and others » Institutional representatives, i.e. schools, colleges, hospitals and others » Traffic and transport representatives, e.g. traffic police, wardens, etc. » Elected representatives, decision makers and experts in the area » Government officials Note: The participants of the activity should be chosen, such that they represent the diversity of the population/ users in the station area. This can be achieved by identifying the nature of activities in the station area and identifying representatives from the same. 184 EN-C02 TOD ‘ROLL-OUT’ TOD K P MATERIAL REQUIRED 1 Print the pre-prepared interactive board (A1 or 24”x36”) The interactive board contains the 5 principles of safe access and options for choosing strategies for respective principles under assigned roles. Strategies for each principle are mentioned in a separate color against each principle. Each principle on the Principle Individual Collaborative Strategies (set 1) Choices Choices board has 2 sets of recommendations with 3 options for each. The different columns indicate the roles that are assigned to each participant. Every group member will mark the recommendation that is relevant to the role assigned to them. Each participant shall mark their choices for the strategies as per their Strategies (set 2) assigned roles, and then discuss within the group to arrive at a final choice. EN-C02 TOD ‘ROLL-OUT’ 185 TOD K P MATERIAL REQUIRED 2 Print the Role-play cards Each team (with minimum of 6 participants) gets 6 role play cards for the participants. The participant is not only playing the assigned role but also representing that category of people in a real world scenario. Hence, he or she should remain biased towards the concerns of the role assigned. 186 EN-C02 TOD ‘ROLL-OUT’ TOD K P HOW TO PLAY 01 ‘SAFE ACCESS’ PRESENTATION A presentation is made to the participants to set out the principles and strategies of safe access. The coordinators also explain the role-play activity to the participants. 02 DIVIDE INTO GROUPS Coordinators divide the participants into groups of six and assigns a moderator to each group. Maximum number of groups that can be there is five. 03 CHOOSE A PRINCIPLE Each team is provided with the interactive board. They are then asked to choose one out of the five principles as stated on the board. 04 PICK A CARD Each team moderator now randomly distributes the role-playing cards amongst the team members. The team members stick to the roles assigned till the end of activity. 05 SELECT STRATEGIES INDIVIDUALLY The participants then choose a set of strategies from the 2 subsets i.e. one strategy from each set INDIVIDUALLY. Moderators facilitate the discussions and ensure that participants are taking decisions based on the roles chosen. 06 SELECT STRATEGIES COLLECTIVELY The participants now choose a set of strategies from the 2 subsets COLLECTIVELY. Moderators facilitate interactions between the participants and help ‘Government’ take the final decision for strategies. 07 PRESENTATION OF STRATEGIES At the end of the session, the participant with a government role in each group presents the collective choices and the justification for the strategies chosen, followed by any Q and A session. EN-C02 TOD ‘ROLL-OUT’ 187 TOD K P 188 EN-C02 TOD ‘ROLL-OUT’ TOD K P SAFE ACCESS ROLE-PLAY Supporting tools - Interactive Board and Cards 190 EN-C01 TOD ‘ROLL-OUT’ EN-C01 TOD ‘ROLL-OUT’ 191 192 EN-C01 TOD ‘ROLL-OUT’ EN-C01 TOD ‘ROLL-OUT’ 193 Pune, India TOD K P EN-H01 HOW TO BUILD INSTITUTIONS AND ENABLE INTERGOVERNMENTAL COORDINATION A step-by-step guide to identify project champions that can make TOD happen and ensure road safety within existing planning and development framework. Type: Step-by-Step Guide © 2021 The World Bank TOD K P INTRODUCTION The success of TOD depends entirely on the abilities of the REFERENCES: agency involved to create change. To enable these agencies MOUD (Ministry of Urban Development, India). 2016. Transit Oriented to work towards TOD goals, it is imperative to consider Development Guidance Document. Consultant Report, IBI defining a complete framework that will support their work Group, New Delhi: Global Environment Facility, UNDP and and enable greater coordination and more effective TOD World Bank. interventions. This tool will help define the key requirements Suzuki, Hiroaki; Cervero, Robert; and Iuchi, Kanako. 2013. for an enabling framework, largely from the point of view on Transforming Cities with Transit: Transit and Land Use institutions and how they can work together for better results. Integration for Sustainable Urban Development. Washington The TOD Corridor Course (WB/WRI 2015) and Transforming DC:World Bank. Cities with Transit (Suzuki, Cervero, Iuchi 2013) formed the basis for identification of the key enabling factors that are World Bank; WRI (World Resource Institute). 2015. Transit-Oriented covered in the tool: Development at a Corridor Scale Course. Washington, DC. • Influencing Leaders - This involves educating leaders about the benefits of TOD to ensure political support • Build an Effective TOD Organization - This may be at the scale of a city or a station area. An organization with a well-defined structure will allow better coordination and buy-in for TOD goals across all city departments and the public. • Aligning the Vision across scales - This is needed to ensure that TOD plans at one scale are not hindered by policy barriers at other scales. The planning process must allow for TOD to be possible at any scale. Disclaimer: The Transit-Orientated Development Implementation Resources & Tools knowledge product is designed to provide a high- level framework for the implementation of TOD and offer direction to cities in addressing barriers at all stages. As the context in low and middle-income cities varies, the application of the knowledge product must be adapted to local needs and priorities, and customized on a case-by-case basis. © 2021 International Bank for Reconstruction and Development / The World Bank 196 EN-H01 BUILD TOD INSTITUTION TOD K P INFLUENCING LEADERS WITH THE BENEFITS OF TOD Successful TOD relies heavily on the political capital of the city or jurisdiction’s leadership. Irrespective of the type of leadership structure within a city, it is evident now that a well-informed and committed leader can help push the concept of TOD in order to improve the everyday lives and experiences of citizens, while also building resilience. For a TOD planner, the very first step to building an enabling environment is to convince the leadership of the benefits TOD can bring to the citizenry, environment, and public sector finances. Ultimately, TOD can be contextualized to focus more on the specific needs of a city. For example, for a city with a flooding problem, TOD benefits may be focused more towards creating climate resilience through the strategic distribution of density and transport investments, such that least possible number of people are at risk during flood events. As a starting point, some benefits are listed here, adapted from the TOD Guidance Document (MOUD, India 2016). SOCIAL BENEFITS Increased mobility choices for all: Compact, walkable communities linked by transit. TOD provides much-needed mobility options, including options for young people, the elderly, the poor, and people who do not own cars or prefer not to use a car; Improved economic accessibility: Increasing the reach of transit systems through TOD will enable more people to access economic opportunities that were inaccessible before; Increased disposable household income: TOD can effectively increase disposable income by reducing the need for one or more car and reducing commuting costs; Increased health benefits: TOD promotes a healthy lifestyle by making it convenient to walk and by providing the infrastructure that supports walking and bicycling; Increased road safety for all: TOD promotes walking and bicycling; hence road safety measures are essential for a safe and secure user experience; Increased public safety and security: TOD encourages “24-hour” activity in a mixed-use environment and provides “eyes-on-the-street” that increases one’s overall sense of security and safety in an area; and Increased housing choices for all: Encouraging high-quality diverse housing products (mixed income, owner- occupied, rental and workforce housing) within TODs is an important goal. TOD can contribute to the affordable housing supply by offering incentives to the private sector such as density bonuses and location efficient loans in transit-served sites in exchange for lower cost housing products. EN-H01 BUILD TOD INSTITUTION 197 TOD K P ECONOMIC AND FISCAL BENEFITS Improve economic efficiency: A city developed based on TOD principles enhances interactions between people and firms leading to agglomeration benefits. Increased land values and property tax revenues: Access to transit results in a significant increase in the property values of nearby properties, provided the transit system has good regional connectivity and frequency of service; Increased transit ridership: Placement of more people close to transit and providing mixed-use amenities and safe access to transit justifies higher service frequencies and promotes high ridership levels (including attracting new riders that may otherwise choose to drive), enabling transit to be more competitive with the automobile; Increased opportunities to cross-subsidize transit: Monetization of land parcels in close proximity to transit for income-earning activities such as real estate development, retail lease, and/or paid parking, can create an additional revenue stream for transit operators; Reduced costs on road infrastructure: TOD can effectively reduce the need for major road projects such as flyovers and expressways, which have low person/road km usage but very high construction and maintenance costs; and Reduced costs on municipal infrastructure: TOD can help reduce the need for new infrastructure costs (such as water, sanitary, sewer and roads) for local governments and property owners by limiting the extent of sprawl that needs to be serviced. While initial infrastructure improvements may be necessary to support additional density and ensure road safety in resource-constrained locations, utilizing decentralized infrastructure services in higher density areas will lead to self-sufficiency in the long term. ENVIRONMENTAL BENEFITS Conservation of resource lands and reduced urban sprawl: Provision of more compact patterns of growth at urban infill sites conserves agricultural and natural lands that would otherwise be consumed by sprawling development; Climate Resilience: Compact development patterns will allow the city to avoid developments in climate-affected areas and enable the city to concentrate on climate mitigation measures within a smaller area; Reduced rates of vehicle kilometers traveled (VKT): Savings in travel times and unit vehicular operating and maintenance costs; Space efficiency: Less land is required to move a small number of transit vehicles relative to a large number of automobiles carrying the same number of people; Energy efficiency: Less energy is needed to move one person by transit than by automobile, assuming normal transit vehicle loading conditions; and Better air quality: Since less energy is required to move people, fossil fuel-based transit vehicles emit smaller amounts of smog-forming and climate change-inducing pollutants, thereby reducing air pollution rates. Safe urban environments: TOD projects encourage implementation of complete streets and universally accessible public spaces leading to creation of green networks and safe spaces for all users. 198 EN-H01 BUILD TOD INSTITUTION TOD K P HOW TO STRUCTURE A TOD ORGANIZATION Cities that decide to commit to large TOD projects should PURPOSE enact, through law or other appropriate official decision, Establish clear roles and responsibilities for the TOD the creation of a special body (task force, committee or Organization to facilitate partnerships and coordinate agency) that, from inception, has deep ties to the TOD Plan. implementation activities in a structured manner. This This organization must be held accountable to the public tool provides a step-by-step guide for identifying project and operate with a very clear transparency and mission. champions at the individual and organizational levels, The organization will promote the development of planning preferably city staff, representatives from NGOs or local research, design master plans and regulations, oversee advocacy groups, that will remain engaged throughout the implementation and continued adaption of systems and planning process. coordinate with planning guidelines and professionals from different levels of government and the private sector. It is crucial that this agency exists outside of the political sphere to ensure long-term ownership, management, and security of singular vision. To further ensure legitimacy, the organization should receive its budget from a percentage of the revenue garnered from the TOD. This motivates continued dedication to creating and maintaining the effectiveness of the system. A funding mechanism built into the TOD revenue streams will also ensure its exemption from political budgetary issues and protect the government from further economic stress. EN-H01 BUILD TOD INSTITUTION 199 TOD K P 01 IDENTIFY MANDATE OF TOD ORGANIZATION DEPENDING ON SCALE MANDATE AT DIFFERENT SCALES CITY/ REGIONAL SCALE TOD CORRIDOR/ STATION AREA SCALE POLICY AND REGULATORY ORGANIZATIONS TECHNICAL PROJECT-SPECIFIC ORGANIZATION • Engage with political leaders and other decision- • Define project-specific planning processes and makers in goal setting and vision building for mechanisms that can make TOD happen within the establishing transit supportive development existing planning and development framework policies • Provide both technical and financial assistance, as • Collaborate with other agencies to take an active well as oversee implementation to evaluate progress role in addressing policy-level barriers to TOD and quality of work 02 IDENTIFY KEY PARTICIPANTS CITY/ REGIONAL SCALE TOD CORRIDOR/ STATION AREA SCALE PRIMARY PUBLIC SECTOR PARTICIPANTS PRIMARY PARTICIPANTS Who owns and operates city/regional transit Who owns and operates transit services? Include services? Include ALL agencies primary corridor transit agency AND AND Who creates regional growth/economic strategy? Who owns majority land around stations? Include ALL agencies/departments Private Private Public large individual large AND landowners Who creates and enforces development control landowners landowners regulations? Include ALL agencies from all local Include: jurisdictions Non-Profit Private Public AND representing landowner landowner Government organization(s) involved in affordable AND landowners housing/ heritage preservation/ environmental Who creates and enforces development control protection/ road safety. regulations? Include specific agencies AND SUPPORTING PARTICIPANTS/ COMMITTEES Who provides infrastructure services? Include all Non-profits involved in affordable housing/ social agencies, including water, energy, drainage, road safeguards/ heritage preservation/ environmental safety protection. AND SUPPORTING PARTICIPANTS/ COMMITTEES Private sector associations/ trusts involved Real estate developers (3-4 may be invited through in real-estate development/ business and tendering) AND commerce. Transit feeder service operators (including ride- sharing services if applicable) AND Experts in affordable housing/ heritage preservation/ environmental protection as needed. 200 EN-H01 BUILD TOD INSTITUTION TOD K P 03 DEFINE TYPE OF INSTITUTIONAL STRUCTURE TYPES OF STRUCTURES CITY/ REGIONAL SCALE TOD CORRIDOR/ STATION AREA SCALE • Regional/Metropolitan Policy Committee - to review • Technical TOD Task Force - to conceptualize TOD and formulate policy changes Plan with road safety provisions, seek funds, and • Metropolitan/City Regulations Formulation implement the proposals Committee - to formulate transit-supportive • Public + Non-Profit Coalition - to oversee TOD regulations planning and implementation against goals and • Public + Non-Profit Coalition - to lobby for TOD targets supportive policies in legal framework • Public-Private Partnership - to finance and implement TOD projects 04 DEFINE COORDINATION MECHANISM • Decide frequency of meetings with primary participants and with supporting participants and committees. • Define mode of documenting and recording meeting minutes and medium of communicating them to the public • Decide timelines/ frequency of public meetings or workshops to ensure continuous communication with the public • Define coordination needs with other agencies not participating in the TOD organization at federal or other jurisdictional scales or from other planning sectors 05 NOTIFY THE APPOINTMENT OF THE ORGANIZATION • Follow the city’s existing protocol for notifying the organization. • Notify the mandate of the organization and the TOD-specific goals for the city or project as relevant. • Notify the yearly budget needs of the organization and source of funding. As far as possible the source of funding should be continuous and reliable and not dependent on political factors. • Notify the inter-agency coordination and assistance requirements from various inter-government agencies to achieve the specific goals of the organization. EN-H01 BUILD TOD INSTITUTION 201 TOD K P ALIGNING THE TOD VISION A strong long-term vision must allow the flexibility of • Public transport is not considered a public service - In accommodating short-term goals, without compromising the many cities the high cost of fuel and tolls, along with values for a long-term transformation. As cities across the globe no provision of public subsidy, make it very difficult to continue to grow and encounter new challenges, they are faced maintain public transport operations. There is a need to with the challenge of addressing local concerns within the educate leaders about the social and economic benefits of legal and policy framework set by federal or state authorities. subsidizing public transport. TOD, a new and innovative concept in many parts of the world, • Road safety is not considered crucial in the planning challenges the traditional planning paradigm of car-oriented and implementation process: It is often believed that road cities, cemented during the early 70s and 80s. To enable a safety is more a matter of human behavior than a matter of TOD-supportive environment, then one must identify and target infrastructure. There is a need to encourage and consider larger legal and policy barriers that impede successful TOD. road safety as an important component of TOD to ensure Some of the typical legal and policy barriers that should be safe road environments are created for safe behaviors from tackled include: all types of road users. • Policy encouraging car ownership - This is true of • Urban Planning Standards at federal and state levels countries on the high-income scale such as the US to low- promote single-use sprawled planning conventions- income countries such as India. Car manufacturing and Many regional, state or federal planning guidelines promote sales is a huge industry and many countries incentivize car sprawling planning standards in terms of minimum sales for the sake of national profits. Fuel is also subsidized road widths and block sizes that discourage compact so that car ownership and driving in incentivized over public development plans. There is a need to improve standards transport. There is a need for more awareness about the ill- to allow for high density, compact development patterns. effects of private automobiles and non-renewable fuel at the • Rent Control or Land Ceiling Acts - such acts, if not national level and local level lobbying must aim to contribute revised periodically based on city-specific conditions to such awareness campaigns. While this is a long-term unfairly tweak the real estate market, causing major process, many cities such as London and Singapore levy a speculation and an unaffordable real estate market. Many congestion charge, to discourage car movement in dense dense cities such as Hong Kong SAR, China and Mumbai city areas. were not able to leverage real estate opportunities at the • Parking is considered a free right - Parking in many right time due to rent-control measures. countries is considered a basic right and is also supported • Planning Acts are not flexible - This is one the biggest by legal precedents. In such cities, prohibiting parking challenge in many cities. The process followed for or charging a price for parking generates public conflict. statutory planning must adhere to the relevant acts, which This, in turn, makes it difficult to get public buy-in for TOD in many cases does not allow for an integrated land use projects. Parking prohibition must, therefore, be tackled in and transport planning approach. This discourages the a context-sensitive and phased manner, so as to maintain probability of land use and transit planners working together public interest in TOD goals. and deriving the combined benefits of TOD. • Land ownership and development rights are absolute - In countries such as Brazil, India, Mexico, land ownership and development rights are absolute. This makes it very difficult for public agencies to acquire land for transit or TOD investments. Such rights would need to be looked at within the legal context to identify ways of making TOD 202 EN-H01 BUILD TOD INSTITUTION TOD K P The example of the Singapore Planning Model below illustrates a planning strategies to achieve the vision for Master Plan well-structured Planning Framework that allows for collaboration are presented through six key focuses: Housing, Transport, between different planning sectors and enables flexibility Economy, Recreation, Identity, and Public Spaces. The between long-term and short-term goals. Land Transport Authority prepares and updates the Land • The Concept Plan is a strategic land use and transportation Transport Master Plan, which informs the Master Plan. plan that guides Singapore’s development over the next • The release of State land for development is carried out 40-50 years. Reviewed every ten years, the Concept Plan through the Government Land Sales (GLS) programme outlines the strategies to provide the physical capacity to which releases State land for development by private sustain a high-quality living environment developers. To facilitate timely development of new, • The Master Plan is a statutory plan that guides the selected large-scale areas, Urban Redevelopment Authority development over 10 to 15 years. It translates the broad, (URA) also works with other government agencies to ensure long-term strategies of the Concept Plan into detailed plans that basic infrastructure and utilities are provided. for HUBLI DHARWAD CITY implementation DEVELOPMENT by specifying PLAN | INCEPTION the permissible REPORT | APRIL 2016 land uses and densities. It is reviewed once every five years. The HUBLI DHARWAD CITY DEVELOPMENT PLAN | INCEPTION REPORT | MARCH 2016 PLANNING AGENCIES PLANNING PROCESS • 1st Concept Plan formulated in 1971 PLANNING ACT OF SINGAPORE 40-50 YEARS PLAN • Subsequent reviews in 1991, 2001 & in 2011 to factor Revisions at every 10 years URBAN REDEVELOPMENT AUTHORITY CONCEPT PLAN in changes in local and global trends, and ensure its relevance to address future challenges and meet needs. along with 01 Initial review of previous plans OTHER GOVERNMENT BODIES • Identify development directions, land PLAN ELEMENTS requirements and land uses 02 Public consultation Land Use Transportation • Public consultation to gather feedback • Focus group study & proposals 03 Draft Concept Plan KEY TOPICS • Prepare Draft Concept Plan based on the consultation reports, focus group studies and Housing Recreation Business Transportation Identity proposals New Housings, Planned Green Business Centres, Rail and Road Built Heritage and 04 Public consultation Convenient Spaces, Sports & Industries, & Network Identity for new built • Focus group, Ideas from public, public forum, Amenities, & Arts, & Wetland Intensification Improvements forms and areas/ exhibition, public dialogue to discuss views on the draft concept plan Housing Density Mix Conservations around transit nodes zones 05 Final Concept Plan • Prepare final plan based on extensive public feedback received as part of the review Concept Plan 2011 10-15 YEARS PLAN Revisions at every 5 years • 1st Master Plan formulated during 1952-1955 and URBAN REDEVELOPMENT AUTHORITY MASTER PLAN • approved in 1958 The Master Plan has since undergone nine (9) reviews and various amendments Master Plan Spatial Master Plan PLAN ELEMENTS 01 Update of land use plans Written Statement • Divided into 5 Planning Regions • Zoning and Plot Ratio • Ammend and update the detailed land use plans for the different planning areas • 5 Planning Regions divided into total 55 • Development Control and Other Planning Areas Requirements 02 Public consultation • 55 Planning Areas are divided into 323 Subzones • Extensive public consultation through various channels such as exhibitions, focus group discussions, and public forums KEY TOPICS 03 Final Master Plan Housing Transport Economy Identity Recreation Public • incorporate relevant feedback from the public exhibitions Land Transport Authority (LTA) prepares Spaces • Formalise amended plans as Master Plan and updates the Land Transport Master Plan Master Plan 2014 EVERY 6 MONTHS GOVERNMENT • Based on planning directions set out in the Concept DEVELOPMENT LAND SALES (GLS) Plan and Master Plan, land is released for development through the Government Land Sales (GLS) programme. CONTROLS PROGRAMME • Government Land Sales (GLS) Programme releases State land for development by private developers • Evaluates and grants approval for development Confirmed List (CL) Reserve List (RL) projects Sites on CL are launched Sites on RLare not released • Ensures that projects are in line with planning for sale at pre-determined for tender immediately but strategies and guidelines. dates through tenders. are instead made available for application. Master Plan of Queenstown Planning Area Figure 3.2: Planning Framework Singapore HUBLI DHARWAD BRTS COMPANY LIMITED 3 18 EN-H01 BUILD TOD HUBLI INSTITUTION DHARWAD 203 BRTS COMPANY LIMITED Sao Paulo, Brazil TOD K P EN-R01 ROLES AND RESPONSIBILITIES OF STAKEHOLDERS Standardized analysis of stakeholders involved in planning and implementing TOD Type: Reference Document © 2021 The World Bank TOD K P INTRODUCTION Experiences show that collaboration is a key ingredient to PURPOSE creating an environment that enables the promotion of TOD. During the assessment stage, it is crucial that factors that Identifying partnerships early-on between different levels of enable local governments to initiate, plan and implement government, multiple transportation and planning agencies, successful TOD projects be identified from the beginning. security agencies, agencies involved in infrastructure Strong leadership and support may include actions such as works, private developers and citizen groups are essential issuing policy directives to require transit systems to maximize to overcoming political and economic hurdles in creating land development potential, advocating for a community-driven successful and safe TODs. neighborhood planning process in TODs, ensuring safety for As TOD is a new concept, lower and middle income countries all road users – especially vulnerable users (pedestrians and typically do not have the regulatory frameworks in place that bicyclists) or bringing private sector players to undertake TOD allow for flexibility in zoning regulations and enabling road projects in a city. This tool identifies the roles and responsibilities safety measures, incentives in exchange for infrastructure of the various stakeholders included in a coordinated TOD improvements, or use of financing tools such as land pooling. implementation programme. Ensuring an enabling environment for transit-oriented development is an attractive proposition for developers and users, requiring public-sector contributions and political will. Disclaimer: The Transit-Orientated Development Implementation Resources & Tools knowledge product is designed to provide a high- level framework for the implementation of TOD and offer direction to cities in addressing barriers at all stages. As the context in low and middle-income cities varies, the application of the knowledge product must be adapted to local needs and priorities, and customized on a case-by-case basis. © 2021 International Bank for Reconstruction and Development / The World Bank 206 EN-R01 COMMUNICATION STRATEGY TOR TOD K P RESPONSIBILITIES FOR VARIOUS STAKEHOLDERS STAKEHOLDER ROLES AND RESPONSIBILITIES Systems (transit and infrastructure) planning, master planning (city and corridor), local area planning (station area and neighborhood), development control regulations and building by-laws, LOCAL site plan review and approvals, infrastructure upgrades, land assemblage, active marketing GOVERNMENTS of TOD opportunities, developer incentives, secure financing, enforcement (traffic police) and public outreach Infrastructure investment, station design, systems planning, transit service, land assemblage, TRANSIT AGENCIES active marketing of TOD opportunities, secure financing and joint development of stations with the private sector REGIONAL PLANNING AGENCIES OR Long-range transportation planning, regional transit planning, regional growth management, METROPOLITAN technical assistance to local agencies and monitoring of urban transport funds AUTHORITIES INFRASTRUCTURE Support planning and transit agencies in formulating short-range and long-range goals, AGENCIES/ PUBLIC developing mechanisms for achieving these goals, provide technical assistance and expertise to WORKS support urban growth and safety, help develop infrastructure POLICE & SECURITY Prepare and maintain road crash data inventory, identify road safety and security concerns AGENCIES within the city and station areas, review design interventions and safety plans Provide financial support for TOD implementation, joint development of infrastructure in public- PRIVATE SECTOR private partnerships, construction, investment in real estate and funding transport system ENTITIES operations CITIZENS, NGOs AND Advocacy for NMT improvements, community participation in planning and design, get ADVOCACY GROUPS educated, attend planning meetings and advocate for high-quality design Developer and citizen awareness about the benefits of TOD, changing regulatory climate, ELECTED OFFICIALS advocate transportation demand management policies and local economic development incentives BUSINESSES/REAL- Joint development with transit agencies, public-private partnerships, affordable housing ESTATE DEVELOPERS construction, private sector investment in real estate and employee incentives Policy changes, funding assistance, capacity building, technical assistance, Land and Market STATE GOVERNMENT Reforms CENTRAL Policy changes, guidelines formulation, funding assistance, and capacity building GOVERNMENT EN-R01 COMMUNICATION STRATEGY TOR 207 TOD K P COMMUNICATION BETWEEN STAKEHOLDERS The government needs to facilitate TOD proposals that are intrinsically based on the urban context of the city. The transit agencies within each level of government, aside from being managers and planners, need to be leaders in preparing and implementing TOD. They also need to adapt to a new organizational hierarchy that can handle the planning and implementation, as well as the long-term management of the TOD system. Typically, responsibilities for various stakeholders in a coordinated TOD implementation programme at the city scale, for example, would include a back and forth communication as shown below. Similar communication patterns will need to be defined at the corridor, station area, and site scales for efficient collaboration between stakeholders ECONOMIC DEVELOPMENT EXPERTS Collaborate TRANSPORT PLANNER Inform Collaborate Refine Identify Transit Investment Transit Network TOD Gaps & Propose TOD Network Vision Innovative Plan Land Use Land Use Funding Vision Plan Mechanisms URBAN PLANNER Inform Collaborate Refine REAL ESTATE DEVELOPERS Collaborate 208 EN-R01 COMMUNICATION STRATEGY TOR TOD K P EN-P01 COMMUNICATION STRATEGY TERMS OF REFERENCE Template for hiring a PR agency to analyze potential risks, plan and implement a TOD communications strategy for the community Type: TOR Template © 2021 The World Bank [AS 11] TRANSIT ALTERNATIVES ANALYSIS TOR TOD TOD IMPLEMENTATION RESOURCES & TOOLS SUPPORTED BY GLOBAL PLATFORM FOR SUSTAINABLE CITIES (GPSC) K P BACKGROUND It is believed that a good deal of the benefit of transit investment comes from effects beyond their already high value as mobility enhancements and is found in their ability to positively affect the communities in which we live. It is necessary to generate awareness among all the stakeholders about the key components of the project and how they would benefit from it. A community outreach programme is a process by which all the stakeholders are informed of the project objectives and its utility. A comprehensive approach should be developed to engage relevant agencies, corridor neighborhoods and businesses, key stakeholders, and the general public throughout the process. The outreach program will include policy and technical advisory committees, public meetings, presentations at neighborhood and business associations, websites and social media, a variety of communication tools, and direct outreach to non-traditional populations and organizations. Stakeholder workshops and/or public open houses will be held at key points in the TOD Planning process including, at a minimum: (1) discussion of problems, goals, objectives, evaluation criteria and alternatives, and data gathering (2) evaluation of alternatives, and (3) selection of the locally preferred alternative. Project information should be translated, as appropriate, to allow for effective outreach. OBJECTIVE OF THE ASSIGNMENT A systematic and comprehensive community outreach programme highlighting the key components of a transit oriented development and benefits to the locals will help in disseminating the required information to people. The objectives for the Programme shall be as follows,  To build a positive identity for the TOD project  Create an awareness amongst the citizens about the project and it’s benefits  Educate and attract new riders for benefits of shifting to public transport and guide on how to shift  Educate and attract people to live in the proximity of a public mode of transportation  Induce a shift to public mode of transportation  Inform and prepare the public regarding the difference and any difficulties they are likely to face during the implementation of the project. Also seek their co-operation, and receive their feedback to improve the proposal specific to the context.  Identify key stakeholders and build strong partnerships with media and the society for smooth implementation of the project The coverage for the community outreach programme would be the entire city and suburban area, and wherever the existing transport services are being operated. SCOPE OF ACTIVITIES The urban local body intends to outsource both Consultancy and Implementation work to an agency such that the single agency is responsible for the most effective outreach plan. The scope of work will be in two stages. During the first stage, the consultant would be required to develop a Communication and Outreach Plan (hereinafter referred to as Plan) conforming to the objectives detailed above. Subsequently, in the second stage, once the Plan is approved by the client in consultation with the World Bank (WB), the consultant would be required to implement the Plan. All the related cost of conducting 210 EN-P01 COMMUNICATION STRATEGY TOR APRIL, 2018 ii implementation of the project The coverage for the community outreach programme would be the entire city and suburban area, and wherever the existing transport services are being operated. TOD K P SCOPE OF ACTIVITIES The urban local body intends to outsource both Consultancy and Implementation work to an agency such that the single agency is responsible for the most effective outreach plan. The scope of work will be in two stages. [AS the first stage, During ALTERNATIVES 11] TRANSIT TOR would be required to develop a Communication and the consultant ANALYSIS Outreach Plan (hereinafter referred to as SUPPORTED TOD IMPLEMENTATION RESOURCES & TOOLS BY GLOBAL Plan) conforming PLATFORM to the FOR objectives above.CITIES (GPSC) SUSTAINABLE detailed Subsequently, in the second stage, once the Plan is approved by the client in consultation with the World Bank (WB), the consultant would be required to implement the Plan. All the related cost of conducting seminar/workshop, publicity material, advertisement in the newspaper, etc. to be published on behalf of the client but are to be borne by the consultant. Consultant would be required to station a team within two weeks from the date of final acceptance of the Plan and for a period of four months at the respective city. ii APRIL, 2018 The consultant will also be required to attend meetings as and when required. The publicity material and advertisements length, size, words, etc. will depend on what has been finalized in Plan. The approximate requirement is provided under each heading for their reference. The client will help facilitate the Public involvement process. Stage I: 1. Preparation of Plan Develop an external analysis based on a planned study (to be conducted as part of this consultancy) to understand the perceptions of various identified stakeholders, including civil society, media, and potential users. Identify opportunities and risks, and suggest approaches to address them. 2. Communication Strategy Prepare a customized communication strategy, including customized messaging for audiences, selection of media tools, etc. aimed at achieving the identified objectives. 3. Development of Plan Develop a “Plan” based on the communication strategy that would broadly include the following elements: a. Goals, desired outcomes and expected outcome of the communication strategy b. Definition of audience Issues with specific focus on different user groups like elderly, woman, children, students, differently- abled etc. / theme linked audiences (these are indicative and will need to be defined as part of the Communication Strategy and Consultation Plan) c. Assessment of current attitudes/beliefs/motivators d. Analysis of audience’s capacity for change e. Definition of medium to deliver the message(s) based on activity requirement including the needs of proper consultation as well as publicity at various level / target audience. f. Consultation Plan: Formulate and discuss the consultation plan for disseminating information on the project to the civil society through focus group discussions, workshops, seminars etc. The plan should follow the following structure and reflect the needs of communication at each stage: EN-P01 COMMUNICATION STRATEGY TOR 211 [AS 11] TRANSIT ALTERNATIVES ANALYSIS TOR TOD TOD IMPLEMENTATION RESOURCES & TOOLS SUPPORTED BY GLOBAL PLATFORM FOR SUSTAINABLE CITIES (GPSC) K Table 1: Structure PConsultation Plan of the Stage of Object Risks Audien Message Means of Timeli Respon Resou Indicato the ives and ce/ s communi ne/ sibility rces r of Table 1: Structure of the Consultation Plan Project / Challe main (Informati cation Frequ achieve Stage Actions of Object Risks nges stakeho Message Audien on to be Means of Timeli ency Respon Resou Indicato ment of Messages the of the Stages ives Risks andce/ and lders s communi Audience/ communi (Information ne/ of sibility Means Timeline/rces r of respons Indicator of Objectives Main Responsibility Resources achievement Project / Project/Actions Challe main Challenges (Informati cated) Stakeholders to cation be Frequ Communication Frequency achieve es and for respones Communicated) Actions nges stakeho on to be ency ment of suggest lders communi respons ions 1 2 3 4 5 6 7 8 9 1 2 3 cated) 4 5 6 7 8 es and 9 Defining suggest Defining Goals and goals Objectives ions and 1 2 3 4 5 6 7 8 9 Defining objective goals s Planning and Design and Planning objective and s Design Evaluation of Planning Evaluatio Alternatives and n of Design alternativ Evaluatio es of Selection Alternatives n of Selection alternativ of es alternativ Implementation Selection e of Impleme alternativ ntation e Impleme g. Branding: ntation A theme for land use and transportation integration and specific branding aimed at promoting TOD. The brand identity that is identifiable and popular for key segments of the population and catch g. Branding: phrase for population to link with the brand/ theme A theme for h. Marketing land use and transportation integration and specific branding aimed at promoting TOD. Campaign: The brand campaign Marketing identity that foris identifiable transit and oriented popular for key development segments to promote of the population sustainable and catch urban development. phrase This for population would to link with involve campaign the brand/ through thememedia such as: appropriate h. Marketing  Print andCampaign: posters Marketing  campaignin Advertisements for localoriented transit the development to promote sustainable urban development. newspapers would involve campaign through appropriate media such as: ThisRadio   Print and posters Television  TRANSIT [AS 11] ALTERNATIVES ANALYSIS TOR  TOD  Advertisements IMPLEMENTATION Web in the local RESOURCES newspapers & TOOLS SUPPORTED BY GLOBAL PLATFORM FOR SUSTAINABLE CITIES (GPSC)   Radio Communication SMS feeds etc. Mobile   Television management activities such as workshops/ seminars Knowledge   Web Exposure/ competitions etc.   Mobile Communication Campaigns like car freeSMS day, feeds etc.bus day etc. bike day,   Knowledge management Street and Station activities such as workshops/ seminars Signage APRIL, 2018 iv i. Media and Civil Society Relationship Management Close engagement with media (print and electronic) assigned to cover the sector / project with  212 perspectives information andSTRATEGY EN-P01 COMMUNICATION TOR APRIL, 2018 iv  Close engagement with relevant civil society organizations (CSOs) to keep   Exposure/ competitions etc. Campaigns like car free day, bike day, bus day etc. TOD K P  Street and Station Signage i. Media and Civil Society Relationship Management  Close engagement with media (print and electronic) assigned to cover the sector / project with information and perspectives  Close engagement with relevant civil society organizations (CSOs) to keep j. Events:  Planning for various public events, workshops, seminars, competitions and awareness programmes etc.  Participation in national / regional level events including national/ international study tours  Events should allow focus on engaging in TOD related discussions and learning from best practices as a way to educate decision makers and people, thereby creating awareness and buy-in to the TOD concept. k. Communication System: Definition of communication system within all stakeholder agencies in terms of who communicates and structure of the communication cell. l. Feedback Mechanism: The Plan should propose setting up of Public Information Centers and must formulate a suitable communication mechanism to facilitate receipt of feedback and grievances from the general public. m. Impact / Outcome Monitoring: Mechanisms to measure Impact / Outcome monitoring including behavioral changes with regard to proposed actions. This would include methodologies and protocol to assess impact of various actions on the user in terms of relevance and satisfaction with regard to the interventions. n. Documentation: Suggest a documentation process including recording for capturing important events, media reports etc. o. Timeframe: Definition of timeframe of communication. 4. Process to be followed while finalizing the “Plan” The consultant would prepare a draft Communications and Outreach Plan in consultation with the client. A workshop would be organized by the client to which the concerned stakeholders, etc. would be invited for deliberations. The consultant would be required to modify the “Plan” after the inputs received in the workshop. APRIL, 2018 v EN-P01 COMMUNICATION STRATEGY TOR 213 [AS 11] TRANSIT ALTERNATIVES ANALYSIS TOR TOD TOD IMPLEMENTATION RESOURCES & TOOLS SUPPORTED BY GLOBAL PLATFORM FOR SUSTAINABLE CITIES (GPSC) K P Stage II This stage would involve implementation of the components of the approved Plan. In consultation with the client, the team of consultants shall implement the Plan. The various activities to be carried out in the implementation stage are broadly discussed as under, but not limited to: 1. Advertising and promotions campaign for TOD: A marketing campaign strategy and implementation plan, aimed at achieving the identified objectives needs to be devised. The consultant shall suggest the preferred mix of the various advertising and promotional components as part of the strategy, which should cover:  Preparation of advertisements, slogans, hoardings and other  Encourage use of sustainable transport modes among the commuters of the city  Special outreach strategies to capture the attention and understand the needs of special groups such as health and emergency service providers, women & children, students, etc. 2. Design of Tools / materials and launch of campaign in relation to the requirements of the consultation plan as well as publicity requirements. The consultant team shall design ‘Tools of Communication’ in relation to the priorities, communication focus and need of consultation as identified earlier. And based on the design guidelines as outlined below, the consultant would prepare the materials and initiate launch of various activities outlined in the strategy. The consultant will also launch the campaign, and build consensus through consultation. This would include information dissemination through the web and newsletters etc. 3. Preparation of design guidelines, Graphics and Templates: This would involve design of the Brand, make graphic standards (such as logo) for various facilities, organize posters & painting competitions, etc. The consultant will have to create a brand identity for the project which would include but not limited to evolving:  Tag line / slogan  Posters showing nearest rapid transport station  Organizing competition programmes leading to finalization of a brand logo for the project. 4. Media and Civil Society Management: Production of press releases, blogs, brochures, and organization of press briefings, media visits, along with placement of media articles, daily media monitoring and monthly analysis.  Organize meetings, launch events, awareness programs, and targeted outreach with key opinion leaders in the city. After each consultation, the team is expected to submit a report outlining the key recommendations, relevance of these recommendations and means and methods of converting recommendation into action points on the Communication Strategy.  Digital Media – Facebook/ Instagram/ Twitter/ Whatsapp – Design and content management  Improvement to website and sms facility 214 EN-P01 COMMUNICATION STRATEGY TOR APRIL, 2018 vi [AS 11] TRANSIT ALTERNATIVES ANALYSIS TOR TOD TOD IMPLEMENTATION RESOURCES & TOOLS SUPPORTED BY GLOBAL PLATFORM FOR SUSTAINABLE CITIES (GPSC) K P 5. Advertising  Develop the print campaign  Design and production of Radio campaign  Design SMS message campaign 6. Short presentations and videos (one 3-5 min video) Videos for schools, offices, etc. to deliver identified messages 7. Public Events: Planning various public events like car free day, bus day etc. in consultation with communication cell of the client. Planning and organizing focus group discussions to familiarize residents about TOD concept, brain storming sessions, etc. 8. Public Information Centres and Feedback Mechanism: The consultant must help the client to set up Public Information Centers (PICs) and assisting in training of the staff. It must also help the client to set up mechanisms to receive user/ public feedback as recommended in the Plan. 9. Impact / Outcome Monitoring: Measuring & Evaluating effectiveness of Outreach Program 10. Documentation of Processes and Events:  Prepare documents and video clips to present the processes and activities involved in planning and design of TOD, including public views and perception at each stage of the project. After each stage of consultation, prepare a summary outcome report as well response to each of the comments / suggestions received from the stakeholders.  Develop quarterly plans for information dissemination, perspective sharing and risk management. Prepare monthly newsletter to be published on the client’s website and prepare quarterly report indicating various activities undertaken. 11. Measuring & Evaluating Effectiveness of Outreach Program The public outreach efforts for promoting TOD must be continuously evaluated to find the most effective approaches. The task must include:  Evaluation at the end of each outreach effort to gather information that can be used in future outreach efforts.  The program must have a built-in component which provides a way of finding out what works and what does not. APRIL, 2018 EN-P01 COMMUNICATION STRATEGY TOR vii 215 [AS 11] TRANSIT ALTERNATIVES ANALYSIS TOR TOD TOD IMPLEMENTATION RESOURCES & TOOLS SUPPORTED BY GLOBAL PLATFORM FOR SUSTAINABLE CITIES (GPSC) K P The consultant must:  Keep track of how stakeholders heard about TOD and their response for a sample size of 500 commuters / influencers / households; to better understand the effectiveness of various initiatives. This can be undertaken in two phases - one post the initial activities and close to end of the outreach programme.  Track the number of people attending the outreach efforts and their suggestions and feedback.  Record Minutes of Meetings / Programs by Audio Visual  Track media response  Create a Summary Report of Observations and Recommendations DELIVERABLES AND TIMELINE FOR SUBMISSION The consultant shall commence work within a week of signing of the contract and shall submit a Draft Plan within 4 weeks of commencement of work. All deliverables are due within 4 months of commencement of work. During the rollout stage, consultant shall submit monthly progress report. The firm should submit the PERT Chart for the Planning and implementation schedule proposed by them. Stakeholder engagement plan; stakeholder engagement summary report; newsletters, website content, presentation materials, public meetings, advisory committee meetings, meeting notes, translation services, and other engagement tools identified in stakeholder engagement plan. TASK DELIVERABLE TIMELINE (from date of signing the contract) Stage I 1 Memo #1: : Inception Report (including Understanding of P + 2 weeks priorities, key themes and proposed work plan) 2 Memo #2: Preparation of Draft Communication and P + 4 weeks Outreach Plan 3 Memo #3: Final Communication and Outreach Plan P + 10 weeks Stage II From week 10 4 Memo #4: Documentation of processes, events, audio and Ongoing video 5 Memo #5: Three News Letters Monthly 6 Memo #6: Two Quarterly Reports Quarterly *where P is the date of award of the contract 216 EN-P01 COMMUNICATION STRATEGY TOR APRIL, 2018 viii TOD K P QUALIFICATION OF CONSULTANTS The Consultant Team must have experience in at least A. One similar Communication and Outreach Program for TOD Projects OR B. At least two studies, which included communication and outreach for a transit project or a large mixed use high density development project The Consultant Team must include the following key expertise: Key Experts Years of Experience Key Experts Years of Experience 1 Project Manager and Public Relations Expert 15 years 2 1 Branding and Wayfinding Project Manager Specialist 5-10 years and Public Relations Expert 15 years 3 Urban Planner/ Designer 5-10 years 2 Branding and Wayfinding Specialist 5-10 years 4 Graphic Designer 5-10 years 5 Urban Planner 3 Public Relations / Designer Expert/ Social Worker 5-10 years 5-10 years 4 Graphic Designer 5-10 years 5 Public Relations Expert / Social Worker 5-10 years Expert in Communicating Real Estate 6 10-15 years Development Opportunities Disclaimer: The Transit-Orientated Development Implementation Resources & Tools knowledge product is designed to provide a high-level framework for the implementation of TOD and offer direction to cities in addressing barriers at all stages. As the context in low and middle-income cities varies, the application of the knowledge product must be adapted to local needs and priorities, and customized on a case-by-case basis. © 2021 International Bank for Reconstruction and Development / The World Bank EN-P01 COMMUNICATION STRATEGY TOR 217 Bogota, Colombia TOD K P PLAN+DESIGN INTRODUCTION The ‘Plan+Design’ step of the Framework contains a series of detailed planning principles and design components to formulate TOD plans at various scales of intervention [city, corridor, station area and site scales] and in varying contexts. © 2021 The World Bank TOD K P ABOUT PLAN+DESIGN The ‘Plan+Design’ step of this framework focuses on providing them with design standards, development review processes, guidance on design values that underpin TOD as well as the and regulatory mechanisms. The Plan + Design Knowledge planning process. It also presents action strategies and tools to Products include a TOD Zoning Code template (PD-R01) create a more compact land development pattern hinged upon and TOD Planning Principles and Design Guidelines (PD- prioritization of pedestrians and cyclists. R02) as ready resources as a starting point for cities that are TOD is the integration of transportation and land use planning, interested in applying the TOD design values into standards and combined with an emphasis on the ‘spaces between’ – quality regulations. open space, multi-uses and streetscape interventions that The Plan + Design Knowledge Products also provide “how- contribute to urban placemaking. Critical to the success of an to” guides for TOD planning at various scales that integrate efficient and effective TOD strategy is a common vocabulary for clear processes and mechanisms by which the public, private, different stakeholders that from the outset focuses on walking, and community sectors can shape TODs with the changing cycling and public transit as primary modes of movement landscape of cities. The planning guides allow for developing and not personal vehicles. It also takes into consideration actionable tasks that can be adjusted based on various context, the generally ignored inter-dependent impacts of land use, transit mode and local factors such as development typology transportation and infrastructure networks and real estate (Greenfields, urban infill or redevelopment). However, at times economics at multiple levels. there are challenges when it becomes difficult to reconcile Many existing resources address this need for a common the design standards with one another and entails some TOD design vocabulary. Leading among them are the TOD complicated choices at the expense of other users. Striking the Standard (Institute of Transportation and Development Policy right balance to achieve well-planned TOD would require certain 2017) and the TOD Corridor Course (World Bank Group and priorities and trade-offs. The Plan + Design Knowledge Products World Resource Institute 2015), which are global publications. are not presented as standards but as suggestions with In addition, many low and middle-income countries have also corresponding references to allow cities the space to achieve developed preliminary TOD design guidelines, such as the the right balance. TOD Guidance Document (Ministry of Urban Development, Finally, the Knowledge Products presented here must be read in India 2016), TOD Guide for Urban Communities (CTS-EMBARQ conjunction with the monitoring and evaluation framework and Mexico, 2014), and Design Manual for Low Carbon Development key performance criteria suggested in the Implementation step (The Energy Foundation, China Sustainable Cities Program, of the TOD Framework. Design considerations and standards Calthorpe Associates, 2012). should ideally be adjusted based on the feedback received from To stitch these principles together, it is important to integrate the monitoring and evaluation exercise in a given context. 220 PLAN+DESIGN KNOWLEDGE PRODUCT TOD K P KNOWLEDGE PRODUCTS ‘HOW-T0’ GUIDES PD-H01 How To Prepare A City-Wide TOD Plan (Step-by-Step Guide) PD-H02 How To Prepare A Corridor TOD Plan (Step-by-Step Guide) PD-H03 How To Prepare A Station Area Plan (Step-by-Step Guide) PD-H04 How To Prepare A Site Level TOD Plan (Step-by-Step Guide) PD-H05 How To Develop TOD Supportive Zoning Framework (Step-by-Step Guide) PD-H06 Land Amalgamation Framework (Step-by-Step Guide) PD-H07 How To Plan Safe Access for TOD (Guideline) RESOURCES PD-R01 TOD Planning Principles & Design Guidelines (Ref Doc.) PD-R02 TOD Zoning Code Template (Ref Doc.) PD-R03 Land Use And Transportation Integration Best Practices (Ref Doc.) PD-R04 Pedestrian Friendly Design Best Practices (Ref Doc.) PROCUREMENT PD-P01 TOD Plans Terms Of Reference (TOR Template) PLAN+DESIGN KNOWLEDGE PRODUCT 221 TOD K P REFERENCES Center for Applied Transect Studies;. 2008. SmartCode Version 9.2. USA. City of Johannesburg: Department of Development Planning. 2016. “Spatial Development Framework 2040 City of Johannesburg Metropolitan Municipality.” Johannesburg. CTS-EMBARQ Mexico. (2014). TOD Guide for Urban Communities. Mexico City: World Resource Institute. n.d. Form Based Codes Institute. Accessed 8 18, 2018. https://formbasedcodes.org/definition/. ITDP (Institute of Transportation and Development Policy). 2017. “TOD Standard. 3rd ed.” New York. Salat, Serge, and Gerald Ollivier. 2017. Transforming Urban Space through Transit-Oriented Development - The 3V Approach. Washington DC: World Bank Group. MOUD (Ministry of Urban Development, India). 2016. Transit Oriented Development Guidance Document. Consultant Report, IBI Group, New Delhi: Global Environment Facility, UNDP and World Bank. NRDA (Naya Raipur Development Authority). 2013. “Naya Raipur Transit Oriented Development Study.” Naya Raipur. Consultant Report: IBI Group The Energy Foundation, China Sustainable Cities Program, Calthorpe Associates, 2012, “Design Manual for Low Carbon Development”, China. UD&UHD (Urban Development and Urban Housing Department). 2017. “Comprehensive General Development Control Regulation - 2017.” Gandhinagar. UTTIPEC (Unified Traffic and Transportation Infrastructure (Planning & Engineering) Centre), WRI India. 2014. Transit Oriented Development Manual – Delhi TOD Policy and Regulations Interpretation. New Delhi. Valley Connections. 2001. Model Transit-Oriented District Overlay Zoning Ordinance. http://www. reconnectingamerica.org/assets/Uploads/bestpractice230.pdf, California: Community Design + Architecture, Inc. WRI (World Resources Institute) and World Bank Group. 2015. Corridor Level Transit-Oriented Development Course - Module 4: Design Components of TOD. Washington, DC. 222 PLAN+DESIGN KNOWLEDGE PRODUCT TOD K P PD-H01 HOW TO PREPARE A CITY-WIDE TOD PLAN The city-wide planning tool aims to provide the foundation for subsequent scales of TOD implementation by analyzing the existing transit corridors at the city-level and establishing goals for their TOD development. By identifying land use, current activity, transit demand and influence zones, goals and priorities can be established to draft a city-wide TOD plan. Establishing the statutory relevance of this plan will then guide development at the corridor, station area and site contexts. Type: Step-by-Step Guide © 2021 The World Bank TOD K P Disclaimer: The Transit-Orientated Development Implementation Resources & Tools knowledge product is designed to provide a high-level framework for the implementation of TOD and offer direction to cities in addressing barriers at all stages. As the context in low and middle-income cities varies, the application of the knowledge product must be adapted to local needs and priorities, and customized on a case-by-case basis. © 2021 International Bank for Reconstruction and Development / The World Bank 01 MAP LAND USES AND KEY DEVELOPMENTS To understand the distribution of residential, employment and institutional uses CITIZEN’S INPUT in the city. DATA SOURCES • Satellite Image/GIS Data • As per the approved Master Plan (MP)/Development Plan (DP)/Comprehensive Plan (CP) • Field Surveys along major transit corridors • Stakeholder Workshop 02 IDENTIFY ACTIVITY GENERATORS To help identify routes of high commuter traffic and origin-destination travel CITIZEN’S INPUT patterns. [Housing, Employment and Recreational Centers] DATA SOURCES • As per approved MP/DP/CP • Field Surveys along major transit corridors • List of Approved Developments • Stakeholder Workshop 03 IDENTIFY PRIORITY TRANSIT DEMAND CORRIDORS Based on population distribution, land use plans, location of activity centers and travel demand forecasting (if available) for the transit type proposed. DATA SOURCES • As per approved MP/ DP/ CP • Mobility Plan/Transportation Plan • Transit System Detailed Report • Latest Census Population and Projected Estimates as per MP/DP/CP • Right-of-way widths: Google earth/satellite images/field surveys/street views [Refer to AS-H02 How to undertake Rapid Transit Alternatives Assessment] 04 DELINEATE INFLUENCE ZONE OF TRANSIT To determine the catchment area around transit routes where transit-supportive development needs to be prioritized. DATA SOURCES • Existing Station Locations CATCHMENT AREA • Satellite Imagery/Google Street View 800 m - 2 km /feeder network • GIS Database for land parcels, road network and natural features INFLUENCE ZONE 400m –800m / 10min walk • Master Plan/Development Plan/Comprehensive Plan • Mobility Plan/Transport Plan PRIMARY STATION AREA 0-400 m / 5 Min walk • Field Survey 224 PD-H01 PREPARATION OF CITY WIDE TOD PLAN TOD K P 05 DETERMINE DEVELOPMENT CONTEXT To determine the real estate market dynamics, land availability and ROW constraints, including road safety considerations. GREENFIELD SUBURBAN URBAN URBAN INFILL REDEVELOPMENT [Refer to AS-A02 TOD Scale & Context Assessment] 06 IDENTIFY GOALS AND TARGETS For different areas within the TOD influence zone, based on city vision, growth CITIZEN’S INPUT scenarios, multi-stakeholder participation and road safety requirements. [Refer to AS-A01 TOD Readiness Assessment and AS-H04 How to do Road Safety Assessment] 07 DRAFT CITY-WIDE TOD PLAN Implementing TOD at a city-wide level includes policy recommendations and actions related to various TOD principles across various TOD implementing agencies, APPLICABLE TOD PRINCIPLES WELL DESIGNED TRANSIT PLAZA COMPACT identified below: TRANSIT SYSTEM DEVELOPMENT COMPONENTS OF A CITY LEVEL PLAN MULTI-MODAL WALKABILITY MIX OF USES • City-wide Policy recommendations including INTEGRATION road safety in TOD areas • Master Plan Integration COMPLETE PUBLIC REALM HOUSING • Typology of corridors and stations (AS-A03) STREETS DIVERSITY • Zoning Codes TRAFFIC URBAN PARKS & INFORMAL SECTOR MANAGEMENT OPEN SPACES INTEGRATION 08 ESTABLISH STATUTORY RELEVANCE Options to establish statutory relevance for TOD principles include: OPTION 1 OPTION 2 OPTION 3 Include a TOD chapter in Master Plan/ Create a TOD policy as a special Establish a TOD overlay district as a Development Plan/Comprehensive law that supersedes the existing special area in existing development Plan as an amendment regulations regulations PD-H01 PREPARATION OF CITY WIDE TOD PLAN 225 TOD K P 226 Pune, IndiaPREPARATION OF CITY WIDE TOD PLAN PD-H01 TOD K P PD-H02 HOW TO PREPARE A CORRIDOR TOD PLAN Corridor planning is essential to ensuring inter-modal connectivity between stations areas, as well as the creation of complementary stations along each transit corridor. Stations must be integrated and accessible to allow for a network of transit-oriented places, which exist within the framework of an overarching city-wide TOD plan. Type: Step-by-Step Guide © 2021 The World Bank TOD K P Disclaimer: The Transit-Orientated Development Implementation Resources & Tools knowledge product is designed to provide a high-level framework for the implementation of TOD and offer direction to cities in addressing barriers at all stages. As the context in low and middle-income cities varies, the application of the knowledge product must be adapted to local needs and priorities, and customized on a case-by-case basis. © 2021 International Bank for Reconstruction and Development / The World Bank 01 MAP TRANSIT ALIGNMENT AND STATION LOCATIONS To understand transit system features and station characteristics. TRANSIT TYPE PHASING BRTS | MRTS | Commuter Rail Priority Corridor(s) ALIGNMENT STATION SPACING System Coverage Average distance between stations DATA SOURCES • Transit System Detailed Report • Mobility Plan/Transport Plan • Master Plan/Development Plan/Comprehensive Plan [Refer to AS-H02 How to undertake Rapid Transit Alternative Analysis] 02 DELINEATE INFLUENCE ZONE ALONG CORRIDOR To determine the catchment area around transit routes where transit-supportive development needs to be prioritized. CATCHMENT AREA DATA SOURCES 800 m - 2 km /feeder network • Existing Station Locations • Master Plan/Development Plan/Comprehensive Plan INFLUENCE ZONE • Satellite Imagery 400m –800m / 10min walk • Google Street View • Mobility Plan/Transport Plan PRIMARY STATION AREA • GIS Database for land • Field Survey 0-400 m / 5 Min walk parcels, road network and natural features 03 ANALYZE DEVELOPMENT OPPORTUNITIES To understand development context and capacity for intensification along transit corridor(s). CITIZEN’S INPUTS DEVELOPMENT LAND OWNERSHIP AND VACANT LANDS PATTERN Plot Sizes | Land Use REAL ESTATE MARKET POTENTIAL Changes | Distribution of Employment & Residential Property Values | Undeveloped Lands | FAR Uses Utilization DATA SOURCES • Real Estate Market • Stakeholder Engagement Assessment Reports • Existing/Proposed Land Uses • Land Values from Real Estate • Flood and Vulnerability Maps Developers (to avoid areas at risk) • GIS Database • Refer to AS-A03 • Field Survey 228 PD-H02 PREPARATION OF CORRIDOR TOD PLAN TOD K P 04 ASSESS INFRASTRUCTURE CARRYING CAPACITIES To understand the maximum number of people that can be supported along the corridor through optimum utilization of the available resources and keeping in view road safety considerations. POPULATION ANALYSIS PEDESTRIAN AND BICYCLE INFRASTRUCTURE + TRAFFIC Growth Trends Level of Service Benchmarks | Road inventory | Number of users UTILITIES TRANSIT Water | Waste | Energy | Drainage Service Coverage | Ridership | Estimates DATA SOURCES • Transit System Detailed Report • Traffic Impact Studies • Master Plan/Development Plan/Comprehensive Plan • Infrastructure Detailed report • Mobility Plan/Transport Plan/ Traffic studies • User count studies for peak and off-peak hours for weekend and weekdays [Refer to AS-H03 How to undertake Infrastructure Carrying Capacity Assessment and AS-H04 How to do Road Safety Assessment] 05 EVALUATE CONNECTIVITY ALTERNATIVES To provide seamless linkages and safe transfers between priority corridor(s) and the city’s other transportation network. CONNECTIONS TO LOCAL BUS CONNECTIONS TO PEDESTRIAN FEEDER ROUTES & BICYCLE NETWORK CONNECTIONS TO OTHER PREMIUM TRANSIT CORRIDORS DATA SOURCES • Bus System Detailed Report/ Paratransit studies • Mobility Plan/Transport Plan • Route Rationalization Studies • Field Surveys • Pedestrian Network Plan/ Greenway & Trail System Plans • Google Street Map • Cycling Network Plans [Refer to AS-H02 How to undertake Rapid Transit Alternative Analysis and PD-H07 How to plan Safe Access for TOD] 06 PREPARE CORRIDOR TOD STRATEGIC PLAN To create a phased implementation plan for prioritizing station areas and level of intervention needed to maximize TOD potential. NETWORK LEVEL STATION AREA PRIORITY IMPROVEMENTS TYPOLOGIES STATION AREAS STREET CATALYST TOD ZONING [Refer to PD 07 TOD HIERARCHY PROJECTS CODE Zoning Code Template] PD-H02 PREPARATION OF CORRIDOR TOD PLAN 229 TOD K P Greenfield 230 PD-H02 BRT OF Rio, Corridor, PREPARATION Brazil CORRIDOR TOD PLAN TOD K P PD-H03 HOW-TO PREPARE A STATION AREA PLAN Plans at the station-level are more detailed and design- oriented. This tool aims to assist with the implementation of specific designs and urban design guidelines, as well as streetscape and smaller scale real estate investment. Type: Step-by-Step Guide © 2021 The World Bank TOD K P Disclaimer: The Transit-Orientated Development Implementation Resources & Tools knowledge product is designed to provide a high-level framework for the implementation of TOD and offer direction to cities in addressing barriers at all stages. As the context in low and middle-income cities varies, the application of the knowledge product must be adapted to local needs and priorities, and customized on a case-by-case basis. © 2021 International Bank for Reconstruction and Development / The World Bank 01 DELINEATE AND REFINE STATION AREA BOUNDARY Station area boundaries are defined by the WALKING DISTANCE FROM distance people walk in a set duration of time. TRANSIT STATION An effective strategy will work to increase the Willingness to walk up to 10 minutes TRANSIT STATION size of station area planning boundaries for to a given station at 5km/hr, is defined transit stations by providing alternative mobility by 800m radial circle boundary centered on the station. choices. TRANSIT STATION A. Base case mobility hub boundary. NATURAL ENVIRONMENT The 800m/10 min walking circle from the transit station is used as a preliminary guide FEATURES for the mobility hub boundary. CATCHMENT AREA In this case, the rapid transit station is planned at 800 m - 2 km /feeder network intersection A. Base case ofmobility two main streets hub RAPID TRANSIT which have boundary. poten include The boundary is remapped to TRANSIT STATION STATION The 800m/10 min walking circle from the INFLUENCE ZONE natural systems, greenways, waterways, transit station is used as a preliminary guide for the mobility hub boundary. 400m –800m / 10min walk opens space and barriers, such as major In this case, the rapid transit station is planned at roadways and rail corridors. intersection of two main streets which have potent RAPID TRANSIT STATION PRIMARY STATION AREA TRANSIT STATION 0-400 m / 5 Min walk A. Base case mobility hub boundary. B. Boundary after accounting for environmental features & barriers. The 800m/10 min walking circle from the RAPID TRANSIT PED-SHED ANALYSIS transit station is used as a preliminary guide The boundary is remapped to incorporate STATION for the mobility hub boundary. natural systems, greenways, and open space, while considering the effects of In this case, the rapid transit station is planned at the barriers such as rail and hydro corridors. Ped shed short is case intersection A. Base of two for main mobility pedestrian streets hub boundary. shed. which have potential B. Boundary after accounting for environmental features & barriers.RAPID TRANSIT DATA SOURCES PedThesheds 800m/10 have irregular min walking shapes circle from the C. Boundary STATION transit station is used as a preliminary guide The boundaryafter accounting is remapped for the to incorporate because they for the cover mobility the actual distance hub boundary. legislative, policy natural systems, and planning greenways, framework. and open space, while considering the effects of • Satellite Imagery walked, not In this the case, thelinear (aerial) rapid transit distance. station is planned at the barriers such boundaries as rail andunder established corridors. hydroexisting municipal RAPID TRANSIT intersection of two main streets which have potential STATION • Google Street View avenue studies, community improvement plans, e C. Boundary after accounting for the • GIS Database for land parcels, road legislative, policy and planning framework. RAPID TRANSIT network and natural features EXISTING BUILT STATION boundaries established under existing municipal RAPID TRANSIT STATION • Master Plan (MP)/ Development Plan (DP)/ ENVIRONMENT avenue studies, community improvement plans, et Comprehensive Plan (CP) • Transportation/Mobility Plan Existing large-scale developments, RAPID TRANSIT C. Boundary after accounting for the STATION D. Boundary after accounting for existing land • Field Survey destinations and legislative, community policy features and planning framework. beyond a 10-minute walking distance. boundaries established under existing municipal community features and regional destinations are 02 avenue studies, community improvement plans, etc. attract ridership and contribute to the character of C. Boundary after accounting for the D. Boundary after accounting for existing land legislative, policy and planning framework. CREATE INVENTORY AND ANALYZE EXISTING CONDITIONS Draft boundaries established under existing municipal community features and regional destinations are CITIZEN’S INPUT avenue studies, community improvement plans, etc. attract ridership and contribute to the character o DATA SOURCES Draft ACCESSIBILITY INFRASTRUCTURE DEVELOPMENT Position within Public Physical: Drainage | Land Attributes: Existing & • Development and real Transport Network | Road Sewer | Water | Waste | Proposed (Use + Ownership Telecommunication estate market trends from inventory | Pedestrian & + Plot Sizes) Cycle Network | Street Grid | stakeholder workshop/ Social: Parks | Public Development: Population focus group discussion Intersections and mid-block Amenities | Street Vendors Densities + FAR utilization + crossings | Road Safety | Community • MP/DP/CP Activity centers Continuity of Road Network | Centers • Transportation/Mobility Job Densities Traffic Volume Count Environmental Features: Plan Multi-modal Integration: Natural Drainage | Topography • Infrastructure Plans Station Entry | Parking Heritage: Tangible (Built) | • Field Survey Management | Bus Stops Intangible (Culture/Arts) 232 PD-H03 PREPARATION OF STATION AREA PLAN TOD K P TOD K P 03 CONDUCT SWOT ANALYSIS STRENGTHS are favorable conditions to be built upon. WEAKNESSES are CITIZEN’S INPUT unfavorable conditions to be considered. OPPORTUNITIES are potential improvements and favorable conditions that will help achieve project goals. THREATS are the potential barriers to the realization of project goals. Categorize SWOT based on: • Urban Design & Placemaking • Pedestrian and Cycle Mobility • Land Use Attributes • Safe design elements • Crash data and blackspot • Parking Management identification • Context: Development/ • Access to Transit Redevelopment/Greenfield 04 DEVELOP STATION AREA PROGRAMMING ALTERNATIVES Programming alternatives may include scenarios on how the TOD station area may evolve over time: • Accessibility Scenarios that include road safety measures • Housing Development Scenario • Employment Development Scenario 05 PREPARE STATION AREA CONCEPT PLAN COMPONENTS OF A STATION AREA PLAN • Spatial Layout Plan illustrating connectivity, land use mix, and building densities WELL DESIGNED TRANSIT PLAZA COMPACT APPLICABLE TOD PRINCIPLES • Circulation & Multi-modal Integration Plan TRANSIT SYSTEM DEVELOPMENT • Area-wide Parking Plan • Physical Infrastructure Plan MULTI-MODAL WALKABILITY MIX OF USES • Landscape and Open Space Plan INTEGRATION • Architectural and Urban Design Guidelines • Real Estate Market Potential Strategy • Catalyst Redevelopment Projects COMPLETE PUBLIC REALM HOUSING STREETS DIVERSITY • Capital Improvements Program • Phasing Strategy TRAFFIC URBAN PARKS & INFORMAL SECTOR • Branding and Communication Strategy MANAGEMENT OPEN SPACES INTEGRATION PD-H03 PREPARATION OF STATION AREA PLAN 233 TOD K P 234 Curitiba, Brazil PD-H03 PREPARATION OF STATION AREA PLAN TOD K P PD-H04 HOW-TO PREPARE A SITE LEVEL TOD PLAN A step-by-step process guided by a series of task- based actions that will assist cities to plan and implement TOD at the site level Type: Step-by-Step Guide © 2021 The World Bank TOD K P Disclaimer: The Transit-Orientated Development Implementation Resources & Tools knowledge product is designed to provide a high-level framework for the implementation of TOD and offer direction to cities in addressing barriers at all stages. As the context in low and middle-income cities varies, the application of the knowledge product must be adapted to local needs and priorities, and customized on a case-by-case basis. © 2021 International Bank for Reconstruction and Development / The World Bank 01 IDENTIFY SITE CONTEXT To understand the development opportunities and constraints. ASSESS THE SITE CONTEXT BASED ON • Location • Connectivity • Surrounding Development 02 REVIEW OF PLANNING DOCUMENTS To apply development norms within the DATA SOURCES transit influence zone. • Land Use as per Master Plan/Development Plan/ Comprehensive plan/Overlays if applicable • Building Regulations • Road safety policies and street design guidelines • Other relevant Policies and Codes 03 CONDUCT EXISTING CONDITIONS BASELINE ASSESSMENT To gain an understanding of the existing or desired level of activity to develop TOD projects. Elements include: STATION AREA CHARACTER DEVELOPMENT ACCESSIBILITY Site History | Population | City-wide Existing/Proposed Land Use | Surrounding Pedestrian and Bicycle Network and Context Buildings | Land Ownership safety | Safe access to mass transit | Feeder Transport network| First and last mile connectivity AREA AREA FS FS EXISTING INFRASTRUCTURE URBAN DESIGN PARKING Roadways | Utilities | Safety Street Grid and inventory | Setbacks | On-Street | Off-Street | Legal and Illegal assessment for all road users | Public Heights | Building Forms | Open Spaces Spaces | Park and Ride | Cycle parking | Facilities IPT parking 236 PD-H04 PREPARATION OF SITE LEVEL PLAN TOD K P TOD K P 04 CONDUCT AN OPPORTUNITIES AND CONSTRAINTS ANALYSIS To gauge the level of interventions needed to make COMPONENTS TO BE EVALUATED the site TOD compatible. • Real Estate Potential • Mobility & Circulation • Road Safety • Mix of Land Uses • Urban Design 05 PREPARE SITE DEVELOPMENT PROGRAM ALTERNATIVES To determine the highest and best use for EXAMPLE EXAMPLE the site and select a preferred alternative. Improving Connectivity Enabling Road Safety EXAMPLE EXAMPLE Optimizing mix of uses Creating Destination 06 DEVELOP CONCEPTUAL SITE MASTER PLAN AND URBAN DESIGN SCHEME To translate the site development program into a physical layout plan with supporting street design and built form. COMPONENTS OF A SITE LEVEL PLAN WELL DESIGNED TRANSIT PLAZA COMPACT APPLICABLE TOD PRINCIPLES TRANSIT SYSTEM DEVELOPMENT • Physical Site Plan • Building Architecture • Circulation Plan including road safety MULTI-MODAL WALKABILITY MIX OF USES measures INTEGRATION • Parking Plan • Landscape Plan COMPLETE PUBLIC REALM HOUSING • Site Infrastructure Plan STREETS DIVERSITY • Phasing Strategy TRAFFIC URBAN PARKS & INFORMAL SECTOR MANAGEMENT OPEN SPACES INTEGRATION 07 FINANCIAL AND IMPLEMENTATION STRATEGY COMPONENTS: • Project costs and revenues • Phasing Plan • Institutional Framework PD-H04 PREPARATION OF SITE LEVEL PLAN 237 TOD K P 238 Muscat, Oman PD-H04 PREPARATION OF SITE LEVEL PLAN TOD K P PD-H05 HOW TO DEVELOP A TOD SUPPORTIVE ZONING FRAMEWORK Guideline for the government to prepare/revise TOD supportive zoning ordinances, including revisions for pedestrian activities, urban design and parking restrictions. Type: Step-by-Step Guide © 2021 The World Bank TOD K P Disclaimer: The Transit-Orientated Development Implementation Resources & Tools knowledge product is designed to provide a high-level framework for the implementation of TOD and offer direction to cities in addressing barriers at all stages. As the context in low and middle-income cities varies, the application of the knowledge product must be adapted to local needs and priorities, and customized on a case-by-case basis. © 2021 International Bank for Reconstruction and Development / The World Bank 01 • REVIEW & ASSESS EXISTING REGULATIONS Identify existing regulations that do not work, are obsolete, are not DATA SOURCES developer friendly and/or are being constantly superseded during • Land Use as per Master site plan approval stage. Plan/Development Plan/ Comprehensive plan/ • Identify local and national mandates or policies for ensuring safe Overlays if applicable roads for all users. • Building Regulations • Street Design Guidelines • Evaluate whether existing FARs are being utilized–this also provides • Relevant Policies and Codes an indication of market demand and absorption potential. • Assess if the regulations include urban design, pedestrian and cyclist access, and general road safety design guidelines. 02 ENGAGE DEVELOPERS IN MODIFYING DEVELOPMENT NORMS Organize a workshop with multiple developers to identify: o Shortcomings of existing regulations o Which regulation’s work and what needs to change o Which regulation’s need to be included 03 ASSESS & DOCUMENT EXISTING GROUND CONDITIONS Based on the various scales of intended interventions, to gain an understanding of the existing or desired nature of development, parameters to be studied shall include: STATION AREA CHARACTER DEVELOPMENT ACCESSIBILITY Site History | Population | City-wide Existing/Proposed Land Use | Surrounding Pedestrian and Bicycle Network and Context Buildings | Land Ownership | Incentives for safety | Safe access to mass transit | financial tools for builders to enable road Feeder Transport network| First and last safety | Speed zones mile connectivity EXISTING INFRASTRUCTURE URBAN DESIGN PARKING Roadways | Utilities | Safety Street Grid and inventory | Setbacks | On-Street | Off-Street | Legal and Illegal assessment for all road users | Public Heights | Building Forms | Open Spaces Spaces | Park and Ride | Cycle parking | Facilities | Traffic calming and safety elements IPT parking | Parking Tariffs 240 PD-H05 SUPPORTING ZONING FRAMEWORK TOD K P TOD K P 04 ESTABLISH TOD ZONING VARIATIONS TOD Zones Built Form Transport Special Area Miscellaneous • Core Area • Building Use • Road Width • TOD Typologies • Topography • Primary Zone • Plot Size • Travel Lanes • Heritage Area • Natural Features • Influence Zone • Building Height • Road Types • Tax districts for • Physical Barriers • FAR and TDR • Speed zones financing TOD • Physical Barriers • Incentives enabling • Travel restrictions and road safety • Infrastructure and road safety and closures, for improvements green cover. walking and cycling • Others zones 05 UPDATE/AMEND CITY DEVELOPMENT REGULATIONS/ORDINANCE (DCRS) Setbacks Block Width Complete Streets Standard Replace existing regulations where Pedestrian & Bicycle Standards possible or create new transit supportive regulations related to (at minimum): Suggested Land Use Mix PD-R02 TOD ZONING CODE TEMPL ATE Density Matrix Street Frontage Parking To establish statutory relevance, one of the following options could be utilized: OPTION 01: OPTION 02: OPTION 03: Include a TOD chapter in Create a TOD policy as a special Establish a TOD overlay district Master Plan/Development Plan/ law that supersedes the existing as a special area in existing Comprehensive Plan as an regulations development regulations amendment 06 • INITIATE DEVELOPMENT REVIEW PROCESS Incorporate updated regulations in draft form to: o Existing Master Plan o Master Plan Update (if underway) • Follow the city’s existing protocol for the development review process, including: o Public consultations o Presentations to stakeholder, o Objections & suggestions phase to seek inputs from the community 07 NOTIFY TOD ZONING AMENDMENTS Follow the city’s existing protocol for amendments to regulations notification PD-H05 SUPPORTING ZONING FRAMEWORK 241 TOD K P 242 Bogota, Colombia PD-H05 SUPPORTING ZONING FRAMEWORK TOD K P PD-H06 LAND AMALGAMATION FRAMEWORK A step-by-step planning process to guide the restructuring of land for large-scale TOD interventions Type: Step-by-Step Guide © 2021 The World Bank TOD K P ABOUT THE PLAN+DESIGN TOOL PURPOSE CONTEXT Land amalgamation is required for the purpose The land amalgamation process can be carried out of assembling land for urban expansion, infill in three different contexts, namely greenfield, infill, or development, or redevelopment. In this process, redevelopment projects. the original landowners or occupants voluntarily contribute a certain percentage of their land to the FOR GREENFIELD PROJECTS government or other project initiators and, in return, Land amalgamation in greenfield projects can receive compensation in the form of money, serviced be undertaken in areas where there is land land, or any other form of incentive. available. These can be farmlands, unused land in the outskirts, etc. FOR URBAN INFILL PROJECTS Underutilized and vacant lands have huge potential for urban infill near TOD areas. These lands should be amalgamated to be developed as high-density and serviced area. FOR REDEVELOPMENT PROJECTS Redevelopment projects can be undertaken by amalgamating lands that have blighted, unused structures, or in decayed inner city areas. 244 PD-H07 LAND AMALGAMATION FRAMEWORK TOD K P Disclaimer: The Transit-Orientated Development Implementation Resources & Tools knowledge product is designed to provide a high-level framework for the implementation of TOD and offer direction to cities in addressing barriers at all stages. As the context in low and middle-income cities varies, the application of the knowledge product must be adapted to local needs and priorities, and customized on a case-by-case basis. © 2021 International Bank for Reconstruction and Development / The World Bank 01 1 PREPARATION OF LAND DEFINE TOD AREA CITIZEN’S INPUT Define the TOD station area within 5-10 minutes walking distance of the transit station. 2 IDENTIFY PROPERTIES FOR LAND AMALGAMATION Identify properties that can be incorporated for an Amalgamation Plan. GREENFIELD URBAN INFILL REDEVELOPMENT • Exclude natural • Exclude natural • Exclude natural features features features • Rationalize • Include • Include blighted boundaries based underutilized, and unused on physical vacant and structures barriers, such as government-owned • Include decayed bridges, flyovers, lands inner-city areas etc., that act as a barrier 3 REFINE LAND AMALGAMATION BOUNDARY Refine the final project area boundary The following instruments can be based on the following parameters: followed to assemble land that is • Clarity on ownership of land more viable for development: • Whether the land falls under “No • LAND SWAPPING Development Zone” as specified • LAND SHARING by the State/Region/Nation • LAND ACQUISITION • LAND READJUSTMENT • Owner’s consensus • TRANSFER OF • Check with Zonal Regulations DEVELOPMENT RIGHTS PD-H07 LAND AMALGAMATION FRAMEWORK 245 TOD K P 02 PREPARING A LAND ASSEMBLY PLAN CITIZEN’S INPUT Create a Land Assembly Plan within the amalgamated area through a layered consideration of all the TOD requirements. The TOD requirements to be considered are listed below. 1 TRANSIT STATION 2 STREET GRIDS 3 TRANSIT PLAZA AND URBAN PLACES 4 HIGH TO LOW DENSITIES 5 AMENITIES AND 6 RETAIL AND COMMERCIAL INFRASTRUCTURE 7 INTERMODAL CONNECTIONS 8 PARKING 9 BUILT FORM 246 PD-H07 LAND AMALGAMATION FRAMEWORK TOD K P 03 IDENTIFY DELIVERY MODE Identify the appropriate delivery mode for implementing the project. A combination of public and private modes of delivery may also be considered for separate components of the project. PUBLIC PRIVATE For delivering the project through a public mode, the For delivering the project through a private mode, following steps will be considered: the following shall be considered: • Phased costing needs for the development • Structuring of PPP/other partnerships • Identification of sources for financing the • If the project is undertaken by a private party project, including public funding for public or a community organization, then regulations works improvements, public housing and capital must be prepared to ensure TOD-compliant markets for financing development work development • Cost estimation of public works necessary for the development 04 PREPARE PROJECT DELIVERY PLAN CITIZEN’S INPUT Prepare a Project Delivery Plan, including a phased implementation plan and supporting institutional and regulatory formations, as required. 1 PHASING AND IMPLEMENTATION It shall consist of different stages, such as a pre-planning stage, planning and design stage, implementation stage, and monitoring and evaluation stage. These stages may be modified as per different project requirements. [Refer to IM-H02 How to Develop TOD Phasing Strategy] 2 NOTIFY REGULATIONS To allow development in accordance with the regulations, they must be notified. The TOD principles that must be incorporated in regulations include: APPLICABLE TOD PRINCIPLES WELL DESIGNED COMPLETE STREETS TRANSIT PLAZA WALKABILITY COMPACT MIX OF USES TRANSIT SYSTEM DEVELOPMENT MULTI-MODAL TRAFFIC MANAGEMENT PUBLIC REALM URBAN PARKS & OPEN HOUSING DIVERSITY INFORMAL SECTOR INTEGRATION SPACES INTEGRATION 3 CREATE AN INSTITUTIONAL AUTHORITY OR BODY FOR IMPLEMENTATION Based on the delivery mode selected, a specific implementation body must be formed with sufficient accountability mechanisms to ensure equitable development and minimal displacement of original residents. PD-H07 LAND AMALGAMATION FRAMEWORK 247 Pune, India TOD K P PD-H07 HOW TO PLAN SAFE ACCESS FOR TOD Guideline for the government to prepare/revise TOD supportive zoning ordinances, including revisions for pedestrian activities, urban design and parking restrictions. Type: Reference Guide © 2021 The World Bank TOD K P Disclaimer: The Transit-orientated Development Implementation Resources & Tools knowledge product is designed to provide a high-level framework for the implementation of TOD and offer direction to cities in addressing barriers at all stages. As the context in low and middle-income cities varies, the application of the knowledge product must be adapted to local needs and priorities, and customized on a case-by-case basis. © 2021 International Bank for Reconstruction and Development / The World Bank INTRODUCTION An easily understood notion of TOD planning relates to the intensification of development around the transit station. This is achieved through two strategies; increasing built-up density and diversifying permissible land-uses. With such dense urban environments, the number of users in the public realm also increases significantly, posing safety concerns for all users. This also requires the provision of networks safe access to transit stations and efficient connections between these developments and transit stations – which is often neglected. If these networks are not adequately provided, then it discourages the use of transit to access these developments, resulting in a much lower transit patronage than should be expected. In order to achieve safe networks within a TOD area, the “Sustainable Safety” principles of functionality, homogeneity and predictability will need to be looked more comprehensively for planning and designing of roads, so that they align with the TOD principles and can be integrated with the local context, to develop implementable on-ground design strategies. These three Sustainable Safety principles tailored for TOD requirements have been briefly explained below: 1. Functionality of roads in TOD area: While assessing road safety it is critical to understand the mixed function of the road network – whether it is an arterial road that includes a mix of transit or a connector that caters to traffic accessing the developments in the TOD or feeders that focus on accessing the transit stations as well as distributing traffic within the station area. The planning and design considerations are therefore made keeping in mind the mixed function in the street. The functions of the road in a TOD are also related to the mix of land use along it and may vary through the time of the day impacting the volume of users on it. 2. Homogeneity of road design in TOD area: Homogeneity of road design refers to the prevention of large differences in speed, mass and direction. The road network in a TOD area caters to all kinds of speeds and volume of vehicles within its ROW – slow moving pedestrians and persons with needs, cyclists, faster moving cars and other motor vehicles, feeder services such as IPT and public buses, and high speed mass transit vehicles such as BRT or metro rails. It is crucial to ascertain the capacity of these network based on the function they serve and segregate the users and different modes by using protective measures or adequate buffers between the modes to ensure maximum safety. It is supported by orienting streets towards the station, determining directionality of these streets to enable ease of traffic flow within the station areas, and maintaining speeds based on the immediate context – nature of land use and function of the streets. These principles are detailed out on PD-H07 subsection Capacity, Orientation and Safety; as well as in safety design guidelines provided in PD-R02. 3. Predictability of road network in TOD area: This refers to the usability of the road space – “are the road users familiar with the behavior demanded by different road types, and what they may expect from them and others”. The design of road infrastructure and amenities are such that the users can recognize the type of road and are aware of its function. Within a TOD, higher mix of users, reinforces the need for predictability to achieve safety. Prioritization of road users, distribution of lanes within a ROW, stops and utilities, markings on the roads, signage, visibility, movement lines at intersections (especially for pedestrians, cyclists and other vulnerable users) gets highlighted. 250 PD-H07 SAFE ACCESS FOR TOD TOD K P 5 PRINCIPLES OF TOD ZONE NETWORK PLANNING The most critical aspect for the creation of a strong interlinkage between the transit station and the developments within station area is network planning. In our assessment, there are five key principles of network planning for TOD zones, which are presented below. COVERAGE CONTINUITY ORIENTATION CAPACITY SAFETY The network should There should not be The network should be The capacity of the Achieving a high have an extensive missing links (gaps) in oriented towards the network should be standard of safety reach, such that every the network. transit station, providing adequate to meet the should be the guiding property within the TOD as direct connectivity high volumes of transit principle behind each zone is connected to as possible. commuters, particularly and every decision the network. along the trunk routes on network planning; leading to the station. especially for the safety of vulnerable road users. “Coverage” helps define the extent of street network and accessibility for different road users and hence provide for suitable solutions to ensure safe access. “Continuity” refers to the connectivity within the network and its density, ensures equitable access to the transit without congesting any area, and channelize traffic flow within the TOD zone. “Orientation” is facilitating the directed movement to and from transit stations and hence help in placing required infrastructure for safe movement. “Capacity” refers to the spatial quality of the network for all road users to ensure adequate space within the ROW based on the volumes of each type of user the network is catering to. Lastly “Safety” refers to creation of safer and segregated infrastructure within the network to avoid any type of crash or ensuring lower speed allowing the safe sharing of infrastructure. These as principles of network planning, help in creating framework for implementing physical safety measures. For example, sidewalks are designed to function separate from vehicular travel lanes and cycle infrastructure. They are designed as per best practices and recommended design guidelines to accommodate the anticipated number of pedestrians using the segment of the network depending on how it connects to the transit station and any other node within the station area. However, these attributes will become redundant if the sidewalks are not part of a network that is not continuous and connect different nodes within the TOD area including the transit station. These 5 Principles of Station area Network Planning for a TOD are thus derived from the three key road safety principles. The following sections cover these five principles in more detail, which includes guidelines and strategies on how to implement them. Refer PD-R02 TOD Planning Principles for detailed guidelines for designing safe infrastructure based on road safety and network planning principles. PD-H07 SAFE ACCESS FOR TOD 251 TOD K P PRINCIPLE 1: Coverage The principle of Coverage, with respect to station area network DEFINING THE NETWORK REALMS planning, means that every property within the defined influence • A station area in the denser parts of the city, where transit area, must connect to a network leading to the station. network coverage is high, will normally only have two realms • It is neither practical nor desirable, for the coverage of every for the planning of access namely network to be as extensive as another. The importance of • The walking realm and direct access of a network will depend upon the property’s • The area outside the walking realm. location with relation to the station. • The walking realm is normally considered as what an • Thus, an important step in planning the coverage of feeder average commuter can walk in 5-10 minutes, which is about networks is to first define the realms of each network within 400 to 800m. the TOD zone. • In low-density, suburban areas, a higher walking reach of 10 - 15 minutes (800m - 1.2km) may be considered. SAFETY IMPLICATIONS The following diagram depicts the realms of a typical station area in a medium to high density urban area. If access networks do not have adequate coverage, then safety in the station area is adversely impacted. Lack of connectivity reduces the mode choices available to the commuter, which increases their dependence on personal motor-vehicles, thereby increasing traffic volume. There is clear evidence to show a strong correlation between traffic volume and road crash Walking realm Cycling/ Feeder transit/ Paratransit realm Trunk walking routes Trunk feeder routes Transit line The dif ferent realms for planning of station area 252 PD-H07 SAFE ACCESS FOR TOD TOD K P • The boundary of the walking realm will not follow a straight ESTABLISHING PRIORITY IN NETWORK PLANNING line radius around the station, but will take an irregular 1. Walking: shape determined by local land-use and street networks. Walking is the most pertinent mode for first and last mile Typically, the higher the density of the street network, (and connectivity in almost any given circumstance. There is smaller the block sizes), the larger is the walking realm. likely to be a high volume of walking commuters within the • The realms for cycling is much higher, typically to the order walking realm, and hence it is important that the network of 3 - 5 times the size of the walking realm; based on an meets a high level of capacity and mobility. Outside the average cycling speed of 18 to 25km/h, and an average walking realm, walking infrastructure can be of lower willingness to cycle time of 10 - 15 minutes. capacity and mobility. However, it is still essential to have network coverage in this zone as well, because walking is • Similarly, depending on context, the feeder service or likely to be used in combination with other feeder modes to paratransit realms are likely to reach up to 3 - 5km from the access the station. transit station, which typically extend up to and beyond the TOD zone boundary. 2. Cycling and Feeder Transit Services: Next in priority are the cycling and feeder transit services, • A key component for the planning of these realms is the (if applicable). As discussed earlier, the realms of the two delineation of trunk routes leading to the station. It is not will likely be the same in high density, urban areas, and both possible for every property to have direct connectivity to services can offer strong connectivity to the main transit the station across all realms. The more practical solution is line, depending on the context. The need for segregated to connect properties to a few trunk routes leading to the infrastructure would be established based on volumes and station. This creates a strong an extensive network that differential speed. However, the shared network lines need offers multiple choices to the commuter. Such networks to be planned and designed in a manner that offers a high follow what is described as the hub-and-spoke model. The level of safety and mobility for these modes. station is the center and trunk routes radiate outward from it. Further along, lesser capacity routes branch out of the 3. Para-transit and shared vehicles: trunk routes, forming a cohesive network. In some cases, para-transit modes, (taxis, rickshaws, etc.), may serve as feeder services to the transit station. This • It is not practical to provide distinct networks for each becomes more relevant in suburban areas, where some feeder mode. The key principle to follow here is priority in properties may not be within walking distance of the station network planning. This refers to a hierarchy of priority when or a feeder transit service. Recent innovations in mobility planning for the mobility needs of different modes. have also introduced the use of shared vehicles, (that can be self-driven) performing the function of first and last mile • Walking should sit on the top of this priority list, with access connectivity. In most cases, paratransit vehicles will share by personal motor-vehicles being the least priority. This the same street networks of general vehicles. However, is not a unique idea to TOD zone planning, but is rather a in the vicinity of the station, they may require special general guiding principle for creating sustainable, people- infrastructure to allow for safe and convenient transfer to friendly cities. However, these guidelines become more and from transit. In general, paratransit services should be relevant from the perspective of TOD, given the focus of next in line of priority in the station area network planning. prioritizing commute by transit. 4. Personal motor-vehicles: In some contexts, personal motor-vehicles may serve to provide first mile connectivity to transit. This may be relevant in low-density, suburban areas, that do not have access to other feeder modes. This entails the provision of adequate, long-term parking infrastructure in the vicinity of the station, which is only going to be viable in low-density areas. In most cases, personal motor vehicles should have the least priority in station area network planning. PD-H07 SAFE ACCESS FOR TOD 253 TOD K P Adaptation of hierarchy of priority for mobility planning, prominent in many global cities at the forefront of sustainability. This hierarchy of priorities is all the more relevant for station areas, given the focus of moving people away from personal vehicles and onto transit. 254 PD-H07 SAFE ACCESS FOR TOD TOD K P PRINCIPLE 2: Continuity Network continuity within the context of the station area, means • Some opportunities that should be assessed are: that every property should be seamlessly connected to every other property, and to the transit station. This means that there • Are there any vacant/ open plots in the vicinity? should not be any gaps or missing links in the network, where a • Is there city-owned land, which may be easier to commuter is forced to use other components of the general road modify? network that may not be designed for this mode. • Are there parks or gardens nearby that can be utilized • If access networks to the station are not continuous, then to create walking or cycling paths? it forces the commuter to use other elements of the road • Are there gaps between building footprints that may be infrastructure that do not meet its safety requirements. acquired to create a link in the network? • The critical importance of network continuity is often • The next, more complex step is to develop institutional neglected in cities in developing countries, where strategies that would allow for this to happen. infrastructure provision is scattered and disjointed, making it near impossible to complete a trip entirely along the Refer PD-R02 for more details on developing off-road connectors network. • When implementing a station area plan, an integral step is to implement measures to augment and complete the feeder USING DEVELOPMENT INCENTIVES TO AUGMENT networks. In built-up, dense urban areas, it is generally THE NETWORK difficult to build new infrastructure to complete the network, other more practical strategies are incorporated to achieve a The implementation of a TOD strategy is a golden opportunity satisfactory result. for urban transformation within the TOD influence area. An integral component of a TOD policy is to intensify development around transit, by creating development incentives. A key 4 MEASURES TO BRIDGE NETWORK GAPS strategy in this regard grants landowners two boons - additional 1. Developing off-road connectors Floor Space Index (FSI) and permission to transform land-use to 2. Using development incentives to augment the network more lucrative uses, such as commercial development. Property 3. Developing grade-separated infrastructure owners stand to make tremendous financial gains from this 4. Designing for shared infrastructure transformation. In order to ensure that the objectives of social infrastructure DEVELOPING OFF-ROAD CONNECTORS within the station area are also met, the city should link these • When planning the feeder network, an initial step is to incentives to different terms and conditions. develop a comprehensive map of the station area. This map will have important layers, such as the street network, land- Terms and conditions for bridging network gaps: use, property ownership and building footprint. • Break up large land parcels: The city can include a • This map can then be analyzed to identify missing links, condition in the TOD policy or the applicable zoning which is then juxtaposed against adjacent land-use and regulations, that requires plot holdings beyond a given size property development, in order to identify opportunities to to be divided, with a public right-of-way created in between. create off-road connections. Such a spatial study will help • Implement and incentivize easement rights: Easement to identify, at least, the physical possibilities for completing refers to the right to enter and cross another person’s the network. private property in order to access a public right-of-way. PD-H07 SAFE ACCESS FOR TOD 255 TOD K P Such a strategy may be implemented for large land parcels • Where provided, it is advantageous to directly link with the and can be linked to additional FSI in built-up urban areas. transit station, especially if the station infrastructure is at the Such easement rights can be restricted to non- motorized same grade. This eliminates the need of changing grades, transport only, which also stand to benefit the property in at-least, at one end of a transit-access trip. question if it is a retail-commercial establishment. Refer PD-R02 for more details on developing grade-separated • Utilize building setbacks: Amalgamate building setbacks connectors between adjacent buildings to create new rights-of-way. These links should be restricted to pedestrian and cycling movement ideally, because building setbacks are not likely DESIGNING FOR SHARED INFRASTRUCTURE to be wide enough to accommodate motor-vehicle traffic. • In most built-up urban environments, it is not going to be practical to develop distinct networks for all feeder modes. • Incentivize landowners to build missing networks: The City develops a network plan that includes the use of • There will be instances where modes will just have to share private land. It then works with different landowners to build infrastructure along certain sections of the network. the various sections of the network, ensuring seamless connectivity between the different sections. Landowners • If designed appropriately, this can still ensure a high level of may be incentivized to build these missing sections, as safety and mobility for all road users. a partnership model with the City. This will help provide • The key guiding principle to follow here is, “when direct, safe and convenient access to the transit station thus infrastructure is meant to be shared, design it to meet increasing the footfall of potential customers and improving the mobility needs of the most vulnerable road user ”. For the commercial viability of their property. The City benefits instance, if the carriageway must be shared between motor- with sharing of initial capital expenditure, and subsequent vehicles and cyclists, then the design speed should be one maintenance of the infrastructure - typically managed by the that is safe for cyclists. private landowner. The measures to plan for a shared street are discussed in further Refer Finance knowledge Product FI-R01 for more zoning incentives detail under the fifth Principle of Safety. and other incentives that would facilitate road safety inclusion during TOD implementation. Further, the design guides for shared streets are covered in PD-R02 DEVELOPING GRADE-SEPARATED INFRASTRUCTURE • In some extreme cases, one may consider the use of grade- separated infrastructure, either elevated or underground, to overcome a missing link in the network. • Such measures must only be used as a last resort, when all other at-grade measures have been exhausted; because of its high capital cost, difficulty in access for mobility-impaired users, negative impact on the built-environment, and high propensity for decay due to disuse. • Grade-separated infrastructure forces the commuter to climb up and down. • Grade-separated infrastructure must generally be considered to augment the network and should not be used in lieu of at-grade facilities. 256 PD-H07 SAFE ACCESS FOR TOD TOD K P PRINCIPLE 3: Orientation This principle places the station as the anchor point of the DETERMINING THE MAIN NODES network. The key component to ensure a network is well- A key aspect of network planning in built-up areas is to first oriented towards the station is to identify and develop trunk identify the main nodes in the station area, besides the station. routes. This means the planning of networks that connect properties to the transit station as directly as possible. • These nodes are any location that are likely to have a high footfall, such as an office complex, a major retail street, a A built-up urban environment rarely offers such a clean slate hospital, an educational building, etc. They may either be to plan the feeder network. Here, one has to work within the single points or stretches of corridor, (as in the case of a limitations of the existing built environment as well as the shopping street). available right-of-way. • Once these locations have been identified on a map, the next step is to overlay them on the road network of the station area. The objective is to determine how these nodes align with each other and transit station, and how to connect them with the least number of routes in the shortest possible distances. • One may begin by drawing straight lines between these nodes and the transit station. If two or more lines are near one another, then consider the possibility of a single connector to these nodes. • The next step is to trace a path along the existing right- of way, that approximates as closely as possible to the straight-line connector to the station. ASSESSING STRATEGIES TO MINIMIZE DEVIATIONS TOD station area • Once an approximate path for a trunk route is determined, Trunk routes the next step is to analyze it to reduce any deviations in this Branch connectors route using the measures discussed earlier in Principle 2: Transit line Continuity. Oriented the feeder network in a greenfield station area • The measures under “Continuity” will have to be assessed together and analyzed for their relative cost versus benefit. • This is likely to be an iterative process, where all options are 3 ASPECTS TO DETERMINING THE ALIGNMENT OF assessed, in order to determine the optimal solution. TRUNK ROUTES 1. Determine the main nodes • It is also likely that different measures will be viable for 2. Assess strategies to minimize deviations different sections of the route, and the final solution is likely 3. Assess favorability of local conditions to be a combination of one or more strategy. PD-H07 SAFE ACCESS FOR TOD 257 TOD K P ASSESSING FAVORABILITY OF LOCAL CONDITIONS • Network alignment not only includes creating a continuous linkage to the station but also must take into consideration local conditions, such as adjacent land-use, infrastructure capacity, etc. • It is important to determine if the adjacent land-use supports the selection of this trunk route alignment, keeping in mind that this will entail higher traffic volume and/or pedestrian footfall. • Furthermore, one has to determine if the infrastructure capacity along each section of the alignment is adequate to meet its requirement as a trunk route. There are multiple strategies that must be first assessed to augment the capacity, before a decision is made. These strategies are described in more detail under the next section, Principle 4: Capacity. • The final feeder network plan for built-up station areas may have some imperfections but will be the best plan for the given conditions. TOD zone Important nodes Trunk routes Off-road connector Branch connectors Transit line Feeder network planning in a built-up environment. Here, the existing streets were not oriented towards the station to begin with as they primarily ran parallel to the transit corridor. Hence it is not possible to completely orient the feeder networks to the station. However, it is still possible to identify close to direct lines between the main nodes and the station, and adopt different strategies to minimize the deviations (Principle 2) and increase capacity (Principle 4). 258 PD-H07 SAFE ACCESS FOR TOD TOD K P PRINCIPLE 4: Capacity Capacity deliberations are most pertinent in the planning • Generally, national street design codes are inadequate of the trunk routes along the network. A TOD involves for station areas, in their prescriptions on minimums for creating concentrated nodes of moderate-to-high density pedestrian infrastructure. developments supporting a balanced mix of diverse land uses • Along major trunk routes in a station area, a minimum which are located within 5-10 minutes of walking distance or footpath width of 5 meters may be warranted. To determine 800m-1km from mass rapid transit stations. This integration what’s appropriate, it is important to carry out pedestrian of transportation network and land use around a station area, volume by capacity studies for the walking network,and with elements such as market demands, environmental systems reallocate road space to accommodate wider footpaths that etc, allows for placement of employment, entertainment, leisure can meet the desired Level of Service for pedestrians. and residential uses near each other around the rapid transit stations. This allows for reduced trip lengths and number of trips • For the cycling network, it is recommended that segregated and prioritizes public transit use and reduces dependency on cycle paths be provided on all trunk routes leading to the private motor vehicles. station, especially when the road way is shared with high- speed or high volume vehicular traffic. This may not always A dense development implies higher number of users within the be feasible, given local constraints; but this must be the area, concentrating around the station, and getting distributed starting guiding position for cycle network planning. outwards towards the ‘nodes’ through the road network. However, this also poses safety issues, as different road users • It may not be feasible to adopt dedicated transit lanes for are interacting within the same space, raising issues of capacity. feeder transit services. However, it would be advisable to Measures to augment network capacity have to start with land restrict other ancillary road uses on these corridors to allow use planning and transit service planning, which is supported by for the safe and smooth movement of transit vehicles. For the following augmentation methods. instance, on-street parking could be restricted along these routes, and additional curb space provided at all bus-stops to accommodate waiting commuters. MEASURES TO AUGMENT NETWORK CAPACITY 1. Reallocate road space 2. Incorporate building setbacks 3. Eliminate on-street parking & streamline other road uses 4. Create one-way street networks 5. Reduce interruptions in flow 6. Provide more entry & exits at the station REALLOCATING ROAD SPACE • The most important tool to ensure adequate capacity is to reorganize the use of road space in the station areas. • Road space is a critical and finite commodity, especially in The inadequate walking infrastructure, right outside a transit station in built-up urban areas. The judicious allocation of this space Mumbai, India, cannot accommodate the large volume of pedestrians commuters. This forces pedestrians onto the carriageway, resulting in a very plays an important role in determining the quality and safety unsafe traffic situation. of mobility in the station areas. (Source: © WRI India) PD-H07 SAFE ACCESS FOR TOD 259 TOD K P • Para-transit vehicles benefit from dedicated spaces for REDUCING ON-STREET PARKING AND picking up passengers. However, unlike transit services, STREAMLINING OTHER ROAD USES para-transit services are not restricted to fixed routes. Hence the locations of these pick-up spaces should be • An effective way to free-up road space is to reduce the determined by high demand land-uses, such as retail, provision of on-street parking, especially along the trunk office, institutional developments, etc. feeder routes leading to the station. This additional space can then be allocated to footpaths, cycle lanes or feeder- • For integrating building setbacks into pedestrian bus lanes. networks, a TOD policy can be introduced to allow for the transformation of the ground-floor of a residential property • Within a TOD, due to the transit services there is a lesser for commercial uses along major trunk routes. dependence on private vehicles. Limitations on parking will encourage more commuters to use transit. • The city can link the permissions to develop ground-floor retail activities to the condition that the road-abutting • It may also be possible to better utilize road space by compound wall is removed, and the setback is maintained streamlining other road elements, such as utility boxes, bus- as an extension of the public footpath. The ownership of stops, street-vending areas, taxi stands, freight loading/ this space can remain with the property owner, but its built unloading areas, etc. conditions and usage will be guided by the city TOD policy. CREATING ONE-WAY STREET NETWORKS Refer to FI-R01 Development Incentives for more zoning incentives • If there is a good network of parallel streets, and relatively and other incentives that would facilitate road safety inclusion during TOD small block sizes in the vicinity of stations, a network of implementation. one-way streets, alternatively running in opposite directions may be created. INCORPORATING BUILDING SETBACKS Earlier in Principle 2: Continuity, “use of development incentives • Typically, one-way streets require less carriageway than to incorporate building setbacks into the feeder network”, two-way streets, as they eliminate the need for a median or was discussed in reference of creating new links in the feeder to have multiple lanes. network. In this section, it will be discussed with respect to • One-way street networks also have the added advantage increasing the capacity along the existing network. of being easier to manage at intersections, (because of • Typically, residential building have a setback along the road lesser permissible turns); therefore, requiring fewer signal front and building edge is recessed from the compound phases than a regular two-way intersection. This reduces wall edge. A TOD policy can be introduced to allow for the the waiting time for feeder modes (transit, cycle or walking) transformation of the ground-floor of a residential property to cross the intersection. for commercial uses along major trunk routes. • A one-way C-shaped loop is also a great way to connect • In this scenario, the existence of a setback and a compound to the transit station. By making loop one-way for vehicular wall along the road edge may not be as beneficial as when traffic, more road space can be allocated to other feeder the property had exclusively residential usage. network infrastructure, such as footpaths, cycle lanes and station transfer points. • The city can link the permissions to develop ground-floor retail activities to the condition that the road-abutting • It must be noted here that converting a two-way street compound wall is removed, and the setback is maintained to one-way street is carried out to improve the carrying as an extension of the public footpath. The ownership of capacity of the street. This should not be confused with this space can remain with the property owner, but its built traffic calming design measures. conditions and usage will be guided by the city TOD policy. Refer to PD-R02 TOD Planning Principles & Design Guidelines for Refer to FI-R01 Development Incentives for more zoning incentives information about traffic calming measures. and measures for assimilating setbacks. 260 PD-H07 SAFE ACCESS FOR TOD TOD K P • Measures for reducing interruptions in flow: 1. Eliminate traffic intersections along major trunk routes leading to the station. This can be achieved by converting intersecting streets into cul-de-sacs or by modifying the intersection to only allow vehicles to enter and exit the minor street, but not cut across the trunk route Existing conditions with two-way circulation of streets (Left), converted to one-way circulation of streets to have improved network capacity ONE-WAY REROUTING OF STREETS Santacruz Railway Station area - Mumbai, India: Parallel streets in the station area have been made one-way in opposite directions, creating a looped connection between the 2-way main street and the transit station. (Note: Here, traffic drives on the left) Existing conditions with greater number of intersections along the major trunk route. (Base map procured from Google maps.) REDUCING INTERRUPTIONS IN FLOW • The capacity of a trunk route on a feeder network is not only determined by the road space allocated to it, but also by the frequency of interruptions to its flow. • The more frequent the interruptions to free-flow conditions, the greater will be the reduction in capacity. • A crucial aspect of trunk route planning along the network is the adoption of various strategies to minimize interruptions, Measures for reducing interruptions to flow: Road closures creating cul-de- sacs that help reduce number intersections (Left) and, Extended medians to mainly through the diversion of conflicting traffic reduce number of intersections (Right) movements. PD-H07 SAFE ACCESS FOR TOD 261 TOD K P 2. Limit the number of driveways on the main trunk routes. PROVIDING MORE ENTRIES AND EXITS AT THE This reduces the number of breaks along the sidewalk, STATION again improving free-flow conditions. • The capacity of any network is determined by its most constrained point. In the context of feeder networks, this point is often the immediate station area, which has the highest volume of commuters utilizing the smallest amount of space. • Measures to avoid bottleneck: 1. Station infrastructure can be designed with multiple entries and exits, directly taking people further along on the feeder network. 2. One can even consider different points of access for commuters on different modes, to reduce the load at one location. Existing conditions with driveways to buildings from trunk route. (Left), Reducing number of driveways into developments along the trunk route and providing entrances from connectors. (Right) • Another important measure especially pertinent to feeder transit service, is signal priority. Signal phasing can be designed to give more green time for traffic and pedestrians along the main trunk routes. • It should be noted that for every situation with at-grade transport lines, some amount of interruptions is unavoidable. At certain points, the trunk routes will have to cross other roads. The objective, therefore, is not so much to eliminate all interruption, but to minimize them where possible, and to design them in a safe and appropriate manner where unavoidable. 262 PD-H07 SAFE ACCESS FOR TOD TOD K P PRINCIPLE 5: Safety Planning for the safe provision of access networks in a station area, requires certain hard decisions that may lessen the mobility of other traffic in favor of the safety and mobility of the feeder network traffic. Traffic in a station area, (both vehicular and pedestrian), can broadly be divided into two buckets: 1. Traffic destined to or originating from the station; 2. Traffic not concerned with the station in any way. • In most instances, the priorities of these two groups will clash with each other. For instance, the loading and TOD station area unloading activities of freight vehicles, servicing shops in Feeder priority area the station area, may impede the mobility of commuters to Trunk feeder the station. However, the principle of safety must have the routes highest priority. Transit line • Balancing these conflicting priorities can be made easier Determining the feeder priority area in the station area. by defining the boundaries within a station area, where the priorities of transit commuters are to be placed higher than PROVIDING DEDICATED INFRASTRUCTURE those of other traffic. • The safest measure, though not always the most practical, is to provide dedicated infrastructure for each feeder network • Typically, in the area closest to the station, traffic bound which includes footpaths, pedestrian walkways, cycle lanes to the station must be given the highest priority. Similarly, and bus lanes. traffic directed to and from the station should be of high priority along all the major trunk feeder routes leading to the • Dedicated infrastructure is a good measure on wide trunk station. routes, especially where there is a high volume of vehicular traffic, moving at a very high speed. • Once the feeder priority areas of the station area are defined, the next step is to determine measures to ensure a • Excluding infrastructure for walking, it is not necessary, or high level of safety for the feeder modes in question. even desirable, for the entire feeder network to be made up of dedicated infrastructure. A good network will utilize MEASURES TO IMPROVE SAFETY a combination of dedicated infrastructure, (where needed), and traffic-calmed shared streets for the remainder. 1. Provide dedicated infrastructure 2. Implement speed zoning & traffic-calming measures • Planning for safety requires the determination of where 3. Reduce vehicular traffic volume dedicated infrastructure is appropriate and is determined by the intersection of two aspects - desirability and feasibility. • Desirability relates to the provision of dedicated infrastructure only where it is warranted from the perspective of improving safety. Whereas, feasibility relates to dedicated infrastructure provisions only where it is feasible to do so. PD-H07 SAFE ACCESS FOR TOD 263 TOD K P • Dedicated infrastructure can take two forms: VEHICLE SPEED AND RISK 1. Physically segregated infrastructure: This kind of Vehicle speed determines the severity of crashes and dedicated infrastructure is physically segregated from injuries sustained. Researches have shown that vehicular other traffic, using curb, fence, median, landscaping speeds below 30km/h, drastically reduce the risk of etc. Generally, the segregated infrastructure doesn’t fatalities. The fatality risk for pedestrians with vehicles continue over intersections, to allow for traffic to pass. traveling at 50km/h is more than twice as high as the risk 2. Lane-marked infrastructure: It relies on lane-marking at 40km/h and more than five times higher than the risk at and road signage to convey the information instead of 30km/h as can be seen in the graph below. using physical infrastructure to segregate traffic,. • From the perspective of safety, segregated infrastructure is generally safer, especially for vulnerable road users like pedestrians and cyclists. IMPLEMENTING SPEED ZONING AND TRAFFIC- CALMING MEASURES • Speed zoning is the single most effect measure for the provision of safe mobility in the station areas. Recommended speeds for station area planning: • 5km/h: Narrow streets where traffic & pedestrians Additionally, vehicle speeds also affect the potential to share the road avoid crashes. Higher speeds reduce the driver’s capacity • 15-30km/h: All streets within the station walking realm to stop in time, reduce the maneuvering ability to avoid a & neighborhood streets outside the walking realm crash, difficult to make turns or drive along curves, and cause others to misjudge timing of approaching vehicles. • 30km/h: Trunk feeder bus / cyclist routes to the station The figure below shows the relationship between vehicular speeds and stopping distances. • 50km/h: Maximum prescribed design speed for all other roads in the station areas (Source: NACTO Global Street Design Guide) NOTE: These studies were conducted in high-income countries and there is evidence to suggest that this relationship might be even more extreme in low- and Low-speed zones in Fortaleza, Brazil, prioritize pedestrian safety middle-income countries (Source: © WRI) 264 PD-H07 SAFE ACCESS FOR TOD TOD K P • Desired speed should be achieved through a combination of 2. Regulatory measures: Another strategy is to adopt enforcement and design measures. regulatory measures, such as restricting certain vehicle classes during peak commuter time periods. For • It is recommended to adopt a uniform speed limit for the instance, freight vehicles may not be allowed in the walking realm across all station area in the city. In certain walking realm from 8:00 AM to 9:00 PM. short sections, where the high pedestrian volumes, coupled with local traffic accessibility demands, a significantly lower 3. Alternate bypass routes: Traffic volume in the walking speed limit (of 5km/h) may be desirable. realm can also be reduced through the creation of alternate routes that bypass this area. For instance, a • It is prudent to note that it is not feasible for a cycling network new road may be developed to carry through traffic in a station area to entirely consist of segregated cycle lanes. that does not originate, or is not destined to, a location Such infrastructure is desirable and warranted on trunk within the walking realm. routes with high traffic speeds and volume. However, at other locations cyclists will share the road with other traffic, and 4. Eliminating through traffic: Another measure to limit such shared streets will be an integral part of the station area traffic volume within the walking realm is to convert cycling network. certain streets into dead-ends (cul-de-sacs) or loops back to the same road outside the walking realm. This • It is also important to note that speed zoning doesn’t merely discourages the use of these streets by any traffic that entail enforcing speed limits through regulation, but also is not locally-bound. Loops are preferable to cul-de- requires the implementation of appropriate traffic-calming sacs because often the streets in the near vicinity of infrastructure to ensure that the design speed is in sync with the station are not wide enough to accommodate a the speed regulation. functional cul-de-sac. • Automated Enforcement (AE) refers to all forms of technology 5. Full pedestrianization of streets: Pedestrian-only which detect and record violation of any road rule without paved streets could be created for routes in the TOD direct human involvement. Speed cameras enforcing speed station area that connect to the transit station with limits are a common application of AE. Over speeding and developments having high footfall, or generate heavy other illegal behaviors, including disobeying a red light pedestrian traffic due to commercial and recreational signal, mobile or cellular phone use, incorrect lane use, activities along those routes. Barring access for and non-restraint use can be detected using an automated emergency vehicles and delivery vehicles during certain enforcement approach. The use of technology should hours, no motor-vehicle is allowed in these streets. be considered as one part of a comprehensive speed management approach that includes road infrastructure and roadside policing as well. This technology requires adequate support of robust database of vehicle registration, high- quality camera sensitivities and calibrations, and supportive regulations and policies. REDUCING VEHICULAR TRAFFIC VOLUME • There are different measures that can be considered to Pedestrian only street in Sao Paulo, Brazil Source: © WRI reduce traffic volume in the station areas, particularly in the walking realm. The measures are discussed here: • Outside the walking realm, the undue diversion of vehicular 1. Restrictive measures: Traffic volume in the walking traffic is not recommended. However, along main transit realm can be significantly reduced, by adopting feeder lines and/or cycling routes, traffic diversion may be strategies to discourage personal motor-vehicle usage. considered to enhance safety. For instance, reducing parking availability, or increasing the cost of parking, in the walking realm encourages more commuters to avoid personal motor-vehicle usage. PD-H07 SAFE ACCESS FOR TOD 265 TOD K P 266 Bogota, Colombia PD-H07 SAFE ACCESS FOR TOD TOD K P PD-R01 TOD ZONING CODE TEMPLATE Template zoning ordinance/guideline for governments to use, including provisions on pedestrian pathways, activity generating uses, porous urban design, parking restrictions, shared parking provision, etc. Type: Reference Document © 2021 The World Bank TOD K P ABOUT THE PLAN+DESIGN TOOL PURPOSE RESOURCES: Establishing an appropriate zoning framework for • I SAMPLE ZONING CODES TOD projects is essential to achieving good design and upholding best practices in transit-oriented As a reference, Case studies have been assembled to development. An effective zoning framework allows for highlight zoning efforts in the few cities in low and middle- easy and unambiguous enforcement. The approach income countries where TOD is implemented statutorily to writing zoning codes must depend on the planning that may serve as references for future efforts globally. framework applicable to the city. Most cities in low and middle-income countries, where zoning codes are • II MODEL ZONING CODE KEY ELEMENTS used, follow the conventional Euclidean or Single-use Zoning format. This format relies on a land use-based TOD elements that are found to be most commonly used definition of development of building standards. in zoning codes from the case studies are listed and explained here. These elements form the basis of a TOD Traditionally, Euclidean Zoning formats have been zoning code. To understand how to incorporate these based on automobile-oriented planning practices and elements into your city’s zoning code, refer to the detailed regulations are catered towards managing the impacts templates. of specific land uses by segregating them spatially. This has led to sprawled development patterns, with limited connectivity. Poorer communities, in particular, have suffered from lack of access to jobs and opportunities because of such segregation. The TOD planning paradigm is fundamentally based on reversing segregation and allowing for compact, mixed-use developments within close proximity to transit. Consequently, zoning codes need revision to ensure the success of your city’s TOD. This Knowledge Product provides the resources listed below. The resources are based on industry-led best practices, but should be tailored to the context- specific conditions and considerations of your city. Disclaimer: The Transit-Orientated Development Implementation Resources & Tools knowledge product is designed to provide a high-level framework for the implementation of TOD and offer direction to cities in addressing barriers at all stages. As the context in low and middle-income cities varies, the application of the knowledge product must be adapted to local needs and priorities, and customized on a case-by-case basis. © 2021 International Bank for Reconstruction and Development / The World Bank 268 PD-R01 TOD ZONING CODE TEMPLATE TOD K P III MODEL ZONING TEMPLATES • These templates can be used by city authorities as a A form-based code is a land development regulation that fosters III predictable built results and a high-quality public realm by using base to develop zoning codes and ordinances for their respective cities. Two types of zoning templates are physical form (rather than separation of uses) as the organizing provided here: principle for the code. A form-based code is a regulation, not a mere guideline, adopted into city, town, or county law. A form- IIIA. The Model TOD Overlay Zoning Ordinance: based code offers a powerful alternative to conventional zoning This model template is adapted from the Model Transit- regulation. (Form-Based Codes Institute n.d.) Oriented District Overlay Zoning Ordinance resource A TOD station area typology is a powerful tool to prioritize by Reconnecting America (Valley Connections 2001). It where and when to make investments, determine the types of provides a city the opportunity to create a “TOD Overlay investments that are appropriate in varying transit communities, Zone” over an existing base zoning framework. All the and guide the timing and scale of those investments. A TOD development parcels that lie within the TOD Overlay Zone typology provides a means of classifying and differentiating the are either required to or have the option to follow the many transit communities throughout a city by grouping them regulations of the overlay zone. When the model template based on key shared characteristics. (Salat and Ollivier 2016) is applied to a city, the TOD Overlay Zone must be clearly defined to avoid ambiguity in property selection. IIIB. The Model TOD Form-Based Code: REFERENCES This model template is adapted from the Smart Code Center for Applied Transect Studies;. 2008. SmartCode Version 9.2. USA. Version 9.2 (Center for Applied Transect Studies; 2008). This template is based on the innovative form-based code City of Johannesburg: Department of Development Planning. 2016. paradigm, where building standards will be defined based “Spatial Development Framework 2040 City of Johannesburg on the station area typology rather than land use. Metropolitan Municipality.” Johannesburg. n.d. Form Based Codes Institute. Accessed 8 18, 2018. https:// These Codes may be used as a replacement or as an formbasedcodes.org/definition/. overlay to the existing base zoning framework. All the development parcels that lie within a specific station area ITDP (Institute for Transportation and Development Policy) . 2008. “TOD typology would need to adhere to form-based regulations Standard v9.3.” for that specific typology. When the model template is NRDA (Naya Raipur Development Authority). 2013. “Naya Raipur Transit applied to a city, the TOD Station Area Typologies and Oriented Development Study.” Naya Raipur. Consultant Report: IBI their boundary delineation must be clearly defined to Group avoid ambiguity in property selection. Salat, Serge, and Gerald Ollivier. 2017. Transforming Urban Space through Transit Oriented Development - The 3V Approach. Washington DC: World Bank Group. UD&UHD (Urban Development and Urban Housing Department). 2017. “Comprehensive General Development Control Regulation - 2017.” Gandhinagar. UTTIPEC (Unified Traffic and Transportation Infrastructure (Planning & Engineering) Centre), WRI India. 2014. Transit Oriented Development Manual – Delhi TOD Policy and Regulations Interpretation. New Delhi. Valley Connections. 2001. Model Transit-Oriented District Overlay Zoning Ordinance. http://www.reconnectingamerica.org/assets/Uploads/ bestpractice230.pdf, California: Community Design + Architecture, Inc. PD-R01 TOD ZONING CODE TEMPLATE 269 TOD K P SAMPLE ZONING CODE DELHI TOD POLICY AND KEY ELEMENTS MASTER PLAN 2021, INDIA 1 1. TOD Zone The TOD Policy in Delhi was framed within the Influence Zone along MRTS corridor, designated as the Transit-oriented Master Plan for Delhi-2021 Development Zone in the Master Plan for Delhi 2021, modified (Incorporating modifications up to 31st March, 2017) with the latest revisions in 2017. This zone comprises of all the areas lying within 500m of the metro transit corridor on either sides. This area is expected to be delineated in the Zonal Development Plans to avoid ambiguity. The Master Plan incorporates TOD as a redevelopment strategy, encouraging private landowners to assemble and redevelop lands that have high TOD potential. (WRI [World Resources Institute] 2007) DELHI DEVELOPMENT AUTHORITY Draft compilation for reference only Figure 1: TOD Influence Zone Delineation, Delhi TOD Policy Manual Source: Reproduced from UTTIPEC, WRI India (2014) 270 PD-R01 TOD ZONING CODE TEMPLATE TOD K P DELHI 2 1. FAR and Density: 6 1. Public Facilities: Higher densities are allowed for all developments that are Public facilities like schools and health facilities are required to planned on individual or amalgamated land parcels of a size of be provided as part of the development. 1Ha or more. A minimum mandatory Floor Area Ratio (FAR) is imposed for housing for the economically weaker section. This norm is intended to encourage land pooling as a redevelopment 7 1. Green Buildings: strategy in the TOD influence zones. Larger land parcels allow The built form of the development is required to achieve a Delhi Development Authority (DDA) to extract land for public use minimum of 3 stars or gold rating as per the Indian Green including open spaces and transit plazas. Building Standards. 3 1. Mix of Uses: 8 1. Traffic Impact: Minimum 30% residential use, 10% commercial use, and 10% It is expected to be assessed and mitigated through traffic public amenities are compulsorily required on all land parcels management measures. irrespective of their dominant land use as per the Master Plan. Within the minimum residential area requirement, the In addition to the above norms, the Master Plan also prescribed Master Plan mandates housing units to be of smaller sizes. Street Design Regulations to be followed within the streets This is intended to encourage economic diversity within transit planned in a development under the TOD scheme. The street influence zones. Smaller unit sizes allow buyers the flexibility design elements are intended: of purchasing small units in case of budget limitations and purchasing multiple units and combining them in case of larger • Promote Preferable Public Transport Use family sizes. However, in practice, this requirement has been the • For Safety of All Road Uses by Design most difficult to meet, because it increases the planned density • For Pedestrian Safety, Comfort and Convenience on All of the development substantially. This, in turn, increases the Streets infrastructural and parking requirement for the development. • For climatic comfort for all Road Users 4 1. Road Network: • To ensure universal accessibility and amenities for all street users A minimum 20% of the land is required to be reserved for roads, • To reduce Urban Heat Island Effect and Aid Natural Storm adhering to the principles of 250m center-to-center road density Water Management of vehicular roads and 100m center-to-center density of the pedestrian network. These roads will be handed over to the Government as public roads, but will be maintained and kept encroachment free by the Developer Entity. 5 1. Open Spaces: A minimum of 20% of the land is required to be reserved for green open spaces for public use, adhering to principles of inclusion and another 10% green space for private use. In parcels smaller than 1 HA, private open space is allowable in the form of common terraces, rooftops or podiums. PD-R01 TOD ZONING CODE TEMPLATE 271 TOD K P SAMPLE ZONING CODE COMPREHENSIVE GENERAL KEY ELEMENTS DCR - 2017 GANDHINAGAR, AND AHMEDABAD URBAN 1 1. Smart City and TOZ TOZ is an overlay zone which provides opportunities for mixed- use and high-density development along the Bus Rapid Transit DEVELOPMENT AUTHORITY (BRT) corridor and Metro Rail Transit (MRT) corridor except in Core Walled City, Industrial Zone – General, Industrial Zone – (AUDA) DEVELOPMENT PLAN, Special, SPD-2 Science Park and on GIDC Estates. High-density development permissible in areas falling within 200m on both INDIA sides on transit corridor in case of AUDA and RUDA and in case of smart city node. [Refer to Section 7.1.11 Smart City & TOZ (SPD-5)] Source: Reproduced from UD&UHD (2017) Comprehensive General Development 2 1. Use Zone and Permissible Uses The comprehensive Development Control Regulation permits Control Regulations - 2017 (These regulations shall apply to the entire Gujarat state mixed-use development on Smart City & TOZ zone with as classified categories in the notification) ( NOTIFICATION NO.- GH/V/269 OF 2017 / EDP – 102016 – 3629 – L DATED 12TH permissible uses of Residence, Commercial and Green OCTOBER 2017 HAS BEEN SANCTIONED BY URBAN DEVELOPMENT AND URBAN HOUSING DEPARTMENT, GOVT. OF GUJARAT, GANDHINAGAR. ) Institutional Zone. (SCHEDULE – 1 ) [Refer to Table 7.3.1: USE ZONE AND PERMISSIBLE USES] URBAN DEVELOPMENT AND URBAN HOUSING DEPARTMENT, BLOCK NO.- 14, 9TH FLOOR, NEW SACHIVALAYA, GANDHINAGAR - 382010. ( Website – www.udd.gujarat.gov.in ) Comprehensive Development Control Regulations – 2017, UD & UHD, Govt. of Gujarat Page 1 Source: Reproduced from UD&UHD (2017) 272 PD-R01 TOD ZONING CODE TEMPLATE TOD K P AHMEDABAD 3 1. Permissible FAR 5 1. Parking Smart City & TOZ allow a Base FAR of 1.8 on a building unit and For Building- Units within the Transit-Oriented Zone with a chargeable FAR of 2.2. Maximum FAR of 4.0 is permissible. Commercial Use (Mercantile -1), The minimum parking requirement shall be 35% of Total Utilized FAR and 20% of the [Refer to Section 7.7 Floor Space Index (F.S.I) for different categories, Table 7.7.6 Use Zone and F.S.I.: Category D1 RUDA.] required parking shall be provided as Visitor Parking. [Refer Section 13.2.1 Relaxation in Parking] Source: Reproduced from UD&UHD (2017) Source: Reproduced from UD&UHD (2017) [Note: good TOD practice in TOD shifts the parking approach to Uses as per Knowledge and Industrial Zone (KZ) and Residential maximum parking requirements instead of minimum ones] Affordable Housing (RAH) with respective permissible FSI specified as under: In case of Metro Rail Transit (MRT) corridor the regulations of the Transit Oriented Zone shall be applicable only after finalization and notification of the MRT corridors by the Comprehensive Development Control Regulations – 2017, UD & UHD, Govt. of Gujarat. Source: Reproduced from UD&UHD (2017) An Additional Chargeable FAR of 2.0 is permissible at a 40% Jantry Rate within TOZ zone. [Refer to 20.1.2: Permissible Uses & FSI in Closed Textile Mill Zone (CZ)] 4 1. Permissible Ground Coverage Entire Area available after providing for the required margins, Common plot and other Regulations may be utilized for construction of the superstructure. PD-R01 TOD ZONING CODE TEMPLATE 273 TOD K P SAMPLE ZONING CODE NAYA RAIPUR NAYA RAIPUR TRANSIT- KEY ELEMENTS ORIENTED DEVELOPMENT STUDY 1 1. Multimodal Transit Station Rapid Transit Stations Local feeder bus stops must be located within 50m of rapid transit stations. Bus stops may be located within station premises or along the street right-of-way. IPT stands must be located within 150m of rapid transit stations. Naya Raipur Parking shall be provided for 2-wheelers and cycles within 400m Transit Oriented Development Study ORIGINAL transit stations. A parking space for the differently- of all rapid REPORT INCLUDING SWOT ANALYSIS JULY 5, 2013 abled must be provided within close proximity of a rapid transit TECHNICAL PROPOSAL station. Car drop-off bays must be provided within 150m of rapid RFP # 02/SUTP/NRDA/2010-11 transit stations. Study on Transit Oriented Development (TOD) forIntermediate Naya Raipur Public Transport IPT stands should be spread as part of the GEF/World Bank/UNDP throughout the city, such that an IPT stand should be within Sustainable Urban Transportation Project in India 300m walking distance from anywhere in the city. IPT stands should be located such that the resulting passenger queues do not block pedestrian or NMV movement. Clear directions for forming queues at IPT stands shall be placed at all IPT stands. by IBI Consultancy India Pvt. Ltd. 2 Submitted to the Naya Raipur Development Authority October 10, 2011 Interconnected Street Pattern An interconnected street pattern is a traditional urban design technique that reduces congestion, encourages travel choice and supports mixed-use development. Block lengths should not exceed 200m. 1 Source: Reproduced from NRDA (2013) 274 PD-R01 TOD ZONING CODE TEMPLATE TOD K P NAYA RAIPUR 3 Mixed Used Development A mix of diverse and complementary land uses in a compact Road design standards should be pedestrian-friendly: pattern allows residents and workers to walk to work or to shop Lane widths: narrower lanes encourage slower travel by vehicles. rather than driving for all daily needs. All projects and sites Lane widths on urban streets should not exceed 3M. within the Mixed Use (MU) zones may have a mix of uses. A Turning radii: tightening turning radii require vehicles to slow variety of shared parks and multi-use public spaces shall be down while making turns. Turning radii should not exceed 4.5M provided, which can be active round-the-clock and open for for urban streets and 7.5M for arterial streets. Channelized left use by users of a variety of age groups, income groups and turn lanes must be avoided. gender, and also reduce number and length of trips. Selective plots within the MU Zone shall be applied with vertical mixed- Kerb extensions: commonly used traffic calming measure at use requirements incorporating 2 or more uses. A minimum of intersections to reduce travel speed. 50% of total street frontage length of any TOD project should have an active frontage with a mix of at least two types of uses with different peak hours of activity stacked vertically, to provide 5 Compact Development The scale of transit-oriented development approximates the round-the-clock ‘eyes on the street’. A minimum of 20% of FAR scale of the pedestrian. The extent of these neighborhoods for all Residential Group Housing projects to be allocated to is based on a comfortable walking distance from the edge to rental or for-sale housing with unit sizes no larger than 40 sq.m. center (approximately 400 to 800m in radius). 4 Table 2: Table: Ground Coverage, FAR, Height and Other Controls Walkability Pedestrian-friendly environments allow walking to be a pleasant, safe, and efficient alternative to (or extension of) the automobile. This includes design features such as safe crossing points near transit stations, shaded pedestrian routes, and continuous sidewalks and paths. Table 1: Table: Pedestrian Mobility Table 3: Table: Minimum Frontage Standards Source: Reproduced from NRDA (2013) Source: Reproduced from NRDA (2013) PD-R01 TOD ZONING CODE TEMPLATE 275 TOD K P SAMPLE ZONING CODE NAYA RAIPUR Table 4: Table: Active Frontage Standards Source: Reproduced from NRDA (2013) Intermediate Public Transport IPT stands should be spread throughout the city, such that an IPT stand should be within 300m walking distance from anywhere in the city. IPT stands should be located such that the resulting passenger queues do not block pedestrian or NMV movement. Clear directions for forming queues at IPT stands shall be placed at all IPT stands. 6 Street Facing Building Buildings should be placed near streets, not behind parking areas, to better define the street. Street front retail should be provided to humanize the building wall and activate the sidewalk. Building entrances should be close to transit entrances. Source: Reproduced from NRDA (2013) Within MU zones, maximum front setbacks will be maintained as defined below Source: Reproduced from NRDA (2013) 276 PD-R01 TOD ZONING CODE TEMPLATE TOD K P NAYA RAIPUR 7 Bicycle Friendly Streets/Parking Bicycles are efficient ways to expand the service area of the station without relying on automobiles or bus service. Bike lanes, bike routes, and secure parking make the bicycle an easy option. Source: Reproduced from NRDA (2013) • Bicycle markings on the roadway shall be clear. NMT paths and lanes should be colored in a distinct color to avoid confusion. NMT conflict zones shall be identified and marked with a different color to alert drivers of impending conflicts with NMVs. • NMT crossing infrastructure design shall ensure a barrier- free environment for all including, raised crossings and additional traffic calming interventions, audible signals, curb ramps, etc. • Bicycle boxes may be used at major signalized intersections to provide cyclist priority and safety. • NMT paths or lanes should never be terminated abruptly due to a sudden change in ROW width or at a T-junction. Ramps should be provided where necessary to enable novice cyclists to shift to pedestrian paths. • Cyclists should have a clear view of at least 25m straight ahead and 60m ahead on slopes. • On-street NMT parking should be provided throughout the city, such that at least one NMT parking would be within a 300m radius from anywhere in the city. • Private commercial developments should be encouraged to accommodate bicycle amenities such as showers, change rooms, and lockers. Incentives should be offered to developers or employers who install such facilities in their premises. PD-R01 TOD ZONING CODE TEMPLATE 277 TOD K P SAMPLE ZONING CODE SPATIAL DEVELOPMENT 1 Form-Based codes to supplement zoning in transformation Zone FRAMEWORK 2040, CITY Introducing Form-Based Codes as spatial policy on a local or regional scale in Johannesburg has the following goals: OF JOHANNESBURG • To supplement, not replace, traditional zoning tools to allow for a more desirable built form. METROPOLITAN • To define what form the built environment should take, and what land uses should be in place. MUNICIPALITY • To offer design requirements to be applied in specific areas. • To deal with context-specific aspects such as interaction with the street (shops and commercial activities, and permeability on the ground floor), height, interaction of building facades, parking location (on street, underground, or in a manner that does not create a parking ‘buffer’ between the street and the Spatial Development building), pedestrian accessibility and contribution to shared Framework 2040 visions for the built environment. Cit y of Johannesburg 2 M e t r o p o l i ta n M u n i C i pa l i t y Land Value Capture The infrastructure needed to support new development can be financed, based on the projected returns. It is important in this case, that: • Rates increases are considered thoroughly, and in consultation with finance experts and lenders to ensure realistic predictions; • Rates increases from the specific developments are ring- fenced to service the specific infrastructure loans; • That risk on the infrastructure loans is shared by private developers and the city, to ensure mutual commitment to realizing the goals of such a project; • Inclusive social return (such as inclusionary housing and a percentage of public space) is set out as a requirement for this type of infrastructure funding. 3 C i t y o f J o h a n n e s b u r g: D e pa r t M e n t o f D e v e l o p M e n t p l a n n i n g 2016 Transit Oriented Development (TOD) Nodes • TOD is identified as a priority programme, with the objective to encourage the optimal development of transit hubs across the city, that provide access to affordable accommodation, intense economic activities, transport, high-quality spaces, amenities and social services. • TOD nodes are a key aspect of the compact polycentric vision for Johannesburg. Stations, in this regard, act not only as 278 PD-R01 TOD ZONING CODE TEMPLATE TOD K P JOHANNESBURG points for accessing public transit, but as catalysts for growth. Stations should act as points of departure and 5 Land readjustment With land readjustment, a group of neighboring landowners arrival and are thus promoted as areas of intensification of come together in a partnership and pool their land to jointly high-density, mixed land uses. plan and service their adjoining plots. Part of the land can • TOD nodes are those that are specifically linked to transit also be sold to offset development costs. The resulting costs facilities. These nodes should ideally offer a range of mixed and benefits of the project are equitably shared among public uses relating to the function and scale of the transit node. bodies, landowners and developers. During the readjustment, TOD areas have great potential for offering good quality part of the land will often be used for infrastructure or public of life through the creation of intense mixed-use precincts space. The public sector can stimulate this process by devising that can accommodate a range of economic opportunities incentives that promote collective action. within walking distance from public transport. Land readjustment involves a change in people’s legal • These nodes vary in size and function. The largest TOD relationships in the same way that it alters their physical ones. nodes are anchored by multi-modal stations. A large This means that there are three fundamental considerations: number of TOD precincts are anchored by PRASA rail (1) To provide the framework within which relationships can stations, however, generally speaking, the development be changed in a clear and predictable manner that results in potential around these stations has not been realized. mutual (public and private) benefit. At a more localized scale, BRT stations will contribute significantly to the achievement of TOD precincts in the (2) To ensure that the framework is fair and will treat individuals city. As a matter of principle, low density, single-storey, and groups equitably, particularly the poor, women and the single-use developments are not acceptable within TOD vulnerable, including private landowners and the wider citizenry nodes. of the city. 4 (3) To provide the vehicle for the implementation of government Density policy on the ground, legal mechanisms are needed to address issues such as site selection, the level of land contributions, the The goal of the density regulations is to assist the city in land valuation mechanism, sales and transfers of land after the curbing urban sprawl and locating the bulk of the city’s project has been announced, handling disputes, combatting residents across all income groups close to urban amenities, speculation, the classification of land in the plan, the types of specifically public transportation infrastructure, jobs, economic formal land rights to be allocated, and financial arrangements. opportunities and social infrastructure. Higher residential densities will be allowed where developers show that they will deliver inclusionary housing. To qualify, the 6 Housing inclusionary housing proportion of the development must cater The Spatial Development Framework 2040 provides a housing to households earning less than R7000 a month, equivalent to vision and approach and locational principles for housing, USD95 (10/2018), with a total monthly housing cost of 30% of including housing for the poor, state delivered housing, informal household income per month (for rental or purchase). Density settlements, backyard homes and inclusionary housing. The bonuses will be awarded proportionally to the percentage Inner City is targeted to accommodate a large number of new of inclusionary units per development (i.e. 30% inclusionary low income and affordable housing opportunities, including units would result in a 30% density bonus in du/ha), up to a public rental housing, mainly through conversion of buildings. maximum density bonus of 50%. To qualify, at least 20% of the The development of inclusionary housing is a key priority to total units applied for should be for inclusionary housing. The ensure that the City’s residents are housed adequately, in close Transit Development Node within 500m walking distance of Rea proximity to job opportunities, public transport as well as social Vaya/BRT bus station would have a minimum density of 60du/ amenities. ha. PD-R01 TOD ZONING CODE TEMPLATE 279 TOD K P MODEL ZONING CODE KEY ELEMENTS FAR AND DENSITY MIXED USE Floor area ratio (FAR) and Density norms are needed to ensure Mixed land use promotes more efficient land use patterns by densities are strategically distributed across the urban area as a increasing options for residents to access retail, commercial means to create compact city forms near transit proximities. The and civic services, employment and recreational facilities within FAR is representative of the intensity of built form. It is a function walking distance. Mixed use is codified in the zoning code of the total floor area of the building as a fraction of the total area through Permissible Land Uses or Building Functions, and of the development parcel. It is used as an instrument to control Non-Permissible Land Uses or Building Functions. Permissible the density of a place by imposing maximum permissible FAR Land Use/ Building Function Regulations must allow for norms. In TOD zones, FAR norms need relaxation to allow for complementary uses to be mixed, ensuring optimal and shared higher density buildings. use of resources such as streets and parking. Non-Permissible Alternatively, other measures to control residential density are Uses must discourage automobile-oriented uses such as large also used, for example, Persons Per Hectare (PPH) or Dwelling industries, car showrooms, cemeteries, etc. Unit Per Hectare (DU/HA) thresholds. The density may also be Other Design Guidelines for Mixed Use are suggested in PD-R01 influenced by norms for building heights, podium heights and TOD Planning Principles. step-backs and lot coverage. Built up area Plot area Residential Commercial 280 PD-R01 TOD ZONING CODE TEMPLATE TOD K P HOUSING DIVERSITY STREET NETWORK A mix of housing types based on sizes and residential types may The street network is controlled through block width and street be provided within the TOD Zone or Station Area. This will allow design standards. Landforms, topography, natural features for means to ensure that housing affordability is maintained (waterbodies, forests) and physical barriers (railway lines, roads, within walking distance of transit. The mix of housing units and existing developments) may influence street network standards. types within a corridor or station area can be dictated through Block widths are intended to increase the intersection density minimum standards for inclusionary housing provision or per sq. unit within the station area. Intersection density is the affordable housing incentives. An inclusionary housing provision number of intersections in an area. It corresponds closely to is operationalized by requiring a percentage of housing units to block size– the greater the intersection density, the smaller be within a specific range of unit sizes. The affordable housing the blocks. Small blocks make a neighborhood walkable.. incentive provision is operationalized by offering development Additionally, street standards can be provided for public streets incentives such as density bonuses or transfer of development within private developments or accessing private sites. These rights. Other incentives are suggested in FI-R01 Development standards depend on the type of roadway and the level of Incentives. service required and may be codified in the form of minimum widths for pedestrian sidewalks, cycle lanes, and traffic calming requirements. Other Design Guidelines for Street Network are suggested in Middle-income housing PD-R01 TOD Planning Principles. Low-income housing Interconnected street network High-income housing PD-R01 TOD ZONING CODE TEMPLATE 281 TOD K P MODEL ZONING CODE KEY ELEMENTS EDGES PARKING The transition zone between the building and the street is Parking needs need to be rationalized in TOD Zones or station defined by the building setback and street frontage. Building areas. Allow for flexibility in parking provisions, based on the setbacks should be reduced either to zero or shallow setbacks specific development and transportation contexts. The trend in the TOD Zone or station area to allow for a legible street is to move from minimum parking requirements to maximum edge. Buildings should be oriented towards the pedestrian, with parking requirements. Develop adjustment factors that can be active uses located along the sidewalk and not located behind applied when evaluating parking supply, while ensuring parking parking lots or blank walls. Optimum setback needs are usually caps and maximums are respected. Shared parking standards dictated by state/federal firefighting requirements and light and and unbundled parking norms may be used to make the most ventilation needs. out of parking provisions. The quantity of parking per built- up area impacts maximum development densities. Thus it is Street frontage requirements address the orientation of a building in relation to the street. They typically require a extremely important to reduce parking requirements or apply minimum percentage of a building facade to occupy a primary maximum caps if higher densities are proposed. street frontage. Some portion of the frontage may be required to be transparent or interact with the street through shop fronts. Mandatory shop line requirements may be proposed along key streets to ensure active uses are oriented towards the street. Side Setback Rear Setback Edges Multilevel Parking Surface Parking Side Setback Front Setback Basement Parking 282 PD-R01 TOD ZONING CODE TEMPLATE TOD K P MODEL TRANSIT-ORIENTED DEVELOPMENT OVERLAY ZONING ORDINANCE This model template is adapted from the Model Transit-Oriented District Overlay Zoning Ordinance resource by Reconnecting America (Valley Connections 2001). It provides a city the opportunity to create a “TOD Overlay Zone” over an existing base zoning framework. All the development parcels that lie within the TOD Overlay Zone are either required to or have the option to follow the regulations of the overlay zone. When the model template is applied to a city, the TOD Overlay Zone must be clearly defined to avoid ambiguity in property selection. The original model zoning ordinance is available here: www.reconnectingamerica.org/assets/Uploads/bestpractice230.pdf 1. PURPOSE AND INTENT The purpose of the Transit-Oriented District is to encourage OBJECTIVES an appropriate mixture and density of activity around transit The specific objectives of this district are to: stations to increase ridership along the transport corridor and • Encourage people to walk, ride a bicycle or use transit; promote alternative modes of transportation to the automobile. The consequent intent is to decrease auto-dependency • Allow for a mix of uses to create an environment that and mitigate the effects of congestion and pollution. These engages people at the pedestrian scale; regulations seek to achieve this by providing a pedestrian-, • Achieve a compact pattern of development that is more bicycle-, and transit-supportive environment configured in conducive to walking and bicycling; a compact pattern and a complementary mix of land uses • Provide a high level of amenities that create a comfortable all within a comfortable walking and bicycling distance from environment for pedestrians, bicyclists, and other users; stations. • Maintain an adequate level of parking and access for Transit-Oriented Development often occurs as infill and reuse automobiles; within areas of existing development. The regulations within this ordinance vary in some cases from other ordinances related to • Create fine-grained detail in architectural and urban form infill development in the City, because of the additional need to that provides interest and complexity at the level of the support transit ridership. pedestrian and bicyclist; • Encourage uses that allow round-the-clock activity around transit stations; • Provide sufficient density of employees, residents and recreational users to support transit; • Generate a relatively high percentage of trips serviceable by transit. PD-R01 TOD ZONING CODE TEMPLATE 283 TOD K P INTRODUCING THE OVERLAY ZONE This is an overlay zone established in Transit-Oriented Development (TOD) principles, which provides the opportunity for mixed-use and higher density development along the transport corridor. This zone takes precedence over all underlying zones, except conservation areas and special areas, by encouraging compact, mixed-use development. Sustainable transit-oriented densification could be achieved through incentivizing the development of additional floor space along the transit corridors and station areas. The concept of Transit Oriented Development shall be adopted for development within this zone, such that the maximum number of people can live, work or find means of recreation within walking/ cycling distance of the transit corridors. This overlay Zone shall establish separate densities and development regulations applicable to any development in the TOD Zone. The TOD Zones will establish high-density environments in the city where bus feeder connectivity is optimum. This zone can benefit from more transit-friendly urban design. 284 PD-R01 TOD ZONING CODE TEMPLATE TOD K P DEFINITIONS These definitions shall apply only to the Transit-Oriented District Drive-Through Facility Overlay District. facilities allowing transactions for goods or services without Accessory Dwelling leaving a motor vehicle. units that are “secondary” or subordinate to the primary Finished Floor residence and situated on the same lot as the primary residence. the ultimate grade at which a structural floor will be constructed Access way including added decorative and finished surfaces. a formalized path, walkway, or other physical connection that Floor Area Ratio (FAR) allows pedestrians to efficiently reach destinations. the amount of enclosed gross floor area in relation to the amount Clear Window of site area. For example, a floor area ratio of 0.5 is equal to one the amount of glass surface of a window that allows 100% visual square foot of floor area for every two square feet of site area. permeability. Frontage Commercial Parking Facility the linear edge of a property adjacent to the property line a parking structure or a surface parking lot operated for profit abutting a street, public right-of-way. that has parking spaces that are not accessory to a primary use. Gradient This term does not include a park-and-ride lot. the change in density, height, and/or land use occurring in Compact Development stages, degrees, or even and continuous change. the planning concept of using site design and urban design Greenway techniques to decrease the amount of land needed to develop a a singular or a series of vegetative, linear corridors, natural or given amount of land use. In the case of TOD, this is done with man-made, which may contain active or passive recreational the goal of improving transit access. uses or which may prohibit human activity altogether in order Density to preserve sensitive areas. These are usually associated with a unit of measurement that divides persons, floor area, riparian systems, but may also include transportation corridors. or dwelling units per the gross or net measurement of a Human Scale discreet area e.g., acres, square feet, square miles. Density the size and proportion of a physical element that closely relates requirements in this document are expressed as gross densities to the human body e.g., a 16-foot lamp post vs. a 30-foot lamp with the land area including the area of the parcel, specific to the post, and a façade with vertically oriented framed windows vs. a use including its yard and any parking provided, plus the area of façade with a continuous and unarticulated window wall. one-half of the street right-of-way upon which the parcel fronts. PD-R01 TOD ZONING CODE TEMPLATE 285 TOD K P Interior of Lot Parking, Off-Street the area within a parcel that does not contain a side which is formal or informal parking located within a parcel and outside a adjacent to a public or private right-of-way for an access way or private or public right-of-way. street. Parking, On-Street Live-Work formal or informal parking located within a private or public right- a residential unit that is also used for commercial purposes for of-way and outside of a parcel. a time, with a minimum of 50% of the total building area given to Pedestrian the commercial use within the same structure as the residential a pedestrian means people who walk, sit, stand, or use a component. wheelchair in public spaces, be they children, teens, adults, Major Pedestrian Route elderly, people with disabilities, workers, residents, shoppers or the primary route or space used by “Pedestrians” as defined in people watchers, etc. this section. Pedestrian Activity Mixed-Use the congregation of persons in an area whose primary means of Development contained within a single-parcel (horizontally transportation is by foot. or vertically) or adjacent parcels that contains different uses Pedestrian-oriented Design (PeD) that are complementary to each other and provide activity The design of communities, neighborhoods, streetscapes, sites, throughout the day. and buildings that emphasizes pedestrian access, comfort, and Open Space visual interest. Transit-Oriented Design is a particular type of a private or public open land area that is currently undeveloped; PeD that includes design and intensity of land use to support it may be maintained as open space into the future or it could be transit in addition to pedestrians. developed. Pedestrian Way Parking Structure a linear space or an area where the primary users are a parking garage located above ground or underground pedestrians and that may also accommodate bicyclists. consisting of one or more levels, not surface parking. Pergola Park-and-Ride Lot an arbor or passageway with a roof or trellis on which climbing A parking structure or surface parking lot intended primarily for plants can grow. use by persons riding transit or carpooling, and that is owned or Portico operated either by a transit agency or by another entity with the a porch or walkway with a roof supported by columns, often concurrence of the transit agency. leading to the entrance of a building. 286 PD-R01 TOD ZONING CODE TEMPLATE TOD K P Porch Transit Station an open or enclosed gallery or room attached to the outside of the area including the platform which supports transit usage and a building, typically serving as a semi-public space prior to a that is owned by the transit authority. building entry. Transit Street Primary Front Façade a street that contains s transit line. the façade of a building that is meant to take importance over Transparent the remaining façades of a building, typically fronting onto a a surface which allows objects on the other side to be easily public or private street or pedestrian access way. seen. Setback Visual Permeability the distance between the building façade and the property line the ability of vertical surfaces to allow viewers to see through to of the parcel in which the building is located. the other side e.g., windows and open fencing. Shared Parking Walking Radius parking that is utilized by two or more uses taking into account the distance beyond a central point from which a person is the variable peak demand times of each use; the uses can be willing to walk. This distance will vary depending on existing located on more than one parcel. barriers, the walking environment, and the availability of Station Area destinations. the core area of the TOD within closest proximity of the transit platform e.g., within 300 to 500 feet of the platform. Street-Facing the façade of a building that is adjacent to a public or private right-of-way. Transit-Oriented Development (TOD) a development pattern characterized by a mix of uses surrounding a transit platform where streets have a high level of connectivity, blocks are small, and streetscape, buildings, and uses cater to the pedestrian. Transit Platform A designated transit loading and waiting area as assigned by the public transit agency. PD-R01 TOD ZONING CODE TEMPLATE 287 TOD K P 2. APPLICABILITY AND 3. INCONSISTENCIES OF GENERAL PROVISIONS UNDERLYING DISTRICTS The City of ___________’s Transit-Oriented Development In the event that the underlying zoning district standards or Overlay District(s) (TOD) shall apply to lands delineated on other ordinance or regulations are inconsistent with these the City’s official zoning map as adopted on _______ and Overlay Zoning Ordinance standards or any other provisions generally within an 800m walking radius (or distance) of a herein, the TOD standards shall control within the specific TOD transit platform. All land uses and development including, but district. not limited to buildings, drives, parking areas, landscaping, streets, alleys, greenways, and pedestrian/bicycle ways designated to be within this district, shall be located and developed in accordance with the following provisions. The standards of the TOD shall not apply to development for which approval was granted prior to the adoption of these regulations and for development for which the city has issued building permits. 288 PD-R01 TOD ZONING CODE TEMPLATE TOD K P 4. PERMITTED USES For properties within the Transit-Oriented Development Overlay District the following uses are permitted: Retail Office Industrial Mixed-Use Res>7du/ac Res<7da/ac Retail/Commercial Convenience Retail Retail and Service Uses Hotel or Motel Lodging Mixed Use Live-Work Mixed-Use Office Professional Offices Other Offices Civic Day Care Facilities Post Offices Schools & Community Buildings Government Offices Hospitals/Clinics Sports Facilities Residential Single-Family Detached Single-Family Attached Apartments Accessory Units PD-R01 TOD ZONING CODE TEMPLATE 289 TOD K P 5. PROHIBITED USES For property within the Transit-Oriented Development Overlay • Solid waste transfer stations District the following uses are prohibited: • “Telecom Hotels” • Boat dealers, resellers, repair, and leasing • Towing services • Bulk retail and wholesale uses including building materials, • Truck stops and Uses Related to Trucking excluding loading food and beverage sales, restaurant suppliers, etc. and unloading for permitted commercial uses • Car washes • Uses that require building footprints over [insert building • Cemeteries footprint maximum area desired by jurisdiction, could • Cold Storage Plants vary by distance from transit platform and existing station area context, authors of this Model Overlay Ordinance • Commercial Equipment and Construction Equipment, Sales, recommend 30,000] sq. ft.10 with the exception of Civic Service and Rental Uses and Sports Facilities. • Drive-in Businesses • Warehouses, Mini-Warehouses, Storage Facilities, and Mini- • Exterior Display of Goods and Exterior Storage Storage Facilities (Indoor and Outdoor) • Funeral Homes and Mortuaries • Gas Station accessory uses such as mini-marts, convenience food and sundries sales • Golf Courses including miniature golf courses • Grocery stores with building footprints over 50,000 square feet • Heavy Commercial Services • Heating Fuel Sales • Junk Yards and Motor Vehicle Wrecking Yards • Kennels, excluding those accessory to veterinary clinics • Manufactured Home sale • Motorized vehicles dealers, resellers, repair, leasing, service stations, including oil and lubrication services, tire and muffler installation and service, body shops, or other motor vehicle services, but excluding retail or wholesale outlets selling motor vehicle parts and accessories without provision for on-site installation • Nurseries or Greenhouses • RV Parks or Mobile Home Parks and campgrounds 290 PD-R01 TOD ZONING CODE TEMPLATE TOD K P 6. DEVELOPMENT STANDARDS FOR PERMITTED USES SETBACKS AND BUILT-TO-LINE DENSITY, AREA, BUILDING AND REGULATIONS Setbacks and Build-to Lines for Non-Residential and DENSITY Mixed-Uses Densities for Non-Residential and Mixed–Uses: The following standards shall apply to new non-residential and New non-residential and mixed-use development within the mixed-use development within the TOD Overlay District. TOD Overlay District shall achieve minimum FARs as stated in the table below and a maximum of 125% of the FAR given in the Table 5: Non-Residential & Mixed-Use Setbacks and Build-to Lines underlying zone. Distance from Station Max. Building Setback 0-150m Table 7: Non-Residential & Mixed-Use Densities 150-400m Distance from Station Minimum FAR 400-800m 0-150m 150-400m Features such as overhangs, porticos, balconies, loggias, 400-800m arcades, covered (non-enclosed) bicycle parking, pergolas, and similar architectural features placed on the front (street-facing) Densities for Residential Uses: side of the building are allowed within the setback. New residential uses within the TOD Overlay District shall achieve densities according to the following table and a Setbacks and Build-to Lines for Residential Uses maximum of 150% of the average density given in the underlying The following standards shall apply to new residential zone. development within the TOD Overlay District. Table 8: Residential Densities Table 6: Residential Setbacks and Build-to Lines Distance from Station Min. Residential Density Distance from Station Max. Building Setback 0-150m 0-150m 150-400m 150-400m 400-800m 400-800m PD-R01 TOD ZONING CODE TEMPLATE 291 TOD K P BUILDING HEIGHTS BUILDING ENTRY For all new development and the vertical alteration of existing If a building is adjacent to the transit platform, transit station, development, building heights within the TOD Overlay District a transit street, or a major pedestrian access way, at least one shall conform to the following table. main building entry shall be oriented to the adjacent transit Table 9: Building Heights platform, transit station, transit street and/or major pedestrian Distance from Station Max. Building Heights access way. A pedestrian way shall be provided from the 0-150m building entry to the transit platform, transit station, transit street 150-400m or major pedestrian access way. 400-800m To allow for their use, residential porches shall have a minimum clear depth of 2 m and shall be a minimum of 4.6 square meters. GROUND COVERAGE New development within the TOD Overlay District shall achieve ground coverage according to the following table or the underlying zoning designation’s maximum lot coverage, whichever is higher. Table 10: Ground Coverage Distance from Station Max. Ground Coverage 0-150m 150-400m 400-800m BUILDING FRONTAGE AND FACADES In order to support the pedestrian-oriented environment within the TOD station area, building frontages onto streets and open spaces shall be maximized. Building frontage within the TOD Overlay District shall achieve the requirements as outlined in the following table: Table 11: Building frontage Distance from Station Min. Building Frontage as a Percentage of Lot Frontage 0-150m 150-400m 400-800m Clear windows shall encompass, at a minimum, 50% of the building façade length fronting onto a street within the area from 1 m to 2 m above adjacent interior finished floor and adjacent sidewalk grade. Blank walls shall not occupy over 30% of the principal frontage for non-residential buildings and 50% for residential buildings, and a section of blank wall shall not exceed 6 m feet without being interrupted by a window or entry. 292 PD-R01 TOD ZONING CODE TEMPLATE TOD K P 7. STREET AND SIDEWALK 8. PARKING AND LOADING REGULATIONS REGULATIONS Minimum Width Automobile Parking Requirements Per Floor Area or Unit Size and Land Use Type Sidewalks within the TOD Overlay District shall have a minimum 75cm clear space for circulation with the exception of residential For new development within the TOD Overlay District, the areas with a density of less than 12 units per acre where the number of required parking spaces (on-street and off-street) width may be reduced to 1.8 m. shall be based upon the following table which summarizes the maximum number of parking spaces required for permitted Private Use of Sidewalks uses: Exterior storage on sidewalks is prohibited. Outdoor seating Table 12: Automobile Parking “Maximums” for Permitted Uses for food and drink establishments and pedestrian-oriented RETAIL/COMMERCIAL accessory uses, such as sales display for flowers, small shops, Bank 1.0 space for each __ square food, or drink stands, are exempt from this requirement. Outdoor meters of gross floor area service of alcoholic beverages shall be clearly demarcated from Bars/Nightclubs 1.0 space for each __square public spaces. In all cases, a minimum 8-foot clear pedestrian meters of gross floor area circulation path shall be maintained along the sidewalk. Bed & Breakfast 1.0 space per room or suite of Sign Regulations rooms Bookstores 1.0 space for each __square New signage within the TOD Overlay District shall conform to the meters of gross floor area standards stated herein and Section. Convenience Retail 1.0 space for each __square Signage shall not reduce clear sidewalk width to less than 2.5 meters of gross floor area m. Opaque signage shall not reduce the visual permeability of Dry Cleaners 1.0 space for each __square street-fronting windows to less than the minimum clear window meters of gross floor area requirement. Eating and Drinking 1.0 space for each __square Establishments meters of gross floor area Hotel or Motel Lodging 1.0 spaces per room or suite of rooms Live-Work 1.25 spaces per dwelling unit and 1 space for each employee not residing in the dwelling unit Lodging limited Bed and 1.0 space for each room or Breakfast Inn suite of rooms MIXED USE Mixed-Use 1.0 space for each __square meters of gross floor area Retail and Service Uses 1.0 space for each __square meters of gross floor area OFFICE Professional Offices 1.0 space for each __square meters of gross floor area Other Offices 1.0 space for each __square meters of gross floor area PD-R01 TOD ZONING CODE TEMPLATE 293 TOD K P CIVIC Day Care Facilities __ spaces per employee Gov’t Offices 1.0 space for each __square meters of gross floor area Lodges/Clubs 1.0 space for each __square meters of gross floor area Hospitals/Clinics 1.0 space for each __square meters of gross floor area Museums 1.0 space for each __square meters of gross floor area Post Offices 1.0 space for each __square meters of gross floor area Schools-Elementary/Jr. High 10 spaces + __ per classroom Schools-High/College __ spaces per student and staff Sports Facilities 1.0 space for each __square meters of gross floor area Theaters __ spaces per seat Worship __ spaces per seat RESIDENTIAL Studios and Efficiencies __spaces per dwelling unit 1 Bedroom __spaces per dwelling unit 2 Bedroom __spaces per dwelling unit 3 Bedroom __spaces per dwelling unit Accessory Units __space per accessory dwelling unit AUTOMOBILE PARKING “MAXIMUMS” FOR PERMITTED USES Boarding Houses __space per bedroom Nursing Home __space per bed Elderly Housing __space per bed INDUSTRIAL Manufacturing/Light Industry 1.0 spaces per__square meter of gross floor area 294 PD-R01 TOD ZONING CODE TEMPLATE TOD K P 9. ON-STREET PARKING For new development occurring within the TOD Overlay District, on-street parking along the use’s lot frontage shall count towards the parking requirements for uses on the lot set forth within the regulations of this Overlay District. 10. BICYCLE PARKING Convenient bicycle facilities should also be provided within the TOD district. The following bicycle parking requirements shall be applied within the TOD district. Bicycle parking shall be provided at 1 space per 186 square meter feet of commercial floor area. 11. OFF-STREET PARKING LOCATION Non-Residential and Multi-Family Uses Surface Parking Lots Off-street parking location for new development within the TOD Overlay District shall conform to the following requirements: Off-street parking shall be located to the rear and/or interior of a lot such that its visibility from a street shall be minimized. At-grade, above-, or below-ground parking structures shall be permitted. At-grade parking structures shall have a minimum frontage. Surface parking lots shall be placed between the structure and a side or rear lot line. Where a lot fronts onto two or more streets, parking shall be located accordingly: • Along the street with the least amount of commercial activity • Along the street with the least amount of pedestrian activity if the lot is located along two or more commercial streets with equal amounts of commercial activity. A maximum 2 m high wall or fence shall separate parking lots from abutting residential uses with a minimum 1.2m landscaped buffer. Walls and fences shall take on the character of residential uses. PD-R01 TOD ZONING CODE TEMPLATE 295 TOD K P 12. SINGLE-FAMILY 14. LOADING AND SERVICE RESIDENTIAL USES AREA LOCATION Garages, whether attached or detached, shall be set back at Loading, service, and refuse areas shall be located at the interior least 3 m behind the primary front façade of the buildings they of the lot and screened from view with walls, trellises, planting, serve. The primary front façade shall comprise at least 50% of berms, or by integration into the design of the building. Walls the overall width of the primary residence and the 3 m setback shall not exceed 2 m in height. Solid walls shall be landscaped shall not be measured from projections such as bay windows to soften their appearance and shall be made of finished and porches, but from the façade of the wall which encloses materials to match the primary building. Decorative elements, the building. variation in materials, and articulation shall be used. 13. LOCATION OF VEHICLE ACCESS Conflicts between pedestrians and vehicles entering and exiting parking lots shall be minimized. Access from pedestrian-oriented streets shall be avoided unless no other reasonable access is available, such as in lots with a single street frontage and no alley. Where alleys are present, driveways leading to parking lots, and loading and service areas shall be accessed from the alley. Lots with more than one street frontage and no alley shall locate vehicular access along the street with the least amount of pedestrian activity. All loading and service drives shall be of a depth that prevents loading and service vehicles from obstructing the sidewalk and roadway. Entrances to loading and service areas shall be screened from view. Access driveways shall not dominate the street frontage. Driveway widths shall be minimized to reduce their presence along the street. Where feasible, driveways shall be consolidated within the single lot and shared with adjacent properties to minimize their encroachment upon sidewalks. Shared driveway agreements shall be utilized where possible for shared parking, and loading and service areas. To avoid encroaching upon sidewalks and creating uneven pedestrian surfaces, driveway slopes shall be located between the roadside edge of the sidewalk and the curb. 296 PD-R01 TOD ZONING CODE TEMPLATE TOD K P MODEL TOD FORM-BASED CODE This model template is adapted from the Smart Code Version 9.2 (Center for Applied Transect Studies; 2008). This template is based on the innovative form-based code paradigm, where building standards will be defined based on the station area typology rather than land use. These Codes may be used as a replacement or as an overlay to the existing base zoning framework. All the development parcels that lie within a specific station area typology would need to adhere to form-based regulations for that specific typology. When the model template is applied to a city, the TOD Station Area Typologies and their boundary delineation must be clearly defined to avoid ambiguity in property selection. The Original Code is available here: https://transect.org/codes.html Station areas along corridors are set in different urban contexts, In the context of low and middle-income countries, typical play different roles in the transportation network and present station area typologies may include: unique challenges and opportunities. Successful approaches • Intermodal Gateways to built form around a Station Area that acts as a main interface • Employment Centres into the rapid transit network may not be appropriate for a station area that serves as a key transfer point between different • Destination Nodes modes. Similarly, appropriate intensification strategies at a very • Transit Neighborhoods urbanized hub may be very different from a regional destination • Urban Core(CBD) or a greenfield low-density area. Every station area, whether existing or proposed, faces unique challenges and will require • Infill Neighborhoods specially tailored strategies to develop high-performing TOD • New Residential Area projects. This Form-based Code is prepared for seven key station area typologies that depict typical planning considerations. Station area typologies are typically established based on: • Existing land use character • Transport functions including right-of-way, availability of multiple modes, and connectivity to the citywide network • Land availability for future development • Susceptibility to change - for example, age of buildings • Mobility network (including block size and mobility barriers) • Infrastructure carrying capacity PD-R01 TOD ZONING CODE TEMPLATE 297 TOD K P STATION AREA TYPOLOGIES Intermodal Employment Destination Gateways Centres Nodes Milwaukee Intermodal Station Raf fles Place, Singapore Mahalaxmi, Bangalore Significant hubs of transport Significant center of Stations which provide What are the activity with supporting economic and community access to unique characteristics of commercial and informal activity. Stations serve the destinations. the Station Area? activities main public/semi public- amenities & offices of the city. Moderate- to high-density Moderate to high-density mix Moderate to low-density What is the mix of industrial, commercial, of employment, public-semi mix of public-semi public Character of employment, public - semi public public / cultural uses. Some and cultural uses. Some Land Use Mix & / cultural and residential uses. residential and local- retail residential and local-retail Density? also supported. also supported. Integrating dense mix of housing Introducing housing into Creating sustainable and employment uses while predominantly employment/ off-peak uses and What are the maintaining ease of access to public-semi-public uses accommodating peak travel major planning transit stations. and improving connections/ demand. & development access to transit. Illegal parking and hawker challenges? encroachment can create a false sense of congestion. Moderate chance of land Less possibility of land Less possibility of land What are land availability availability availability development opportunities? 298 PD-R01 TOD ZONING CODE TEMPLATE TOD K P Transit Urban Core Infill New Residential Neighborhoods (CBD) Neighborhoods Areas Teleferico Do Alemao, Riode Janeiro Church Gate, Mumbai Koh-e-fiza, Bhopal Guatemala City Predominantly residential Significant center of Predominantly residential Predominantly residential district with good access economic, community districts located just outside district outside the core/old to regional and subregional and cultural activity with the core/old city city area with good access centres regional-scale retail to the core city destinations. Potential for community High-density with Moderate-to high-density Moderate-to high-density and regional-serving commercial uses (>75%) + a with predominantly mix with predominantly retail but need to balance moderate mix of other uses residential and moderate residential supported with demands and conflict with such as institutions, and mix of Commercial, public commercial & community surrounding destination residential within a 5 min semi public & community facilities retail. (400m) walking radius. facilities Integrating affordable Integrating high-density Integrating new housing and Expanding local-serving housing in the product mix housing into existing mix of supporting local-serving retail opportunities and to increase transit ridership. housing and employment to retail high-density housing support local-serving retail opportunities Provide greater and improving connections/ Improving connections/ opportunities for access to transit access to transit” commercial activities and informal markets to support household needs. Less possibility of land Mostly infill developments & Very less chance of land Moderate chance of land availability retrofitting uses availability availability PD-R01 TOD ZONING CODE TEMPLATE 299 TOD K P Note: All requirements in this INTERMODAL EMPLOYMENT NODE DESTINATION NODE TRANSIT Table are subject to calibration GATEWAY NEIGHBORHOODS for local context. a. BASE RESIDENTIAL DENSITY Dwelling units per hectare b. BLOCK SIZE Block perimeter c. THOROUGHFARES Arterial Sub-arterial Collector Neighborhood streets Bike facilities Pedestrian priority streets Shared street d. CIVIC SPACES Park Green Square Plaza Playground e. LOT OCCUPATION Lot Width Lot Coverage f. DEVELOPMENT STANDARDS Minimum height Maximum height Maximum podium height Minimum podium stepback g. SETBACKS - PRINCIPAL BUILDING Front Setback Principal 300 PD-R01 TOD ZONING CODE TEMPLATE TOD K P URBAN CORE INFILL NEW RESIDENTIAL BASELINE STANDARDS NEIGHBORHOODS AREAS High Medium Low Highest density Medium Lower density should be density should be within 500m should be beyond catchment within 1000m the 1000m catchment catchment 150m 130m 110m PD-R01 TOD ZONING CODE TEMPLATE 301 Dubai, UAE TOD K P PD-R02 TOD PLANNING PRINCIPLES A series of detailed planning principles and design components to formulate TOD plans at various scales of intervention Type: Reference Document © 2021 The World Bank TOD K P Disclaimer: The Transit-Orientated Development Implementation Resources & Tools knowledge product is designed to provide a high-level framework for the implementation of TOD and offer direction to cities in addressing barriers at all stages. As the context in low and middle-income cities varies, the application of the knowledge product must be adapted to local needs and priorities, and customized on a case-by-case basis. © 2021 International Bank for Reconstruction and Development / The World Bank TOD DESIGN PRINCIPLES TRANSIT The different transportation modes ORIENTED (transit, walking, bicycle, cars, taxis, etc.) (TRANSPORTATION) and the infrastructure and amenities (OPEN SPACE) (lanes, parking spots, transit stops, stations, sidewalks, etc.) that allow residents to travel safely, conveniently, and comfortably, whichever mode they choose. 304 PD-R02 TOD PLANNING PRINCIPLES TOD K P The public spaces (plazas, patios, DEVELOPMENT The built-up areas, primarily private parks, sidewalks, etc.) that form the parcels, where different human activities transition between transportation (BUILT ENVIRONMENT) occur that support varied housing, facilities and buildings, also known as employment, shipping, and other uses. ‘the spaces between’ where the life In the TOD model, buildings should relate of the city plays out. Can be public to and activate surrounding open spaces or private property, but should be and support transit ridership by adequate designed to be accessible, friendly, density. and fun for all. PD-R02 TOD PLANNING PRINCIPLES 305 TOD K P TRANSIT (TRANSPORTATION) COMPONENTS Encourage high-quality station architecture and public realm that is sensitive T1 to the surrounding built context and must provide amenities, including retail, to WELL DESIGNED ensure a comfortable and seamless commuter experience. TRANSIT SYSTEM Seamless integration of transit modes, systems, and routes must be ensured, T2 while considering efficient links to all modes of access, users and abilities, to MULTI-MODAL and from the station. INTEGRATION Enable street design that ensures safe access for all users, including T3 pedestrians, cyclists, motorists and transit riders, by providing equitable distribution of road space. COMPLETE STREETS Incorporate safe speed strategies for traffic around transit stops along with T4 measures on traffic demand management and reduced parking demand to pro- TRAFFIC mote sustainable mobility choices. MANAGEMENT 306 PD-R02 TOD PLANNING PRINCIPLES TOD K P ORIENTED (OPEN SPACE) COMPONENTS Promote congregational activities through inclusive and context-sensitive O1 variety in architecture and landscaping around transit stations. TRANSIT PLAZA Focus on providing an attractive pedestrian environment that is continuous, O2 forms a network and offers an array of experiences and amenities. WALKABILITY Provide visual interest at the pedestrian scale through thoughtful landscaping O3 and building design, which will encourage people to use the public realm and PUBLIC REALM help contribute to an active street life. Create open areas such as amenity spaces, green spaces, playgrounds, parks O4 and natural areas, plazas, civic squares, etc. within a five-minute walking URBAN PARKS & OPEN radius of residents. SPACES PD-R02 TOD PLANNING PRINCIPLES 307 TOD K P DEVELOPMENT (BUILT ENVIRONMENT) COMPONENTS Optimize employment and residential densities along a transit corridor D1 or station area, based on the carrying capacities of transit and NMT COMPACT infrastructure, to promote walking and transit use. DEVELOPMENT Promote more efficient land use patterns by providing residents with access D2 to retail, commercial and civic services, employment and recreational facilities without needing to travel by automobile. MIX OF USES Provide a diversity of housing choices, which includes a mixture of types, styles, price ranges and tenure, within a 10-minute walking distance from a D3 transit station, to foster the creation of equitable TODs. HOUSING DIVERSITY Strive to achieve inclusive development in TODs by addressing the needs D4 of the informal sector in all aspects of policy, planning and design for street INFORMAL SECTOR vendors, settlements and transportation services INTEGRATION 308 PD-R02 TOD PLANNING PRINCIPLES TOD K P TOD SUPPORTIVE PRINCIPLES Identify high-risk areas to design TOD projects in consideration with the anticipated hazards and CLIMATE failures associated with climate change & environmental variations. S1 Reference: Climate resilient development index: theoretical framework, selection criteria & RESILIENCE fit-for-purpose indicators, European Commission https://ec.europa.eu/jrc/sites/jrcsh/files/ReqNo_ JRC94771_lb-na-27126-en-n.pdf Adopt inclusive development of TOD areas at all stages & scales by means of incorporating the needs of diverse user groups including gender, age, abilities & socio-economic segments. INCLUSIVENESS S2 Reference: Towards an Inclusive and Low Carbon Transit Oriented development in Indian Cities, Shakti Foundation http://shaktifoundation.in/wp-content/uploads/2017/11/TOD-India.pdf Adopt development based land value capture as a financial mechanism for upgrading infrastructure LAND VALUE along TOD corridors and station areas. S3 CAPTURE Reference: Financing Transit Oriented Development with Land Values, World Bank Group, 2015 https://openknowledge.worldbank.org/handle/10986/21286 Meet and exceed the requirements of accessibility guidelines and standards of all users with different UNIVERSAL abilities in building or retrofitting pedestrian environments. S4 Reference: Environment for Disabled and Elderly Persons, CPWD (1998) ACCESSIBILITY Prioritize and implement innovative green building practices in all aspects of providing or upgrading SUSTAINABLE infrastructure including, energy, water, landscape and waste management. S5 INFRASTRUCTURE Reference: LEED for Neighborhood Development www.nrdc.org/cities/smartgrowth/files/citizens_ guide_LEED-ND.pdf Expand accessibility in TOD areas by promoting bicycles as an alternate or preferred sustainable and healthy mode of choice. BICYCLE FRIENDLY S6 Reference: National Guidance Document on Public Bicycle Sharing, MoHUA (http://mohua.gov.in/ cms/sustain-sutp-PBS.php) Adopt smart technologies within TOD projects such as fare integration, smart parking, real-time TECHNOLOGY information, to provide public transit service an edge over automobiles. S7 Reference: ITS Toolkit, IUT (http://www.iutindia.org/capacityBuilding/Toolkits.aspx) INTEGRATION PD-R02 TOD PLANNING PRINCIPLES 309 TOD K P T1 WELL DESIGNED TRANSIT SYSTEM Recreio Shopping BRT station, Rio de Janeiro, Brazil Encourage high-quality station architecture and public realm that 1. DESIGN CONTEXT-SPECIFIC TRANSIT SYSTEMS is sensitive to the surrounding built context and must provide • Transit corridors must be located • When planning a TOD corridor, it amenities, including retail, to in proximity to a city’s current is necessary to understand the ensure a comfortable and seamless or planned urban footprint. City existing demand at each station, commuter experience. officials must assess where enough based on existing and projected transit demand exists to sustain economic conditions. This will help public transportation, or where there to prioritize the stations that should is potential for future development plan for the greatest hierarchy of (based on integrated land use and public transit systems. transportation plans), and route -Module 4: Design Components of primary and secondary transit TOD, WRI, 2015 systems to these areas in order to • Consider a transit alternative RISK & MITIGATION accommodate and create demand. analysis to determine the most • Transit agencies have a strong -Module 4: Design Components of effective and cost-efficient mode for say on where the transit TOD, WRI, 2015 the context. infrastructure is built, and • A TOD corridor should be designed o Bus Rapid Transit System should hence influence the potential with the goal of incorporating and be considered for demand of TOD. Often, the transit stops connecting as many types of transit greater than 2000 passengers are planned in less expensive systems to one other to create a per hour per direction. locations, far from jobs and more robust transit network, but housing areas, which diminish the -TOD Guidance Document, MOUD, 2016 not all stations across a corridor outcomes early on. will demand the same variety o Metro Rail should be considered Transit station designs are and capacity of transit options. for demand greater than 15000 many times planned by transit The types of transit options will passengers per hour per agencies without considering depend on various factors including direction. options for joint developments proximity to the urban core, and or other mechanisms to improve -TOD Guidance Document, MOUD, 2016 to dense residential and economic integration at the station area hubs. scale. -Module 4: Design Components of • Placement of transit stops has TOD, WRI, 2015 to be in concurrence with the Refer E PRIMARY STATION AREA DESIGN for design guidance on station area emerging locations that foster private development. design + REFER OTHER PRINCIPLES T1 T2 T3 T4 O1 O2 O3 O4 D1 D2 D3 D4 310 PD-R02 TOD PLANNING PRINCIPLES 2 implementation phase. However, there are some inherent differences between planning for TODs along Local Express Bus/ BRT and Metro rail corridors that need to be proactively addressed to attract desired investments. These differences are primarily LOCAL EXPRESS BUS/ BRT ME related to station design (spacing, placement and facility) and its • Median busways • STATION SPACING • CurbsideTOD K P • 1 Overhead Metro STATION SPACING STATION PLACEMENT 1 2 LOCAL EXPRESS BUS/ BRT METRO RAIL • 300m-600m on an average • 800m-2000m (optimal 450m) LOCAL EXPRESS BUS/ BRT METRO RAIL NMT Lane/ • BRT Source: ITDPon 300m-600m anStandard average 2014• 800m-2000m Network (optimal 450m) LOCAL EXPRESS BUS/ BRT ME Source: ITDP BRT Standard 2014 MRT Pedestrian Differentiating Components: Station • Median busways • Metro Station Spacing crosswalks | Block sizes | Catchment area 800-2000m Underground Metro Differentiating Components: Pedestrian Passenger Pick- • Curbside Station Local bus/Bus • Metro Station Spacing crosswalks | Block sizes | Catchment area up/Drop-off Spillout feeder Overhead Metro BRT Space BRT BRT Station BRT Station IPT parking Bicycle parking BRT BRT BRT Differentiating Components: Station entrance BRT Traffic BRT based BRT Median BRT Station Pedestrian crosswalks development vs. Metro station + property BRT Station BRT foot over b opportunity BRT Station Spacing 300-800m (Mid-block) and underpass | Cycle Development opportunity Parking | IPT i Development opportunity Median based BRT Universal Access 2016 Developmen | Joint (At Intersection) Station Spacing | source: MOUD, 2016 Median based Underground BRT Metro Station Placement (Mid-block) | source: Median MOUD, 2016 based BRT Multi-modal integration at transit station | source: MOUD, BRT Station Spacing (Mid-block) Median based BRT BRT BRT Station BRT BRT Station BRT BRT (At Intersection) BRT BRT Station BRT Station BRT 2. CREATE BARRIER FREE MOVEMENT SPACES BRT 3. PROVIDE CUSTOMER AMENITY BRT BRT BRT BRT Station Differentiating BRT TO ENHANCE COMFORT, Components: BRT Traffic BRT Station • The maximum acceptable walking • BRT In addition BRT Station Median BRT Station to BRT BRT based BRT variety, efforts should Pedestrian SAFETY ANDcrosswalks BRTINFORMATION BRT Station BRT Station BRT vs. foot over b BRT Median based BRT distance to the nearest rapid transit (Mid-block) be made to integrate the various (Mid-block) and underpass | Cycle • Convenience: Provide retail Parking | IPT i station is defined as 1,000m and Curbside-staggered of based basedBRT Median based BRT forms Curbside-staggered BRT public transit. This can be BRT opportunities Median based BRT at transit BRT stations Universal Access | Joint Developmen (At Intersection) (Mid-block) (At Intersection) RT Median BRTbased BRT Station Median (Mid-block) BRT BRT Station 500m for a frequent local bus achieved through based BRT (Mid-block) measures such Curbside-staggered and to offer food, drink(At based BRT services Intersection) RT service that connects to a rapid BRT as integrated BRT fare systems across Curbside-staggered based BRT BRT Station such as BRT banks or dry cleaners. Median based BRT BRT Station (At Intersection) transit network within less than 5 BRT BRTthe different Station (Mid-block) systems; BRT easy access BRT BRT • Comfort and BRT Safety: Transit Curbside-staggered based BRT (At Intersection) kilometers. to transfer between systems, and STATION FACILITY BRT BRT 3 an based BRT BRT Station stations should provide BRT Station BRT Station Mid-block) -Adapted from TOD Standard, ITDP, combined BRT operations BRT to ensure BRT comfortable and secure placesBRT BRT BRT BRT BRT Station BRT Station BRT Median based BRT BRT Station to 2017 Median based BRT higher quality, BRT complementary and (At Intersection) (Mid-block) BRT Station sit and wait with amenities such BRT Station • The transfer station should complete Curbside-staggered be based BRT Curbside-staggered BRT public based BRT based BRT transit system LOCAL EXPRESS Median based BRTand as washrooms BUS/ BRT BRT BRT secure BRT bike METRO Curbside-staggered (Mid-block) BRT Station (At Intersection) RT network. BRT BRT (Mid-block) designed for short, convenient and BRT Station BRT Pelican Signal BRT Traffic Signal • Utilizes storage. Curbside-staggered existing(At based BRT BRT Station RoW- less Curbside-staggered based BRT Intersection) • Hig BRT Station (At Intersection) all-accessible connections with the -Module 4: Design Components of RT BRT Curbside-staggered based BRT • land acquisition Information: Provide costs a high BRT level and rapid transit service. BRT Station (Mid-block) TOD, WRI Curbside-tandem based BRT BRT Station T BRT BRT BRT • of customer Typically BRT service Curbside-staggered restricted at stations, (At to based BRT Intersection) (At Intersection) • Hig STATION FACILITY BRT including staffed customer service 3 an based BRT -Adapted from TOD Standard, ITDP, BRT Station Mid-block) passenger BRT kiosks, real-time and BRT boarding BRT and static based BRT dev BRT 2017 BRT Station Median based BRT Curbside-tandem (At Intersection) aggered based BRT Mid-block) Pelican Signal BRT Traffic Signal BRT Station BRT BRT (At Intersection) alighting information displays, wireless high BRT Station LOCAL EXPRESS BUS/ BRT BRT METRO Curbside-staggered based BRT Curbside-staggered based BRT (At Intersection) • internet Limited BRT and pay telephones. passenger BRT Station BRT ame BRT (Mid-block) BRT Pelican Signal BRT Traffic Signal • Utilizes amenitiesexisting -Adapted Curbside-staggered based BRT RoW- from (retail less Mobility spaces, Hub • • Hig Opp BRT Station (At Intersection) T Metrolinx, Guidelines,costs land acquisition BRT 2011 and public facilities) Curbside-tandem BRT Station based BRT pro Indore BRT Curbside-tandem based BRT (At Intersection) T BRT BRT BRT • • restricted Typicallyjoint (At Intersection) Minimal station toand • Hig pas T passenger property BRT boarding development and Curbside-tandem based BRT dev dro BRT (At Intersection) aggered based BRT Mid-block) Pelican Signal BRT Traffic Signal alighting opportunities high par Curbside-staggered based BRT (At Intersection) • • Limited BRT Park andpassenger ride facilities am Curbside-tandem based BRT amenities (retail spaces, limited • Opp (At Intersection) T public facilities) pro BRT Indore BRT Curbside-tandem based BRT (At Intersection) • Minimal joint station and pas T Differentiating Components: Multim property development dro BRT | NMT Accessibility| IPT integration | opportunities par Mantri Mall, Bangalore Development Opportunities| Parking • Park and ride facilities + REFER OTHER KNOWLEDGE PRODUCTSCurbside-tandem based BRT Parking | Safety and Security (At Intersection) limited AS A01, A02, H02, EN C01, C02, H01, PD H01, H02, H03, FI A01, A02, H01, IM A01, A02, H01, P02 R01, P01 H07, R03, P01 H02, R01, R02, R03 H02, P01 Differentiating Components: Multim T1 | NMT TOD PLANNINGIPT Accessibility| PD-R02 311 | integration PRINCIPLES Mantri Mall, Bangalore TOD K P T2 MULTI-MODAL INTEGRATION Informal transit at MG road metro station, Delhi, India Seamless integration of transit modes, systems, and routes must 1. DESIGN FOR EFFICIENT INTER-MODAL TRANSFERS TO CREATE A be ensured, while considering SEAMLESS TRANSIT EXPERIENCE efficient links to all modes of • Coordinate local feeder transit service schedules and routes to provide access, users and abilities, to and seamless connectivity between local, regional, and rapid transit services by from the station. reducing waiting times. • Adopt transit priority measures to ensure the efficient movement of surface transit to and from the station area. Intermodal integration of formal public transport, paratransit and cycle sharing should be within 200m from each other. RISK & MITIGATION APPROX. WALKING DISTANCE FACILITY/AMENITY AND PREFERRED • Different agencies for various FROM EXITS LOCATION: modes of transit, with lack Within 100 m Bus stops; vendor zones; convenience shopping; of inter-agency coordination, cycle-rental station, high occupancy feeder stop/ stand, public toilets; pedestrian-only plazas. hinders the seamless and Beyond 100 m Private car/taxi “drop-off” location only; validated car efficient integration of transit for parking facility for metro users (park & ride) may be users. provided. • A multi-agency task force Within 500m Cycle-rickshaw stand; cycle-parking stand; informal transit and ride-sharing services/auto-rickshaw could be set up to address the stand, improved lighting, proper signage, information interdependent needs of multi- for modal interchange and way-finding; interchange between any two mass rapid transit modes (Railway, modal integration at various Metro, BRTS, etc.) levels from planning routes to provision of PPUDO at transit stops. Refer E PRIMARY STATION AREA DESIGN for multi-modal integration guidance + REFER OTHER PRINCIPLES T1 T2 T3 T4 O1 O2 O3 O4 D1 D2 D3 D4 312 PD-R02 TOD PLANNING PRINCIPLES TOD K P LEGEND Park & Ride lot Park & Ride lot Development Informal opportunity Destination Arterial road 15 m inu te wa transit Bicycle parking parking lk Parking Collector road P P Way Finding Shortcuts P Signage Cycle network P Cycle Stand Informal transit/ Feeder services Bus stop P Transit station Development Local bus/ bus Informal Bicycle feeder opportunity transit parking parking Different access and mobility solutions around transit station | source: MOUD, 2016 Multi-modal options at transit station | source: MOUD, 2016 2. FOCUS ON THE NEEDS OF FIRST AND LAST MILE CONNECTIVITY • Dedicated and physically segregated bicycle tracks with • Cycle rickshaw parking and three-wheeler parking bays of width of 2m or more, one in each direction, should be 1.5m width should be provided near the junctions. provided on all streets with total motor vehicle carriageway -Adapted from TOD Guidance Document, MOUD, 2016 larger than 10m (not ROW) after providing adequately sized footpaths in each direction based on pedestrian • Desired average waiting time for a pedestrian is not more traffic. than 45 seconds. -Adapted from TOD Guidance Document, MOUD, 2016 • Provide designated parking for informal transit within 150m of walking distance from the station exit. -Adapted from TOD Guidance Document, MOUD, 2016 + REFER OTHER KNOWLEDGE PRODUCTS AS A01, A02, A04, EN C01, C02, H01, PD H01, H02, H03, FI A01, A02, H01, H02, IM A01, A02, H01, H02, P02 R01, P01 R03, P01 R01, R02, R03 H02, P01 PD-R02 TOD PLANNING PRINCIPLES 313 TOD K P T3 COMPLETE STREETS W Pender Street & Hornby Street, Vancouver, Canada Enable street design that ensures safe access for all users, including 1. DESIGN THE STREETS FOR THE 2. CREATE A BALANCE BETWEEN pedestrians, cyclists, motorists and ENTIRE RIGHT OF WAY NEEDS OF ALL USERS AND transit riders, by providing equitable MODES OF TRAVEL • Multi-Utility Zone (MUZ) of distribution of road space. minimum 1.8 m width should be • No vehicular street R/W within provided on all Collector and 500m of TOD station shall be Arterial Roads, to accommodate more than 30m unless already bus stops, street utilities, trees, notified in the Master Plan. street furniture, planting for -Adapted from TOD Guidance stormwater management; informal Document, MOUD, 2016 transit and ride-sharing services/ NMT stands, paid idle parking, • In a slow-speed local street (below etc. 30km/h), the optimum width for a carriageway is 3 m for one-way -Adapted from TOD Guidance RISK & MITIGATION movement and 4.5 m for two-way Document, MOUD, 2016 • Addressing competing needs of movement. space from diverse user groups -Adapted from TOD Guidance in an existing built context Document, MOUD, 2016 deters the objective of designing complete streets due to lack of • Create dedicated and protected available space. bike lanes, at least 3m wide in each direction, on all streets • Street upgrades within various except low-speed local streets. agencies and different timelines hinders the implementation of -Adapted from The Energy Foundation, complete streets. 2012 Refer • Prioritizing other initiatives that help support the complete A WALKING INFRASTRUCTURE, streets objective including B CYCLING INFRASTRUCTURE, traffic management, promoting walking & bicycling culture to be C FEEDER TRANSIT AND PARATRANSIT INFRASTRUCTURE and addressed in parallel. D TRAFFIC CALMING MEASURES FOR SHARED STREETS • Inter-agency coordination and institutional support to bring the for design guidance on Complete Streets design agencies together mitigates the risks on differing timelines. + REFER OTHER PRINCIPLES T1 T2 T3 T4 O1 O2 O3 O4 D1 D2 D3 D4 314 PD-R02 TOD PLANNING PRINCIPLES TOD K P LEGEND Arterial Sub-Arterial Collector/ Local NMT Network <200m <200m 150m- 200m Building Edge-to-Edge Design | source: MOUD, 2016 Intersection Density | source: MOUD, 2016 Block Sizes & Street Hierarchy | source: MOUD, 2016 3. DESIGN STREETS IN CONTEXT 4. DEVELOP AN INTERCONNECTED STREET NETWORK TO PROVIDE TO ITS ABUTTING LAND USES DIRECT CONNECTIONS TO THE TRANSIT STATION • A continuous unobstructed • Block sizes should be minimized to avoid the creation of inhospitable super- footpath on each side of all blocks. These types of long blocks can deter walking, as they increase the streets with ROW wider than perceived distance between locations. Recommended block size: 150-200m 12m. Commercial/Mixed Use- (WRI +MOUD) 2.0m, Shopping frontages- 2.5m, -Adapted from TOD Guidance Document, MOUD, 2016 Bus Stops- 3m, High-Intensity Commercial Areas-4m. -Module 4: Design Components of TOD, WRI, 2015 -Adapted from TOD Guidance • Area of blocks surrounded by public access pedestrian/cyclist streets or Document, MOUD, 2016 pathways not to exceed 2 ha. In existing built-up areas, statutory planning to be done for breaking up blocks with an area of more than 2 Ha, to provide • Building edges and building publicly accessible pedestrian thoroughfare. frontages should be incorporated in the street design. -Adapted from TOD Guidance Document, MOUD, 2016 • Building frontages should be • Preferred density of pedestrian-friendly intersections: 50 intersections per accessible to the public as far as squarekm. possible. -Adapted from TOD Guidance Document, MOUD, 2016 • Hierarchy of street network: o Arterial - 50m to 80m - 50km/hr o Sub-Arterial - 30m to 50m - 50km/hr o Distributor - 12m to 30m - 30km/hr o Access - 6m to 15m - 15km/hr + REFER OTHER KNOWLEDGE PRODUCTS AS H03, P03 EN C01, C02, H01, PD H01, H02, H03, FI A01, A02, H01, H02, IM A01, A02, H01, R01, P01 H07, R03, P01 R01, R02, R03 H02, P01 PD-R02 TOD PLANNING PRINCIPLES 315 TOD K P T4 TRAFFIC MANAGEMENT Park and Ride facility at Chattarpur Metro Station Parking, Delhi, India Incorporate safe speed strategies for traffic around transit stops along 1. REDUCE VEHICULAR TRIPS IN THE STATION AREA with measures on traffic demand management and reduced parking • Vehicle Demand Management • Streets meant primarily for NMT demand to promote sustainable (VDM): Adopt strategies and movement as well as all streets mobility choices. policies to reduce or redistribute of ROW 12m or below, should be travel demand for private vehicles. limited to a maximum speed of Discouraging use of private vehicles 20km/hr by design. by means of congestion pricing, -Adapted from TOD Guidance registration fee, alongside with Document, MOUD, 2016 provision of high-quality public transit facilities are some of the • Narrow streets that allow one-way means to address VDM. motor traffic, as well as bicycles and -Module 4: Design Components of pedestrians, will significantly reduce RISK & MITIGATION TOD, WRI, 2015 congestion. Replace major arterials • Growing dependency on wider than 45m with efficient one- automobile coupled with • On streets with ROW of 18m or less, way couples (two narrower one-way the tendency to sprawled if pedestrian traffic is greater than couples). development. 8000 per hour in both directions -Adapted from The Energy together, the entire ROW should be • Lack of appropriate parking Foundation, 2012 notified for pedestrianization. policies and provision of distinct parking supply to address the -Adapted from TOD Guidance needs for parking. Document, MOUD, 2016 • Sensitizing officials in charge of traffic and transportation towards the needs of transit and NMT users. • Adequate measures on updating policies and enforcement of traffic rules to focus on NMT Refer users and their needs. C FEEDER TRANSIT AND PARATRANSIT INFRASTRUCTURE and for guidance on Traffic speeds management + REFER OTHER PRINCIPLES T1 T2 T3 T4 O1 O2 O3 O4 D1 D2 D3 D4 316 PD-R02 TOD PLANNING PRINCIPLES TOD K P SHARED MLCP Traffic calming | source: WRI, 2015 Appropriate allocation of road space | source: MOUD, 2016 Station Parking | source: MOUD, 2016 2. OPTIMIZE TRAFFIC SPEEDS 3. REGULATE PARKING NEEDS AROUND THE STATION AREA ON HEAVY TRAFFIC ROADS TO PROTECT MULTI-MODAL • Short-Term Parking (on-street & off- • At least 50% and preferably 100% USERS AT TRANSIT STATIONS street): Approximately 70% of the of the total parking facilities (based • Disperse high traffic volumes over total parking space/slots capacity to on ECS) provided for any new/ multiple parallel human-scale be kept for short-term parking near redevelopment/retrofit project streets rather than concentrating the station. greater than 2000 sqm plot area, -Adapted from TOD Guidance shall be provided as a Shared traffic on fewer major arterial Parking facility. streets. Document, MOUD, 2016 • Minimum parking rates may be fixed -Adapted from TOD Guidance • Park-and-Ride Lots: Park-and-Ride but maximum rates be variable Document, MOUD, 2016 facilities for private modes may be based on market forces, similar to provided only at Terminal MRTS • Limit speed on urban arterial all real estate space in the city. Stations or major Multi-modal roads and sub-arterial streets to Interchanges. • Increase fee exponentially with 50kmph and on collector and local decreasing distance to BRTS/Metro streets to 30kmph. -Adapted from TOD Guidance Rail stations. Document, MOUD, 2016 -Adapted from TOD Guidance Document, MOUD, 2016 • Special parking spaces should be designated on-street for differently • Traffic calming of all streets with abled, at a ratio of 1 for every 25 ROW of 12m or less through parking spaces. These parking the narrowing of driveways and spaces should have 1.2m access meandering path with the use of zones. trees, islands and street furniture. -Adapted from TOD Guidance Document, MOUD, 2016 • Mid-block crossings every 250m on average. Min: 5 safe street- level crossings/km. + REFER OTHER KNOWLEDGE PRODUCTS AS A01, A02, A04, EN C01, C02, H01, PD H01, H02, H03, FI A01, A02, H01, H02, IM A01, A02, H01, H02, P02 R01, P01 R03, P01 R01, R02, R03 H02, P01 PD-R02 TOD PLANNING PRINCIPLES 317 TOD K P O1 TRANSIT PLAZA Transit Plaza at center square MRT, Raffles Place, Singapore Promote congregational activities through inclusive and context- 1. ADOPT MEASURES TO CREATE EFFICIENT AND DISTINCT CIRCULATION sensitive variety in architecture AREAS THAT CATER TO INTER-MODAL TRANSFER AROUND TRANSIT and landscaping around transit STOPS stations. • Adopt transit priority measures to ensure the efficient movement of surface transit to and from the station area. -Adapted from Mobility Hub Guidelines, Metrolinx, 2011 • Provide clearly marked and protected access for pedestrians and cyclists at station areas to minimize conflicts, particularly at passenger pick-up and drop- offs (PPUDO), bus facilities, and parking access points. -Adapted from Mobility Hub Guidelines, Metrolinx, 2011 • Provide secure and plentiful bicycle parking at station entrances with additional cycling amenities at high volume locations. RISK & MITIGATION -Adapted from Mobility Hub Guidelines, Metrolinx, 2011 • Transit route planning involves alignments passing through various contexts and space constraints, risking the provision of transit plazas at stops. Provision of standardized transit stop designs that lack distinguished character prohibits consideration of transit plaza Lack of sufficient land ownership by the transit agency. • Station area plans should be made along with transit plans so that appropriate plazas are also Refer designed. Space for transit plaza D TRAFFIC CALMING MEASURES FOR SHARED STREETS could be created through urban design guidelines or regulations E PRIMARY STATION AREA DESIGN over private properties. for design guidance on Transit plaza and Station a design + REFER OTHER PRINCIPLES T1 T2 T3 T4 O1 O2 O3 O4 D1 D2 D3 D4 318 PD-R02 TOD PLANNING PRINCIPLES TOD K P Park & Bus platform Ride lot area Pedestrian & cycling route Pedestrian access Pedestrian access Protected pedestrian zone at transit station | source: MOUD, 2016 Transit plaza connections | source: Metrolinx, 2011 2. PEDESTRIAN FIRST MEASURES HAVE TO BE PRIORITIZED AROUND THE TRANSIT PLAZA • Provide an attractive pedestrian environment with a high • Use fountains, landscaping and building elements (such as level of priority, safety, and amenities. low walls) to buffer traffic noise. -Adapted from Mobility Hub Guidelines, Metrolinx, 2011 -Adapted from Mobility Hub Guidelines, Metrolinx, 2011 • Ensure the plazas respond to local needs both functional • Incorporate natural landscape elements and other green and architectural. design features such as drought-resistant plantings, -Adapted from Mobility Hub Guidelines, Metrolinx, 2011 permeable surfaces and recycled/able materials. • Public plazas with community amenities such as gathering -Adapted from Mobility Hub Guidelines, Metrolinx, 2011 places, public information kiosks, public art displays and • Recommended area of pedestrian spill out space > 1.9 opportunities for small convenience-oriented retail uses. sqm/ped. -Adapted from Mobility Hub Guidelines, Metrolinx, 2011 -Adapted from TOD Guidance Document, MOUD, 2016 • In waiting areas, include a variety of comfortable seating types and locations. -Adapted from Mobility Hub Guidelines, Metrolinx, 2011 + REFER OTHER KNOWLEDGE PRODUCTS AS EN C01, C02 PD H03, H04, H05, FI A02, H02, R01, R03 IM A01, A02, H01, H06, P01 H02, P01 PD-R02 TOD PLANNING PRINCIPLES 319 TOD K P O2 WALKABILITY Pedestrian Amenities, Tianjin, China Focus on providing an attractive pedestrian environment that is 1. PROVIDE APPROPRIATE NETWORK AND WIDTH OF CONTINUOUS continuous, forms a network and FOOTPATHS offers an array of experiences • A concerted effort to create connected & contiguous networks for cycling & and amenities. walking must be made at the corridor level, detailed to the level of each station area. • Adopt sidewalks to be designed using a three‐section strategy: o Service zone: contains space allocation for urban furniture, vegetation, stormwater management and infrastructure o Pedestrian flow zone: strictly dedicated to pedestrian movement, free of all obstructions. This zone must cater to all users with different abilities and age groups moving in both directions. o Front-of-building zone: transition zone from public to private property, RISK & MITIGATION could be utilized for outdoor seating, signage, porches, planting etc. • Lack of technical capacities and o Additionally, a fourth zone could be added, if space permits for bicycles, as sensitivity towards pedestrian an additional section of the sidewalk of as part of the street. needs. Lack of a walkable mix of uses because of discordant land use regulations. • Consider formulation of NMT cells within at relevant levels within the local authorities to address the needs of walking. Refer A WALKING INFRASTRUCTURE for design guidance on Walkability + REFER OTHER PRINCIPLES T1 T2 T3 T4 O1 O2 O3 O4 D1 D2 D3 D4 320 PD-R02 TOD PLANNING PRINCIPLES TOD K P Pedestrian environment | Source: MOUD, 2016 Active street edge | Source: MOUD, 2016 2. MAKE WALKING A 3. MAINTAIN ACTIVE STREET EDGES TO CREATE SAFE WALKING COMFORTABLE CHOICE • Street trees: • Active frontages include arcades, • Vehicular/service access should shopfronts, entrance doorways, be from secondary street wherever o At least 125 trees perkm for access points, entry/exits and access to the building is possible streets with ROW smaller than transparent windows of active areas from multiple streets. 12m. facing the primary access street. -Adapted from TOD Guidance o At least 125 trees perkm per -Adapted from TOD Guidance Document, MOUD, 2016 footpath on streets with ROW Document, MOUD, 2016 greater than 12m. • Compound walls, if present, should • Street Lighting: Spacing should be • Primary pedestrian access for be transparent above a height of uniform with the distance based buildings from the main street, with 100cm. High-security government on the minimum illumination location as per shortest walking buildings may apply for an required. distance from nearest bus stop. exemption. • Street Furniture: Benches, trash, -Adapted from TOD Guidance -Adapted from TOD Guidance receptacles, bollards, vending Document, MOUD, 2016 Document, MOUD, 2016 kiosks, signage to be provided adequately. • Public Facilities: Provide Accessible Public Toilets at every 500-800m distance – preferably located close to bus stops for easy access by pedestrians and public transport users. -Adapted from TOD Guidance Document, MOUD, 2016 + REFER OTHER KNOWLEDGE PRODUCTS AS A01, A02, A04, EN C01, C02, H01 PD H03, H04, H05, FI A02, H02, R01, IM A01, A02, H01, P02 H06, P01 R03 H02, P01 PD-R02 TOD PLANNING PRINCIPLES 321 TOD K P O3 PUBLIC REALM Public Realm, Sao Paulo, Brazil Provide visual interest at the pedestrian scale through 1. INCORPORATE PROVISION OF PUBLIC REALM AT ALL SCALES OF TOD thoughtful landscaping and PLANNING building design, which will • A neighborhood park accessible by 800m walking or bicycle trip, and a public encourage people to use the sports venue accessible by 1,200m walking or bicycle trip. public realm and help contribute -Module 4: Design Components of TOD, WRI to an active street life. • Public spaces must be designed to integrate with existing urban space and meet the needs of local residents. To properly integrate a public space network, the public spaces within the network should connect with each other and with a neighborhood’s primary leisure spaces. This network can be connected through a system of sidewalks, pedestrian paths, or cycling paths. -Module 4: Design Components of TOD, WRI, 2015 • When streets are thought of as public spaces, opportunities for community RISK & MITIGATION enhancement are created. Community streets can be used for a variety of • Lack of micro-planning purposes, including such events as food fairs, festivals, games, and parades. mechanisms or allocation of -Module 4: Design Components of TOD, WRI, 2015 budgets with public agencies • Through the establishment of mixed‐use districts, encouragement of hinders the investments in public streetscape that are created for all user experiences (not just vehicles), realm improvement projects. sidewalks that are built for multiple purposes including green space, pedestrian • Investments in infrastructure experience, and aesthetic transitioning to adjacent businesses and residences, to support the quantum of zoning codes can be powerful tools. development envisioned for a -Module 4: Design Components of TOD, WRI, 2015 particular place is critical to TOD. The public sector needs to invest in infrastructure to alleviate the cost burden from prospective Refer private developments. A WALKING INFRASTRUCTURE, B CYCLING INFRASTRUCTURE, D TRAFFIC CALMING MEASURES FOR SHARED STREETS for design guidance on Public Realm design + REFER OTHER PRINCIPLES T1 T2 T3 T4 O1 O2 O3 O4 D1 D2 D3 D4 322 PD-R02 TOD PLANNING PRINCIPLES TOD K P Regional facilities | source: WRI, 2015 Shared community streets | source: WRI, 2015 Place identity | source: WRI, 2015 2. PROVISION OF PUBLIC SPACES 3. DESIGN OF PUBLIC SPACES MUST BE SENSITIVE TO LOCAL HERITAGE IMPROVES QUALITY OF LIFE AND CONTEXT • Provision of public and green spaces can seem in direct • Preservation of local identity is • TOD projects should also take a conflict with TOD's density key in defining unique places and community’s cultural traditions goals; however, the two design creating a sense of belonging into consideration when designing components must be thought of among residents, which are central development for a neighborhood. as complementary. Balancing for TOD projects. Effort should be If a community has traditional the two design components to made to recognize local assets festivals, parades, or weekly achieve high density and green when planning a TOD project. TOD markets, these customs must be and public space is not only design can serve to complement, accommodated through design. possible, but necessary. enhance, and reflect local -Module 4: Design Components of cultural, heritage/historical, and TOD, WRI, 2015 -Module 4: Design Components of environmental features. TOD, WRI, 2015 -Module 4: Design Components of • Important local landmarks, TOD, WRI, 2015 including heritage buildings, • The architectural features of a churches, and monuments, TOD project should take local must be preserved to keep a context into consideration. community’s history alive. TOD Existing buildings can be used as design can serve to increase prototypes, and properties of local access to historical locations; architecture, including construction for example, pedestrian zones materials and facade colors, can can be created around important influence TOD design. monuments and buildings, -Module 4: Design Components of improving connectivity between TOD, WRI, 2015 important historical sites. -Module 4: Design Components of TOD, WRI, 2015 -Adapted from TOD Guidance Document, MOUD, 2016 + REFER OTHER KNOWLEDGE PRODUCTS AS EN C01, C02 PD H03, H04, H05, FI A02, H02, R01, IM A01, A02, H01, H06, H07, P01 R03 H02, P01 PD-R02 TOD PLANNING PRINCIPLES 323 TOD K P O4 URBAN PARKS & OPEN SPACES Public open space, Curitiba, Brazil Create open areas such as amenity spaces, green spaces, 1. PROVIDE OPTIONS FOR OUTDOOR RECREATION, LEISURE AND PLAY AREAS TO PROMOTE HEALTHY COMMUNITIES WITHIN TOD AREAS playgrounds, parks and natural • Access to parks and playgrounds is particularly important to the urban poor, areas, plazas, civic squares, who have little access to private facilities and few opportunities to break away etc. within a five-minute walking temporarily from urban life. radius of residents. -Adapted from TOD Standard, ITDP, 2017 • A TOD project’s designed green spaces should be open to the general public, and access to these areas should be prioritized for non‐motorized means of transit. -Module 4: Design Components of TOD, WRI, 2015 RISK & MITIGATION • Lack of focus on open spaces in planning, along with an inappropriate allocation of funds towards upgrading facilities in parks and open spaces. Open spaces as potential areas for encroachments requires adequate measures on design and enforcement. + REFER OTHER PRINCIPLES T1 T2 T3 T4 O1 O2 O3 O4 D1 D2 D3 D4 324 PD-R02 TOD PLANNING PRINCIPLES TOD K P Open space within TOD area | source: MOUD, 2016 Strategic green areas | source: WRI, 2015 Public space networks | source: WRI, 2015 2. IMPROVE ECOLOGICAL FOOTPRINT OF TOD AREAS 3. PROMOTE ENHANCED CONNECTIVITY TO TRANSIT • Public parks and playgrounds have multiple benefits—from improved air THROUGH PARKS quality, to reduced heat island effects, to the increased physical and mental health and comfort of residents. • While retail and playgrounds should, ideally, be no further than -Adapted from TOD Standard, ITDP, 2017 600m away from any point within • TOD design can be integrated with the local environment, including such a neighborhood, schools and features as rivers, cliffs, agricultural lands, forests, and regional fauna and markets should be less than a 1km floral. Natural areas should be protected from development for the capturing of trip. CO2, aquifer replenishment, and maintenance of biodiversity. -Module 4: Design Components of -Module 4: Design Components of TOD, WRI, 2015 TOD, WRI, 2015 • Public and green spaces also provide opportunities for city officials to • Identify opportunities to provide incorporate risk and natural resource management into city planning. ‘cut-throughs’ (i.e. across parking -Module 4: Design Components of TOD, WRI, 2015 lots or through parks, where such cut-throughs shorten access routes.) • Preservation of sensitive or critical ecosystems and creation of buffers along waterways protect against habitat loss and species extinction, while at the -Adapted from TOD Guidance same time improving aesthetics, access to green space, and natural resource Document, MOUD, 2016 production. -Module 4: Design Components of TOD, WRI, 2015 + REFER OTHER KNOWLEDGE PRODUCTS AS EN C01, C02 PD H03, H04, H05, FI A02, H02, R01, IM A01, A02, H01, H06, P01 R03 H02, P01 PD-R02 TOD PLANNING PRINCIPLES 325 TOD K P D1 COMPACT DEVELOPMENT City development, Bogota, Colombia Optimize employment and residential densities along a 1. ADOPT DIFFERENTIAL LAND USE DENSITIES AS PART OF STATUTORY transit corridor or station area, PLANS based on carrying capacities • Incorporate varying densities based on the development potential of different of transit and informal transit areas. infrastructure, to promote walking -Adapted from TOD Guidance Document, MOUD, 2016 and transit use. • Distribution of FSI has to be varied depending upon the FSI already consumed, proposed land use zoning, and accessibility, particularly, areas in proximity to public transit stations, in order to ensure efficiency of use of land. -Adapted from TOD Guidance Document, MOUD, 2016 • To establish articulated densities along transit corridors, Building codes can be changed to increase the maximum floor‐area‐ratio (FAR) permitted and allow for development on smaller plot sizes. RISK & MITIGATION -Module 4: Design Components of TOD, WRI, 2015 • Undue focus on increasing FARs • Land consolidation can be facilitated for larger developments. and densities independent of market forces and absorption -Module 4: Design Components of TOD, WRI, 2015 capacity fails the objective of achieving compact development. On the contrary, highly compact built up environments may result in deteriorating quality of life with lack of appropriate public open spaces. • Engaging with private sector early on to create awareness and capacity building would benefit to promote TOD. + REFER OTHER PRINCIPLES T1 T2 T3 T4 O1 O2 O3 O4 D1 D2 D3 D4 326 PD-R02 TOD PLANNING PRINCIPLES TOD K P MEASURE FOR: Building form, height, parking demand. MEASURE FOR: Housing typologies based MEASURE FOR: Density, on sizes, af fordable infrastructure development, housing, number of urban design features like dwelling units for sale open space, street design Transition between built form | source: Metrolinx, 2011 Quantitative measurements of density | source: MOUD, 2016 2. CREATE HIGH-DENSITY NODES 3. ENSURE OPTIMUM POPULATION AND HOUSING DENSITIES BY MEANS OF PREMIUM FARS • Design for buildings and unit sizes can also be adopted to increase density. On OR BONUSING smaller size properties, micro‐unit apartments or offices can be introduced to • A typical density bonus program increase density; their compact design can raise the number of units able to be sets a base density that a constructed within an apartment or office building. development may achieve ‘by -Module 4: Design Components of TOD, WRI, 2015 right’ and a maximum density that • Minimum standards must be prescribed for urban areas that begin to be transit can be achieved by conformance supportive developments. to higher standards or through the provision of qualifying amenities/ -Adapted from TOD Guidance Document, MOUD, 2016 benefits/premium paid. • New development in the peripheral zone should be allowed only if it abuts • High-quality design, improved existing developed areas with prescribed minimum density and mix of uses. infrastructure, and high-quality -Adapted from TOD Guidance Document, MOUD, 2016 amenities also attract and • Both residential & commercial density should be designed to match the area’s support additional density without peak-hour transit, walk and bike capacity. producing the sensation of congestion. -Adapted from The Energy Foundation, 2012 -Module 4: Design Components of TOD, WRI, 2015 • Planning should take into account the level of connectivity of a station, to align human and economic densities, mass transit capacity and network characteristics for greater accessibility. -Module 4: Design Components of TOD, WRI, 2015 + REFER OTHER KNOWLEDGE PRODUCTS H01, H02, H03, H04, AS A01, A02, A03, EN C01, C02 PD FI A01, A02, H01, IM A01, A02, H01, H05, H06, R02, R03, H01, R01, P01 H02, R01, R02, R03 H02, P01 R04, P01 PD-R02 TOD PLANNING PRINCIPLES 327 TOD K P D2 MIX OF USES Mix of uses at Burnaby, Vancouver, Canada Promote more efficient land use patterns by providing residents 1. RESIDENTIAL AND NON-RESIDENTIAL USES COMBINED WITHIN THE access to retail, commercial and SAME OR ADJACENT BLOCKS civic services, employment and recreational facilities without • Internally Complementary: • Contextually Complementary: needing to travel by automobile. residential and nonresidential uses the project’s predominant form a complementary mix within share of floor area is dedicated the development. A development is to uses complementary to defined as internally complementary the uses predominant in the if residential uses account for no surrounding station catchment less than 15% and no more than area. A development is defined 85% of the total developed floor as contextually complementary if area. either: more than half of its floor area RISK & MITIGATION -Adapted from TOD Standard, is dedicated to uses that balance • Miscalculation in feasibility ITDP, 2017 the category of uses predominant studies of development projects in the station catchment area, due to added risks associated by or the development is internally working with the public sector, complementary and located in a specific TOD requirements of station area with a residential use projects on providing street- balance between 40% and 60%. facing buildings, a mix of uses -Adapted from TOD Standard, or green building techniques, ITDP, 2017 hamper the success rates of TOD projects. • Lack of market acceptance for mixed-use properties. + REFER OTHER PRINCIPLES T1 T2 T3 T4 O1 O2 O3 O4 D1 D2 D3 D4 328 PD-R02 TOD PLANNING PRINCIPLES TOD K P Use setbacks in some areas to create View of building maintained Commercial or mixed-use street plazas through transparency frontages Land ownership | source: MOUD, 2016 Various types of active building frontages | source: MOUD, 2016 2. ACCESS TO LOCAL SERVICES 3. ACTIVE GROUND FLOOR • Entrances within a 500m walking • Boundary Walls: In all TOD • Setbacks: For Integrated TOD distance of fresh food sources projects, boundary walls along any Schemes, provide zero front setback and a 1,000m walking distance edge facing a public open space, and other setbacks no greater than of primary or elementary schools pathway, road, park, etc. shall be 5m for private buildings and 10m for and a healthcare service or a prohibited. In case enclosure of sites public buildings, and for any of the pharmacy. is required, translucent fencing shall other façades. -Adapted from TOD Standard, be used. -Module 4: Design Components of ITDP, 2017 -Adapted from TOD Guidance TOD, WRI, 2015 Document, MOUD, 2016 -Adapted from TOD Guidance • Provide effective basic Document, MOUD, 2016 accessibility from the residences • Active Frontage: Active frontages to facilities and commerce. include arcades, shop-fronts, o Retail that is, at most, a 600m entrance doorways, access points, trip entry/exits and transparent windows of active areas facing the primary o A playground that is, at most, a access street. It is considered 600m trip. visually active if 20% or more of o A preschool and an elementary the length of its abutting building school that are, at most, a 1km frontage is visually active. trip. -Adapted from TOD Standard, o A space destined for open or ITDP, 2017 movable markets that is, at most, a 1km trip. -Adapted from TOD Guidance -Module 4: Design Document, MOUD, 2016 Components of TOD, WRI, 2015 + REFER OTHER KNOWLEDGE PRODUCTS H01, H02, H03, H04, AS A01, H01, R01, EN C01, C02 PD FI A01, A02, H01, IM A01, A02, H01, H05, H06, R02, R03, P01 H02, R01, R02, R03 H02, P01 R04, P01 PD-R02 TOD PLANNING PRINCIPLES 329 TOD K P D3 HOUSING DIVERSITY Neighborhood of Copacabana Beach, Rio de Janeiro, Brazil Provide a diversity of housing choices, which includes a mixture 1. PROVIDE FORMAL SUPPLY OF AFFORDABLE HOUSING STOCK WITHIN of types, styles, price ranges TOD AREAS and tenure, within a 10-minute • All apartments/group housing private and government scheme with a plot size walking distance from a transit exceeding 2000 sqm must compulsorily reserve a minimum FAR for affordable station, to foster the creation of housing units, as mandated by local acts or policies. equitable TODs. • Ensure all TOD projects provide for the needs of diverse income groups including Economically Weaker Sections (EWS), Lower Income Groups (LIG) & Middle-Income Groups (MIG) as an integral component of the housing units with relevant unit sizes. RISK & MITIGATION • High standards of development burden the project with additional costs, coupled with hampered financial returns due to affordability, provision of services & amenities. Land speculation at the onset of transit infrastructure implementation burdens the affordability of housing demand. • Incorporating opportunities for zoning code exceptions, re-scaling projects, identifying new funding sources are a few measures that could help successful provision of housing supply. + REFER OTHER PRINCIPLES T1 T2 T3 T4 O1 O2 O3 O4 D1 D2 D3 D4 330 PD-R02 TOD PLANNING PRINCIPLES TOD K P Housing typologies | source: MOUD, 2016 Balanced mix of housing choices along transit corridor | source: MOUD, 2016 2. ENSURE MINIMUM SUPPLY 3. ADOPT INCENTIVES IN PROMOTING HOUSING FOR ALL IN TOD AREAS OF AFFORDABLE HOUSING • The developer may be entitled to receive additional FAR equivalent to 100% of OPTIONS FOR LOW & MIDDLE- the built-up area utilized for EWS and 50% of the built-up area utilized for LIG INCOME GROUPS units. • Minimum percentage of FAR for • Projects providing affordable housing within TOD areas shall be eligible for all TOD projects to be allocated to following incentives to the extent of EWS and Housing mix by units LIG housing rental or for sale housing or low- in terms of FAR used, over and above the mandatory reservations: income families. o Fast track approval process • Housing options should o Exemption from Building Plan sanction fee accommodate a mix of income levels and age groups. (China) • Mix housing, shops and services within commercial districts to create 24-hour communities. -Adapted from The Energy Foundation, 2012 + REFER OTHER KNOWLEDGE PRODUCTS H01, H02, H03, H04, AS A01, A03, H01, EN C01, C02 PD FI A01, A02, H01, IM A01, A02, H01, H05, H06, R02, R03, R01, P01 H02, R01, R02, R03 H02, P01 R04, P01 PD-R02 TOD PLANNING PRINCIPLES 331 TOD K P D4 INFORMAL SECTOR INTEGRATION Slum development at Asalpha metro station housing diversity, Mumbai, India Strive to achieve inclusive development in TODs by 1. INCORPORATE STREET VENDORS AND THEIR NEEDS IN PUBLIC REALM addressing the needs of the informal sector in all aspects of • Vending zones shall be provided at • Determination of vending zones policy, planning and design for regular intervals (approx. 10-minute as restriction-free-vending zones, street vendors, settlements and walk from every home/workplace). restricted vending zones and no- transportation services -Adapted from TOD Standard, vending zones. ITDP, 2017 -Adapted from TOD Guidance Document, MOUD, 2016 • Vending spaces should be marked in addition and adjacent to the walking path, especially along high pedestrian volume areas to activate the street and make it safe. RISK & MITIGATION -Adapted from TOD Guidance • Lack of detailed inventory and Document, MOUD, 2016 dynamic variations that require continuous updates on the inventory hinders the provision of space and facilities • Lack of a comprehensive policy for incorporating informal sector in planning processes. • Creation of a digital inventory of the informal sector with regular updates resonates with the provision of space and amenities • Incorporate the informal sector in all planning and infrastructure interventions to work in conjunction to with them. + REFER OTHER PRINCIPLES T1 T2 T3 T4 O1 O2 O3 O4 D1 D2 D3 D4 332 PD-R02 TOD PLANNING PRINCIPLES TOD K P METRO STATION Designated informal transit zone | source: MOUD, 2016 Designated vending zones | source: MOUD, 2016 2. DESIGN FOR INTEGRATED INFORMAL TRANSPORT SECTOR NEEDS AT 3. INFORMAL SETTLEMENTS TRANSIT STOPS AND STATION AREAS HAVE TO BE CONSIDERED IN REDEVELOPMENT PROPOSALS • Organize informal transit and ride- • Multi-Utility Zone (MUZ) of • Preparation of Slum sharing services within 800m from minimum 1.8m width should be Redevelopment Plan as per transit station facility through Dial- provided to accommodate bus relevant Guidelines; or Slum an-auto/rickshaw services, prepaid stops, street utilities, trees, informal Redevelopment with private booths, Passenger Pick-up & transit/NMT stands. sector participation; or Town Drop-off areas or Remote Informal -Adapted from TOD Guidance Planning Schemes for land Transit/Taxi Parking lots. pooling and plot reconstruction in Document, MOUD, 2016 -Adapted from TOD Guidance greenfield areas. Document, MOUD, 2016 -Adapted from TOD Guidance Document, MOUD, 2016 + REFER OTHER KNOWLEDGE PRODUCTS AS A01, A02, A03, EN C01, C02, H01 PD H03, H04, FI A01, A02, H01, IM A01, A02, H01, H01, R01, P01 H05, H06, P01 H02, R01, R02, R03 H02, P01 PD-R02 TOD PLANNING PRINCIPLES 333 TOD K P A WALKING INFRASTRUCTURE Walking is the most important mode in any station area, not just for direct access to the transit station, but also, as the most likely means of first and last mile connectivity to other commute modes. The most crucial component of the walking network is obviously the footpath; that is the area along the general right-of-way that is assigned specifically for pedestrians. A cohesive and dense network of footpaths, (of adequate capacity), ensures a high level of safety for walking in the station areas. Footpath Design The footpath is the most crucial component of the walking network. The footpath is that component of the street that is assigned for the specific use of pedestrians. Not all the space on a footpath is meant exclusively for walking. A well-functioning footpath will have spaces assigned for other important elements and uses. A footpath comprises of three components: 1. Frontage zone: This is the area touching the boundary of the right-of-away, that is, abutting the property edge line or compound wall. It is meant to accommodate spill-over uses from the adjacent property. This area is not considered to be part of the walking zone, because, normally, pedestrians avoid walking in close proximity to a wall or a building. 2. Walking zone: It is the area immediately adjacent to the frontage zone which is actually used by pedestrians to walk. This space should be kept free of encumbrances that impede walking. 3. Multi-utility zone: It is the area, normally located between the walking zone and the traffic or parking lane. It’s use will vary depending on the context, to Frontage zone Walking zone Multi-utility zone accommodate street vending, street (0.2-1m) (1.5-3m) (Varies) furniture, trees, utility boxes, light poles, signal posts, signage posts, Three components of a footpath crossing waiting areas, etc. The three stated components of the footpath are notional. Their actual space requirements are likely to vary along the corridor, depending upon the context along the right-of-way, as well as the adjacent land-use. 334 PD-R02 TOD PLANNING PRINCIPLES TOD K P FRONTAGE ZONE CONSIDERATIONS WALKING PATH WIDTH • The width of the frontage zone can be thought out to be • The most important design consideration for the walking between 0.2 to 1 meter. In the case of a residential area, zone is to ensure it has adequate width and is free of any the frontage zone needn’t be very wide. hindrance. For feeder lines to the main walking routes, a • If there is a commercial establishment along the road edge, walking path width of 1.5m minimum may be acceptable, then the frontage zone should be assumed to be wide as this allows two pedestrians to cross each other without enough to accommodate spill-over activity, like waiting, hindrance. window-shopping, etc. • In compromised situations, provisions for the frontage zone • In the case of large developments, such as a shopping or the multi-utility zone may be reduced, before considering mall, office complex, public or institutional building, it reducing the walking path width beyond 1.5m. is a good practice to ensure that building setbacks are • For the main trunk walking routes leading to the transit designed to serve as additional frontage zones. station, the ideal provision will depend on projected • This ensures that there is no spillage of activity onto commuter volume, the desired pedestrian Level of Service the walking zone and can be achieved through design and total available right-of-way. regulations that stipulate a soft edge between the property • Typically, 3m should be the minimum width for the walking and the right-of-way, without f a boundary wall. zone on a trunk route. Compound wall impact on the walking path Deviations in the walking path • In many high-density areas, there may be a gap between In some situations, deviations in the walking path are a desirable frontage zone width and what is practically unavoidable - on account of the presence of a tree or a difficult- possible on-ground. In such cases, compromises are to-relocate utility box. In such cases, the walking path should unavoidable. be designed to curve around the encumbrance, preferably with • One strategy that can be adopted to reduce the necessary width of the frontage zone is to place regulations that eliminate or control the height of the compound wall. If the compound wall is absent, (or below waist level), then pedestrians are more likely to use the space near the edge of the footpath. Moreover, high compound walks encourage the misuse of the footpath edge, which is then prone to decay over time. This further dissuades pedestrians from walking close to the road-edge, and if left unchecked, this Immovable obstructions on the footpath restrict pedestrian movement decay can gradually encompass the entire footpath. • Regulations should also be put in place to disallow the use of pointed / barb-wired fencing and to restrict vertical obstructions, (such as shop hoardings, gates, planter pots, low-height canopy roofs, etc). All these elements discourage pedestrians from walking close to the road edge. Deviations made around immovable obstructions along walking path PD-R02 TOD PLANNING PRINCIPLES 335 TOD K P a gradual transition. drive on the footpath. Distinguishing the walking path • Footpath can also be at the same level as the road with separation achieved by bollards, curbs or different • Visual cues to distinguish the walking zone, may be pavement material. provided by using softer design elements, such as a different pavement style or surface treatment (paved versus landscaped), or creating a marginal height difference. MULTI-UTILITY ZONE DESIGN • These cues aid in guiding road user behavior, informing There is no standard width for this zone, as it will depend on people about the appropriate use of the space. context and the available right-of-way. Typically, this zone is the best place to absorb any variations in the width of the right-of- way, as this space can be widened or narrowed as required. Walking path continuity • The multi-utility zone can accommodate the uses and • An important design consideration for the walking zone is functions that are essential for the pedestrian environment, to ensure a uniform height along the entire length of the apart from the walking space like seating and waiting areas footpath by maintaining the same height for the walking and street-vending. path across property entrances and exits. There are two • This zone can also accommodate other fixed elements in aspects as to how this can be achieved: the right-of-way, such as trees, lamp posts, signal posts, 1. Planning aspect - restricting vehicular access on main signage posts, utility boxes, etc. pedestrian routes; and • Multi-utility zone also as a buffer between pedestrians and 2. Design aspect - bringing vehicles up to the footpath fast moving traffic, increasing the level of safety. height using ramps (accommodated in the multi-utility • It is also essential to have an 'active sidewalk' that can zone on the traffic lane side, and in the frontage zone be achieved through active frontage from commercial or within the property on the property edge side. and recreational activities at the street level of the developments as well as encouraging vending and other activities in the multi-utility zone. This ensures there Footpath height • The recommended footpath height for any urban area, including a station area, is normally 10 to 15cm. • Footpaths greater than 15cm high are cumbersome for pedestrians, especially mobility impaired users. • They make the provision of accessibility ramps very challenging as they take up the entire width of the footpath. In many cases, footpaths are not wide enough to accommodate the ramp, without significantly increasing the steepness of the slope and make the ramp inaccessible. • When footpaths are not wide enough to accommodate the 15cm high ramp, then consider reducing the height of the footpath to 10 cm in this section. A 10cm high footpath requires a 50% shorter ramp than a 15 cm high footpath. • This measure must be used sparingly and with caution, because a 10 cm high footpath is easier to be mounted by Active building frontage and on-street vending along a sidewalk in Mumbai, vehicles, which may encourage erring motorists to park or India 336 PD-R02 TOD PLANNING PRINCIPLES TOD K P are 'eyes-on-street' and provides a sense of security to • Lighting must be directed downwards as up lighting might pedestrians. result in spillage of light, wastage of energy, and create night sky light pollutions. STREETLIGHTS • Lighting needs of pedestrians are different from those of vehicular traffic, and therefore need to be designed and Improved street lighting, along with providing a sense of integrated within the overall lighting strategy for the street. security, contributes towards increased safety and prevents road traffic crashes, injuries and fatalities due to improved visibility. It • Additional lighting should be provided at conflict points. enables motor vehicle drivers, cyclists and pedestrians to move safely and comfortably, by reducing the risk of traffic accidents and improving personal safety. Lack of activities on the sidewalk and inadequate streetlighting can create unsafe experience for pedestrians and force them to use the vehicle travel lanes which are typically more well lit. This raises conflicts between the different road users leading to potential crashes. • The streetlights should preferably be placed in the multi- utility zone, clear of pedestrian walkways. It’s placement can be coordinated with other street elements such as trees, signage, seating, vending etc. so that they do not impede proper illumination. Street vending Bus stops Curb cuts for Bicycle parking IPT parking crosswalks Typical multi-utility zone with different types of uses PD-R02 TOD PLANNING PRINCIPLES 337 TOD K P Crossing Design The design of safe crossings is a crucial component of the walking network for a station area. There are many important considerations for pedestrian crossings, which are discussed over the following sub-sections. CROSSING FREQUENCY AND LOCATION CROSSING ALIGNMENT The most important aspects of pedestrian crossing provision Deciding on the alignment of a pedestrian crossing raises two is their frequency and location. From the perspective of access questions: to the transit station, crossings must be provided such that the 1. Should the crossings be so aligned that it continues the continuity of the walking network is maintained. natural walking path between the two adjoining footpaths? A station area with a higher density of crossing opportunities is Or typically safer and better for walking: 2. Should it be aligned perpendicular to the traffic lanes, such • Crossing infrastructure must be provided at all that crossing distance is minimized? intersections. • The natural walking path and the shortest crossing distance • Block sizes should be limited such that intersections will align perfectly with each other in a 4-arm intersection, crossings are not more than 150-200m apart in the high- where both roads are at right angles to each other. density areas close to the station. In already developed areas, it may not be possible to modify block sizes, hence mid-block crossings may be provided. It should be noted here that in the earlier Knowledge Product of PD-H07, the subsection on “Capacity” recommends reduction of interruptions on trunk routes, in order to keep the traffic moving. These interruptions arise due to access points for vehicles into the buildings or land parcels. It has been recommended that these access related interruptions be shifted to parallel tertiary streets or feeder routes. These interruptions are within the recommended 150-200m (discussed above) of consecutive pedestrian crossings. This modification of access points would therefore not hinder the pedestrian movement in the area. CROSSING WIDTH • A pedestrian crossing must be at least as wide as the footpaths that it connects. • An even wider crossing width may be desirable, as it allows Natural walking path and desire lines for a right-angled intersection. for more people to cross at the same time, which reduces delay and allows for shorter pedestrian signal cycles. • For a wider crossing, it is recommended to have a minimum width of 3m, though a width closer to 5m may be desirable on high volume routes that connect to mass transit stations or BRT stops catering to high volume of pedestrians going towards and coming out from the stations or BRT stops. 338 PD-R02 TOD PLANNING PRINCIPLES TOD K P • If the angle of the intersection is skewed, then there will be a deviation in the two paths. So the question becomes, which parameter should one follow. • For unsignalized intersections, choose the alignment that minimizes the crossing distance. This reduces the amount of time that the pedestrian is put into potential conflict with vehicular traffic. Moreover, it positions the pedestrian and traffic perpendicular to each other, which improves their visibility of each other. • For signalized intersections, pedestrians will want to avoid deviations to their natural walking path. It is recommended aligning the crossing as close as possible to the straight line connecting the two footpaths. Movement patterns in a skewed intersection Crosswalks along desired lines (Left) Crosswalks along shortest distance (Right) PD-R02 TOD PLANNING PRINCIPLES 339 TOD K P INTERSECTION DESIGN Intersection corner curvature Slip lanes The curvature of intersection corners has a significant impact • Slip lanes may be provided to give turning vehicles an on pedestrian safety. exclusive lane. This is not desirable in most urban contexts, from the perspective of pedestrian safety. • A generous curvature allows vehicles to make free turns at intersections at high speeds, which puts pedestrian at • If the removal of the slip lane is not possible, it is risks, particularly at unsignalized intersections. recommended to ensure that traffic speeds are brought down close to zero, through traffic calming measures and • A wide curvature also increases the size of the intersection, signage like “Yield to Pedestrians” for vehicular traffic. which increased the area of undefined road space where conflicts may arise. • The traffic islands created due to provision of slip lane infrastructure must be accessible to pedestrians and • Pedestrian crossings get pushed further back and away should be utilized to accommodate pedestrian waiting from the natural crossings path. areas and accessibility ramps. • A wide intersection curvature reduces the availability of BEFORE space to accommodate pedestrians waiting to cross the road. It is recommended to have intersection corner curvature radius approximately 4-6m, which allows for most vehicles to make a safe turn at a slow speed. TACTICAL INTERVENTION AFTER Reducing intersection corner curvature increases pedestrian safety as Slip lanes provided as part of HP Intersection redesign in Mumbai, India it enables drivers to turn at significantly slower speeds and also reduce pedestrian crossing time. (Source: WRI India) 340 PD-R02 TOD PLANNING PRINCIPLES TOD K P Pedestrian waiting area The pedestrian waiting area is an important component of a crossing. This space is especially important for signalized intersections to accumulate the build-up of pedestrians waiting for their light to turn green. • The space requirement of the pedestrian waiting area is likely to be very high on the trunk walking lines in a station area, and if adequate space is not provided, pedestrians may spill onto the traffic lane. • The pedestrian waiting area must be kept distinct from the walking area, otherwise waiting pedestrians will hold up walkers who just want to pass through. • The best way to ensure a large waiting space, is to keep the intersection corner curvature as tight as possible. Tighter intersection corner curvature provides more waiting area for pedestrians. • Another measure is to eliminate the parking lane, if present, at the intersection, and create a curb extension to accommodate the waiting area. Curb extensions created by removing travel lanes. These further reduce crossing times for pedestrians PD-R02 TOD PLANNING PRINCIPLES 341 TOD K P Accessibility ramps interchanges between one mode to another takes place, and the connections aren't direct and require crossing a road to The provision of ramps is an absolutely critical aspect to access the stations. ensure that street infrastructure is accessible to all roads users, including wheelchair-bound pedestrians. Ramps not only • Signal priority and signal synchronization for pedestrians benefit mobility-challenged road users, but are also useful for allows for pedestrians to face a “green wave” (uninterrupted pedestrians pushing baby strollers, shopping carts, hand carts, green phases as soon as they reach the intersection); which luggage, trolleys, etc. aids in the safe and convenient access to the station. • A well-designed ramps consists of flared portions on either • Additional Intelligent Transportation System (ITS) side of the ramp, (maximum slope of 1:12), that allow the technologies can be incorporated which include use of AE wheeled unit to enter or cross the ramp from any side. cameras to detect over speeding of vehicles and turning the signal red to ensure speeds under safety limits are • Preferably, a landing portion (flat horizontal space) should maintained within the station area. be present at the end of the ramp to accommodate waiting commuters. However, if the footpath is not wide enough to • Saw cut loop detectors can be buried at intersections to allow for a landing, then the presence of side flares in the detect traffic presence and accordingly phase the signal ramp, allow for a wheeled unit to traverse the ramp with cycles to avoid traffic jams that may impede movement of ease. shared modes and feeder services. • It is recommended to avoid the use of interlocking paver- blocks for ramps, as it is difficult to fit them to the complex Traffic calming elements slope geometry required for the different components of ramps. Cement concrete is a preferred material. Traffic signals are generally not recommended for minor intersections, with 1 or 2 lanes. In these situations, other traffic • It is preferable to maintain two separate ramps for each calming measures may be adopted to ensure that pedestrians crossings at an intersection corner. However, if the footpath can cross the intersection safely. area is insufficient to have two ramps, then one can consider using a combined ramp. Curb extensions can be utilized to reduce the crossing distance at the intersection. Speed humps and tables aid in slowing down • Care should be taken to design it such that the pedestrian vehicular traffic. For very minor side streets, one can consider doesn’t enter the intersection along the diagonal, but does continuing the footpath across the length of the intersection, so in line with the crossing. using ramps to allow for vehicles to cross the footpath. Traffic signals Mid-block crossing All major intersections in the station areas must be equipped • A mid-block crossing may be necessary if the block-size is with traffic signals, which incorporate pedestrian signal cycles: very large. • Any crossing that has more than two lanes, without the • Traffic signals are recommended if the pedestrian has to presence of a median, must have a pedestrian signal. cross more than 2 lanes without the presence of a median, • The pedestrian green phase must be long enough to allow or if there is a very high volume of traffic. for most pedestrians to cross the road in one phase. The • It is recommended that mid-block crossings be pedestrian green times may have to be even longer on the accompanied by traffic calming infrastructure, such as main walking routes within the immediate station areas speed humps or speed tables. Curb extensions may be which may be synchronized with the timings of transit provided by discontinuing parking lanes close to the mid- services to accommodate the higher volume of pedestrians block crossing. going towards and coming out from the mass transit stations or BRT stops. These time synchronization are critical where 342 PD-R02 TOD PLANNING PRINCIPLES TOD K P Off-road pedestrian path design Off-road pedestrian paths may also be augmented with the utilization of grade-separated infrastructure. There are broadly two categories for such infrastructure: • Infrastructure only meant to cross a single road, such as a Foot-over Bridges (FoBs) or an underpass. • Grade-separated infrastructure of a much longer length that provides direct connectivity to multiple locations the transit station and may comprise of a network of interconnected sections. Such infrastructure is normally elevated, and commonly referred to as skywalks, though there are cases of sub-terrain pedestrian networks as well. Foot-over-bridges (FoBs) or Underpasses • FoBs and underpasses are not recommended as crossing substitutes as they are very expensive, and impractical to implement at each location. • Pedestrians also do not prefer them, because of the physical exertion and time delay involved, in comparison to crossing at street level. • This infrastructure is unfriendly to the needs of vulnerable users. • The access points of such infrastructure tends to impede the free movement of the footpath, because of the Foot-over-bridge restricting pedestrian movement on the sidewalk near ITO presence of stairwells and elevator shafts. metro station in New Delhi, India (Source: © The World Bank) Grade separated infrastructure A grade-separated pedestrian networks may be useful to augment at-grade pedestrian infrastructure. • They may also provide direct connectivity of major establishments to the transit station, which can be have a positive impact both for walking and for transit patronage. • While there are contexts where the provision of such infrastructure has benefits, their provision must only be considered as addition to at-grade infrastructure. Foot-over-bridge connecting to the mixed development at the Novena MRT Station, Singapore (Source: © The World Bank) PD-R02 TOD PLANNING PRINCIPLES 343 TOD K P B CYCLING INFRASTRUCTURE Cycling is a healthy and sustainable mode of commute that can play an important role in enhancing connectivity to transit. It has a higher reach than walking, which greatly increases the commutable distance to the transit station. The most crucial aspect for cycling safety is the design of street infrastructure. The cycling network for the station area will comprise of the judicious use of dedicated cycle lanes where viable, in combination with traffic-calmed, shared streets. This section covers best-practices for the provision of cycle lanes, with respect to the station areas. This includes aspects related to the provision, typology and design. Cycle Lane Design CYCLE LANE PROVISIONS Physically segregated versus marked cycle lanes It is recommended to use dedicated cycle lanes on trunk routes • Segregated infrastructure reduce the possibility of a motor- of the cycling network, leading to the station. Normally, the vehicle entering the cycle lane and colliding with a cyclist. trunk cycling corridors will also contain the trunk transit and • It is recommended to avoid use of railings to segregate, motor-vehicular routes, and hence will have a high volume of because it effectively reduces the usable width of the cycle large vehicles and fast-moving traffic. Thus, the provision of lane, as cyclists don’t tend to ride closer to the railings. dedicated cycle lanes can have a significant positive outcome Medians or landscape strips should be used instead. on cyclist safety. • The use of lane-marked cycle lanes are often more It should be noted that the cycle lane is not only for bicyclists, practical as they cost less. The maintenance, cleanliness but for all wheeled, active modes of transport, which includes and drainage of lane-marked cycle lanes are a lot easier as wider vehicles, such as tricycles or cycle-rickshaws. compared to segregated infrastructure. There are, broadly, two kinds of cycle lanes: 1. Physically segregated from vehicular traffic, either, by Directionality curbs, medians, railings or landscaping. 2. Marked cycle lanes provided on the main carriageway itself, • Typically, lane-marked cycle lanes are uni-directional, normally delineated through the use of road-marking and and cyclists are expected to ride in the same direction as roadside signage. traffic on their side of the road. In this case, cycle lanes are expected to be provided on both sides of a two-way road. • It is recommended to avoid use of contraflow cycle lanes, where cyclists travel in the opposite direction of adjacent traffic as it puts them at risk of head-on collisions in case a motor-vehicle enters the cycle lane. • Segregated cycle lanes can be uni-directional or bi- directional. When designed to be bi-directional, the cycle lane acts much like a footpath, and cycle crossings can be designed in sync with pedestrian crossings. • The advantage of a bi-directional cycle lane is that it can be provided one side of the road. This helps with planning the cycling network in station areas, as it may allow for the provision of dedicated trunk route connectivity on roads with constrained space availability. 344 PD-R02 TOD PLANNING PRINCIPLES TOD K P Width • Uni-directional cycle lane must be at-least 1.5m wide and it will depend on whether there is parking space or a bus lane on the adjacent space. This allows for some buffer from traffic moving in the adjacent lane. • It however does not provide enough width for a faster cyclist to overtake a slower one. For long block lengths, it is recommended to provide pull- out zones to allow for cyclists to safely overtake. Uni-directional marked cycle lane • `A bi-directional cycle lane must be at least 2.5m to allow for cycling units to pass each other. Bi-directional marked cycle lane PD-R02 TOD PLANNING PRINCIPLES 345 TOD K P Cycle lanes positioning across bus stops The overlap of cycling routes and feeder bus routes can create potential safety conflicts. Buses need to stop next to the footpath to pick-up and drop-off commuters. This may mean that the bus has to cut into the cycle lane to access the bus stop. This is a potential safety risk, given the mass and speed of the bus in relation to the cyclist. This risk is further heightened by the fact that the bus driver has to change lanes behind the line of sight of the cyclist. • It is recommended that cycling routes and bus-feeder routes be kept separate. • Where sharing the route is unavoidable, the cycle lane be continued behind the bus stop, Here, the bus stop area is separated from the footpath, and commuters will have to cross the cycle lane to access the bus stop. A shared bus and bike lane (Left) versus Separate bus and cycle lanes, with cycle lane going behind the bus stop (Right) A bus station bypass in Rio de Janeiro, Brazil that raises the bicycle lane to the sidewalk level while bypassing the bus waiting area. (Source: © WRI) 346 PD-R02 TOD PLANNING PRINCIPLES TOD K P Cycle lanes and on-street parking • On-street parking creates potential safety conflicts for cyclists. • Vehicles benefit from being parked as close to the footpath as possible. This requires them to cut across the cycle lane creating safety concerns for cyclists. • Moreover, when the door of a parked car is suddenly opened on the side of the cycle lane, it creates a safety hazard for the cyclist. Vehicles cutting across cycle lanes to access on Cycle lane designed closer to the footpath. street parking adjacent to footpath create safety Doors of cars opening on the side of cycle hazards for cyclists lane without adequate buffer may conflict with cyclists • It is recommended that on-street parking be provided on streets with cycle lanes, only where there is a possibility to separate the parked vehicles from the cycle lane by a median. • This median should be at least half a meter wide, to contain the width of an opened car door, and also allow people to enter and exit their car safely, without standing on the cycle lane. Adequate buffer between cycle lane and Protected bike lanes with median as buffers are parking lane allow for easy movement without desirable. hindrances. PD-R02 TOD PLANNING PRINCIPLES 347 TOD K P Cycle lanes and driveways Intersections and cyclist • The trunk cycling routes to the transit station must have a movement smaller number of interruptions. The design of intersections is a crucial aspect for the overall • Frequent property driveways along the route impact the safety of the cycling network. Several design alternatives mobility and safety of the cyclists on the trunk route. It is have been developed, which have different benefits and recommended that vehicular driveways on the main cycling disadvantages with respect to the mobility and safety of cyclists. route be closed, with access provided from an adjacent street. It must be noted that whenever there is a cycle lane at an intersection, the traffic lights should include a traffic signal for • Where driveways are unavoidable, the continuity and cyclists as well. These may be synchronized with pedestrian priority of the cycle lane be clearly defined and maintained. lights. In larger intersections with multiple lanes, an advance phase cycle signal may also be provided. • If there is a height difference between the cycle lane and the main carriageway / driveway, then the vehicle access should be brought up to the level of the cycle lane. • The lane markings across the driveway should be continued to reinforce the priority of cyclists over the space. A bicycle signal is provided along a protected bicycle lane in Istanbul, Turkey (Source: © WRI) REGULAR TRAFFIC-CALMED INTERSECTION It is important to note that not every intersection in the cycling network of a station area requires definitive cycling infrastructure. Often, the safest and most appropriate measure is simply to design the intersection with adequate traffic-calming elements, such that it is safe for all road users, including cyclists. • These design-appropriate measures include, tighter intersection corner curb radius, speed-tables and speed humps, mini-roundabouts, etc. Refer 'Intersection design measures' section in D TRAFFIC CALMING MEASURES FOR SHARED STREETS • Regular traffic-calmed intersections are most appropriate on the internal feeder routes of the cycling network, that typically run along neighborhood-level streets. They are expected to carry a lower volume of cycling and motor- vehicular traffic. 348 PD-R02 TOD PLANNING PRINCIPLES TOD K P ADVANCED TERMINATION OF THE CYCLE LANE TURNING LANE BETWEEN CYCLE LANE AND FOOTPATH • A commonly applied measure is to terminate the dedicated cycle lane a few meters before the intersection. • A modification of the previous design involves the continuation of the cycle lane till the intersection, with the • This allows cyclists who want to make a left turn, (in provision of a turning lane between cycle lane and footpath. countries where traffic drives on the right), or right turn (in countries where traffic drives on the left) to leave the cycle • This design allows turning vehicles to avoid a conflict lane and occupy the general traffic lane closest to the with cyclists wishing to continue straight through at the center of the road. intersection; and provides the latter with a dedicated lane up to the intersection. • Vehicular traffic that wants to make a free turn move in the lane closest to the footpath edge, in line with where the • However, this design also does not resolve the potential cycle would be if it wasn’t terminated. safety issues concerning the lateral movements of cyclists and vehicles, to access their respective turning lanes, • This design is not recommended as it eliminates the creates potential crash conflict risks. dedicated cycle lane at the intersection. Intersections are the highest locations of potential crash conflict, which is where the benefits of dedicated infrastructure are likely to be the highest. • The lateral cross movement of lane-changing cyclists and motor-vehicles put them into direct conflict with each other. Advanced termination of bike lane as it nears an intersection. Turning lane inserted between cycle lane and footpath PD-R02 TOD PLANNING PRINCIPLES 349 TOD K P CYCLE BOXES WITH 1-PHASE TURN CYCLE BOXES WITH 2-PHASE TURNS • Cycle boxes are dedicated waiting areas provided between • In a two phase turn, the cycle lane continues through the the pedestrian crossing and an advanced stop line for intersection till the mouth, closest to the footpath. general traffic. • If cyclists wants to turn opposite to the side of drive, they • During a red signal phase, cyclists enter the cycle box and are expected to continue straight across the intersection, align themselves according to the direction they intend to during the first green signal phase and wait in the cycle go. The general traffic is not permitted to enter the cycle box box, which is the demarcated space between the stop line during the red signal phase and waits behind the stop line. and the pedestrian crossing of the perpendicular street. • Normally, an advance green phase of a few seconds is • The cyclists adjust their orientation to point in the direction provided to cyclists to allow them to clear the intersection they intend to turn. Then, when the light turns green on this area, before the light turns green for vehicular traffic. street, the cyclist continues straight, thus completing the right turn in two signal phases. • This design provides cyclists with a dedicated lane right up till the intersection. It also minimizes the possibility of • The advantage of this design is that it allows for the conflict with turning vehicles. provision of a dedicated cycle lane right till the mouth of the intersection and reduces ambiguity about where the cyclist • This design creates some ambiguity about where cyclists has to wait during a green signal phase on their street. should wait when they reach the intersection during a green phase for vehicular traffic as they are expected to enter the • The disadvantage of this solution is that cyclists need two cycle box only during a red signal phase for vehicular traffic. signal phases to make a right turn at the intersection. Advanced stop lines with cycle boxes for cyclists to align in direction of turn Two-phase cycle turn boxes 350 PD-R02 TOD PLANNING PRINCIPLES TOD K P HOOKED CYCLE LANES SCRAMBLE SIGNAL PHASE • A slight deviation in the cycle lane path is provided, to put • In a scramble signal phase, one phase in the signal cycle cycle crossing adjacent to the pedestrian crossing, and is dedicated exclusively for the movement of cyclists in all functions in the same way. directions, while it is red light phase for vehicular traffic from all directions, • At a signalized intersection, they may share the same phase which makes the design clearer to all the different • Cyclists need to take precaution to avoid collision with one road users. another. However, as cycles move much slower than motor- vehicular traffic, this is not much of a safety risk. • This prevents cyclists from rushing into the intersection at high speeds and it aligns the cyclist perpendicular to traffic • The scramble signal phase for cyclists may be combined at the crossing, which allows for better visibility to the with a pedestrian scramble phase, if the numbers for both motorist and cyclist of each other. modes are conducive for such grouping. • This design is also more conducive for bi-directional • The advantage of a scramble signal phase is that it provides cycle lanes, as the cycle crossings behave similar to bi- a dedicated crossing phase for cyclist, without potential for directional pedestrian crossings. conflict with vehicular traffic and allows them to choose the shortest crossing distance across the intersection. • The disadvantage of this design is that it requires a longer maneuver to make a right turn (for traffic that drives on the • On the other hand, the disadvantage of this design is that it left). Also, this design requires more intersection area than adds one additional phase to each signal cycle, which may the cycle box design. increase the delays for all other traffic at this intersection. Cycle lanes hooked with pedestrian crossing Single phase for cycle movement in all directions. Also, can be combined with pedestrian movement in all directions PD-R02 TOD PLANNING PRINCIPLES 351 TOD K P Comparison of Suitability of different intersection typologies for cycling infrastructure Type Description Advantage Disadvantage Suitability Regular, No definitive cycling Easy to implement. Doesn’t It is not appropriate for high Suitable for neighborhood, traffic infrastructure is provided; require much street area. speed intersections, with high traffic calmed streets, that are calmed but intersection is traffic volumes and/or high normally unsignalized. intersection designed with speed number of large vehicles. control standards of a shared street. Advanced The cycle lane is It allows motor-vehicles and No dedicated infrastructure Should be used very termination terminated a few meters cyclists to align themselves for cyclists, where it’s need sparingly, only after all other of the cycle before the mouth of the in the correct position at the the most. There is a risk of options are considered. lane intersection. intersection, depending upon collision be-tween vehicles the direction they intend to & cyclists, while they’re go. changing lanes. Provision A left turning lane* for It allows cyclists to continue There is a risk of collision at Should be used very of a turning general traffic is provided straight through the the place where the cycle sparingly, only after all other lane between the footpath intersection, without conflict lane and the motor-vehicular options are considered. between and the cycle lane. with left-turning motor- lane cross each other. the cycle vehicles. lane & footpath Cycle Cyclists align themselves It provides dedicated It creates some ambiguity on Suitable for trunk cycling boxes with in a cycle box, (provided infrastructure right up to the where the cyclist should wait routes with a high volume of 1-phase between the pedestrian intersection mouth. It allows if it reaches the intersection cyclists. It is especially useful right turn* crossing & the stop line) cyclists to complete a turn in during the green signal phase when the majority of cyclist one signal phase. for vehicular traffic on the movement makes a right* at same arm of the intersection the intersection Cycle During the green signal It provides dedicated It needs 2 signal phases for Suitable for trunk cycling boxes with phase, cyclists intending infrastructure right up to cyclists to complete a right routes with a high volume 2-phase to turn right enter the the intersection mouth. The turn. of cyclists. An appropriate right turns* intersection and align design is more intuitive to universal design principle, as themselves in the cycle both cyclists and motorists. it is likely to fit most contexts. box of the perpendicular street. Hooked The cycle lane is It slows down cyclists as they It creates some deviation Appropriate and safe option cycle lanes slightly deviated at the enter the intersection area. from the shortest path across wherever there is adequate intersection to align it It provides better visibility the intersection for cyclists. It inter-section area. It can be with adjacent street for cyclists and motorists of requires a larger intersection used for both signalized and pedestrian crossing. each other. area to be implemented. unsignalized intersections. Scramble A separate signal phase An intuitive design that allows The addition of a signal Appropriate when there is a signal is provided for cyclists for the free movement of phase may affect intersection high volume of cyclist, with phase to move to and from all cyclists in any direction. through-put which may result no single dominant direction arms of the intersection; in longer delays for both of movement. Suitable for all motor-vehicular traffic motorists and cyclists. intersections with more than has a red light. 4 arms * Description is written on the context of countries where traffic drives on the left side of the road. 352 PD-R02 TOD PLANNING PRINCIPLES TOD K P Vehicle lane eliminated to Median refuge island Segregated bus provide cycle lane with on- priority corridors street parking and median buffer to protect cyclists from opening of car doors Cycle boxes for two-phase turns Protected bike Staggered stop lines Median bulb-out as horizontal lanes with buffer for cyclists to ensure traffic calming measure at the they are visible to right intersection turning vehicles Guide-rails along bus Curb-extension as traffic calming measure as priority corridor to well as to provide additional waiting area for avoid jaywalking pedestrians and space to accommodate utility such as cycle rack Two-phase cycle turn at intersection with Bus priority lanes (Source: © WRI) PD-R02 TOD PLANNING PRINCIPLES 353 TOD K P C FEEDER TRANSIT AND PARATRANSIT INFRASTRUCTURE Feeder transit (generally in the form of buses) and paratransit (in the form of vans, taxicabs or auto-rickshaws) provide a valuable service in enhancing the commutable distance for transit users. This is particularly important for station areas in lower density area, where distances from the station may be too long for walking and cycling to be the only feeder alternatives. In most cases, feeder transit and paratransit services will share the same road infrastructure as general motor-vehicular infrastructure. Bus stops near intersections The intersection is an optimal location for a bus stop for two important reasons mentioned below: 1. A bus stop located at an intersection is likely to have a 2. It reduces the walking distance to transfer between two larger area within walking distance as compared to a mid- intersecting bus routes, if their respective bus stops are block stop, because of the intersection of streets moving in located at, (or near) the same intersection. different directions. Comparing bus stop location at mid-block, having a limited reach and longer interchange distance (Left) versus a bus stop located near an intersection that increases the connectivity and reduces the interchange distance. Comparing transfer distances of two stops that are positioned at mid-blocks (Left) versus two stops near the intersection (Right). 354 PD-R02 TOD PLANNING PRINCIPLES TOD K P The presence of a bus stop in close proximity to an intersection can create certain challenges for traffic mobility and for safety. • A bus waiting at its stop may hold up traffic trying to clear the intersection, which affects intersection throughput capacity. • Furthermore, the waiting bus may act as a visual impediment for motorists and crossing pedestrians, which can have a negative impact on safety. These issues raise some crucial concerns with respect to the design and positioning of bus stops at intersections. If the bus stop were to be located just before the intersection, it may unnecessarily hold-up traffic behind it if the light is green as the motorists cannot overtake the bus and they would end up queuing behind the waiting bus. Comparing impact on moving traffic due to positioning of bus stops before an intersection (Left) and after the intersection (Right). Bus stops placed at a distance after the intersection Barrier or guardrail along the bus lane extending for 10- 12m at the stop can help reduce jaywalking and direct pedestrians to the signalized crossing at the intersection Curbside bus stops with marked bus lanes and barriers to avoid jaywalking (Source: © WRI) PD-R02 TOD PLANNING PRINCIPLES 355 TOD K P A bus stop is best positioned a few meters after the intersection as the bus would have to cross the intersection before reaching the stop. The bus stop should be located some distance away from the intersection to allow for vehicles entering this arm of the road to move out of the lane occupied by the bus in order to overtake the waiting bus. The advantage of this positioning is: • It allows all traffic, (including the bus) to queue up in the correct lane, depending on which direction they intend to move. • It does not hold up traffic that wants to go through or make a turn at the intersection. This is especially important for signalized intersections. • The pedestrian crossing for this intersection (which will also service the bus stop) will be located behind the bus. • It ensures that most bus commuters will walk back to the intersection in order to cross the road, putting them out of Comparing impact on moving traffic due to positioning of bus stops closer to the blind spot created by the bus. the intersection (Left) and after a short distance from the intersection (Right). Mid-block bus stops In some cases, the distance between successive intersections may be very far, warranting the need for a mid-block stop. In other cases, adjacent land-use conditions may dictate the location of the stop If a prominent node, such as an educational institution or a hospital, is located at the mid-block, then it may warrant the positioning of the stop as close to this node as possible. There are certain aspects to be kept in mind regarding the provision of mid-block stops. • Avoid locating the bus stops along curves or slopes in the roadway, as this effects visibility of crossing pedestrians. • As a general principle, try to locate the bus stops on opposite sides of the road, such that they share a common Positioning of bus stops at mid-blocks. pedestrian crossing that is located behind both stops. Locating mid-block stops along curved roads should be avoided and should be positioned in a way so that they share common crosswalk behind both the stops. 356 PD-R02 TOD PLANNING PRINCIPLES TOD K P Paratransit nodes Paratransit normally operates along the general traffic roadway in mixed traffic conditions. Typically, pick-up and drop-off happens all along the roadway, except where there are legal restrictions against stopping. As such, paratransit commuters do not normally require specific street infrastructure elements. Places where there is a high demand for paratransit services such as shopping malls, educational institutes, office complexes, etc. there tends to be a concentration of paratransit vehicles waiting to pick-up passengers which affects both traffic throughout and safety of pedestrians • It is recommended to provide dedicated pick-up and drop-off infrastructure at all such nodes, to facilitate the orderly alignment of paratransit vehicles, which allow for passengers to embark and disembark these vehicles safely. • The pick-up and drop-off zones function best when they are physically separated from each other, in a manner that allows for a paratransit vehicle to quickly move from the drop-off zone to the pick-up zone, (in order to pick-up new passengers). The length of each PD-R02 TOD PLANNING PRINCIPLES 357 TOD K P D TRAFFIC-CALMING MEASURES FOR SHARED STREETS A shared street is one where the infrastructure is designed to meet the mobility and safety standards of all road users. These standards are very different for motor-vehicle traffic than for non-motorized traffic. Thus, if a street is to be designed for all road users, it is essential that it meets the safety standards of the most vulnerable road users among them, namely pedestrians and cyclists. The implementation of traffic-calming measures is an essential component of creating safe, shared streets. The provision of traffic-calmed, shared streets allows for the completion of the feeder networks, which is an essential principle of TOD access planning. Shared street in Guatemala with different material, bollards and planters to The most important aspects of developing safe, shared streets reduce speeds of moving vehicles, creating safer space for other road users. (Source: © The World Bank) are: 1. Slow down traffic speed to decrease the probability of conflicts between road users, while also reducing the severity of a crash when it happens. 2. Reduction of traffic volume achieved mainly through the diversion of non-local traffic. General design measures This section considers some of the general traffic-calming closer to 30km/h. And for local, neighborhood streets, an design measures to make streets safe for all road users. even lower design speed is desirable. LANE DIET • A traffic lane width of 3m (upper limit) is recommended for all shared streets. An exception may be made for roads that The total width of the section of the road reserved for vehicular are part of the transit bus network, where the lane utilized movement is often referred to as the carriageway. The width of by the bus, (in most cases adjacent to the footpath), may this carriageway is a crucial factor in influencing traffic speed. be as wide as 3.5m. There are two aspects to be considered here: • For neighborhood streets, and even narrower lane width 1. The traffic lane width- Wider traffic lanes allow than 3m is desired. motorists to drive faster, because of perceived lower • Generally, a shared street must not have more than 2 traffic conflict risk with traffic in other lanes. lanes in either direction. Anything more than 2 lanes makes 2. Number of traffic lanes- Greater number of traffic it difficult to implement a design speed close to 30km/h. In lanes result in increased carrying capacity, which most cases, 1 lane in each direction is adequate for local, improves traffic free-flow conditions, which further neighborhood streets. allows for faster travel. • Streets in many urban areas are designed with lane width of 3.5m and more which allows for a design speed in excess of 50km/h, which is an extremely unsafe speed for urban conditions. The design speed should be ideally 358 PD-R02 TOD PLANNING PRINCIPLES TOD K P If an existing bi-directional road with two lanes in each direction is to be redesigned along shared street principles, then consider converting the additional lanes into a parking lane; or utilizing the additional road width to increase space for other street elements, such as footpaths. Here, it must be noted that it is a common traffic calming practice to convert a unidirectional road with two lanes into bi-directional road with a single lane in each along with other horizontal and vertical measures (discussed later in this section). It may also be redesigned to accommodate a buffered cycle lane or shared bus lane (in the same direction) to improve capacity of the street and segregate the modes – as discussed earlier in PD-H07 (sub-section Capacity). Existing distribution of ROW with wide travel lanes Redistributed ROW with narrower travel lanes, cycle lanes, and center turn lane Redistributed ROW with narrower travel lanes, cycle lanes, and bus lane Redistributed ROW with narrower travel lanes, cycle lanes, and on street parking Redistributed ROW with narrower travel lanes, cycle lanes, and wider footpaths PD-R02 TOD PLANNING PRINCIPLES 359 TOD K P FREQUENCY OF INTERRUPTIONS URBAN DESIGN MEASURES The design principles for a shared street are counterintuitive to Traffic-calming measures include several engineering the design principles of trunk routes. interventions to slow down of traffic. In addition, there are many urban design measures that act as visual cues, encouraging Trunk Routes motorists to select the appropriate speed for this zone. It is desirable to minimize interruptions along the trunk route • The presence of setbacks along the road front have a by restricting median cuts, eliminating intersections and psychological impact on speed selection. discouraging property accesses. • A street where buildings are set nearer the road edge However, on certain kinds of shared streets, the high frequency are perceived to be narrower than streets of similar of such interruptions may actually be desirable, as it increases widths, but where the buildings are further apart. This conditions that disrupt through flow movement; which results in induces motorists to driver slower on the former kind slowing down traffic. of street, due to the narrower visibility range. • From a station area’s planning perspective, regulations Non-Trunk Routes can be implemented to relax frontage setback norms, (where appropriate), to encourage more compact The central median may be removed to allow vehicles to cut development. across the center line to make turns into driveways. However, if it cannot be entirely removed, then the number of median • Trees planted close to the carriageway edge have a similar breaks may be increased to achieve similar results impact on speed selection. It is recommended to have fewer restrictions on property • Softer streetscape elements may also be considered to driveway accesses, as the frequency of the same, contribute to signal to the motorists that they have entered a traffic- slowing down traffic. calmed street. This include measures such as change of carriageway surface material and color, as well as the increased use of landscaping and other street furniture. • Another measure is to include more diverse road users, such as on-street parking and street-vending. These uses increase the perceived disruptions to the motorist, which encourages them to slow down. • If there are definitive entry points into a neighborhood from a main street, it is a good practice to install a gateway feature across the entry point, which informs motorists that they’re about to enter a different kind of right-of-way. This encourages them to slow down and choose the appropriate speed for this zone. 360 PD-R02 TOD PLANNING PRINCIPLES TOD K P Mid-block design measures SPEED HUMPS, SPEED TABLES AND SPEED BUMPS There are three kinds of vertical deflectors, that are effective in controlling vehicular speed. They have slightly different design features which also impacts their functionality and applicability. 1. Speed humps: A speed hump refers to the curved, raised area, along the width of the carriageway, which causes a vertical deflection for vehicles as they traverse it, which induces motorists to slow down in order to cross the hump comfortably. Speed hump 2. Speed tables: A speed table refers to an elongated speed hump, with a flattish section between the up and down slopes of the hump. A pedestrian crossing may be included along the flat section of a speed table. Speed humps or tables are recommended for local, neighborhood streets as a traffic-calming device. Speed bumps are normally not recommended for public streets, because of their abrupt impact on vehicles. They are more suitable for driveway or parkway entries. Speed table 3. Speed bumps: A speed bump is significantly narrower in cross-sectional width than a speed hump, which causes a more striking vertical deflection for a traversing vehicle. A vehicle, normally, has to come to a near stop, in order to cross the hump comfortably. Speed bump PD-R02 TOD PLANNING PRINCIPLES 361 TOD K P The frequency of speed humps along a stretch of road should be such that it discourages speeding in-between two humps. It is a good idea to provide speed humps before pedestrian crossings, especially in cities where motorists are unlikely to slow down for a crossing pedestrian. If there is no median barrier on the roadway, it is better to locate the pedestrian crossing on top of the speed table. If such vertical speed controls are needed near to an intersection, it is recommended to use a speed hump instead of a speed table so that pedestrians don´t confuse it with a pedestrian crossing. Speed humps before pedestrian crossing Speed humps must be avoided along curved sections of the road, or in sections where forward visibility of the roadway is low. Speed humps should also be avoided on sloping sections of the road. Normally, a speed hump should not be installed just before a traffic signal, as it affects the green phase traffic throughput for this signal. Speed table doubling up as a mid-block crossing with safety bollards in New Delhi, India Pedestrian crossing on top of speed table (Source: © The World Bank) CHICANES, CURB-EXTENSIONS, BULB-OUTS AND STAGGERED ON-STREET PARKING Speed humps, tables and bumps were examples of vertical traffic-calming deflectors. In addition, there are various horizontal traffic- calming deflectors that achieve a similar effect. The following types of horizontal traffic calming measures are applicable for both two-way and one-way streets. Typical existing street conditions with on-street parking 362 PD-R02 TOD PLANNING PRINCIPLES TOD K P 1. Chicanes: These refer to the series of physical deflectors that are installed along alternating sides of the road, which result in the creation of a serpentine-like roadway. This forces motorists to slow down as they steer left and right through the successive chicanes. Chicanes are a useful retrofit for long, neighborhood streets, though consideration should be given to their impact on cyclists Chicanes and emergency vehicle movement. 2. Staggered on street parking: A similar traffic-calming impact that chicanes provide can be achieved by staggering the provision of on-street parking. The presence of on-street parking has the added advantage of increasing perceived traffic disruptions, which induces motorists to drive slower. Staggered on-street parking 3. Curb Extensions: This refers to the physical extension of the curb, (normally the footpath curb) into the carriageway, partly or fully cutting out a traffic lane. Curb extensions are also referred to as Chokers, because, they, in effect create a physical bottleneck, with the intention of choking traffic. This induces motorists to slow down while driving through the curb-extension area. Curb extensions or chokers 4. Median Bulb-Out: Curb-extensions may also be provided along a curbed median, which then creates, what is called a bulb-out in the center of the road. The advantage of such a bulb-out is that is allows for the inclusion of a pedestrian refuge area between the crossing, where pedestrians can stop and wait while crossing the road. Median bulb-out Segregated cycle track IPT parking for easy access by pedestrians Raised mid-block crossing cutting through cycle lanes and BRT lanes, Pedestrian refuge area, with with push-to-walk buttons physical barrier between BRT lanes, carved out as a chicane for traffic calming at the crosswalk Mid-block crossings in BRT lane as a combination of horizontal and vertical traffic calming measures (Source: © WRI India) PD-R02 TOD PLANNING PRINCIPLES 363 TOD K P Intersection design measures There are many physical design measures to slow down traffic crossing intersections that have been discussed in this sub-section. TIGHTENING AND/OR EXTENDING CURB CORNERS • The most important measure to reduce traffic speed at intersection is to minimize the radius of curb corners at intersections. A tighter corner induces motorists to slow down to make a turn, which adds to safety. • It also increases the available footpath area at the intersection, which allows for safer crossing • When designing intersections, a common mistake is to provide an intersection corner radius big enough to accommodate the turning path standards of the design vehicle. In doing so, one neglects to consider the difference between effective turning path and curb corner radius. • The effective turning path can be wider than what is determined by the corner radius, especially if there is a parking lane adjacent to the traffic lane. • Furthermore, for traffic-calmed streets with low-to-mid volume, it is not essential that the vehicle completes a left turn, (in the context where traffic drives on the left), from the leftmost lane to the leftmost lane. It is acceptable for the vehicle to traverse into the adjacent lane, in which case, the effective turning width is much wider. Extending curb corners at intersections to create gateways 364 PD-R02 TOD PLANNING PRINCIPLES TOD K P RAISED INTERSECTIONS AND MINI ROUNDABOUTS • A raised intersection is an effective traffic-calming measure, applicable for unsignalized intersections between neighborhood streets. • They are similar in profile to a speed table, wherein the entire intersection area is slightly raised to create a vertical displacement for traversing vehicles. This induces motorists to slow down when crossing the intersection. Raised intersection, at the level of footpath and with a different material. • Mini-roundabouts are another kind of useful traffic- calming intersection feature. It consists of a small circle located within the intersection area, which creates a lateral displacement for vehicles, forcing them to slow down. • They differ in form and function from conventional roundabouts, which are much larger, and their primary function is to channelize traffic circulation, rather than slowing down traffic. • A mini-roundabout acts a good marker of an entry point into a traffic-calmed zone, encouraging motorists to drive at the appropriate speed. Mini roundabout PD-R02 TOD PLANNING PRINCIPLES 365 TOD K P RESTRICTING MOVEMENT AT INTERSECTIONS • Traffic-calming at intersections can be achieved by eliminating movements in certain direction, through the installation of physical barriers. This primarily impacts the volume of traffic using this intersection, (and the adjoining streets), by curtailing thoroughfare traffic. • One such measure is to continue the median barrier across an intersection to prevent turning movement in one direction and prevent through movement in the other direction. • Another measure is to install a diagonal barrier across the intersection, preventing through movement in either direction. Restricting movement at intersections using barriers 366 PD-R02 TOD PLANNING PRINCIPLES TOD K P E PRIMARY STATION AREA DESIGN • The primary station area in the context of TOD, refers to the area immediately surrounding the transit station i.e. within 0 – 400m or 5 minutes walking, where the transfer of commuters between feeder modes and the main transit line takes place. • This is the meeting point for the trunk routes of all feeder modes. Hence, safety and mobility challenges are the most crucial at the station area, given the high concentration of commuters and traffic into a relatively small space. To ensure maximum safety, this area must be kept car free, with only designated routes for IPT and feeder services. • Infrastructure for the transfer of pedestrian commuters should be provided nearest to the station gates, followed by infrastructure for cyclists and feeder buses, then paratransit, and finally, for personal motor-vehicles. It is important to ensure that transit infrastructure, including station structures, do not impede the movement of any mode. It is commonly observed in many cities that the pillars of elevated transit stations completely block the sidewalks below them. In other cases, elevator shafts and stairways to the stations are placed across the sidewalk, forcing pedestrians to walk on the roadway. SECONDARY Includes the Includes the area and major destinations around the Catchment areas include the broader CATCHMENT PRIMARY transit station and station, which are direct and safe, and can be accessed area of influence from the mass the immediate by walking and cycling. transit station, where feeder and access routes paratransit services are critical. within 5minutes of AREA AREA AREA walking distance prioritizing pedestrian needs. Cycle parking facility and pedestrian only area at the entrance of Transmilenio in Bogota, Colombia (Source: © The World Bank) PD-R02 TOD PLANNING PRINCIPLES 367 TOD K P Station access points have these FOBs or underpasses to remain functional all day long and have a connection made from these off-road A transit station with one access point can become a potential connectors to the transit facility. bottleneck for commuter movement, especially during the peak • Grade separated infrastructure can be utilized in commuting hours of the day. conjunction with sidewalks, to increase access points to the • For a high-volume station, it is recommended to provide stations from important nearby land-uses that are likely to multiple entries and exits to the station, ideally connecting generate a high footfall of commuters. Care should be taken to different roads and different directions of the station area. to see that the pillars and related civil infrastructure for such structures do not impede the movement of pedestrians on • Station access points can also be separated according to the sidewalks below. the transfer mode. For instance, a direct access link may be provided, connecting the station to the feeder bus routes • BRT services requiring dedicated lanes must be protected - separating the movement of bus commuters from other using railings and median barriers to avoid jay walking, commuters. with access to stops provided at intersections with wider crosswalks or at mid-block crossings. Additional button- • Often local access needs are combined with station access activated mid-block crossings must be provided in the points. Access to underground mass transit stations also station area where the blocks are large or a high volume of double up as underpasses to cross major roads. Similarly, pedestrian movement is expected. BRT stops are often in the middle of a highway and hence is not safe to provide at-grade access. FOBs with ramps   or elevators to access the stops are provided. However, if these stations are not functioning during some hours or closed, then the local access can get impeded due to closing of the access facility as well. It is advisable to Multiple access points, including elevator Pedestrian crossings aligned with median refuge islands and escalator access for universal and avoiding elevated metro corridor pillars accessibility, placed closer to the intersection so that commuters do not jay-walk or walk Smaller turning radius with curb-cuts allowing longer distance to cross. for universal accessibility. Designed access to DN Nagar Metro Station Mumbai near an intersection (Source: © WRI India) 368 PD-R02 TOD PLANNING PRINCIPLES TOD K P Pedestrians crossing along the median, especially with longer BRT Wide at-grade refuge island in the median to Green phase. accommodate passengers entering and exiting the BRT Station using a protected ramp. (Many Latin American BRT Systems have such design including Macrobus in Guadalajara) Pedestrian access to a raised BRT station in the center of the ROW (Source: © WRI) Cycle rack on sidewalk along the road perpendicular to the BRT lane, allowing riders to lock the cycles and transfer to BRT system. Facilities for cyclists to access the BRT station along with pedestrians (Source: © WRI) PD-R02 TOD PLANNING PRINCIPLES 369 TOD K P NMT ACCESS STREET AT NAVANAGAR BRT STATION, HUBLI-DHARWAD, INDIA The street leading to the Navanagar BRT station in Hubli-Dharwad in India, is designed as an NMT street. A cycle track and a pedestrian pathway are placed on either side of the street, and activity areas are carved out in the central area for multiple uses. These include a play area for children, a park for seniors, a community gathering space for the neighborhood etc. Proposed NMT Street connecting from the school to the BRT station Plaza Schematic section indicating range of activities along the length of the NMT Street Visualization through a cross section of the NMT Street showing a shared use community gathering space (Source: © WRI) 370 PD-R02 TOD PLANNING PRINCIPLES TOD K P Transfer facility design • Transfer zones should be provided in the vicinity of • For instance, if a feeder bus-loop / terminal is located near the transit station such that crossing requirements are the transit station, it is a good idea to ensure that there is eliminated or reduced. no road in between the feeder bus-facility and the station access point. TRANSMILENIO TERMINALS, BOGOTOA, COLOMBIA A typical transfer station along Bogota, Colombia’s TransMilenio BRT corridor includes an integrated transfer facility between the trunk BRT route and the feeder service. These terminals are designed to have a common central platform where both the services can dock on either side of the platform. This allows the passengers to transfer by simply crossing across the platform. It is important to have proper integration between the two types of services to avoid overcrowding of the platform. The platform must be designed with adequate space to accommodate the expected volumes of passengers. Due to overcrowding of platforms in these transfer stations, passengers very often walk and wait in the bus lanes. Another challenge that these transfer facilities face is at the access point of the station which may lead to bottlenecks and even collision of the two types of buses. The diagram below along with photographs explain the transfer facility. PD-R02 TOD PLANNING PRINCIPLES 371 TOD K P • It may not always be possible to locate all transfer facilities on the same side of the transfer station. In such contexts, it is essential that safe crossing infrastructure is provided to access the station and a signalized crossing may be needed due to the high transfer volumes. Speed humps at least on the Curb extension to create waiting area At-grade refuge island on the median two approaches that cross the for High pedestrian volume that can be to access the BRT Station with a ramp transfer path for pedestrians. expected at this corner Transfer facility between two intersecting BRT Lines (Source: © WRI) • If the transit station is located at a different level than the • Physical segregation of respective zones can ensure that road, the grade-separated connector may be extended the movement of paratransit vehicles does not impede the across the width of this road. movement of feeder bus services. • Grade-separated structures are not recommended for crossing the road. However, they are acceptable if they provide direct connectivity to the grade-separated station. • It is important to separate the para-transit drop-off zones from the pick-up zone, to allow for the smooth functioning of such facilities. • The drop-off zone should be located before the pick-up zone, which allows the driver to enter the pick-up zone after dropping off passengers. There should also be a provision for the vehicle to leave the drop-off zone, in case the driver does not want to pick up new passengers. 372 PD-R02 TOD PLANNING PRINCIPLES TOD K P GRADE SEPARATED TRANSFERS AT THANE STATION AREA, THANE, INDIA The Mumbai Metropolitan Region Development Authority and Thane Municipal Corporation implemented traffic management infrastructure projects around the Thane suburban railway station in the Mumbai metropolitan region. Public bus services and IPT infrastructure are grade-separated. An elevated deck is constructed for public and state transport buses. It connects to the suburban railway ticketing booths through sky-walks and foot over bridges. There are at-grade auto-rickshaw pick up and drop off points with waiting and queuing areas for passengers. A lane has also been reserved for private motorized vehicles. Thane Suburban station in India with lower level for auto-rickshaws and upper levels for bus bays. It connects to the road level via elevated walkways (Source: © WRI India) Grade-separated feeder service stop and access IPT parking and waiting area, separate Motor-vehicle free shared streets to to station and connection to developments using from vehicle parking. access the transit station non-motorized shared streets Para-transit access and transfers to transit station and connections for vehicular traffic and through motor-vehicle free shared streets (Source: © WRI) PD-R02 TOD PLANNING PRINCIPLES 373 Bhubaneswar, India TOD K P PD-R03 LAND USE AND TRANSPORTATION INTEGRATION BEST PRACTICES Examples of land use and transportation integration that influenced significant improvements in cities Type: Reference Document © 2021 The World Bank TOD K P Disclaimer: The Transit-Orientated Development Implementation Resources & Tools knowledge product is designed to provide a high-level framework for the implementation of TOD and offer direction to cities in addressing barriers at all stages. As the context in low and middle-income cities varies, the application of the knowledge product must be adapted to local needs and priorities, and customized on a case-by-case basis. © 2021 International Bank for Reconstruction and Development / The World Bank CURITIBA, BRAZIL + PROJECT INFORMATION Location: Curitiba, Parana, Brazil Overview: Curitiba is home to nearly 2 million people. Funding: URBS (Govt.) Between 1950-2005, Curitiba’s metropolitan area witnessed a sixfold increase in its Timeline: 40 Years population- from 300,000 inhabitants in 1950 to 1.9 million in 2005. It is one of Brazil’s wealthiest Project Settings: Mixed-use (residential/ cities and has one of the highest private car- commercial) main street ownership rates in Brazil, yet it averages more transit trips than New York, Rio or Sao Paolo. PROJECT STORY $ X 1963-1965 The URBS - Urbanization The Curitiba Institute The 1965 Master Plan set the stage 2) creating structural axes of Curitiba was created in of Research and Urban for Curitiba’s linear transit-oriented corridors, lined with high-density 1963 with the purpose of Planning (IPPUC) was created urban form by 1) limiting circular mixed-use development that would administering the Fund for the on December 1st, 1965 to sprawl moving outward from taper to lower-density away from Urbanization of Curitiba, to execute and develop urban the urban core, thus decreasing the corridors; 3) typical structural develop infrastructure projects. plans. congestion focused downtown; corridors in a trinary road system. 376 PD-R03 LAND USE AND TRANSPORTATION TOD K P + DESIGN DETAILS + APPLICABILITY Walkability: Streets with an existing high-level Compact development: The ‘structural Context: Transit for urban areas with of pedestrian activity have been pedestrianized, high volumes of vehicles axes’ concept of high-intensity development along with streets within 400m of the bus has created corridors with high travel Scale: Corridor | Station Area | Site corridor, to minimize the need for vehicles. demand. Initially, FARs of 6.0 were permitted; later in the 1990s, maximum Related TOD Principles: Flexible planning: Along the structural axes, FARs were lowered to 5.0 for offices and Complete streets, managed parking, only the first two floors can extend to property 4.0 for residential. Incentives were given to bicycle-friendly, architectural diversity lines. Half of the ground and first floors are developers to increase residential density mandated to be dedicated to retail uses. Retail- close to the transit corridors. commercial uses at the street level are exempt from FAR calculation. 1972- 1992 1992-2009 The first 20km were planned the BRT, creating the Rede In 1992, the iconic circular The new Green line BRT corridor in 1972 and built in 1973 and Integrada de Transporte boarding platforms were was opened. the first two BRT corridors (RIT). Due to the success of introduced along with the were opened in 1974. In 1979, the BRT, by 1982, all five BRT use of biarticulated buses to feeder and inter-district corridors were planned and increase system capacity. buses were integrated with fully functional. PD-R03 LAND USE AND TRANSPORTATION 377 TOD K P Image: Jorge Láscar Reproduced under CC-BY2.0 License MEDELLIN, COLOMBIA + PROJECT INFORMATION Location: Medellin, Antioquia, Colombia Overview: Medellin is the second largest city in Colombia Funding: Municipal Corporation (Govt.) and the capital of Colombia’s mountainous Antioquia province. Taking into consideration the large number of commuters from the slopes Timeline: 13 Years towards the city, and its own topographical restrictions for development, it came up with an Project Settings: Urban area efficient land use and transportation integration plan for the city. PROJECT STORY 1930s Mid-1990s -2004 The cable-car technology was When Sergio Fajardo became Mayor main guidelines was an Integrated initially used for exporting coffee of Medellín in 2004, the “Medellín, Metropolitan Transport System that from the city of Manizales to the Commitment of all the Citizens” plan must be used as the organizing axis south of Medellin. for the city was enacted. One of its of mobility and projects in the city. All fundamental axes was described projects have to be directly linked to as “Social Urbanism.” One of the the main transport system. 378 PD-R03 LAND USE AND TRANSPORTATION TOD K P Image: Nigel Burgher (Flickr) Reproduced under CC-BY2.0 License + DESIGN DETAILS + APPLICABILITY Complete Streets: Existing streets were Well Designed Transit Station: The metro- Context: Transit for areas with redesigned to widen sidewalks, reduce cable stations created plazas underneath topographical restrictions automobile lanes and include and strengthen the station platform and created pedestrian connections with the surrounding areas to Scale: Corridor | Station Area | Site bicycle infrastructure. In hilly parts of the city, walkability was enhanced through escalators. improve connectivity. Related TOD Principles: Seamless Integration of Modes: The transit Bicycle Friendly: Medellin’s bicycle Urban parks and open spaces, public system in Medellin is comprised of heavy rail, infrastructure focuses on separated bike realm BRT, buses and gondola systems, which are paths, located within sidewalks. There are effectively integrated to ensure reach to the also dedicated pelican signals at important farthest corners of the city. intersections. LINE J Mid-1990s -2004 2010-2015 Line K was the initial line and was opened in The Northeastern Urban Integration Project designers of the PUI have sensitively 2004 and Line J in 2008. In 2010, Line L was in Medellín (Proyecto Urbano Integral, or integrated mobility infrastructure introduced and was connected to Arvi Park. PUI) was initiated by the City of Medellín with the strategic goals of large and It is part of a social project to cater to the in 2004. Working with the community to socially complex projects, by developing masses. Two additional lines H and M have conceptualize, develop and construct processes that promote ownership by also been introduced. new open-space networks, the the community. PD-R03 LAND USE AND TRANSPORTATION 379 TOD K P Image: AndyLeungHK Image: N509FZ Reproduced under CC-0.0 License Reproduced under CC-SA4.0 License SHENZHEN, CHINA + PROJECT INFORMATION Overview: Location: Shenzhen, Guangdong, China Shenzhen has become one of the frontier cities that is leading the economic growth of China, Funding: Municipal Corporation (Govt.) as the first of the nation’s five Special Economic Zones SEZ (The Economist, 2010). Since the early 2000s, Shenzhen has started to design a Timeline: Ongoing new development strategy for the city called the Project Settings: Urban area, suburban Shenzhen 2030 Urban Development Strategy. ares PROJECT STORY 1983 1984 -1992 In 1984, it was concluded that a light In late 1983, Party Secretary of side of Shennan Avenue should be metro system would not sufficient Shenzhen Mayor Liang Xiang led a protected as a green belt and to capacity for the growing population and team to Singapore to study its mass set aside a 16-meter wide median traffic in Shenzhen, as indicated by the transit system. Upon returning it reserved for a light rail or light metro Shenzhen Special Economic Zone Master was decided that 30 meters on each line. Plan (1985–2000) 380 PD-R03 LAND USE AND TRANSPORTATION TOD K P Image: Wahsaw Reproduced under CC-SA4.0 License + DESIGN DETAILS + APPLICABILITY Compact development: Large-scale construction has been led by the Master Plan Flexible Planning: Shenzhen expanded land Context: Urban, Suburban, Greenfield (1996-2010) to develop a hierarchical city development rights, issuing development rights network. Shenzhen allows the densities for according to land uses on different building Scale: City | Corridor | Neighbourhood residential and office developments around transit floors. This encourages mixed-use development, Station stations to fluctuate within a certain range. This as commercial, residential and underground transit building rights can be obtained separately. Related TOD Principles: gives Shenzhen’s Planning and Land Resources Committee the discretion to change the densities Architectural variety, housing diversity, walkability based on context. For example, Bitou Station: Affordable housing—FAR 2.0, schools and residential housing—FAR 3.0, commercial and office developments—FAR 6.0. 1984 -1992 1994-1996 1998- present Alternatively, a heavy rail subway Beginning in 1994, the Shenzhen urban rail network Phase I (1998-2004)- Line 1 and Line 4 line was proposed along Shennan master plan was drafted to be incorporated into the Phase II (2007-2011)- network expanded from Avenue. The Central Planning Shenzhen City Master Plan (1996–2010). Nine lines of 64 km to 177 km. Department approved the Shennan rail defined the visions for the city urban rail network. Avenue line in 1992. Phase III (2012-2020)- Lines 6, 7, 8, 9, and 11 PD-R03 LAND USE AND TRANSPORTATION 381 Polanco, Mexico TOD K P PD-R04 PEDESTRIAN FRIENDLY DESIGN BEST PRACTICES Small-scale iterative pedestrian friendly examples in low-middle income countries that influenced significant improvements in the area. Type: Reference Document © 2021 The World Bank TOD K P Disclaimer: The Transit-Orientated Development Implementation Resources & Tools knowledge product is designed to provide a high-level framework for the implementation of TOD and offer direction to cities in addressing barriers at all stages. As the context in low and middle-income cities varies, the application of the knowledge product must be adapted to local needs and priorities, and customized on a case-by-case basis. © 2021 International Bank for Reconstruction and Development / The World Bank MATUNGA FLYOVER, MUMBAI, INDIA + PROJECT FACTS Location: Mumbai, Maharashtra, India Overview: Project Size: 600m x 12 metres Mumbai, the capital city of Maharashtra, is the most populous city in India and the fifth most Total Project Cost: 50 million (INR) populous city in the world. The city accounts for only 1.1 square meters of open space—gardens, Funding: Municipal Corporation (Govt.) parks, recreation grounds (RG) and playgrounds Timeline: 5 Years (PG)—per person (Open Mumbai, 2012). The site is located in one of the planned areas of Project Settings: Mixed-Use Mumbai. (Residential/Commercial) Main Street PROJECT STORY 2011-2013 2011-2013 1.5-km long and 17m wide The space under the flyover Residents requested About 40 people Engaged 10-12 flyover was built at a cost turned into a hangout zone the Municipal crowd-sourced BMC sweepers to of 700 million(INR) from the for hawkers, gamblers, Corporation (BMC) funds and hired 24X7 clean the stretch to Maheshwari Udyan to Tulpule drug addicts as well as for barricading the private security for avoid dumping and Chowk flyover. encroached by illegal parking entire stretch two years. encroachment. 384 PD-R04 PEDESTRIAN FRIENDLY BEST PRACTICES TOD K P + DESIGN DETAILS + APPLICABILITY Walkway: Designed 600m long pathway in blue Context: Underutilized spaces under Events: Activities are organized on Sunday the elevated transit corridors color to resemble River Narmada with some morning dividing the area below the stretches designed as Narmada ghat where people flyover into different zones like health, live Scale: Corridor | Station Area | Site can sit. performance, traditional games, indoor Safety: The stretch is equipped with rotatable CCTV games and outdoor games zone. cameras, colorful lights and security officials. Public Convenience: Art installation, small plants and dustbins are lined up on both sides of the space. ONE MATUNGA 2013-2014 2014-2016 Residents formed a group ‘One The group presented the After successful petitioning, Embroiled in some political Matunga’ and designed a children’s idea to various government it got the final approval and differences, the park was park with 600-meter long and 12-meter authorities for developing a in June 2015, BMC began finally inaugurated in June wide meandering jogging track that is small garden in that space. to redevelop the area. 2016 shaped like the Narmada river. PD-R04 PEDESTRIAN FRIENDLY BEST PRACTICES 385 TOD K P Image: Nigel Burgher (Flickr) Reproduced under CC-BY2.0 License MEDELLIN, COLOMBIA, LATIN AMERICA + PROJECT FACTS Location: Medellin, Colombia, Latin America Overview: Project Size: Not Available Comuna 13 also known as San Javier, is one of the 16 barrios (neighborhoods) in Total Project Cost: Approx 3.5 million USD Medellin. The neighborhood is built on steep Funding: Government (City funding) hills outside of the main city consisting of tiny houses and cottages connected by streets, Timeline: 7 Years paths and stairs. Access to the barrio was a perennial challenge, making the provision of Project Settings: Residential Neighborhood security as difficult as accessibility to schools. (Transit Connections - Streets & Plazas) PROJECT STORY 1980’s-2000s 2002 2002’s Known as one of the most violent cities in the The Colombian army, police, air force and Residents protested against world, Comuna 13 had an invisible territorial paramilitary groups launched the biggest the violence in the area with boundary set by a dominating group that led to military intervention Operation Orion to fight white rags raised for peace strong social tensions, large class differences, against illegal activities displacing and impacting and solidarity. and unemployment in the area. displaced local residents 386 PD-R04 PEDESTRIAN FRIENDLY BEST PRACTICES TOD K P Image: Ber tahan Luxing (Flickr) Reproduced under CC-BY2.0 License + DESIGN DETAILS + APPLICABILITY Shaded streets: Harvestable fruit trees Context: Creative solution to overcome Street Art: The Streets were painted with graffiti accessibility challenges to transit are planned on the courtyard and along the depicting the authentic history of Comuna 13, and stations in hilly regions. pedestrian walkway to provide shade and the huge impact on people’s lives. comfort and to cool down the atmosphere Escalators: The installation of six sections of a Scale: Station Area | Corridor in summer. giant 384 meters outdoor orange-roofed escalator was built into the mountainside for accessing Public Space: Location for installation of six neighborhoods on the hillside. set of escalators were selected to connect libraries, schools, kindergartens, open sports facilities and public places. 2002-2008 2008 2011 Residents and local artists started The elected mayor invested a huge The city created electric escalators to allow painting walls with beautiful mural amount of money in a new cable car people to reach the station in 6-minutes instead graffiti in memory of innocent people line in San Javier Station to integrate of a 25-minutes climb. The escalators have who died in the conflict. this Comuna with other surrounding decorative metal canopies, air-conditioning and communities. connect to public plazas, terraces and amphitheaters. PD-R04 PEDESTRIAN FRIENDLY BEST PRACTICES 387 TOD K P BOGOTA, COLOMBIA, LATIN AMERICA + PROJECT FACTS Location: Jimenez Avenue, Bogota, Colombia Overview: Project Size: Not Available The street originally built over the San Francisco River into a brick-paved paseo Total Project Cost: Not Available featuring native trees, ribbon-like water fountains running along the sloping course, Funding: Government Funded and brick pavement for the Transmilenio. The Timeline: 11 years (1996-2007) effect was to create a friendly relationship between public transport and pedestrian Project Settings: Mixed-Use (Institutional/ traffic while revitalizing the public spaces. Commercial) Main Street PROJECT STORY COLONIAL PERIOD 1990’s San Francisco River (today When the city started to grow beyond By the early twentieth century, the San Jimenez Avenue) defined the these natural limits, urban planners Francisco River was essentially a sewer and a City’s northern limit. adapted the orthogonal geometry of the garbage dump. city to the river’s meandering path. 388 PD-R04 PEDESTRIAN FRIENDLY BEST PRACTICES TOD K P + DESIGN DETAILS + APPLICABILITY Public Place: The highly congested street was Context: Urban Redevelopment, transformed into a partially pedestrian way equipped Safety: The site is supervised by a dozen creating pedestrian-only streets with street furniture to serve the Transmilenio system of security guards who are recognizable Landscaping: construction of a watercourse along by their uniforms gives certain people an Scale: Station Area | Corridor the avenue, consisting of a continuous descending ambiguous status of the place line of small basins or pools, makes reference to the Urban Redevelopment: The old historical San Francisco River. buildings were renovated along this axis for Street Vendors: Accommodates many mobile high-end housing, hotels and commerce. vendors providing livelihood assistance. 1999-2002 2002 Today For reviving the old city center, the city first A decision was made to hire a The road was closed for private vehicles, planned infrastructure investment for the new renowned architect to design the creating a pedestrian plaza using public transportation system (Bus Rapid Transit, segment that would enter the city cobblestone as opposed to asphalt and named Transmilenio). center, through the Av. Jimenez. recovering the water element that was lost with development. PD-R04 PEDESTRIAN FRIENDLY BEST PRACTICES 389 Bogota, Colombia TOD K P PD-P01 TOD PLANS TERMS OF REFERENCE Template for hiring a consultant to prepare TOD plans at the required scale. Type: Reference Document © 2021 The World Bank TOD K P Disclaimer: The Transit-Orientated Development Implementation Resources & Tools knowledge product is designed to provide a high-level framework for the implementation of TOD and offer direction to cities in addressing barriers at all stages. As the context in low and middle-income cities varies, the application of the knowledge product must be adapted to local needs and priorities, and customized on a case-by-case basis. © 2021 International Bank for Reconstruction and Development / The World Bank BACKGROUND The Terms of Reference for a TOD Plan should provide the following background material: • Study Area: The TOR must define the approximate area for which the Plan is to be developed. The study area must coincide as far as possible with jurisdictional boundaries for which population and employment data is readily available. The Background should also summarize the details of transport services including the primary and feeder modes available. • Existing Development: The Background section should provide a summarized description of existing development and ongoing activities, including any information on real estate opportunities and challenges. • Benchmarks and Guidelines: The Background section should also provide information on resources that a consultant is expected to refer to while preparing the Plan, specifically including TOD Planning Guidelines or Design Standards. • Bibliography of Reference Plans, Policies and Studies • List of Project Stakeholders OBJECTIVE OF THE ASSIGNMENT The objective of the assignment is determined by the scale and context of the Study Area: a. City-level TOD Plan: o Prepare a basis for a spatial growth strategy and density optimization o Identify priority areas for investment for both transit and real estate development b. Corridor-level TOD Plan: o Prepare a land use and density strategy along the transit corridor to optimize transit availability and affordability o Identify multimodal integration strategies with supporting transit and feeder services. o Identify stations with high-level of challenges and/or opportunities. c. Station Area Plan: o Prepare a block plan for development prioritizing TOD principles o Prepare public realm plan for a high-quality walking and cycling experience outside the station o Identify catalyst projects for real estate development d. Greenfield/ Suburban TOD Plan o Prepare a master plan that leverages transit connectivity in walkable neighborhood units e. Urban Infill TOD Plan o Prepare a plan that identifies opportunities for infill development to optimize densities around transit f. Urban Redevelopment o Prepare land restructuring plan to leverage transit connectivity 392 PLAN + DESIGN TERMS OF REFERENCE TOD K P SCOPE OF ACTIVITIES CITY-LEVEL TOD PLAN TASK 1 – DATA COMPILATION AND INVENTORY: • Review of Existing Documents & Studies: Compile and review of the previously completed and current planning efforts underway in the Study Area with the intent to identify gaps and consistencies of the various policies, strategies and development projects when assessed against a backdrop of TOD Principles (Refer Guidance Document) under the following broad categories: o Planning & regulatory context o Regional context o Mobility & Access o Land Use, Public realm & Urban Design • Undertake site visits(s) & prepare an inventory of the planning & physical characteristics of the Study Area –The existing conditions inventory will include the preparation of a detailed base map and a series of inventory maps and photographs. • Existing Conditions Inventory: Map the existing data using AutoCAD and GIS mapping procedures. Inventory will include the following at a minimum: o Existing land uses o Proposed land uses o Zoning o Major nodes & activity centers o Major roads & infrastructure (Parking) o Existing natural features o Proposed key developments • Develop Case Studies and Best Practices in Transit-oriented Development: Select best practices that demonstrate successful TOD projects nationally and internationally in similar context. The case studies will highlight successes, failures and lessons learned. • Undertake focus group meetings & key interviews with stakeholders to help generate buy-in, identify major issues confronting the project and the social, economic, and political goals for the project. • Review of existing real estate needs at the city-level to summarixe the findings of a city-level real estate analysis [see AS- P01] in terms of demand of different types across the urban space. PLAN + DESIGN TERMS OF REFERENCE 393 TOD K P TASK 2 – STUDY AREA ANALYSIS • Analysis, Baseline Conditions Assessment and SWOT analysis: Undertake an analysis of baseline conditions and prepare Weaknesses & Threats maps - utilize the existing conditions inventory to evaluate the physical characteristics of the study area. • Identify priority transit corridors- Prioritize the “right” corridor to determine momentum for TOD based on the following parameters: o Map existing land uses, proposed land uses and key developments to understand the distribution of residential, employment and institutional uses in the city. o Identify activity generators: Map housing, employment and recreational centers to determine the desired lines and identify routes of high commuter traffic. • Delineate influence zone of transit to determine the area around transit routes or stations, where transit-supportive development needs to be prioritized based on: o Population Density o Employment Density o Accessibility o Environmental Context • Identify development context: TOD Planning must take into consideration different aspects of the city and the context before beginning the planning of TOD. It helps in integrating sustainable development principles at the outset by respecting and nurturing existing environmental and settlements. The development context can be identified as: o Greenfield o Urban Infill o Redevelopment • Conduct an analysis of opportunities around all stations to develop a preliminary typology of stations based on their node place, and market potential view (for example - see Salat and Ollivier Transforming the urban space through TOD: the 3V approach) with the existing transit network and the proposed future network. • Identify preliminary goals and targets with respect to the institutional support, plans, policies and development market. TASK 3 – VISIONING AND STAKEHOLDER ENGAGEMENT, TOD “CHARRETTE” An organized design workshop; where more focus will be to create a vision for TOD plan. Invite and engage key stakeholders including elected officials and staff from various agencies to the visioning workshop. Focused charrette shall achieve the following objectives: • Articulate quantitatively and qualitatively how TOD could support the city social, economic and environmental objectives; • Discuss the integration of land use, transportation, and infrastructure and solicit implementation strategies from charrette participants; • Share and revalidate the identified transit-first goals and targets; • Prioritize goals into short-term, mid-term, and long-term opportunities; and • Identify the market, generate project interest and solicit feedback. 394 PLAN + DESIGN TERMS OF REFERENCE TOD K P TASK 4 – RESILIENCE STRATEGY – ANALYSIS OF RISKS & ADAPTABLE PLANNING Unlike disaster preparedness, urban resilience should focus on strengthening the City-Level TOD Plan to adapt to and disruption that may occur. Traditional TOD/land use planning is built on assumptions about a future state considering population growth, modal split, market understanding and demand for specific development/land use types amongst others. However, the introduction of disasters such as resulting from climate change e.g. flooding or extreme weather events could significantly impact the TOD planning. An innovative City-level TOD Plan needs to better account for such uncertainty, and plan for adaptable methods that can respond to changes to the city’s physical, economic or social conditions. • Assess risks specific to the City (including climate-related risks) that may impact the realization of the land use, transportation and infrastructure implementation to its fullest potential • Develop objectives and goals related to resilience through a participatory process • Provide risk-informed planning recommendations for the following to ensure adaptable planning and informed decision making for the TOD recommendations o Land Planning for Emergencies - Develop a strategy for during and post-disaster recovery to ensure critical emergency response o Land Planning for Adaptability – Develop a strategy for the zoning /land uses to adapt to the City’s physical, economic or social conditions. TASK 5 – DRAFT TRANSIT-ORIENTED DEVELOPMENT RECOMMENDATIONS • Prepare a draft conceptual TOD Plan: Recommend modifications to the Development Plan and/or land development regulations, policy changes, DCR amendments in order to achieve the desired intent of TOD within the city. Draft TOD Recommendations Plan should be inclusive of the followings: o Parking Management Tools o Infrastructure Upgrades o First & Last Mile Connectivity o Differential Densities o Desired Land Use Mix o Financial Strategy o Public Transport Goals o Affordable Housing o City-level amenities (such as parks, major health and education centers) TASK 6 – IDENTIFY A FINANCING STRATEGY • Develop an understanding of the city’s financing system impacting implementation of TOD related land development and infrastructure projects. • Introduce innovative funding tools to integrate TOD within the city’s urban management and financing systems • Develop a Capital Investment Strategy for TOD station areas and projects. TASK 7 – IDENTIFY A PHASING AND IMPLEMENTATION STRATEGY INCLUDING CATALYST PROJECTS • Prepare a phasing for the TOD Plan which includes preliminary recommendations to enable the City/development and planning agency to systematically implement the recommendations of the TOD Plan. • Technical Capacity Building Recommendations: Assessment of existing capacity of the Planning teams and to identify gaps and to recommend measures of augmentation of Technical Capacity. PLAN + DESIGN TERMS OF REFERENCE 395 TOD K P CORRIDOR-LEVEL TOD PLAN TASK 1 – DATA COMPILATION AND INVENTORY: • Review of Existing Documents & Studies: Review and analysis of the previously completed and current planning efforts underway in the Study Area with the intent to identify gaps and consistencies of the various policies, strategies and development projects when assessed against a backdrop of promoting TOD Principles under the following broad categories: o Planning & regulatory context o Regional context o Mobility & Access o Land Use, Public realm & Urban Design o Transit & Station Area • Undertake site visits(s) & prepare an inventory of the planning & physical characteristics of the Study Area –The existing conditions inventory will include the preparation of a detailed base map and a series of inventory maps and photographs. • Existing Conditions Inventory: Map the existing data using AutoCAD and GIS mapping procedures. Inventory will include the following at a minimum: o Existing land use o Proposed land uses o Land Ownership o Parking o Zoning o Major nodes & activity centers o Major roads & infrastructure o Existing Natural features o Parks and Open Spaces o Proposed key developments o Circulation and Accessibility, with special emphasis on Multimodal Integration and NMT infrastructure • Develop Case Studies and Best Practices in Transit Oriented Development: Select best practices that demonstrate successful TOD projects nationally and internationally in similar context. The case studies will highlight successes, failures and lessons learned. • Undertake focus group meetings & key interviews with stakeholders to help generate buy-in, identify major issues confronting the project and the social, economic, and political goals for the project. • Review of existing real estate needs at the city-level to summarixe the findings of a city-level real estate analysis [see AS- P01] in terms of demand of different types across the urban space. TASK 2 – STUDY AREA ANALYSIS • Study the transit and the station characteristics (planned/existing): There are key differences in TOD strategies for different transit mode. Undertake an analysis of baseline conditions and prepare SWOT maps- utilize the existing conditions inventory to evaluate the physical characteristics of the study area • Delineate influence zone: Identify the catchment area around station by transit type where TOD interventions can be applied. o Boundary may be defined by a 5–10 minute walking distance o Larger catchment area can be defined as the areas that are accessible by feeder transit • Identify preliminary goals and targets with respect to the institutional support, plans, policies and development market 396 PLAN + DESIGN TERMS OF REFERENCE TOD K P TASK 3 – VISIONING AND STAKEHOLDER ENGAGEMENT, TOD “CHARRETTE” An organized design workshop; where more focus will be to create a vision for TOD plan. Invite and engage key stakeholders including elected officials and staff from various agencies to the visioning workshop. Focused charrette shall achieve the following objectives: • Articulate quantitatively and qualitatively how TOD could support the city social, economic and environmental objectives; • Discuss the integration of land use, transportation, and infrastructure and solicit implementation strategies from charrette participants; • Share and revalidate the identified transit-first goals and targets; • Prioritize goals into short-term, mid-term, and long-term opportunities; and • Identify the market, generate project interest and solicit feedback. TASK 4 –DEFINE STATION AREA TYPOLOGIES AND PRIORITIZATION OF TOD AREAS: • Identify Station Area Typologies in relation to the urban context and character- Station areas along a transit corridor are set in different urban contexts, play different roles in the transportation network, and present unique challenges and opportunities. • Conduct an analysis of opportunities around all stations to develop a preliminary typology of stations based on their node place, and market potential view (for example - see Salat and Ollivier Transforming the urban space through TOD: the 3V approach) with the existing transit network and the proposed future network. The typologies will include the following at a minimum: o Urban Context o Station Area Character o Predominant land use & intensification potential o Land use mix and density & FAR‘s o Key site characteristics o Planning & development challenges o Ideal Land use mix o Transportation Parameters and location within the network o Multimodal Integration • Create a vision for each of the identified station types in terms of ultimate character and development form: Based on this vision, land use mix, urban design and parking policies and a set of development standards should be developed in order to provide the basis of a regulatory framework that would allow this vision to be achieved. • Develop a selection criteria matrix to identify the prioritized TOD areas: Based on the following (but not limited to) quantitative and qualitative parameters o Identify development/ redevelopment potential based on: » Land availability and ownership- presence of underutilized lots, vacant lots, lots of large block sizes, and properties in dilapidated conditions » Allowable land uses » Future/ proposed development patterns » Real Estate Market Potential o Higher transit ridership (expected/proposed) o Presence of intermodal service o Typology and applicability of the number of stations of the same typology o Higher land use mixes PLAN + DESIGN TERMS OF REFERENCE 397 TOD K P o Station area character o Market Potential - for residential, office, and retail mixed-use development based on interviews with knowledgeable real estate development groups and review of other studies and planning documents TASK 5 – RESILIENCE STRATEGY – ANALYSIS OF RISKS & ADAPTABLE PLANNING Resilience should focus on strengthening the Corridor-Level TOD Plan to adapt and respond to changes in the physical, economic or social conditions. Traditional TOD/land use planning at the station level is built on assumptions about a future state considering population growth, modal split, market understanding and demand for specific development/land use types amongst others. Introduction of disasters such as resulting from climate change e.g. flooding or extreme weather events could significantly impact the TOD planning. An innovative corridor-level TOD Plan needs to better account for such uncertainty, as well as be adaptable to changing market conditions. • Assess risks specific to the Corridor (including climate-related risks) that may impact the realization of the land use, transportation and infrastructure implementation to its fullest potential • Develop objectives and goals related to resilience through a participatory process • Provide risk-informed planning recommendations for the following to ensure adaptable planning and informed decision making for the TOD recommendations o Land Planning for Emergencies - Develop a strategy for during and post-disaster recovery to ensure critical emergency response. o Land Planning for Adaptability – Develop a strategy for the zoning /land uses to adapt to the changes in the physical, economic or social conditions. TASK 6 – DRAFT TRANSIT ORIENTED DEVELOPMENT RECOMMENDATIONS • Create a conceptual Corridor Plan o Establish and/or reconnect street grid – develop a comprehensive street grid of small blocks, accommodating pedestrian, vehicular and cycling connections o Summarize the potential overall development (existing development, redevelopment or new development) along the corridor and at each station. o Provide intermodal connections - near transit stations, for IPT with the intention of establishing a well-connected, efficient, transportation system, providing robust connections throughout the community for all modes. o Develop appropriate parking strategies with reduced parking as the goal- Encourage use of on-street parking to meet parking requirements. Conceal parking structures within development or screen from view on low-value land o Upgrade the Infrastructure carrying capacity to support the increased demand • Integration of TOD Plan with Zonal Development Plan/ Local Area Plan • Identify Priority Station Areas as TOD demonstration project. TASK 7 – IDENTIFY A FINANCING STRATEGY • Develop an understanding of the city’s financing system impacting implementation of TOD related land development and infrastructure projects. • Introduce innovative funding tools to integrate TOD within the city’s urban management and financing systems • Develop a Capital Investment Strategy for TOD station areas and projects. TASK 8 – IDENTIFY A PHASING AND IMPLEMENTATION STRATEGY INCLUDING CATALYST PROJECTS • Prepare a phasing for the TOD Plan which includes preliminary recommendations to enable the City/development and planning agency to systematically implement the recommendations of the TOD Plan. • Technical Capacity Building Recommendations: Assessment of existing capacity of the Planning teams and to identify gaps and to recommend measures of augmentation of Technical Capacity. 398 PLAN + DESIGN TERMS OF REFERENCE TOD K P STATION-LEVEL TOD PLAN TASK 1 – DATA COMPILATION AND INVENTORY: • Review of Existing Documents & Studies: Review and analysis of the previously completed and current planning efforts underway in the Study Area with the intent to identify gaps and consistencies of the various policies, strategies and development projects when assessed against a backdrop of promoting TOD Principles under the following broad categories: o Planning & regulatory context o Regional context and relevance within the network o Mobility & Access o Land Use, Public realm & Urban Design o Transit & Station Area • Undertake site visits(s) & prepare an inventory of the planning & physical characteristics of the Study Area –The existing conditions inventory will include the preparation of a detailed base map and a series of inventory maps and photographs. • Existing Conditions Inventory: Map the existing data using AutoCAD and GIS mapping procedures. Inventory will include the following at a minimum: o Existing land use o Proposed land uses o Land ownership o Parking o Zoning o Circulation and Accessibility, with special emphasis on Multimodal Integration and NMT infrastructure o Public facilities o Major nodes & activity centers o Public realm & urban design elements » Parks, Open Space and Plazas » Sidewalk conditions » Natural Features » Lighting and signage conditions » Utilities o Proposed key developments • Develop Case Studies and Best Practices in Transit Oriented Development: Select best practices that demonstrate successful TOD projects nationally and internationally for similar station types. The case studies will highlight successes, failures and lessons learned. • Undertake focus group meetings & key interviews with stakeholders to help generate buy-in, identify major issues confronting the project and the social, economic, and political goals for the project. PLAN + DESIGN TERMS OF REFERENCE 399 TOD K P TASK 2 – STUDY AREA ANALYSIS • Delineate Boundaries for TOD Study Area and Influence Area: Refine TOD study boundary taking into account the existing and proposed site conditions in the following order: o Walking Distance from Transit Station based on Willingness to Walk o Existing Road Network o Ped-Shed Analysis o Critical Destinations beyond 10mins o Natural Environment Boundaries o Existing Built Environment o Existing Land Ownership • Analysis, Baseline Conditions Assessment and SWOT analysis: o Identify the development character of the station area based on: » Station Typology » Market Realities » Community Needs o Undertake an analysis of baseline conditions and prepare SWOT maps based on TOD planning Principles broadly classified into: » Accessibility » Urban Form and Development » Transit & Station amenities • Identify preliminary goals and targets with respect to the institutional support, plans, policies and development market TASK 3 – VISIONING AND STAKEHOLDER ENGAGEMENT, TOD “CHARRETTE” An organized design workshop; where more focus will be to create a vision for TOD plan. Invite and engage key stakeholders including elected officials and staff from various agencies to the visioning workshop. Focused charrette shall achieve the following objectives: • Discuss the integration of land use, transportation, and infrastructure and solicit implementation strategies from charrette participants; • Share and revalidate the identified transit-first goals and targets; • Prioritize goals into short-term, mid-term, and long-term opportunities; and • Identify the market, generate project interest and solicit feedback. 400 PLAN + DESIGN TERMS OF REFERENCE TOD K P TASK 4 – RESILIENCE STRATEGY – ANALYSIS OF RISKS & ADAPTABLE PLANNING Resilience should focus on strengthening the Station-Level TOD Plan to adapt and respond to changes in the physical, economic or social conditions. Traditional TOD/land use planning at the station level is built on assumptions about a future state considering population growth, modal split, market understanding and demand for specific development/land use types amongst others. Introduction of disasters such as resulting from climate change e.g. flooding or extreme weather events could significantly impact the TOD planning. An innovative station-level TOD Plan needs to better account for such uncertainty, as well as be adaptable to changing market conditions. • Assess risks specific to the station area (including climate-related risks) that may impact the realization of the land use, transportation and infrastructure implementation to its fullest potential • Develop objectives and goals related to resilience through a participatory process • Provide risk-informed planning recommendations for the following to ensure adaptable planning and informed decision making for the TOD recommendations o Land Planning for Emergencies - Develop a strategy for during and post-disaster recovery to ensure critical emergency response. o Land Planning for Adaptability – Develop a strategy for the zoning /land uses to adapt to the changes in the physical, economic or social conditions TASK 5 – DRAFT TRANSIT ORIENTED DEVELOPMENT RECOMMENDATIONS • Prepare a Conceptual Plan incorporating the TOD Planning Principles (TOD Guidance Document - 1.3) under the themes: Integrated Transportation | NMT Accessibility | Compact Development | Liveability. • Prioritize—‘quick-win’ public realm investments as catalyst projects and low-cost demonstration projects to showcase future transformations envisioned in TODs. • Prepare transit supportive development code at the station level which will include the following at a minimum o Develop appropriate parking strategies with reduced parking as the goal o Urban form- compact development, articulated densities, mix of uses, integrate informal sector, active building frontage, and housing typology TASK 6 – IDENTIFY A FINANCING STRATEGY • Develop an understanding of the city’s financing system impacting implementation of TOD related land development and infrastructure projects. • Introduce innovative funding tools to integrate TOD within the city’s urban management and financing systems • Develop a Capital Investment Strategy for TOD station areas and projects. TASK 7– IDENTIFY A PHASING AND IMPLEMENTATION STRATEGY INCLUDING CATALYST PROJECTS • Prepare a phasing for the TOD Plan which includes preliminary recommendations to enable the City/development and planning agency to systematically implement the recommendations of the TOD Plan. • Technical Capacity Building Recommendations: Assessment of existing capacity of the Planning teams and to identify gaps and to recommend measures of augmentation of Technical Capacity. PLAN + DESIGN TERMS OF REFERENCE 401 TOD K P SITE-LEVEL TOD PLAN TASK 1 – DATA COMPILATION AND INVENTORY: • Review of Existing Documents & Studies: Review and analysis of the previously completed and current planning efforts underway in the Study Area with the intent to identify gaps and consistencies of the various policies, strategies and development projects when assessed against a backdrop of promoting TOD Principles under the following broad categories: o Planning & regulatory context o Regional context o Mobility & Access o Land Use, Public realm & Urban Design o Transit & Station Area • Undertake site visits(s) & prepare an inventory of the planning & physical characteristics of the Study Area –The existing conditions inventory will include the preparation of a detailed base map and a series of inventory maps and photographs. • Existing Conditions Inventory: Map the existing data using AutoCAD and GIS mapping procedures. Inventory will include the following at a minimum: o Existing land use o Proposed land uses o Land ownership o Parking o Zoning o Circulation and Accessibility, with special emphasis on Multimodal Integration and NMT infrastructure o Public facilities o Major nodes & activity centers o Public realm & urban design elements » Parks, Open Space and Plazas » Sidewalk conditions » Natural Features » Lighting and signage conditions » Utilities o Proposed key developments TASK 2 – STUDY AREA ANALYSIS • Identify development context: TOD Planning must take into consideration different aspects of the city and the context before beginning the planning of TOD. It helps in integrating sustainable development principles at the outset by respecting and nurturing existing environmental and settlements. The development context can be identified as: o Greenfield o Urban Infill o Redevelopment 402 PLAN + DESIGN TERMS OF REFERENCE TOD K P • Analysis, Baseline Conditions Assessment and SWOT analysis: Undertake an analysis of baseline conditions and prepare Weaknesses & Threats maps - utilize the existing conditions inventory to evaluate the physical characteristics of the study area. • Identify preliminary goals and targets with respect to the institutional support, plans, policies and development market • Create a development program o Site Layout Plan- proposed land use mix o Detailed Development Programme o Infrastructure Upgrades Plan • Prepare the Real Estate Market Feasibility Study based on o Demand assessment of the site o Feasibility assessment/study of the proposal TASK 3 – VISIONING AND STAKEHOLDER ENGAGEMENT, TOD “CHARRETTE” An organized design workshop; where more focus will be to create a vision for TOD plan. Invite and engage key stakeholders including elected officials and staff from various agencies to the visioning workshop. Focused charrette shall achieve the following objectives: • Discuss the integration of land use, transportation, and infrastructure and solicit implementation strategies from charrette participants; • Share and revalidate the identified transit-first goals and targets; • Prioritize goals into short-term, mid-term, and long-term opportunities; and • Identify the market, generate project interest and solicit feedback. TASK 4 – RESILIENCE STRATEGY – ANALYSIS OF RISKS & ADAPTABLE PLANNING Resilience should focus on strengthening the Site-Level TOD Plan to adapt and respond to changes in the market conditions. Traditional TOD/land use planning at the site level is built on assumptions about a future state considering market understanding and demand for specific development/land use types amongst others. Introduction of disasters such as resulting from climate change e.g. flooding or extreme weather events could significantly impact the site plan. An innovative site-level TOD Plan needs to better account for such uncertainty, as well as be adaptable to changing market conditions. • Assess site-specific risks (including climate-related risks) that may impact the realization of development potential • Develop objectives and goals related to resilience • Provide risk-informed planning recommendations for the following to ensure adaptable planning and informed decision making for the TOD recommendations o Land Planning for Emergencies - Develop a strategy for during and post-disaster recovery to ensure critical emergency response. o Land Planning for Adaptability – Develop a strategy for the zoning/land uses to adapt to market realities PLAN + DESIGN TERMS OF REFERENCE 403 TOD K P TASK 5 – DRAFT TRANSIT ORIENTED DEVELOPMENT RECOMMENDATIONS • Prepare a Conceptual Master Plan include the following at a minimum o Built Form » Site Layout Plan- proposed land use mix » Detailed Development Programme » Infrastructure Upgrades Plan o Placemaking » Public Realm Strategy » Access Management » Transit Plaza Design » Streetscape Improvement o Mobility and Circulation Strategy » Pedestrian Accessibility Plan » Traffic Circulation Plan » Road Network Design » Parking Management • Prioritize—‘quick-win’ public realm investments as catalyst projects and low-cost demonstration projects to showcase future transformations envisioned in TODs. TASK 5 – IDENTIFY A FINANCING STRATEGY • Develop an understanding of the city’s financing system impacting implementation of TOD related land development and infrastructure projects. • Introduce innovative funding tools to integrate TOD within the city’s urban management and financing systems • Develop a Capital Investment Strategy for TOD station areas and projects. TASK 6 – IDENTIFY A PHASING AND IMPLEMENTATION STRATEGY INCLUDING CATALYST PROJECTS • Prepare a phasing for the TOD Plan which includes preliminary recommendations to enable the City/development and planning agency to systematically implement the recommendations of the TOD Plan. • Technical Capacity Building Recommendations: Assessment of existing capacity of the Planning teams and to identify gaps and to recommend measures of augmentation of Technical Capacity. 404 PLAN + DESIGN TERMS OF REFERENCE TOD K P DELIVERABLES TASK DELIVERABLE TIMELINE 1 Inception Report including problem statement, goals, M + 2 weeks objectives, study needs and methods 2 Memo #1: Study Area Analysis M + 2 months 3 Memo #2: Stakeholder Engagement Summary M + 3 months 4 Memo #3: Resilience Strategy M + 4 months 5 Memo #4: Draft TOD Plan Recommendations M + 6 months 6 Memo #5: Financing and Implementation Strategy M + 7 months 7 Final TOD Plan M + 8 months QUALIFICATION OF CONSULTANTS The Consultant Team must have experience in at least: A. One similar TOD Study OR B. At least two Infrastructure Development Plans that followed compact development principles The Consultant Team must include the following key expertise: Key Experts Year of Experience 1 Project Manager and Senior Urban Planner 15 years 2 Urban Planner 5-10 years 2 Urban Designer 5-10 years 3 Transport Planner 5-10 years 4 Environmental Planner 5-10 years 5 Regulatory Expert 5-10 years 6 Municipal Finance Specialist 5-10 years PLAN + DESIGN TERMS OF REFERENCE 405 TOD K P 406 PLANBrazil Curitiba, + DESIGN TERMS OF REFERENCE TOD K P FINANCE INTRODUCTION The ‘Finance’ step of the TOD process outlines the processes for assessment of cost variables for transit infrastructure, cross- subsidization potential from revenue generating real estate developments, land value capture mechanisms & best practices, strategic private partnership advisory and financing tools. © 2021 The World Bank TOD K P ABOUT FINANCE The ‘Finance’ stage presented in this section is applicable costs through recurrent revenues from alternate sources. to large scale, mixed-use, urban transformative projects Implementing these policies at the local level requires a near transit stations and corridors that are typically financed detailed structuring of the project implementation parameters by partnerships between public and private sectors. with strategic funding mechanisms, and ability to raise TOD projects are generally associated with complex site capital and allocate revenues. Phasing and timing for transit acquisition and land assemblage processes, as well as high implementation and real estate development is generally capital investments towards generous public infrastructure asynchronous – for example, transit-oriented development investments (including higher percentage of open spaces, projects take 10-15 years for implementation as opposed to multimodal facilities, affordable housing). From a public sector a 3-5 year timeframe for real estate development projects. perspective, these high investment costs require innovation Therefore, devising a strategy for funding and aligning with in combining diverse municipal financing tools with strategic overall project goals may be performed by a combining transit private sector partnerships to include market-driven revenue and real estate development processes from the inception of generating components that often deviate from traditional the transit project, including analysis of development potential, single use development projects. This section provides tools revenue earning potential, leveraging structure, risk sharing available through traditional municipal financing systems and framework , from both public and private sector perspectives. fundamentals of real estate, project structuring including cost This needs to be undertaken in a sequential format based on estimation for capital investmentse. These financial tools initial planning and then moving ahead on detailed analysis are supported by, enabling regulatory tools, guidelines and through the financial due diligence and implementation development incentives to forge partnerships for successful framework. financial closure of TOD transformative projects. This section outlines the processes for assessment of cost Over the last two decades, World Bank client countries variables for transit infrastructure, cross subsidization potential have employed diverse financing strategies to enable land from revenue generating real estate developments, land value capture mechanisms paving way for viable models to value capture mechanisms & best practices, strategic private promote TODs. These financial instruments require supporting partnership advisory and financing tools. policies at the national level to also provide for coverage of REFERENCES The following list of references were used to develop the “Assess” Knowledge Products: • Suzuki, Hiroaki, Jin Murakami, Yu-Hung Hong, and Beth Tamayose. 2015. Financing Transit-Oriented Development with Land Values: Adapting Land Value Capture in Developing Countries. Urban Development Series. Washington, DC: World Bank • Ardila-Gomez, A. and A. Ortegon-Sanchez. Sustainable Urban Transport Financing from the Sidewalk to the Subway: Capital, Operations, and Maintenance Financing. 2016. Washington, DC: World Bank • Urban Growth Company, Value Capture Framework and Toolkit, Sept 2017 • James McIntosh, Peter Newman, Roman Trubka, Jeff Kenworthy. 2017. Framework for land value capture from investments in transit in car-dependent cities. The Journal of Transport and Land Use • William Kohn Fleissig, Ian R. Carlton. 2009. “Convening on Transit Oriented Development: The Investment/Finance Perspective. Center for Transit Oriented Development (CTOD), Boston • Amirtahmasebi, Rana, Mariana Orloff, Sameh Wahba, and Andrew Altman. 2016. Regenerating Urban Land - A Practioner’s Guide to Leveraging Private Investment. Washington, DC: World Bank Group. 408 FI INTRODUCTION TOD K P KNOWLEDGE PRODUCTS The Knowledge Products presented as part of the ‘Finance’ stage include: ANALYTICAL FI-A01 Infrastructure Capital & Operating Cost Estimates/ Ranges (Spreadsheet + User Guide) FI-A02 Real Estate Development Pro-Forma (Spreadsheet + User Guide) ‘HOW-T0’ GUIDES FI-H01 Land Value Capture Framework (Step-by-Step Guide) FI-H02 Private Sector Participation Framework (Ref. Doc) RESOURCES FI-R01 Development Incentives (Ref. Doc) FI-R02 Land Value Capture Mechanism Best Practices (Ref. Doc) FI-R03 Municipal Finance Tools (Ref. Doc) FI INTRODUCTION 409 Dubai, UAE TOD K P FI-A01 INFRASTRUCTURE CAPITAL & OPERATING COST ESTIMATES/RANGES This Knowledge Product is intended to be used as a reference and an interactive Excel spreadsheet available online on the GPSC’s TOD website and the World Bank’s TOD CoP website. The reader should first review the summary presented in this section before using the spreadsheet tool. Type: Spreadsheet + User Guide © 2021 The World Bank TOD K P INTRODUCTION This tool has been structured to provide a broad PURPOSE reference for arriving at initial cost estimates of a transit It is essential to understand and estimate the cost investments infrastructure project. The costing has been considered that are primarily required for transit infrastructure. The cost for integrated developments with transit infrastructure of transit infrastructure depends on the mode of transit and comprising of allied real estate or other developments. terrain of the development area. In the case of requirements for The costing is calculated in three major portions as earth cutting and tunneling for network connectivity the transit mentioned i.e: infrastructure cost increases significantly. • Preparatory Activities mainly comprising of The cost of infrastructure is also dependent on other factors engagement of consultants, etc. like mode of funding, interest costs, ancillary studies, overall • Capital Cost comprising all development costs, Programme management, land preparations etc. These can including land cost, if any; be assessed as a derivative of the capital costs for the main • Operations Cost - broadly calculated based on the network and infrastructure. This section describes the cost of capital cost. capital investments, as well as allied expenditures expected The tool provides a brief description of each item and towards other factors as listed. The sheet “AS-04 Threshold for a broad range of associated cost for development of Rapid Transit” analyses the operational expenditure of transit on infrastructure. The local requirements and conditions Passenger Kilometer Travel (PKT) basis. define the cost applicable, and accordingly, the The revenue from the transit operations is principally dependent appropriate cost may be selected for each of the on the ridership and the fares chargeable for the use of the facility. components. Generally, the charges are directly proportional to the average per The land cost has not been provided considering the capita income of the region and hence, in most cases of World range for this component to be large, depending on Bank client countries, does not suffice to recover the operational the local conditions. Therefore, the applicable rate of expenditure. land may be provided in the yellow box against the component. The tool also includes a reference sheet containing details of transit infrastructure cost for various cities across the world. Disclaimer: The Transit-Orientated Development Implementation Resources & Tools knowledge product is designed to provide a high-level framework for the implementation of TOD and offer direction to cities in addressing barriers at all stages. As the context in low and middle-income cities varies, the application of the knowledge product must be adapted to local needs and priorities, and customized on a case-by-case basis. © 2021 International Bank for Reconstruction and Development / The World Bank 412 FI-A01 INFRASTRUCTURE CAPITAL AND OPERATING COST ESTIMATES TOD K P ASSUMPTIONS AND LIMITATIONS INTENDED OUTCOMES • The tool utilizes per km average cost of transit • The tool aims to provide a block estimate for the transit infrastructure development based on type and category to infrastructure planned for city-wide, corridor or station arrive at total cost. area development, knowing the length and type of transit • The average per kilometer cost was available for the year network. 2013. The values have been adjusted with reference to the • A reference sheet of transit fares across major cities in global inflation rate to arrive at rates for the year 2018. the world to assist in assessing approximate revenue from • The ancillary costs listed in the tool are based on broad commuter/user fees based on the ridership estimates. parameters as a derivative of the total cost of transit • Provide assistance in analyzing the mode of transit arrived at through above methodology. infrastructure with reference to the cost of such • A reference to public transit fares has been provided development. based on available secondary data. No inferences have been drawn with respect to the fares data. FI-A01 INFRASTRUCTURE CAPITAL AND OPERATING COST ESTIMATES 413 TOD K P HOW TO USE THIS TOOL? First, the user should read the User Guide Tab before using the spreadsheet. The application of the Infrastructure Capital and Operating Cost Estimates tool consists of five basic steps: 01 STEP 1 Decide on the type or mode of transit infrastructure intended to be developed as part of the initial assessment plan. 02 STEP 2 Based on the transit type, the required length of transit infrastructure essential for the TOD needs to be ascertained. 03 STEP 3 The details on type and length of the transit shall have to be provided in Cost Assessment tab. The details of type of transit shall have to be selected from the pre-defined list of Bus Rapid Transit (BRT), Light Rail Transit (LRT), Light Rail Transit (LRT) and Heavy Rail Transit (HRT). The BRT is further sub-divided into Gold, Silver, Bronze and Basic categories. 04 STEP 4 The tool automatically calculates the total cost of transit based on pre-defined data and the inputs provided, as above. Also, in cases where the land cost is a component to be incurred for development of transit then that cost must also be provided in the Cost Assessment tab. 05 STEP 5 Based on the average range for the ancillary costs, the tool also calculates other costs that may have to be incurred towards project management, conceptualization, design etc. 414 FI-A01 INFRASTRUCTURE CAPITAL AND OPERATING COST ESTIMATES TOD K P TOD K P FI-A02 REAL ESTATE DEVELOPMENT PRO-FORMA This Knowledge Product is intended to be used as an interactive Excel spreadsheet available online on the GPSC’s TOD website and the World Bank’s TOD CoP website. The reader should first review the summary presented below before using the spreadsheet tool. review the summary presented below before using the spreadsheet tool. Type: Spreadsheet + User Guide © 2021 The World Bank TOD K P ABOUT THE REAL ESTATE DEVELOPMENT PROFORMA TOOL PURPOSE Disclaimer: The Transit-Orientated Development Implementation Resources & Tools knowledge product is designed to provide a high- This Transit Oriented Development Financial Analysis Tool level framework for the implementation of TOD and offer direction to is structure to present transit agencies, local governments, cities in addressing barriers at all stages. As the context in low and middle-income cities varies, the application of the knowledge product and private sector investors a preliminary assessment of must be adapted to local needs and priorities, and customized on a potential return on investments (ROI) based on certain basic case-by-case basis. project development parameters assumed for TOD projects. © 2021 International Bank for Reconstruction and Development / The The goal of this tool is to help organize the TOD project’s World Bank total development budget, projected operating revenue and expenses to determine the cash flow over time, and identify the project’s potential sources of funding including grants, debts and private sector equity. The accompanying Excel worksheet calculates the cost of a typical TOD development project based on block cost estimates on per unit area method. It also assists in calculating the projected revenue from different sources through calculation based on the average market rate for capital and rental values in the micro-market. However, it is important to note that the tool is not a discounted cash flow analysis and therefore, does not take into account time value of money in the calculation of return on investment. ASSUMPTIONS AND LIMITATIONS INTENDED OUTCOMES • The tool is based on several assumptions and requires • An assessment of value generation by the development of several data inputs to be diligently filled for appropriate real estate components forming part of the TOD. outputs. • Derivation of cross-subsidization capacity within an • Broad parameters have been taken into consideration integrated development of TOD with real estate as the enlisted in Risk Assessment tab, which may be referred significant revenue generator for the infrastructure. to arrive at different scenarios of financial and market • Determination of viability gap in the development of transit parameters. infrastructure. • Every project requires its own customization, therefore, • Assessment of returns for the developer on equity scale the tool is developed on basic factors to derive cash post debt amortization. flows separately for transit infrastructure and real estate components. • The tool requires inputs like operations cost and transit revenue to be assessed through other tools forming part of the TOD Knowledge Product. 416 FI-A02 REAL ESTATE PRO-FORMA TOD K P HOW TO USE THIS TOOL? First, the user should read the User Guide Tab before using the spreadsheet. The application of the Real Estate Development Pro- Forma tool consists of five basic steps: 01 STEP 1 Provide inputs related to the area statement of various development components envisaged as per the plan and design exercise in the TOD in the Area Statement tab. 02 STEP 2 Other details related to costing, occupancy, revenue, debt structure, interest charges etc. are to be provided in the Data Sheet tab. 03 STEP 3 The development timeline and revenue realization timelines need to be provided in the Timelines tab. 04 STEP 4 Based on the inputs provided in the above steps, the value are auto- calculated in the subsequent sheets of Capex tab (Capital Expenditure), Opex tab (Operations Expenditure), Revenue tab, Interest Charges tab, cf – Infra tab (Cashflow for infrastructure) and cf – real est tab (Cashflow for real estate). 05 STEP 5 The risk assessment of the overall financial analysis can be made through broad parameters provided in the Risk Analysis tab. FI-A02 REAL ESTATE PRO-FORMA 417 Bogota, Colombia TOD K P TOD K P FI-H01 LAND VALUE CAPTURE FRAMEWORK This Knowledge Product is intended to be used as a process toolkit available online on the GPSC’s TOD website and the World Bank’s TOD CoP website. The reader should first review the summary presented below before exercising the tool in detail. Type: Step-by-Step Guide © 2021 The World Bank TOD K P INTRODUCTION Land Value Capture (LVC) has been categorized as a profound means for routing revenue from development potential of land. It refers to a broader term, generally used for a policy approach of sharing increases in land values (generated by urbanization, public infrastructure projects, zoning changes, and/or other government initiatives) between private and public sector. The effective application of land value capture systems typically requires a robust real estate market, conducive legal and regulatory framework, strong property tax collection systems, including clear land tenure systems, strict enforcement and adequate training of relevant stakeholders. Land value capture tools often found in varying forms in World Bank client countries include: transferable development rights (TDR), impact fees, public land leasing, increased densities, business improvement districts, and tax increment financing. Primarily, the techniques support all forms where infrastructure cost or other investments are expected to be incurred for enhancement of land values. Such enhancement or betterment of land value through Land Value Capture (LVC) frameworks provide support for infrastructure development. In lieu, the betterment of land values requires substantial public investments ranging from new infrastructure, such as parking and utility capacity upgrades to open spaces, streetscapes and multimodal facilities, in response to increased densities allowed “by-right” or as a premium to private landowners. Different means for capturing the land value are being exercised across the world. Examples of such initiatives include municipal borrowing against future property tax increments (California, USA) or through charging vacant land tax in TOD areas (Bogota, Colombia). Disclaimer: The Transit-Orientated Development Implementation Resources & Tools knowledge product is designed to provide a high- level framework for the implementation of TOD and offer direction to cities in addressing barriers at all stages. As the context in low and middle-income cities varies, the application of the knowledge product must be adapted to local needs and priorities, and customized on a case-by-case basis. © 2021 International Bank for Reconstruction and Development / The World Bank 420 FI-H01 LAND VALUE CAPTURE FRAMEWORK TOD K P PURPOSE DEVELOPMENT CHARGES- Typically, fees collected by Financing Transit-oriented Development with Land Values the planning/municipal authority from developers and (Suzuki, Murakami, Tamyaose, World Bank 2015), is the main builders prior to development of a land for issuing a resource that directly addresses the issues and opportunities in building permit to offset the cost of infrastructure applying LVC instruments in low and middle-income countries. required to provide municipal services to the The development of transit infrastructure benefits several new development. stakeholders, direct as well as indirect. In most cases, these TAX INCREMENT FINANCING- Municipal Authority benefits remain with the beneficiary and in no manner contribute earmarking future increases in revenue of property tax towards financial sustainability or growth of infrastructure. generated in an identified district/ area, from new real Therefore, it is needed to devise mechanisms to capture these estate developments, for financing present benefits getting created in transit-influenced catchment areas. infrastructure projects. There are established mechanism and tools devised across the globe for such practices. The Land Value Capture is important ASSUMPTIONS AND LIMITATIONS among such tools to be used for funding transit infrastructure • The framework aims at providing broad level strategy and an projects. overall guidance for taking steps towards supporting TOD At large, there are many land value capture tools being practiced through land value capture. and documented globally. This step-by-step guide elaborates on • The implementation of land value capture requires an the processes to be referred to for assessing and implementing enabling environment with statutory and legislative support land value capture mechanisms in the identified transit-oriented to develop a framework for its implementation. This varies development zones and areas. from region to region depending on the local government In principally, the various methods being used by different policies, and need not be similar for applicability to all. countries, governments and land owning agencies are provided below: LAND DEVELOPMENT AND SALE- Holding the land, for which the value appreciates, after rolling the transit infrastructure and then selling or developing the land for potential higher revenue from such land parcels. LAND VALUE TAX- Tax on the land itself and not any buildings or other physical assets that may fluctuate in value due to market conditions resulting in stabilized property prices. LAND USE CONVERSION CHARGES- Additional fees towards conversion of land use for developments having potential of high revenue generation. FI-H01 LAND VALUE CAPTURE FRAMEWORK 421 TOD K P 01 INITIATION OF THE PROJECT • A detailed study of the legislative framework, comprised of rules and regulations in force, for governing land value capture mechanisms, shall have to be conducted. • The applicability of existing or approved mechanisms with the rules and regulations will have to be assessed for identification of appropriate techniques. • In case the existing tools or mechanisms are inadequate, there may be requirements to introduce new tools as per the needs of the project. All regulatory reforms concerning the project and required for introduction or enactment of the new tool, may be proposed at once to the government or the approving authority. It is essential that benchmarking and comparative analysis with similar regions and neighborhoods should be conducted in the process to identify new LVC tools, prior to proposing it for approval. 1 Similar cities, towns, governance pattern etc. Also, further similarity in terms of demographics and economic conditions may be considered. 02 PLANNING • Planning is needed to identify the catchment area getting influenced due to the new transit project, corridor or planned area. The value of land and other properties will increase in the area of influence. • The identified would need to be surveyed to collect data on the land ownership pattern. • Based on land ownership, different tools, like land amalgamation, etc., will need to be planned and structured. • Identify potential land in separate categories of government and non-government lands. 422 FI-H01 LAND VALUE CAPTURE FRAMEWORK TOD K P 03 DESIGN AND STRATEGY • Based on the land ownership and the location plan, the land value capture mechanism shall be identified: 500m Government land - hold Government land - hold Government land - hold the land for densification the land for densification the land for densification Hold the / property price / property price / property price Non-Government - land for appreciation appreciation appreciation Land Development densification / Non-Government - Land Non-Government - Land Non-Government - Land Charges, land Value Tax, property price Development Charges, Development Charges, Development Charges, Land Use Conversion appreciation land Value Tax, Land Use land Value Tax, Land land Value Tax, Land Use Charges etc. Conversion Charges etc. Use Conversion Charges Conversion Charges etc. 400m etc. Government land - hold Government land - hold Government land - hold the land for densification the land for densification the land for densification Hold the / property price / property price / property price Non-Government - land for appreciation appreciation appreciation Land Development densification / Non-Government - Land Non-Government - Land Non-Government - Land Charges, land Value Tax, property price Development Charges, Development Charges, Development Charges, Land Use Conversion appreciation land Value Tax, Land Use land Value Tax, Land land Value Tax, Land Use Charges etc. Conversion Charges etc. Use Conversion Charges Conversion Charges etc. 300m etc. Government land - land Government land - land Government land - land Land development with allied development with allied development with allied development revenue generating revenue generating revenue generating Non-Government - with allied components components components Land Development revenue Non-Government - Land Non-Government - Land Non-Government - Land Charges, land Value Tax, generating Development Charges, Development Charges, Development Charges, Land Use Conversion components land Value Tax, Land Use land Value Tax, Land land Value Tax, Land Use Charges etc. Conversion Charges etc. Use Conversion Charges Conversion Charges etc. 200m etc. Land required for Land required for transit Land required for transit Land required for transit Land transit - joint devel- - land amalgamation & - land amalgamation & - joint development, else development opment, else sepa- joint development, else joint development, else separate development with allied rate development of separate development separate development of government land and revenue government land and of government land and of government land and tax increment and other generating tax increment and other tax increment and other tax increment and other charges applied for non- components charges applied for non- charges applied for non- charges applied for non- government land 100m government land government land government land Area of Influence Land Joint development Joint development with Tools like land Tools like land development with allied revenue allied revenue generating amalgamation to be amalgamation3, with allied generating components- components- financing applied, then joint if required to be revenue financing and contractual and contractual development with allied applied and then joint generating arrangements to be made arrangements to be revenue generating development components2 accordingly accordingly components Government Non-Government Table 1: Typical LVC strategy for land parcels within radial distance of 500 meters of the transit infrastructure and depending on land ownership 2 Here, allied refers to supporting real estate developments for cross subsidizing capital / operational cost of infrastructure development and/or maintenance, as applicable. 3 Land amalgamation refers to the framework for enabling and also requiring private land owners to come together for a purposeful development that supports the transit-oriented development approach of governments. FI-H01 LAND VALUE CAPTURE FRAMEWORK 423 TOD K P • In order to maintain transparency, accountability and to reduce unnecessary reconciliation issues, separate financial accounts with the bank may be maintained by the implementing agency for revenue and expenditure. This helps distinguish and segregated identification of fund flows for complex projects with longer durations. • It would be essential to execute formal agreements with detailed terms based on the land development / settlement strategy agreed upon between the parties for a land value capture mechanism. Such agreements shall be governed by the prevailing legislative framework and the terms of arrangement shall have to abide by the available framework within the permitted laws. • In order to protect the interest of either party and to facilitate financial protection towards shared revenue, if applicable, the arrangement of an ESCROW account with a bank may be considered by the parties for operationalizing the value capture mechanism. 04 EXECUTION AND OPERATION • The following documents (including but not limited to) shall be placed in public disclosure: 1. Planning and Methodology of TOD Area Development 2. Proposed Transit Infrastructure Development 3. Prevailing norms of land value capture mechanisms, approved by local or regional government • The details of the land value capture mechanism will be shared with each individual owner and also placed in the public domain. • The procedure of the deposition of funds and the approval or clearance, thereupon, shall be put in place for non-government land/properties. • A monitoring and evaluation mechanism of the land value capture shall have to be put in place in the following forms: (i) Identification of Key Performance Indicators and their measurement from time to time; (ii) Constitution of monitoring team / committees with assignment to conduct regular review of the progress and effectiveness of the implementation framework (iii) Regular financial and performance audits to keep check on irregularities and system slack, if any. (iv) Any other method or institutionalization that the implementing authority or the Government may perceive are required for effective monitoring and control. • In case of joint developments, the contractual arrangements, including the terms and conditions, shall be placed in the public domain to follow open and transparent procedure. 424 FI-H01 LAND VALUE CAPTURE FRAMEWORK TOD K P FI-H02 PRIVATE SECTOR PARTICIPATION FRAMEWORK Project structuring process or planning of financial resources to meet the project cost Type: Step-by-Step Guide © 2021 The World Bank TOD K P INTRODUCTION PURPOSE CONTEXT Developing capital intensive public transit infrastructure The understanding of Public-Private Partnership is important projects require a robust financial strategy to be in-place before initiating the project structuring process or the for gaining the confidence of private sector investment in planning of financial resources to meet the project cost. real estate. The resulting transit and real estate projects are This tool elaborates on the basic understanding of the PPP generally vulnerable to several risks during their life cycle. It framework followed globally. It includes an introduction is advised to appropriately share and mitigate the risks with on the stakeholder arrangement, project structuring the right stakeholders and partners. mechanisms, legislative, implementation and monitoring frameworks, post implementation management and brief It is often witnessed that the land owning agency and/or case studies. the implementing agency for transit infrastructure projects would be government bodies. Technical capacity constraints and limitations in understanding real estate markets are a STAKEHOLDERS common challenge with government agencies in the case of In public-private partnerships, the identified stakeholders, developing long-term TOD transformational projects. i.e. those providing resources, those approving the While public- private partnerships (PPPs) in infrastructure implementation, who exploit resources to develop the project projects, such as highways and public rail-based transit, and who receive the services or benefits out of the envisaged have shown success in different parts of the world, plan, are contractually bound based on their responsibilities. successful TOD and real estate projects are found mostly in These stakeholder can principally be identified as: strong and emerging real estate markets. Several countries • Government– Legislative Body/Approving Authority– have formulated robust frameworks for developing Public- Generally responsible for ruling and monitoring the Private Partnership (PPP) projects under their legislative legislative framework for PPP arrangements in their guidelines. The general methodology for such arrangements jurisdiction and are also often the approving authority for in project implementations is moreover common in all the project. countries, with project to project customization based on • Landowning Agency(ies)– Generally, the land for transit different parameters. infrastructure projects are owned by government agencies, different from the project implementing Disclaimer: The Transit-Orientated Development Implementation agencies. There may also be private land owners falling Resources & Tools knowledge product is designed to provide a high-level framework for the implementation of TOD and offer in this category. direction to cities in addressing barriers at all stages. As the context in low and middle-income cities varies, the application of the knowledge product must be adapted to local needs and priorities, and customized on a case-by-case basis. © 2021 International Bank for Reconstruction and Development / The World Bank 426 FI-H02 PRIVATE SECTOR PARTICIPATION FRAMEWORK TOD K P • Project Implementing Agency(ies)– In most cases, there is a times. They may be senior lenders or subordinate lenders, government agency that is entrusted with the responsibility depending on the financial structuring of the project. to undertake the implementation of the project. The agency • Users/Occupiers/Buyers– These are the users of the project analyzes and proposes the implementation structure for components, whether it be transit facility or other such the project, whether through public-private partnership or public components. It also includes the purchasers and otherwise. buyers of properties and assets developed within or allied • Private partner– These are the private partner(s) to the project. Generally, they are not any direct party to the participating in the implementation and operations, either as project development and operations contracts, but their developers, investors or the concessionaire for the project. interests are protected in the project through warranties, • Lenders– The lenders are the important stakeholder in the representation and responsibilities of other parties. whole business of public-private partnership projects, as A schematic matrix of the relationship among these stakeholders they generally bring in the maximum financial resources to is presented below for reference: the project and their interests have to be protected at all Approval on project Transfer of land rights Government Landowning Agency Submission of Land lease/ proposal in line sale/ with approved development legislative agreement framework Project Implementing May require project Agency May be required to implementing be a confirming party agency to be a to the contract, wih May require third party to the responsibilities and tripartite loan agreement warranties/representations arrangement PROJECT ASSETS for protection of buyers’ and occupiers’ Term loan or short rights loan agreement Private (PPP) Partner Infusion of capital Property lease/sale/ requirements in the General terms and license arrangements project, based on conditions of use, through legal finalized project financial declared publicly agreements closure Users of the Buyers/Occupiers of the Lender(s) properties/assets facility FI-H02 PRIVATE SECTOR PARTICIPATION FRAMEWORK 427 TOD K P PROJECT STRUCTURING The structuring of public-private partnership projects depend Based on these shared responsibilities, the public-private on several factors and requires project level, detailed analysis partnership projects may be classified as following: before arriving at any specific model. These include the sharing • Management or Service Contracts of the following between the implementing agency and the • Lease and Affermage Contracts private partner: • Concessions/Build-Operate-Transfer (BOT)/Design-Build- • Scope in development of project Operate (DBO) • Provisioning of resources • Joint Ventures • Operation and management responsibilities • Privatization • Project risks, including revenue risks The selection of an alternative is the result of the assessment of • Monitoring and control project and stakeholder requirements. A reference framework providing benchmarks for this purpose is provided below: Private Full Divesture - Privatization Joint Ventures Concessions Build Operate Transfer (BOT) Provisioning of Finances Monitoring and Control Design Build Operate (DBO) Lease and Affermage Contracts • • Management or Service Contracts • Scope in development of project Public • Operation and management responsibilities Private • Project risks, including revenue risks 428 FI-H02 PRIVATE SECTOR PARTICIPATION FRAMEWORK TOD K P LEGISLATIVE- POLICY AND REGULATORY FRAMEWORK It is important for the project formulator(s) to have an in-depth understanding of the legislative framework governing the development and operations of the project. The project structure, including tenure of development and operations, financial and land resources, stakeholder and partner selection, rights and responsibilities, compliance requirements, revenue-based rules and guidelines, etc. shall all be required to adhere to the policies and regulations, brought in force specific to the area or generic to the jurisdiction of government. In case of complications or requirements of clarifications, formulation of consultative committees and making reference to approving authorities at a preliminary stage is highly recommended. Some specific projects may also require reforms to the norms laid down by government for PPP projects, land development or land transfers, etc. These should be undertaken in priority, before proceeding further on the project structuring and implementation. PROCUREMENT AND IMPLEMENTATION Based on the decided project implementation structure, the procurement is undertaken through standard terms and conditions of bidding documents and the draft contract agreement appended to it. The draft contract agreement generally addresses all aspects of project structure parameters and aligns a risk sharing framework in the contractual terms and conditions. All federal government and in many contexts, the provincial or local government, prescribes standard bidding documents for PPP procurement as a reference. These documents may be followed with customizations to suit the requirements of project. These documents are generally termed as model concession agreements and model request for proposal documents. It is also important that there is efficient contract management and project monitoring. For this purpose, the implementing agency may institutionalize a separate team or engage a specialized consulting organization(s) for this purpose. There is a specific role of independent engineer for all milestone certifications and minor dispute resolutions. These are independent consultants engaged by either the implementing agency or jointly, by both the parties, to check the quality of development and protect the interest of the project. In general cases, the implementation of the project is undertaken by the private partner, independently. However, the partner takes all prior and post-implementation approvals from the implementing agency, independent engineer or any other third party, as defined in the terms of the agreement. POST-IMPLEMENTATION MANAGEMENT The agreements govern the entire period of the contract/concession from the date of engagement till the handover of assets back to the implementing agency, if applicable. The contract management team of the implementing agency is responsible for overseeing and monitoring the overall performance of the contract by either parties, especially the private partner. Site programming for soft components such as destination management, placemaking, safety, and overall place branding are factors that should continue through the life-cycle of the project in order to increase the value proposition for the site in the overall market. FI-H02 PRIVATE SECTOR PARTICIPATION FRAMEWORK 429 Hong Kong SAR, China TOD K P FI-R01 DEVELOPMENT INCENTIVES A guide of financing tools for planners and economic development specialists Type: Reference Document © 2021 The World Bank TOD K P Disclaimer: The Transit-Orientated Development Implementation Resources & Tools knowledge product is designed to provide a high-level framework for the implementation of TOD and offer direction to cities in addressing barriers at all stages. As the context in low and middle-income cities varies, the application of the knowledge product must be adapted to local needs and priorities, and customized on a case-by-case basis. © 2021 International Bank for Reconstruction and Development / The World Bank INTRODUCTION Since TOD is a deviation from traditional single use development models, incentives are often used to attract developers and investors in developing the TOD area, especially in the case of peripheral areas of the city or greenfield contexts. Some incentives are also aligned towards the citizens, encouraging heightened community participation in the development process. This helps in ensuring that the project is co-created with impacted stakeholders, and chances of delays in obtaining project approvals and implementation are minimized. The following outlines the potential development incentives that can be implemented: INCENTIVE OUTCOME Increased densities offered right around transit nodes, as well as Conducive to development and reduce infrastructure expansion density bonuses in exchange for public amenities and infrastructure costs such as safe access to transit, and NMT infrastructure constructed by private sector, subject to market demand. Local Growth Management Strategies and incentives to promote Provides better urban planning and growth guidelines with people TOD and road safety infrastructure in such areas to land developers friendly environment thereby increasing the attractiveness potential and investors at the local level of the area Incentives to developers in the form of technical assistance for Resulting in quality development architectural design, road safety and safe system designs, site plan approval, understanding zoning regulations. Incentive to developers by relaxing height restrictions and reducing Opportunity for mixed-use, compact development and encouraging the requirement for providing car parking. These may be justified users to switch to NMT and public transport where the development is located near shops and close to public transport, as envisaged in TOD, depending on market demand. For projects with a strong focus on transit use, incentives can Reduces processing time and improves efficiency include full or partial fee rebate on development application fees. Financial assistance for activities such as organizing initial Participatory planning community consultation and integrating affordable housing and community facilities as part of the TOD project. Incentives such as fee waivers, expedited processing of develop- Value addition to the service improves project delivery ment applications to streamline approval process. 432 FI-R01 DEVELOPMENT INCENTIVES TOD K P ZONING INCENTIVES MODIFY MAXIMUM BUILDING HEIGHT Increased allowable height may vary depending on the current zoning and the location in relation to transit nodes, but would increase buildable area. MODIFY MAXIMUM LOT COVERAGE Increased maximum lot coverage may vary depending on the current zoning and the location in relation to transit nodes, but would increase buildable area. (35%) MODIFY ALLOWABLE RESIDENTIAL DENSITY Decreasing the required land area per dwelling unit creates an opportunity for increased housing density near transit and more housing flexibility and choice. FI-R01 DEVELOPMENT INCENTIVES 433 TOD K P MODIFY PERMITTED USES Amending principal permitted uses, to include a full range of residential and commercial uses within a walkable distance of transit, reinforces pedestrian activity. INCENTIVIZE MIXED USES Requiring or incentivize a mix of uses increases the opportunity for a vibrant place that contributes to active and walkable transit. INCENTIVIZE RESIDENTIAL CONVERSION Incentivize existing structures to convert to residential uses would enable more contiguous, walkable districts to occur near transit stations. 434 FI-R01 DEVELOPMENT INCENTIVES TOD K P INCENTIVIZE SPECIFIC DESIRED USES Providing additional height or density entitlements to specific uses, in specific locations, creates the opportunity to align private and public investments. INCENTIVIZE SPECIFIC DESIRED USES Incentivize parcel assembly creates new opportunities for larger scale redevelopment where desirable. INCENTIVIZE HOUSING CHOICE / OPPORTUNITY Variation in housing opportunities strengthens compact, walkable neighborhoods and builds upon the strengths of residential demand. FI-R01 DEVELOPMENT INCENTIVES 435 TOD K P INCENTIVIZE PROPERTY EASEMENT M Incentivize private developers of large plots, bordering two parallel streets or two different sides of a city block or near a station, to grant easement access to pedestrians and non- motorized transport users through their properties. INCENTIVIZE AMALGAMATION OF SETBACKS Incentivize developers of adjacent parcels for amalgamating ac ks tb ks Se ac adjoining setbacks between buildings to create new rights-of-way Se tb restricted for pedestrian and NMT movements. INCENTIVIZE SUB-DIVISION OF LARGE PARCELS Requiring or incentivizing sub-division of parcels, beyond a given area, with public rights-of-way created in between. 436 FI-R01 DEVELOPMENT INCENTIVES TOD K P INCENTIVIZE DIRECT LINKS TO STATIONS M Incentivize directly linking properties to the transit station using partnership model between City and developers, through a combination of at-grade and grade-separated networks like sky- walks and subways. Sky-walks in China SAR connecting commercial and business destinations to transit stations (Source: © WRI India) FI-R01 DEVELOPMENT INCENTIVES 437 TOD K P PARKING INCENTIVES DEFINING PARKING LOCATION AND ORIENTATION Parking located at the interior of blocks, behind buildings or concealed by landscape buffers, provides a more walkable and P uninterrupted environment to support transit use. MODIFY PARKING REQUIREMENTS Reducing required parking allows a larger proportion of a parcel to be used for redevelopment, increasing the residential and P commercial space. ESTABLISH PARKING MAXIMUMS Parking maximums can be used to limit the amount of land area devoted to parking capacity by parcel or by district. P 438 FI-R01 DEVELOPMENT INCENTIVES TOD K P ESTABLISH PARKING ACCESS RESTRICTIONS Reducing parking access to a single curb cut on a secondary street minimizes disruption to the pedestrian environment. P REQUIRE PARKING LANDSCAPE/BUFFERS Landscape buffers and islands can help to screen parking areas P from view and reduce large expanses of impervious surfaces. INCENTIVIZE SHARED AND OFF-SITE PARKING Parking resources between adjacent sites can be combined and shared to increase capacity, shared between various uses or P combined with on-street parking to be more efficient. P P FI-R01 DEVELOPMENT INCENTIVES 439 TOD K P FINANCIAL INCENTIVES PROMOTE TAX CREDITS Several types of tax credits- at the federal and state level- offer opportunities that would be applicable to potential redevelopment in the transit nodes. INVEST IN INFRASTRUCTURE AND STREETSCAPE Investments in streetscape and infrastructure are critical to creating a pedestrian-friendly and private investment-friendly environment. Developers may be given incentives to “adopt” sidewalks adjacent to their property and ensure that it is well maintained and cleaned as per City guidelines and policies. In many cities, sidewalk maintenance and upkeep is the responsibility of the residents or business owners for example removal of snow and ice to ensure safe walking space for pedestrians. These weather related situations sometimes arise when the sidewalks are narrow or have utility fixtures that may not be suitable for snow clearing machines. OFFER PROPERTY TAX ABATEMENTS Property taxes are a component of redevelopment projects that the city can modify to be used as an incentive to encourage specific projects. 440 FI-R01 DEVELOPMENT INCENTIVES TOD K P BUILDING OFFER EXPEDITED PERMITS AND APPROVALS PERMIT Unpredictable approvals processes become a major impediment to implementing redevelopment improvements. A special expedited review for certain project types can be used as an incentive. ESTABLISH TARGETED LOAN FUNDS Targeted and revolving loan funds can be used to provide financial assistance to small businesses within the transit nodes, resulting in improvements and increased activity in these districts. ESTABLISH GRANT PROGRAMS Targeted grant programs to improve storefronts in commercial districts are an example of leveraging public funds to incentivize private investment that is aligned with city goals. FI-R01 DEVELOPMENT INCENTIVES 441 Hidalgo, Mexico TOD K P FI-R02 LAND VALUE CAPTURE BEST PRACTICES Examples of land value capture tools employed in World Bank client countries to help fund transit projects Type: Reference Document © 2021 The World Bank TOD K P INTRODUCTION PURPOSE STRUCTURE Pressure from urban agglomeration, coupled with related Cities have been identified from low and middle income infrastructure problems and rising cost, forces policymakers countries, where LVC instruments have been used to fund running on tight budgets to improve critical transport transit development projects. Each city story is briefed under infrastructure. There are techniques to facilitate these transit the following subheadings, representing different phases of the facilities with use of various land value capture (LVC) tools, transit project completion: which generate funds from the uplift in property values that • Scoping: explains the underpinnings of the project and results from new transit lines and stations. In LVC deals, feasibility assessments. governments share in the profits, rather than concede them • Planning: explains the planning process followed in the to developers or landowners. There are many types of LVC respective case. instruments, but generally, they are either fee-based, such as land taxes, or development-based, such as joint development. If • Institutions: explains the institutional roles and executed properly, these tools could provide a more sustainable responsibilities to use LVC. source of financing to prudent governments and better align • Financing: talks about the different financial tools adopted public and private sector participation. Their ability to boost by the city for the funding of the project. area density also allows cities to include LVC in transit-oriented • Implementation: explains how the LVC tool was development strategies, now a popular practice across urban implemented planning departments. • Outcomes and Lessons: explains the outcomes of the LVC implementation and lessons learned. Disclaimer: The Transit-Orientated Development Implementation Resources & Tools knowledge product is designed to provide a high- level framework for the implementation of TOD and offer direction to cities in addressing barriers at all stages. As the context in low and middle-income cities varies, the application of the knowledge product must be adapted to local needs and priorities, and customized on a case-by-case basis. © 2021 International Bank for Reconstruction and Development / The World Bank 444 FI-R02 LAND VALUE CAPTURE MECHANISMS TOD K P NANCHANG RAILWAY TRANSIT municipal government (NMG) plans to decrease the population in the historic core, lower its development densities, lessen GROUP traffic congestion and preserve historic buildings. To achieve Nanchang, China these goals and resolve the growing congestion, NMG has designed an extensive public transport system with fully integrated bus services and metro railway networks to facilitate CONTEXT smooth travel. NMG plans to build five metro lines; two are under Nanchang is a provincial capital in southeastern China and construction. Once complete, the metro railway network will be also a major regional center for agriculture, manufacturing about 160–170 kilometers long with 128 stations. With a target and commerce. Considering factors like high GDP and the completion date of 2020, lines 1, 2, and 3—60–70 kilometers in population growth rate of the city, construction of a rail transit all—will form the basic structure of the metro railway network, system in Nanchang was first proposed in 2000. The population connecting major business centers, the financial district, of the urban core of Nanchang is projected to reach 3.5 million recreational areas, sport facilities, two industrial parks and three people by 2020. Annual gross domestic product (GDP) growth universities. in 2007–11 was a very robust 16–22%. Incorporated in 2008, the Nanchang Railway Transit Group (NRTG) in Nanchang, China adopted development-based land value capture (DBLVC), as part of the funding strategy for the Nanchang Metro Line 1 (28.7 kilometers), Line 2 (23.3 kilometers), and Line 3 (18 kilometers), with full support from the Nanchang Municipal Government (NMG). NRTG’s DBLVC approach involves direct property development on excess land around transit stations, acquired through the NMG public land leasing scheme during transit construction. SCOPING In August 2005, Jiangxi Provincial Development & Reform Commission and Nanchang City Government replied to the proposal of building a metro system and the city considered listing the proposal in the budget plan. In November, a plan of 4 metro and 1 light rail was drafted. After continuous deliberation with successive levels of governments in the hierarchy, the Figure 1: Lines 1-5 of Nanchang Metro construction of Nanchang Metro was formally included in the Source: Urban Planning and Design Research Institute of Nanchang 2013. priority agenda. INSTITUTIONS PLANNING NMG delegated the responsibility for city-level land use planning Public transport accounted for only 13.5% of total daily trips and investments in local infrastructure and services to the in the city. Moreover, roads in southern Nanchang see heavy established Nanchang Railway Transit Group Co. Ltd. (NRTG), congestion, while in other parts, cars are favored due to the which plans to build and operate the metro system. To better availability of wide roads. In southern Nanchang, the Nanchang FI-R02 LAND VALUE CAPTURE MECHANISMS 445 TOD K P leverage the private sector’s expertise, NRTG set up a special in the suburbs, to improve the overall financial viability of property management division with key staff recruited from direct property development ventures. NRTG is developing the private sector to manage all real estate assets owned by 23 mixed-use developments above stations, five of which the company. It also acts as a key liaison between government are being directly financed and developed, while the other 18 agencies to coordinate their planning and review of metro developments are being co-financed and developed with private railway investments and projects. developers. In addition, NRTG is building five underground FINANCING developments, three of which will be directly finance and developed, while two will be co-financed and developed with NRTG’s estimated investment in direct development schemes private developers. is $1.4 billion (USD). However, the expected revenues from the overall development scheme for the 2012–2015 period include: OUTCOMES AND LESSONS • Sale of development rights: $574 million The following are the inferences drawn out from the case study: • Sale of 500,000 square meters of commercial property: • Economy-induced population growth rate offers better $1.5 billion job opportunities for city dwellers and promotes healthy migration. This could be capitalized on by offering good • Average annual rental income: $65.6 million real estate opportunities for the people along a mass rapid • 2012–2015 annual rental income: $198 million corridor within the city. • Projected 2015 net profit: $1.1 billion dollars (20.5% of the • Marketing and business development is a key attribute construction costs for line 1 and 2) for the success of TOD via any LVC tool, as they help Overall, the projected financial benefits of NRTG’s future real investors and developers understand the benefits of such estate investments (including land development, station rental, an intervention. property sales and property lease) along the Nanchang Line • Ample backing from ULB or a city-governing institution for 1 and Line 2 rail corridors will be $2.2 billion for the 2012- LVC helps to expedite the transaction. 2016 period and $3.6 billion for the 2012-2020 period. NRTG’s • Empowering the ULB to make all the decisions pertaining to DBLVC (Development-Based Land Value Capture) program is a transit development is important. This could be phased, by model for other Chinese cities considering transit value capture inducting a pool of experts and devolving funds and power. financing. • The lack of urban redevelopment schemes is a critical IMPLEMENTATION constraint for implementing TOD and LVC in mass transit Upon acquisition or lease of excess land by the NRTG from the investment at city- and region-wide levels. Nanchang Municipal Government (NMG), the government, in • LVC tools must be able to capture the long-term increase return, increases the allowable floor space within 500 meters in value brought by mass transit and meet the need for of stations to make DBLVC ventures profitable. It employs recurrent financial support for operation, maintenance and transit-oriented development principles on transit adjacent renewal. land to generate real estate revenues for transit construction • Mechanisms shall be applicable to mass transit agencies and operation. NRTG develops above ground and underground to share recurrent revenues fairly with developers. This can development at select rail stations. As a business policy, it first be achieved through development-rights arrangements or develops high-density mixed-use development around station other financial instruments that capture long-term increases areas that are close to the city center. Similar developments in land value, such as property taxes, impact fees and are then replicated on a smaller scale at station areas located betterment taxes. 446 FI-R02 LAND VALUE CAPTURE MECHANISMS TOD K P DELHI METRO RAIL CORPORATION a mix of commercial and employment- generating activities along with residential developments. Higher FARs would be New Delhi, India permitted subject to certain setback and height restrictions. One redevelopment package will be included in the influence zone if more than 70 percent of the site area falls inside the 500-meter CONTEXT buffer. Property developments around the MRTS stations, up The Delhi Metropolitan Area consists of the National Capital to a maximum area of 3.0 hectares, will be allowed in all use Territory of Delhi (NCTD) and the first ring of towns around the (mixed land use) zones, with some exceptions. This flexible capital, including Ghaziabad, Loni, Noida, Faridabad, Gurgaon, land use coordination could lead to a mix of residential and and Bahadurgarh. Home to more than 22 million inhabitants commercial uses, as well as densely built areas, but whether this within 1,483 square kilometers, it is projected to increase to 33 actually triggers redevelopment along the corridor is yet to be million inhabitants by 2025. The NCTD’s per capita income is 2.4 ascertained. times higher than the national average, so its population ratio INSTITUTIONS below the poverty line is also around half the national figure. Greater economic opportunities are adding more immigrants DMRC has decision-making power in railway business practices, to the city and, as such, augmentation of transit infrastructure while the exercise of land development rights remains with remains a primary focus. government authorities. The Ministry of Urban Development often intervenes in DMRC’s station plans with property SCOPING development projects. DMRC has to get statutory clearance The Mass Rapid Transport System (MRTS), forms a roughly from multiple government stakeholders at NCTD level. For 250-kilometer network of underground, elevated and surface architectural and conceptual plans, clearance is derived from lines across the territory by 2021. It is expected that after the the Delhi Urban Arts Commission; land use changes—DDA; full network is developed, about 60% of the urbanized area building plans— municipal authorities; no objection certificates— of Delhi will be no more than a 15-minute walk from an MRTS the Land and Development Office and DDA; archaeological station. Such investments are also expected to generate greater surveys—the Archaeological Survey of India; fire-fighting opportunities for economic growth and employment by calling clearance—Delhi Fire Service; and environmental clearance—the for selective redevelopment and densification of the existing Ministry of Environment. built-up areas, given local conditions and informal settlement FINANCING patterns such as land pockets of slum and Jhuggi Jhoppadi (a cluster of slum colonies). The current and proposed Delhi MRTS network combined is about 293 kilometers long and has three project phases (table PLANNING 7.3). The national government’s direct participation in project The Master Plan of Delhi recommends a comprehensive funding in the three phases was required to secure concessional redevelopment scheme of the catchment areas of MRTS Japanese yen loans (30 years, including a 10-year grace period, stations be created, with multiple land use categories and with an interest rate of about 1.8 percent) from the Japan floor area ratios. The Delhi Development Authority (DDA) with International Cooperation Agency (JICA). the help of Unified Traffic and Transportation Infrastructure Planning and Engineering Centre (UTTIPEC), proposes to greatly raise FARs in Delhi under MPD-2021. A 500-meter wide transit-oriented development (TOD)/multi-use zone would be overlaid on both sides of the metro corridor to encourage FI-R02 LAND VALUE CAPTURE MECHANISMS 447 TOD K P IMPLEMENTATION OUTCOMES AND LESSONS The land parcels belonging to the various bureaus, agencies, The following are the inferences taken from the case study: and municipalities are transferred to DMRC at intergovernmental • Good purchasing power and consumer-driven economy is transfer rates decided by the Ministry of Urban Development for an indicator for applicability of TOD. a 99-year lease. The Delhi government is essentially in charge of • The parameters or LVC tools shall be determined not based acquiring private lands for public projects and then transferring on fixed standards, but on local site conditions, network them to DMRC. In some locations, DDA also provides the land wide node characteristics and market-based demands. for free to DMRC. The cost of land acquisition is treated as a premium to be recovered, as an interest-free subordinate debt • The slow and convoluted process of land transfer through over a 25-year period in the fund allocation schemes. multiple organizations held up project prospects for DMRC and private developers, the main barrier to delivering Sales of development rights are undertaken in two steps. property development projects on MRTS station sites. After the land transfers are obtained from multiple government agencies, DMRC usually invites shortlisted bidders to make concession agreements with successful tenders for the   development rights. Most residential development projects on depot and standalone plots with 90-year leases generate substantial upfront payments, whereas commercial properties within station buildings with short (6–12-year) leases and on large plots outside stations with medium-term (20-year) leases produce more recurrent revenue streams. 13% 3% 3% Traffic Operation 51% Real Estate 30% Consultancy External Project Works Other Figure 2: DMRC’s net income till 2013 448 FI-R02 LAND VALUE CAPTURE MECHANISMS TOD K P HYDERABAD METRO RAIL LIMITED is an intermediary, ensuring that L&T gets the right-of-way for the metro construction, coordinating with the GHMC, traffic and Hyderabad, India police departments and utility agencies for multiple clearances. Two important obligations of the concessionaire are to achieve CONTEXT integration with the surrounding landscape, by engaging architects and town planners to design the metro system to Hyderabad, the capital of Telangana, has long been the accommodate interchange facilities with other transport modes international corporate hub for service and knowledge-based and new corridors. industries. More than 7.5 million people live within the 7,257 square kilometers of the Hyderabad Metropolitan Development FINANCING Area (HMDA), which includes the Greater Hyderabad Municipal The government meets 40% of the project costs—half from the Corporation (GHMC). Hyderabad’s metropolitan population is national government and half from the state government. The projected to grow to more than 11.6 million by 2025. balance of 60 percent has to be provided by L&T Metro Rail. A SCOPING consortium of 10 banks led by the State Bank of India provided financing. The debt to equity ratio set out for this rail project was Moreover, the majority of the rise in population is anticipated 2:1. L&T Metro Rail foresees around 50% of corporate revenue to occur in the surrounding municipalities of GHMC. Hence, coming from fares, about 45% from real estate development, there is a need to think long-term about public infrastructure and 5% from adverts and parking fees. The total project costs investments and land use regulations, reflecting population are $3.07 billion, which include $0.41 billion for real estate growth patterns and the emerging industrial clusters across the development along the metro rail corridors. whole metropolitan area. IMPLEMENTATION PLANNING L&T Metro Rail is entitled to use the stations’ parking and Hyderabad’s master plans have been updated to address circulation spaces offered by government for real estate emerging population growth patterns and business location development on the 25 sites, accounting for 23 hectares and a shifts for the long-term. Once the metro development plan was maximum floor area of 557,000 square meters. L&T Metro Rail complete, the master plan of the GHMC was amended by the is expected to provide public amenities, specifically where a state government to introduce a 300-meter wide “multi-use 300-meter wide band from the metro corridor is envisaged for zone (mixed land use)” on both sides of the metro corridor. This TOD at higher densities. amendment would promote commercial and office uses, which can also benefit from transit services. OUTCOMES AND LESSONS INSTITUTIONS The following are the inferences drawn from the case study: HMDA has the spatial control in the planning and regulation • The PPP project is a perfect example for transaction and of the region. The state government intended to provide a rail implementation of future Metro rail projects for cities system for 71.16 kilometers on elevated structures in Hyderabad aspiring to augment their transport infrastructure. via design-build-finance-operate-transfer invited proposals from • Giving private sector the opportunity to engage with bidders. Larsen & Toubro Limited (L&T) won the bid, as it asked TOD projects will bring the much required expertise and for the lowest viability gap funding (VGF) (Rs 1,458 crores/$230 efficiency in execution of the project. million) and signed the concession agreement with the state government for the project over 35 years, of which 5 years are for construction. Hyderabad Metro Rail Limited (HMR) was enacted as a special purpose vehicle. In this framework, HMR FI-R02 LAND VALUE CAPTURE MECHANISMS 449 TOD K P AIR RIGHT SALES INSTITUTIONS Sao Paulo, Brazil State and municipal governments have formed multiple departments and agencies for regional and local transport systems. The state Secretariat of Metropolitan Transport (STM) CONTEXT has three operating companies: São Paulo Company of the São Paulo, Brazil’s vibrant financial center, is among the world’s Metropolitan (METRO), São Paulo Metropolitan Trains Company most populous cities, with numerous cultural institutions and a (CPTM) and Metropolitan Urban Transportation Company rich architectural tradition. The city’s gross domestic product (EMTU). Within the STM, the tasks for public transport and traffic increased 10 times and the population quintupled to up to about management are split between SPTrans (São Paulo Transporte 12.1 million people. But since the 1990s, São Paulo’s economy S.A.) and CET (Traffic Engineering Company). As a primary has become heavily deindustrialized. transit agency, SPTrans coordinates all municipal bus services, which are operated by eight private companies within the city SCOPING of São Paulo. Important transit projects are being undertaken The high pace of income and population growth linked to by two units: STM and the Municipal Secretariat of Urban unstable political and financial conditions, as well as inadequate Development. The latter works mostly on urban planning and implementation of a spatial development vision and strategy in design around new transit corridors and terminuses, controls past years, have led to urban expansion. land regulations and oversees the municipal urban development While the city-region boundaries persistently drive outwards, company (São Paulo Urbanismo). the central area presents a high concentration of job openings, FINANCING educational activities, public services, businesses and The funding for most transit projects in the city of São entertainment activities. These have generated excessive Paulo and surrounding municipalities relies heavily on local commuting patterns between the city center and surrounding government resources, especially São Paulo state government’s municipalities, where the majority of people live. general budget for metro, commuter rail and intercity bus PLANNING transit investments. To raise the capital funds required in Several laws and master plans guide São Paulo’s urban the coming decades, Integrated Urban Transport Plan 2025 development and transit investment across federal, state examined financing scenarios for transit investments, based and municipal governments. An urban operation (Operacion on conventional tax resources and innovative financing Urbanisica/UO), defined by the City Statute as a tool to promote schemes, including value capture. According to the funding the restructuring of large areas of the city through land-based arrangement models analyzed in the master plan, substantial incentives, is offered to public-private partnerships (PPP), development benefits could be captured by air rights sales in including local public authorities, developers, landowners urban intervention areas, accompanied by PPP initiatives and and other stakeholders as independent investors. UOs are congestion charges. implemented through instruments called Operações Urbanas IMPLEMENTATION Consorciadas (Consortia Urban Operations). The urban In São Paulo, the city planning department sets the “base” FAR infrastructure investments in UOs will be financed by the for the city at 1.0–2.0, though specific FARs within this range incremental value created by public investment, land use and depend on location and land use. If landowners want to build zoning change. beyond “as of right” development up to the maximum allowable 450 FI-R02 LAND VALUE CAPTURE MECHANISMS TOD K P FAR (1.0–4.0 depending on location and land use), they have to REFERENCES buy additional FARs. The as of right base FAR in certain areas is Suzuki, Hiroaki, Jin Murukami, Yu-Hung Hong, and Beth lower than the pre-existing basic FAR. The revenues generated Tamayose. 2015. Finacing Transit-Oriented Development from the sales of OODC (Outorga Onerosa do Direito de with Land Values. Washington DC: World Bank Group. Construir) are deposited in the Urban Development Fund, which Amirtahmasebi, Rana, Mariana Orloff, Sameh Wahba, and finances public urban investments, including slum upgrading Andrew Altman. 2016. Regenerating Urban Land - A within the city boundary. Practioner’s Guide to Leveraging Private Investment. CEPACs, Certificate of Additional Construction Potential, are a Washington, DC: World Bank Group. market-based instrument to finance public urban investments n.d. Nanchang Metro. Accessed 08 20, 2018. http://www.ncmtr. through air rights transactions within designated UOs. Through com/. CEPACs, municipalities can raise infrastructure investment funds by selling the bearer additional building rights, such as a n.d. Delhi Metro Rail Corporation. Accessed 08 20, 2018. http:// higher FAR and possible land use changes that should induce www.delhimetrorail.com/funding.aspx. private investments in the transformations wanted by urban development policy. OUTCOMES AND LESSONS The following inferences are drawn from the case study: • High market demand, government capacities to create and manage auction markets, political will and regulatory capacity to ensure enforcement for additional required development rights were key attributes for success of this model in São Paulo. • The greatest advantage of tradable air right sales is that local governments in developing countries, with limited developable lands, can produce substantial upfront cash flows for capital intensive urban infrastructure projects, without increasing their public debt. • A transparent project finance scheme has to be developed, with clear rules and mechanisms to share profits and risks among multiple agencies, local government, transit agencies, landholders, residents, developers and investor. Coordination mechanisms must also exist between stakeholders in planning, financing and implementing transit and urban development. FI-R02 LAND VALUE CAPTURE MECHANISMS 451 Beirut, Lebanon TOD K P FI-R03 MUNICIPAL FINANCE TOOLS This Knowledge Product is intended to be used as a reference sheet available online on the GPSC’s TOD website and the World Bank’s TOD CoP website. The reader should first review the summary presented below before using the reference sheet. Type: Reference Document © 2021 The World Bank TOD K P Disclaimer: The Transit-Orientated Development Implementation Resources & Tools knowledge product is designed to provide a high-level framework for the implementation of TOD and offer direction to cities in addressing barriers at all stages. As the context in low and middle-income cities varies, the application of the knowledge product must be adapted to local needs and priorities, and customized on a case-by-case basis. © 2021 International Bank for Reconstruction and Development / The World Bank INTRODUCTION TOD often requires significant investments in infrastructure PURPOSE and community facilities for the type of development While the fundamental principles of municipal financing tools are envisioned in TOD planning principles such as streetscape similar globally, how cities deploy these tools depends on the improvements, plazas and open spaces, utility capacity local context including the regulatory processes, legal context enhancements, land acquisition costs, and other and political will. This tool presents a comprehensive listing of supporting investments. In addition to initial capital financing instruments employed in many countries to fund public improvement costs, operation and maintenance costs are infrastructure and services. also an added burden on the high-quality urban spaces that are promoted as part of TODs. With limited financial capacities, unclear land entitlements, ASSUMPTIONS AND LIMITATIONS and low property tax collection revenues, local • The list of financing tools is generic in nature and will need governments in low and middle-income countries continue to be contextualized as per each city’s legal and regulatory to struggle to raise finances to support the types of policies. investments that TODs aim to achieve. • Several tools may require an enabling legislative framework or may be more market driven. Such an assessment should be conducted as part of due diligence while analyzing the applicability. 454 FI-R03 MUNICIPAL FINANCE TOOLS TOD K P ORGANIZATION OF TOOLS FINANCING MUNICIPALFINANCE MUNICIPAL TOOLS FINANCE TOOLS Capital Investment Planning Intergovernmental Transfers LAND-SPECIFIC FINANCIAL AND REGULATORY TOOLS Public land Private land Sale or long-Term Lease Financial Tools Arms-Length Noncapital Markets Transcation Developer Strategic Negotiated Extractions/Impact Transcation Fees Land Swaps Betterment Levies As “In-Kind” Payment BID As Equity Contribution Capital Markets towards a Joint Venture TIF PILOT Special Assessment Districts Regulatory Tools Policy Density Bonus Up-Zoning TDR Fiscal Direct Grants Low Cost Loans Tax Incentives FI-R03 MUNICIPAL FINANCE TOOLS 455 TOD K P LAND VALUE CAPTURE (LVC) LVC tools are generally used to finance infrastructure improvements by setting aside a pre-determined share of the increase in values or savings resulting from public investment in infrastructure improvements Cities using this tool: New Delhi (India), Tokyo (Japan) and Hong Kong SAR, China TAX INCREMENT FINANCING (TIF) TIF is a method to use future gains in taxes to finance current improvements (which theoretically will create the conditions for those future gains). When a development or public project is carried out, there is often an increase in the value of surrounding real estate, and perhaps new investment. This increased site value and investment sometimes generates increased tax revenues. The increased tax revenues are the tax increment. Tax Increment Financing dedicates tax increments within a certain defined district to finance debt issued to pay for the project. TIF is designed to channel funding towards improvements in distressed or underdeveloped areas, where development might not otherwise occur. TIF creates funding for public projects that may otherwise be unaffordable to localities, by borrowing against future property tax revenues. Cities using this tool: Arlington, Chicago (USA) LAND READJUSTMENT Land readjustment is an effective tool in allowing local governments to take on TOD projects, especially in greenfield contexts, in partnership with original residents and landowners as. Public amenities and infrastructure is then provided, using government funds or loans, and then the serviced plots are sold at market rates. The increment in the land value goes to the development agency instead of the original land owners, which can again be used to finance infrastructure upgrades. In return, each land owner receives a serviced plot of smaller area, but often at much higher value within the same neighborhood. Cities using this tool: Mumbai and Gandhinagar (India) DEVELOPER FEES AND EXACTIONS This financing tool is often collected in the form of impact fees, as a one-time fee, and used as part of the city‘s general fund to finance public infrastructure improvements, such as utilities and transportation. Developer exactions are also used for dedication of land for public benefit, construction of public improvements such as sidewalks, parks or recreation center in a TOD area, sometimes in exchange for higher densities. Cities using this tool: Bengaluru (India) 456 FI-R03 MUNICIPAL FINANCE TOOLS TOD K P JOINT DEVELOPMENT One of the oldest financing mechanisms used for financing development by transit agencies, this tool is a form of public-private partnership involving real estate development on public owned land with private investment. Cities using this tool: Seoul (Republic of Korea), Bengaluru (India) MUNICIPAL BONDS These are debt obligations issued by municipalities to fund urban infrastructure projects and various municipal services. Purchasing municipal bonds means lending money to the government body, which in return pays specified interest throughout the locking period and returns the principal amount at the end of tenure. Municipal bonds are available in both taxable and tax exempt formats. There are two types of bonds: General Obligation Bonds (GO) and Revenue Bonds. GO bonds, issued to raise immediate capital to cover expenses, are supported by the taxing power of the issuer. Revenue bonds, which are issued to fund infrastructure projects, are supported by the income generated by those projects. Cities using this tool: Ahmedabad (Ahmedabad Municipal Corporation), New Delhi (India) BANK LOANS AND FINANCING The most conventional methods for financing urban infrastructure projects are term loans from bank or other lending institutions. The steps involved are: • Municipal council/standing committee approval to issue debt • Technical approval from the concerned local authorities • Apply for term loan, with brief description of the proposed project, DPR with an accompanying financing plan, past budget documents and necessary approvals • The lending institution establishes the loan terms based on the risk perception of the project and the applicant‘s financial viability Cities using this tool: Tamil Nadu Urban Development Fund (India) DIRECT FEES THROUGH TOOLS LIKE CONGESTION PRICING & PARKING FEES Direct fees are user charges for public amenities and infrastructure, such as transit, toll roads, bridges and parking facilities. Direct fees are dependent on local conditions and case-specific based on the demand. Normally these fees are collected by public and private authorities to recover capital cost and operation and maintenance costs of the infrastructure. Cordon area congestion road pricing is a system of charging users for entering and using roads in a demarcated or restricted area that is subject to congestion due to excess demand. This helps regulate demand and managing congestion. The revenue collected is used to support and improve transit services and transportation systems. Cities using this tool: Singapore, London (UK) FI-R03 MUNICIPAL FINANCE TOOLS 457 TOD K P GRANTS Grants are non-repayable funds disbursed by one party (grant makers), often a government department, corporation, foundation or trust, to a recipient, often (but not always) a non-profit entity, educational institution, business or an individual. In order to receive a grant, some form of “grant writing,” often referred to as either a proposal or an application, is required. Most grants are made to fund a specific project and require some level of compliance and reporting. The grant writing process involves an applicant submitting a proposal (or submission) to a potential funder, either on the applicant’s own initiative or in response to a Request for Proposal from the funder. Cities using this tool: Singapore, London (UK) SPECIAL FUNDS SUCH AS URBAN TRANSPORT FUND (UTF) The Ministry of Urban Development, Government of India recommended the creation of a dedicated transport fund, both at the state and the city-level, for funding urban transport initiatives. Creation of the Urban Transport Fund is a mandatory reform under JnNURM guidelines. The UTF will be collected in the form of a surcharge on the sale of petrol, taxes on existing personalized vehicles and an Urban Transport tax on the purchase of personalized vehicles. It will be used for traffic transportation studies, capacity building, awareness building and projects aimed to promote public transport, NMT and accessibility to public transit. Cities using this tool: Indian Infrastructure Debt Funds CROWDFUNDING Crowdfunding is an Internet-enabled way for businesses or other organizations to raise money – typically from about US$1,000 to US$1 million – in the form of either donations or investments, from multiple individuals. This new form of capital formation emerged in the wake of 2008 financial crisis in response to the difficulties faced by early-stage enterprises in generating funding. In less than a decade, crowdfunding has spread across the developed world, and is now attracting considerable interest in the developing world as well. Crowdfunding began as an online extension of financing by friends and family: communities pool money to fund members with business ideas. During crowdfunding’s early stages, capital came in the form of donations, but increasingly it takes the form of debt or equity investments targeting high-growth entrepreneurs – only one of many ways the model is evolving as awareness spreads. Crowdfunding uses web-based technology and the knowledge and wisdom in communities to determine which projects should receive funding and how much funding they should receive, as well as providing real-time feedback on start-ups and small businesses. It leverages the power of technology, particularly social media, to market the idea, raise funds, and hold entrepreneurs accountable. Developing economies may have the potential to capitalize on this new funding mechanism. Countries wishing to implement crowdfunding ecosystems need to understand how crowdfunding works, the role that government and regulation should play and the technological infrastructure requirements involved. Source: Crowdfunding’s Potential for the Developing World. 2013. infoDev, Finance and Private Sector Development Department. Washington, DC: World Bank 458 FI-R03 MUNICIPAL FINANCE TOOLS TOD K P LOCAL CURRENCY LOAN A decade ago, the lending markets were less vulnerable to the currency exchange rates. Borrowings were happening in the preferred currency of lender putting the currency exchange risk in borrower’s basket. The revenue currency being different from the lending currency posed risk and required to always keep a watch on the volatility in currency exchange rates. Thereafter, the need for a sustainable lending term and conducive environment for private sector development was observed. Accordingly, the lenders identified a mechanism to support lending in the local currency, by absorbing the risk of currency rates. Local currency loans capture the financial benefits within local area to promote local economy. Loans in local currency can eliminate the currency exposure for companies operating in developing countries. A company may prefer a local currency loan instead of a foreign currency loan if it has its main income in a local currency or if it wants to minimize the credit risk and uncertainty connected with a foreign currency loan. Loans in local currency can be provided to new as well as ongoing project companies. IBRD offers local currency financing through (i) loan conversion options, and (ii) free-standing local currency swaps. i) Local currency conversion option: The conversion option is included in the loan agreement to enable borrowers to convert current disbursements (Automatic Conversion of Loan Currencies or ACLC) and disbursed and outstanding loan balances (DOB) into local currency; all subject to market availability. IBRD may provide the conversion by a) hedging through swap market transactions, or b) funding through local currency bond issuance (back-to-back financing). IBRD Local Currency Financing, The World Bank | Treasury As an internationally rated AAA institution, IFC leverages its powerful credit to provide customized local currency products to private sector clients. The local currency can come directly from IFC in the form of a local currency loan or swap. IFC also mobilizes other sources of local currency, like local banks and capital markets, through credit enhancement. Whether the client prefers senior debt, quasi-equity, funding from IFC or from some other source, IFC stands ready to provide flexible, market-based instruments. IFC and Local Currency Financing, International Finance Corporation, World Bank Group FI-R03 MUNICIPAL FINANCE TOOLS 459 TOD K P DISCRETIONARY TRANSPORTATION IMPROVEMENT GRANTS The since 2009 United States Department of Transportation (USDOT) offers discretionary grants through the “Better Utilizing Investments to Leverage Development, or BUILD Transportation Discretionary Grant program” (formerly known as the Transportation Investment Generating Economic Recovery, or TIGER Discretionary Grants). Funds are awarded to agencies at State and local levels for funding innovative capital projects. The program uses merit-based evaluation criteria to select projects. The project types that have received funding include road and highway improvement projects, transit projects, rail freight projects, port development projects, and bicycle and pedestrian infrastructure projects. These discretionary funds could be used for funding road safety projects within a TOD area. ROAD SAFETY FUNDS A road safety fund has been established in many states in India. The source of the fund is from the revenue collected from traffic fines and registration of the vehicles, along with contributions from State and Federal governments. States like Bihar, Odisha, Maharashtra, Kerala, Punjab etc have developed guidelines and enabled legislations for maintaining this fund and usage including road safety studies and research, road crash data analysis, road safety awareness programs, identification of accident-prone areas and corrective measures, training programs, and trauma care. The legislations also included regular road safety audits and elaborated on the roles and responsibilities of the operating agency: including receiving proposals, selection of programs that will receive funds, and allocation of funds. Cordon area congestion road pricing can also be used as a source for a road safety fund. Started in 1998, Singapore’s Electronic Road Pricing (ERP) scheme, which is managed by the Land Transport Authority (LTA), is a fully automatic network of gantries monitoring congestion. The overhead gantries detect each vehicle’s ‘in-vehicle unit’ when passing beneath to deduct the fee from a smart card. The variable prices are reviewed quarterly to manage traffic demand depending on the location, traffic direction, day of the week, time, and type of vehicle. In countries, like Argentina, a percentage of money collected as insurance fees is directed to Agencia Nacional de Seguridad Vial (ANSV) – the nodal agency in charge of road safety. 460 FI-R03 MUNICIPAL FINANCE TOOLS TOD K P The Argentinian government passed a law creating the nodal agency responsible for road safety – Agencia Nacional de Seguridad Vial (ANSV). It was created as a decentralized entity with sustained funding (1 percent of all vehicle insurance premiums) and a legal mandate to manage road safety across the country. Following its creation, the Argentinian Government sought the World Bank’s financial and technical support to address challenges in its Road Safety Project such as achieving coordination and accountability in a federal system and maintaining social and political support. In addition to national road safety funds, there are global programs funded by international organizations such as the UN, and different philanthropies and donors. The United Nations Road Safety Fund (UNRSF) was established in 2018 as a UN Multi-Partner Trust Fund. It deals with the Sustainable Development Goals (SDG) targets to halve the number of global deaths and injuries from road traffic accidents; and to provide access to safe, affordable, accessible and sustainable transport systems as well as improve road safety for all, respectively. This fund aims to finance actions in low- and middle-income countries to: • Substantially reduce death and injuries from road crashes • Reduce economic losses resulting from these crashes Similarly, the Bloomberg Initiative for Global Road Safety (BIGRS) is multi-country initiative that aims at reducing fatalities and injuries from road traffic crashes in low- and middle-income countries and cities by strengthening road safety legislation at national level and implementing proven road safety interventions at city level. These chosen cities will be receiving the following assistance: • Senior-level, full-time staff to work within city governments on their road safety initiatives for up to 5 years • Comprehensive technical assistance from the world’s leading road safety organizations • Training for police officers and other relevant city staff • Support to create hard-hitting mass media campaigns During 2010-2019, it has committed $125million each in two phases, and has committed an additional $240 million for a renewed Phase 3 (2020-2025). FI-R03 MUNICIPAL FINANCE TOOLS 461 Camana Bay, Cayman Islands TOD K P IMPLEMENT INTRODUCTION Tie the diverse interventions needed to ‘Make TOD happen’ from prioritizing projects, to capacity building and monitoring © 2021 The World Bank TOD K P ABOUT IMPLEMENT Developing successful TOD projects requires mobilizing Product, including the TOD Standard (ITDP 2017), Module 8: a multitude of resources, partnerships and innovative Monitoring and Evaluation of the TOD Corridor Course - (World implementation mechanisms that help leverage public sector Bank Group and WRI 2015), and the LEED v4 for Neighbourhood investment in transit and infrastructure with private sector Development (USGBC). development. The ‘Implement’ stage is a discussion of programs Capacity building has become one of the recurring themes and interventions that can convert plans into reality. in institutional literature and in the agenda of public Once the visioning and detailed planning stage is completed, administrations, international agencies, government and the stage to turn ideas into reality starts to take shape. Similar nongovernment organizations. The United Nations Development to any urban transformation project, the implementation of TOD Programme (UNDP) sees capacity development as the process projects typically takes place over 10-20 years, with public and through which individuals, organizations and societies obtain, private sector interests being constantly balanced. Developing strengthen and maintain the capability to set and achieve their successful TOD projects requires mobilizing a multitude of own development objectives over time. The UNDP Primer on resources, forging partnerships, balancing trade-offs, complex Capacity Development (UNDP 2009) has informed the Capacity negotiations, and constant monitoring to ensure success. Development Knowledge Product. This section builds on the previous research related to TOD Implementing TOD is both a time and resource-intensive implementation, that suggests a sequencing of implementation undertaking. As such, a phased approach to transit-oriented steps with a caveat that the steps typically do not follow a development is key to success over the long-term. Phasing linear process, but instead is often an iterative process with allows for development to be scheduled based on factors such continuous feedback loops. Two key sources- Regenerating as overall time frame, resource availability, priority to the city, Urban Land (Amirtahmasebi, et al. 2016) and Module 6: possible risks and the required stakeholder responsibilities. Sequencing for Implementation of the TOD Corridor Course ‘Quick Wins’ are generally the first activities to take place in (World Bank Group and WRI 2015) - inform the key components a TOD, as they bring about positive changes for a city with of the TOD Implementation Framework: little risk or financial/time constraints. This allows the, often • Monitoring and Evaluation controversial, transit-oriented development to enhance public buy-in and reputation. Consequently, activities that are higher • Phasing Strategy risk and financially or resource intensive are scheduled for • Capacity Building the long-term, providing a buffer for contingencies, potential The impacts of key planning and policy interventions can never resource delays and budgetary constraints. be anticipated fully and accurately. The process of monitoring While some of the components identified above are covered in and evaluation allows an agency to learn and understand the previous frameworks, products for the ‘Implement’ Framework, comparative ability of specific strategies to cause change in their presented in this section, are repurposed to be applied in respective context. Key Performance Indicators (KPI) provide a the context of World Bank client cities, with an emphasis on way for cities to measure the performance of their TOD initiatives highlighting the challenges faced from a political, regulatory, against larger, global standards and outcomes. Smaller TOD enforcement, financing, and other factors related to monitoring projects need individual monitoring and evaluation frameworks and evaluation of TOD projects, establishing Key Performance that should be developed based on the specific project Indicators (KPI’s) for TOD projects, project phasing and capacity objectives. A number of performance indicators for TOD were building. considered in deriving the Monitoring and Evaluation Knowledge 464 IM INTRODUCTION TOD K P KNOWLEDGE PRODUCTS ANALYTICAL IM-A01 Monitoring and Evaluation (Spreadsheet + User Guide) IM-A02 TOD KPI (Spreadsheet + User Guide) COMMUNICATION IM-C01 Applying Safe Access in TOD Areas (Ref Doc.) ‘HOW-T0’ GUIDES IM-H01 How To Undertake Capacity Building (Step-by-Step Guide) IM-H02 How To Develop A TOD Phasing Strategy (Step-by-Step Guide) PROCUREMENT IM-P01 Capacity Building Terms Of Reference (TOR Template) IM INTRODUCTION 465 TOD K P REFERENCES Amirtahmasebi, Rana, Mariana Orloff, Sameh Wahba, and Andrew Altman. 2016. Regenerating Urban Land - A Practioner’s Guide to Leveraging Private Investment. Washington, DC: World Bank Group. Carlton, I., & Fleissig, W. (April 2014). Steps to Avoid Stalled Equitable TOD Projects. Living Cities. ITDP (The Institute for Transportation and Development Policy). 2017. “TOD Standard. 3rd ed.” New York. UNDP (United Nations Development Programme).2009. Capacity Development: A UNDP Primer. New York. USGBC (US Green Building Council). 2018. “LEED v4 for Neighborhood Development ”. Urban Management Centre (UMC). 2013. “Training Needs in Sustainable Urban Transport in Madhya Pradesh”. Ahmedabad: Shakti Foundation and Climate Works Foundation. World Resource Institute and World Bank Group. 2015. Corridor Level Transit-Oriented Development Course. Washington, DC. 466 IM INTRODUCTION TOD K P IM-A01 MONITORING AND EVALUATION FRAMEWORK Analytic methodology to define the appropriate monitoring and evaluation framework for the TOD project or program Type: Spreadsheet + User Guide © 2021 The World Bank TOD K P ABOUT THE MONITORING AND EVALUATION TOOL PURPOSE HOW TO USE THE TOOL? The impacts of key planning and policy interventions can never This Tool should be read in combination with an Excel be anticipated fully and accurately. The process of monitoring Spreadsheet that contains a series of project output and and evaluation allows an agency to learn and understand the outcome indicators that will help monitor and evaluate the comparative ability of specific strategies to cause change in their performance of projects against TOD goals. respective context. The overall framework is largely organized along the lines of Monitoring primarily refers to monitoring “outputs” of the WRI and World Bank generated Corridor level Transit- a plan, policy, or program, with respect to defined targets. Oriented Development Course and uses indicators from the Project outputs are the particular goods or services provided ITDP TOD Standard v.3.0, and the LEED v4 for Neighbourhood by a project intervention, for example, the length of sidewalks Development. The TOD benefits measured using this framework constructed is a project output. are related to Mobility, Social, Environmental, and Economic Evaluation primarily refers to evaluating “outcomes” of a Benefits. Project-specific project outputs and outcomes plan, policy, or program, with respect to idealistic goals. Project would need more detailed indicators, which would need to outcomes measure the extent to which a project achieves a be developed as per project specifics. For each indicator, long-term, wide-scale objective, for example in the case of the the framework provides methods of measuring, the scale of same project, the increase in the modal share of people walking application, the best visualization method, and the expected TOD goal. to transit stations is a project outcome. Some examples of how the monitoring and evaluation framework This Monitoring and Evaluation Framework Knowledge Product can be used for project-specific needs are given below: provides guidance on defining a framework for project-specific needs. It illustrates the potential methodology to define the • TOD Planning Project: Use the framework to monitor if the baseline, followed by collecting the relevant data to compare agency is performing the required planning tasks. using analytic means. It also includes typical indicators that can • Implementation of a Transit Construction Project: Use the be used to construct a project-specific framework. framework to monitor if the agency is prioritizing key TOD Disclaimer: The Transit-Orientated Development Implementation requirements and causing minimum damage to the existing Resources & Tools knowledge product is designed to provide a high- public environment. level framework for the implementation of TOD and offer direction to cities in addressing barriers at all stages. As the context in low and • Implementation of a Parking Pricing Policy: Use the middle-income cities varies, the application of the knowledge product framework to evaluate the impact of the policy on the must be adapted to local needs and priorities, and customized on a pedestrian environment and travel behavior. case-by-case basis. • Evaluating Statutory Plans: Use the framework to evaluate © 2021 International Bank for Reconstruction and Development / The World Bank the impact of the plans on the ability to plan for TOD. References ITDP (The Institute for Transportation and Development Policy). 2017. “TOD Standard. 3rd ed.” New York. USGBC (US Green Building Council). 2018. “LEED v4 for Neighborhood Development ”. World Resource Institute and World Bank Group. 2015. Corridor Level Transit-Oriented Development Course. Washington, DC. 468 IM-A01 MONITORING AND EVALUATION TOD K P DEFINE THE FRAMEWORK REFLECT AND INFORM THE PLANNING PROCESS TOD PRINCIPLES AND KPIs EVALUATING MONITORING OUTCOMES PROGRESS DEFINE DESIRED DEFINE IMPLEMENTATION OUTCOMES GOALS AND PROJECT OUTPUTS HOW SHOULD THE PROJECT WHAT SHOULD THE POLICY OR IMPACT LIVABILITY? PROJECT ACHIEVE? DEFINE INDICATORS DEFINE TARGETS SPECIFIC, MEASURABLE, SPECIFIC, MEASURABLE, TIME- RELEVANT BOUND DEFINE MEASURES OF DEFINE MEASURES OF SUCCESS PROGRESS BENCHMARKS, STANDARDS INCREASE, DECREASE, % ACHIEVEMENT DEFINE EVALUATION TIME FRAME DEFINE MONITORING FREQUENCY IM-A01 MONITORING AND EVALUATION 469 TOD K P HOW TO MEASURE PERFORMANCE THE IMPORTANCE OF ASSESSING AVAILABILITY AND QUALITY OF DATA TO INFORM THE MONITORING AND EVALUATION Develop Monitoring and FRAMEWORK Evaluation Framework The process of measuring is critical to ensure successful outcomes from a monitoring and evaluation framework, which is influenced largely by the availability and quality of data. It is extremely important to understand the prevailing data limitations in the context before defining the monitoring and evaluation framework. Overestimating the ability of an agency to collect reliable data can compromise the effectiveness of the monitoring and Identify Data Needs and evaluation framework to offer constructive lessons for the future. Surveys DEVELOPING PROXY INDICATORS Where data availability for a particular target or indicator is unreliable or is of poor quality, it is recommended to utilize proxy indicators that allow for reliable prediction of the performance against the desired outcome. Assimilate Data through Secondary Sources SAMPLE FRAMEWORK Two sample frameworks are suggested on the next page. Use the criteria from the Excel Spreadsheet to populate any one of the two frameworks, as preferred for the project goals. Collect Primary Data at Defined Frequencies Process and Analyze Data Report Results 470 IM-A01 MONITORING AND EVALUATION TOD K P MONITORING AND EVALUATION FRAMEWORK TEMPLATE SAMPLE FRAMEWORK TYPE 01 TOD IMPLEMENTATION INDICATORS/ MEASURES DATA DATA MEASURING PERFORMANCE OBJECTIVES/ TARGETS SOURCE LIMITATIONS/ FREQUENCY PARAMETERS OUTCOMES NOTABLE BIAS Objective 1 Mobility and Travel Behaviour* Objective 2 Objective 3 * Refer to IM02 for TOD Key Performance Indicators 20 The implementation objectives can be analyzed individually, in this case, to 15 monitor progress or analyze the extent to which each objective, output, or outcome is achieved. This allows for evaluation of the impact of a project or 10 program on specific objectives. 5 0 R1 R3 R5 R2 R4 YEA YEA YEA YEA YEA SAMPLE FRAMEWORK TYPE 02 A MOBILITY AND TRAVEL BEHAVIOUR [DESCRIPTION OF INTENT] Features Yes No N/A Comments A1 Desired Outcome 01 A2 Desired Outcome 02 A3 Desired Outcome 03 Sub - Total This framework allows for a TRANSIT-ORIENTED DEVELOPMENT SCORECARD qualitative measurement of 1 point is assigned per item if ‘Yes’ is checked. 0 points are assigned if ‘No’ is checked. All ‘Yes’ the OVERALL performance and ‘No’ checks are considered applicable and points from each section should be added and of a TOD project or program, included in the table below. The ‘Score’ for each section is calculated by dividing the points by with respect to desired goals the ‘Total Applicable’. This produces a percentage score. Comments may be written to explain or outcomes. the score for each section. Total Total Points Score Comments Possible Applicable (%) A Mobility and Travel Behavior X B Economic Performance X C Environmental Performance X D Social Benefits X TOTALS X FINAL SCORE IM-A01 MONITORING AND EVALUATION 471 Rio de Janeiro, Brazil TOD K P IM-A02 KEY PERFORMANCE INDICATORS FOR TOD This Knowledge Product is intended to be used as an interactive Excel spreadsheet. These tools are available online on the GPSC’s TOD website and the World Bank’s TOD CoP website. The reader should first review the summary presented below before using the spreadsheet tool Type: Spreadsheet + User Guide © 2021 The World Bank TOD K P ABOUT THE TOD KEY PERFORMANCE INDICATORS PURPOSE THE TOOL INCLUDES: This TOD Key Performance Indicator (KPI) tool provides a way for cities to measure the overall • USER GUIDE performance of their TOD initiatives against larger, global standards and outcomes. Smaller TOD projects • MOBILITY ASSESSMENT need individual monitoring and evaluation frameworks that should be developed based on the specific • SOCIO-ECONOMIC ASSESSMENT project objectives (Refer IM-A01). This tool allows a city to measure how the city is performing as a whole, • PHYSICAL ENVIRONMENT ASSESSMENT with respect to TOD. Structurally it follows the same organization as the • SUMMARY SHEET Monitoring and Evaluation Framework Tool, along with the Corridor-level TOD Course (WRI and World Bank • ASSESSMENT SCORING 2015), including Mobility, Socio-Economic, and Environmental Benefits. Within EACH ASSESSMENT TAB, a list of key performance The ratings for each indicator are simplified from the indicators are provided under three main CRITERIA: ITDP generated TOD Standard v3.0 (ITDP 2017). A. SUPPORTIVE PLANNING FRAMEWORK: Under this criteria, the tool evaluates the existence and effectiveness Disclaimer: The Transit-Orientated Development of key planning instruments required to enable change. Implementation Resources & Tools knowledge product is designed to provide a high-level framework for the B. PERFORMANCE OF INVESTMENTS: Under this criteria, implementation of TOD and offer direction to cities in addressing barriers at all stages. As the context in low the tool evaluates the ability and commitment of public and and middle-income cities varies, the application of the private investment to create the kind of change desired. knowledge product must be adapted to local needs and This includes providing more mobility options, improving priorities, and customized on a case-by-case basis. the public realm, improving the value of land and increasing © 2021 International Bank for Reconstruction and Development / The World Bank accessibility for poorer populations. C. DESIRED OUTCOMES: Under this criteria, the tool References evaluates the impact of TOD initiatives on the larger ITDP (The Institute for Transportation and behavioral aspects and quality of life for all citizens. Development Policy). 2017. “TOD Standard. 3rd ed.” New York. World Resource Institute and World Bank Group. 2015. Corridor Level Transit-Oriented Development Course. Washington, DC. 474 IM-A02 TOD KPI TOD K P HOW TO USE THE TOOL? 01 ENTER INPUTS IN ASSESSMENT TABS EACH ASSESSMENT TAB consists of indicators INPUT SELECTION BOX and measures. The indicators include the Rating from 0 - 3 parameters that must be considered in the performance evaluation. The measures include a description of how each indicator should be rated. Read the measure carefully and select the rating that should be applied to each indicator. While most indicators are measured qualitatively, some quantitative measures are also included. 02 VIEW RESULTS IN THE SUMMARY TAB The Assessment Scoring Tab is where the raw calculations of the TOD performance are determined. These automatically populate THE RESULTS CHART in the Summary Tab as shown below. A. SUPPORTING Mobility and Travel PLANNING FRAMEWORK Behaviour Social and Economic Impact Physical Environment B. PERFORMANCE OF C. DESIRED OUTCOMES INVESTMENTS IM-A02 TOD KPI 475 Ciudad Cayala, Guatemala City TOD K P IM-C01 APPLYING ‘SAFE ACCESS’ IN TOD AREAS Activity designed to identify and prioritize strategies for safe access tin TOD Type: Reference Document © 2021 The World Bank TOD K P Disclaimer: The Transit-Orientated Development Implementation Resources & Tools knowledge product is designed to provide a high-level framework for the implementation of TOD and offer direction to cities in addressing barriers at all stages. As the context in low and middle-income cities varies, the application of the knowledge product must be adapted to local needs and priorities, and customized on a case-by-case basis. © 2021 International Bank for Reconstruction and Development / The World Bank INTRODUCTION OBJECTIVE To identify concerns around a given station area, and develop implementable solutions based on safe access principles, using an interactive ‘hands-on’ activity involving all stakeholders. The Safe Access Manual – Safe Access to Mass Transit Stations in Indian cities’ (WRI India, 2014) aims at addressing challenges within a station area. It outlines five principles which define the ‘Safe Access’ approach: 1. Pedestrian and Cyclist Priority 2. The Public Realm 3. Feeder Services 4. Parking Management 5. Safety and Security These principles are chosen such that people of all ages, gender and physical abilities are given the highest priority and are able to make the most of the public services provided to them. 5 People-centered principles of safe access (Source: © WRI India) [Refer to EN-C02 ‘TOD Role-out Game’ for detailed description and understanding of the five principles of Safe Access] DOWNLOAD SAFE ACCESS MANUAL HERE Or Visit the link below to download the manual. www.wrirosscities.org/research/publication/safe-access-mass-transit-manual 478 IM-C01 SAFE ACCESS IN TOD TOD K P FORMAT: Design charrette TYPICAL TIME: This session typically takes 1.5-2 hours. As it involves developing interventions around a station area, it is advisable to include a station area visit beforehand. This generally would take 2.5-3 hours. It is however optional, and can be replaced by presentation about the pre-selected station area. SESSIONS: AUDIENCE(S): IDEAL ENGAGEMENT SIZE: The game includes two sessions: A list of stakeholders (but not limited to) of 30-40 participants. Minimum 12. » Presentation of Safe-Access the station area who can participate are principles mentioned below: » Formulating key strategies and » Residents and station area users interventions for the station area » Representatives of residents’ based on the five principles of Safe associations, shop associations, Access market associations, business owners and others » Institutional representatives, i.e. schools, colleges, hospitals and others » Traffic and transport representatives, i.e. traffic police, wardens, etc. » Elected representatives, decision makers and experts in the area » Government officials Note: The participants of the activity should be chosen, such that they represent the diversity of the population/ users in the station area. This can be achieved by identifying the nature of activities in the station area and identifying representatives from the same. IM-C01 SAFE ACCESS IN TOD 479 TOD K P HOW TO PLAY 01 CHOOSING THE STATION Identify a prime mass transit station (i.e. a Bus Rapid Transit station or a metro station) which has a high inflow of users, with a vibrant mix of land use and other activities. 02 BASE MAP This map showing important landmarks serves as a reference for the participants, to better identify issues and strategies for the chosen station area with two circles: one of 150m radius (core area) and the second one of 1km radius (buffer area). An additional circle with 1250m is marked on the map to set a context of the surroundings. 03 ‘SAFE ACCESS’ PRESENTATION A presentation is made to the participants to set out the principles and strategies of safe access. The coordinators also explain the role-play activity to the participants. 04 STATION AREA VISIT The moderators and participants visit the station area to gain a first-hand experience of safe access issues and opportunities in the station area, by using the mass transit and feeder systems present and walking in the station area. In case there is no station area visit, organizers should select a station area themselves – preferably within the same city, and give a short presentation about the site explaining challenges and opportunities within the station area. 05 HANDS-ON ACTIVITY The groups choose a principle from the five safe access principles. Then the participants are asked to identify issues and opportunities for the given station area, based on their chosen principle. The participants then collectively identify short term and long term strategies for the station area based on the chosen principle and then prioritize them. 06 PRESENTATION OF STRATEGIES At the end of the session, the teams present their strategies which is followed by any ‘Question and Answer’ session. After presentations by all the groups, top 10 strategies are collectively chosen by the participants for the station area. 480 IM-C01 SAFE ACCESS IN TOD TOD K P TOD K P 481 EN-C02 TOD ‘ROLL-OUT’ IM-C01 SAFE ACCESS IN TOD 481 TOD K P 482 IndiaSAFE ACCESS IN TOD Pune,IM-C01 TOD K P IM-H01 HOW TO UNDERTAKE THE CAPACITY BUILDING PROCESS Guide to building the institutional arrangement for TOD projects or programs Type: Step-by-Step Guide © 2021 The World Bank TOD K P ABOUT THE IMPLEMENTATION TOOL PURPOSE OBJECTIVES OF CAPACITY BUILDING Capacity building is emerging as one of the most critical In keeping with the UNDP’s approach to capacity building, challenges in World Bank client cities. The lack of institutional the following results can be derived from successful capacity and technical capacity has resulted in the improper building applications in World Bank client cities: implementation of large-scale projects including TOD Make the most of local resources– people, skills, interventions. Capacity building refers to the process of technologies, institutions– and builds on these education and optimizing the skills of individuals and institutional support of one or more organizations. Favor sustainable change This Knowledge Product is informed by the Capacity Building Take an inclusive approach in addressing issues of Primer developed by the United Nations Development power and inequality in relations between rich and poor Programme (UNDP 2009). and mainstream and marginalized (countries, groups Disclaimer: The Transit-Orientated Development Implementation and individuals) Resources & Tools knowledge product is designed to provide a high- level framework for the implementation of TOD and offer direction to Emphasize deep, lasting transformations through cities in addressing barriers at all stages. As the context in low and policy and institutional reforms middle-income cities varies, the application of the knowledge product must be adapted to local needs and priorities, and customized on a Value ‘best fit’ for the context over ‘best practice’; as case-by-case basis. one size does not fit all © 2021 International Bank for Reconstruction and Development / The World Bank References UNDP (United Nations Development Programme).2009. Capacity UNDP’s APPROACH TO CAPACITY DEVELOPMENT Development: A UNDP Primer. New York. UNDP sees capacity development as the process through which Urban Management Centre (UMC). 2013. “Training Needs individuals, organizations and societies obtain, strengthen and in Sustainable Urban Transport in Madhya Pradesh”. maintain the capability to set and achieve their own development Ahmedabad: Shakti Foundation and Climate Works objectives over time. It involves employing, educating and Foundation. empowering individuals, leaders, organizations and societies in order to help them achieve the desired targets. In particular, the UNDP’s approach stresses that “developing countries should own, design, direct, implement and sustain the process themselves” 484 IM-H01 CAPACITY BUILDING TOD K P UNDP’S CAPACITY DEVELOPMENT FRAMEWORK Developing capacity is a process of growth and evolution. The capacity development process uses a five-step cycle to organize programming work: STEP 1: ENGAGE STAKEHOLDERS ON CAPACITY DEVELOPMENT STEP 2: STEP 5: ASSESS CAPACITY ASSETS AND NEEDS EVALUATE THE CAPACITY DEVELOPMENT CAPACITY DEVELOPMENT PROCESS STEP 4: STEP 3: IMPLEMENT A CAPACITY FORMULATE A CAPACITY DEVELOPMENT RESPONSE DEVELOPMENT RESPONSE IM-H01 CAPACITY BUILDING 485 TOD K P 01 IDENTIFY AGENCIES THAT WOULD HAVE A ROLE IN TOD Implementing TOD projects at any scale requires the coordination of multiple public and private sector entities. However, too often, these sectors work in silos and fail to align efforts to achieve common goals. Identifying the agencies that would have a role in a TOD project, and their effective collaboration, is essential to successfully plan for and implement TOD and ensure safety for all users. 02A ASSESS THE TECHNICAL CAPACITY OF AGENCIES Assess the gaps in the capacity of the technical and management staff with regard to: INSTITUTIONAL ARRANGEMENT LEADERSHIP KNOWLEDGE ACCOUNTABILITY Actions for successful implementation of the TOD principles by concerned agencies should be assessed as fully realized, partially realized, and not realized. *For greater details, refer 2A 02B ASSESS FINANCIAL CAPACITY OF AGENCIES One of the biggest barriers to TOD planning in cities is the lack of adequate budgets DATA SOURCES to hire and retain the requisite technical capacity. It is therefore essential to assess • Municipal Budgets/ the financial capacity of the organization in order to suggest viable capacity building Organization Budgets responses. Additionally, funding available with the institution should be assessed • Existing Resource Plans as well to determine implementation of capital projects, particularly for road safety improvements. *For greater details, refer 2B 03 FORMULATE THE CAPACITY BUILDING RESPONSE FOR TECHNICAL CAPACITY Strategies to augment the current staff capacity with regard to TOD practices and planning processes should be undertaken. The type of shortages should be identified for potential responses. INSTITUTIONAL ARRANGEMENT LEADERSHIP KNOWLEDGE ACCOUNTABILITY *For greater details, refer 3 04 DEFINE CAPACITY BUILDING PRIORITIZATION NEEDS DEPENDING ON CITY NEEDS Prioritize the capacity building response based on the urgency of the needs. IMMEDIATE NEED MID-TERM NEED LONG-TERM NEED 05 CREATE A 5-YEAR RESOURCING PLAN TO ENSURE CONTINUED FINANCIAL SUPPORT FOR CAPACITY BUILDING It is essential to identify the required budgetary needs and prepare a 5-year plan, to ensure committed and continued support to the resourcing plan. 486 IM-H01 CAPACITY BUILDING TOD K P 2A ASSESS THE TECHNICAL CAPACITY OF AGENCIES HOW TO ASSESS TECHNICAL CAPACITY? INSTITUTIONAL KNOWLEDGE ARRANGEMENTS Are there existing institutions, such as line What is the number of technical resources in the agencies or special purpose vehicles, which organization? are used to convene multiple sectors around a What are their qualifications? development project? How familiar are they with TOD concepts and Does the agency have an institutional mandate to planning processes? enable TOD? Do they have experience in designing complete Does the agency have an larger vision of ensuring streets? road safety and reduce crashes? Are they aware of safe systems approach in Do these entities engage private sector and civil enabling road safety? society groups? ACCOUNTABILITY LEADERSHIP Is there a mechanism to ensure accountability? Is the leader aware of and supportive of TOD? What is the quality of enforcement? Is there an existing political will for TOD? Is the leader aware of road safety concerns in urban areas? Is there a political will for implementing road safety strategies? 2B ASSESS THE FINANCIAL CAPACITY OF AGENCIES HOW TO ASSESS FINANCIAL CAPACITY? Do they have financial capacity to hire the required resources? Do they have local/municipal financing means to fund TOD capital investments? Do they have budget allocated to conduct road safety studies and implement safe system infrastructure? Do they have access to external sources of funding for TOD and road safety? How well do current policy and regulatory tools foster and incentivize TOD? Are there any incentives for developing non-motorized infrastructures and ensuring road safety? What funding sources can be unlocked over the course of the investment? IM-H01 CAPACITY BUILDING 487 TOD K P 3 FORMULATE A CAPACITY BUILDING RESPONSE The existing capacity is assessed (in Step 2) to identify the gaps and shortages. These are overcome by forming capacity development responses and can collectively cater to immediate needs, mid-term needs and long-term needs. HOW TO FORMULATE A RESPONSE? INSTITUTIONAL ARRANGEMENTS TYPES OF SHORTAGE POTENTIAL TYPE OF RESPONSES Lack of Single Nodal Agency • Formulate an agency with dedicated roles and responsibilities for implementing a TOD Project Lack of mandate for road safety in • Create a larger city vision and mandate for road safety in TOD areas. TOD areas Having a larger vision will ensure that it is included in future plans, policies and guidelines across various agencies and ensure necessary steps are taken towards it. Lack of Coordination • Set up a TOD Organization / Task Force *For greater detail, Refer to EN-H01 How to build a TOD Institution LEADERSHIP TYPES OF SHORTAGE POTENTIAL TYPE OF RESPONSES No knowledge of TOD or safe • Meeting/Workshops with international experts/leading think tanks, such systems approach to ensure road as WBCoP, ITDP and WRI safety • Leadership training including site visits No political support • Gather political support to include road safety as a priority by generating public support around road safety in high density and TOD areas. KNOWLEDGE TYPES OF SHORTAGE POTENTIAL TYPE OF RESPONSES Insufficient skilled resources • Internally hire resources with TOD skill sets, experience in land use planning and street design, and knowledge of safe systems approach. • Hire a consultancy for a TOD-specific project who have prior experience in road safety and street design. • Set up a TOD Knowledge Centre * Insufficient TOD and road safety • Conduct Monthly Training Workshops for the staff in collaboration with understanding NGOs, institutions, or Think Tanks • Set up a TOD Knowledge Centre * ACCOUNTABILITY TYPES OF SHORTAGE POTENTIAL TYPE OF RESPONSES No systematic mechanism to identify • Set up horizontal and vertical mechanisms to evaluate progress on TOD liable/ responsible personnel *For greater detail, Refer to IM-A01 Monitoring and Evaluation Framework Lack of Enforcement • Conduct sensitization program with enforcement agencies * TOD Knowledge Center: An in-house expert pool of practitioners, researchers and consultants including road safety experts, along with existing technical staff, to collectively build the capacity of the agency for a TOD project. 488 IM-H01 CAPACITY BUILDING TOD K P TOD K P IM-H02 HOW TO DEVELOP A TOD PHASING STRATEGY Methodology to help develop phasing strategies for a TOD project or program Type: Step-by-Step Guide © 2021 The World Bank TOD K P ABOUT THE IMPLEMENTATION TOOL Implementing TOD is both a time and resource-intensive PURPOSE undertaking. As such, a phased approach to transit-oriented This tool aims to assist with the creation of a phasing strategy development is key to success over the long-term. Phasing for TOD that accurately represents city priorities, the resource allows for development to be scheduled based on factors such considerations at play and the possible risks during each stage as overall time frame, resource availability, priority to the city, of activity. Establishing ‘quick wins’ in the short-term and possible risks and the required stakeholder responsibilities. achieving overall goals and visions in the long-term will become ‘Quick Wins’ are generally the first activities to take place in possible through the scheduling resources available with this a TOD, as they bring about positive changes for a city with tool. An overall phasing strategy, guided by the underlying little risk or financial/time constraints. This allows the transit- resource, budgetary and time constraints, should be determined oriented development to enhance public buy-in and reputation. through the step-by-step process provided. An effective phasing Consequently, activities that are higher risk and financially or strategy for the implementation of TOD must include risk resource intensive are scheduled for the long-term, providing management strategies that can avoid common pitfalls. (Carlton a buffer for contingencies, potential resource delays and and Fleissig 2014). budgetary constraints. References Disclaimer: The Transit-Orientated Development Implementation Resources & Tools knowledge product is designed to provide a high- Carlton, I., and Fleissig, W. (April 2014). Steps to Avoid Stalled level framework for the implementation of TOD and offer direction to Equitable TOD Projects. Living Cities. cities in addressing barriers at all stages. As the context in low and middle-income cities varies, the application of the knowledge product must be adapted to local needs and priorities, and customized on a case-by-case basis. © 2021 International Bank for Reconstruction and Development / The World Bank 490 IM-H02 TOD PHASING STRATEGY TOD K P TIME FRAME AND RESOURCE IMPLICATIONS TIME FRAME The total time required to complete each activity must be estimated as shown below: TIME REQUIREMENT FOR EACH ACTIVITY Stage Time estimation Required time buffer Total time required No. (Define the number of hours/days (Estimate buffer time to be prepared (Sum of the previous two columns) required to complete each stage) for any contingencies) S1 S2 S3 RESOURCE IMPLICATIONS The human resource and financial requirements for every stage of the activity must be taken into account while scheduling the activity. RESOURCE REQUIREMENTS AND RISK MANAGEMENT FOR EACH ACTIVITY Stage Resources Budget Responsible Risk Management** No. (Define the financial resources (Specify which organization will (Describe the risks for each stage and list and/or number of hours/days provide the required human and/or out measures that are set in place, in order required per annum to sustain this financial resources) to proactively manage them) stage) S1 S2 S3 ** Risk Management: Some common risks associated with TOD implementation (Carlton and Fleissig 2014) include: 1. Components of affordable housing and placemaking 5. Feasibility studies may miscalculate the viability of TOD investments increase the cost and resource ambiguities projects. This may not bring in the returns envisioned in the associated with implementation. initial assessment and lead to derailment of the financing 2. Redevelopment or land amalgamation projects tend to order. overstep timelines because of complexities related to a 6. Other parallel activities such as infrastructure investments large number of stakeholders. can influence the implementation of dependent TOD 3. Higher level planning decisions are not always responsive to activities. market trends and demands, which may increase the time 7. It is important to know where gap funding may be needed, taken for projects to be adopted for development. This may so as to keep the project on track. also cause miscalculations of finance needs. 4. Market conditions may change during the process of TOD implementation. News of TOD planning can cause market speculation that can change market conditions also. IM-H02 TOD PHASING STRATEGY 491 TOD K P 01 DEFINE THE ACTIVITIES TO BE CONDUCTED Many smaller activities need to be identified and listed, specifically related to addressing the desired outcomes of the TOD Plan. For example, improving pedestrian mobility requires activities such as widening of sidewalks, improving crossings, building pedestrian facilities, etc. As such, each activity should be listed against the TOD desired outcome. ‘Quick Win’ Activities should be identified at this stage. These are projects that have minimal risks associated with them and are capable of assured success. These projects help to set the stage for the rest of the project, enabling greater public acceptance. 02 DEFINE THE STAGES FOR EACH ACTIVITY Define the stages that each activity has to go through from inception to completion, such as pre-planning, planning and design, implementation and monitoring. For each stage, resource requirements vary and these need to be considered in Step 4. 03 DEFINE THE TIME FRAME AND RESOURCE NEEDS FOR EACH STAGE For each stage within each activity, define the amount of time required and the resource and budgetary needs. Ensure that a buffer is considered for contingencies, to avoid delay or cash flow issues during subsequent stages of the activity. 04 DEFINE SCHEDULING AND PHASING OF ACTIVITIES Scheduling and phasing of activities should be defined based on the following: • Prioritization depending on immediate needs, ease of implementation or definition of ‘Quick Win’ projects. • Resource considerations such as availability of equipment or staff. The Critical Path Method or similar should be used to appropriately plan resource distribution • Possibility of risks during each stage of the activities. Risks should be minimized through scheduling in the appropriate season or similar. 05 IDENTIFY STAKEHOLDERS WHO WILL MANAGE EACH ACTIVITY Define roles and responsibilities clearly for each activity, including planning, implementation and post- implementation responsibilities. Identify regular accountability mechanisms to ensure the timely delivery of the project. 492 IM-H02 TOD PHASING STRATEGY TOD K P SUMMARY OF ACTIVITIES AND PHASING SUMMARY OF ACTIVITIES DESIRED OUTCOME STRATEGIES ACTIVITIES STRATEGY 1 ACTIVITY 1 STRATEGY 2 STAGE 1 STAGE 2 STAGE 3 STRATEGY 3 ACTIVITY 2 STRATEGY 4 ACTIVITY 3 Create a detailed list of activities required to complete the project and specify the following for each of them: SUMMARY OF ACTIVITIES Outcomes Strategies Activity Time frame for Budget Resource Agency/ each activity Requirement Requirement Organization Responsible (Input the (Define the (Describe the (Total time (Financial (Resource (Organization overall broad strategies activity type. duration to requirement to requirement for responsible for outcome required For eg. Project complete each sustain each each activity) planning and required) to achieve Program activity including activity) implementation the desired Policies) all stages) of this activity) outcome) IM-H02 TOD PHASING STRATEGY 493 TOD K P SCHEDULING AND PHASING OF ACTIVITIES SCHEDULING AND PHASING Taking into consideration the time frame for each activity, financial and human resource availability and the risks involved in each activity, the project must be scheduled and phased as shown below. It must take into account activities that have the possibility to be implemented in parallel and the activities that require the completion of a previous task before augmentation. PHASE 1 PHASE 2 PHASE 3 SCHEDULING OF AN ACTIVITY Activity No. Y1 Y2 Y3 Y4 Y5 Y6 Y7 Y8 Y9 Y10 Y11 Y12 Y13 Yn 1 S1 S2 S3 S4 2 S1 S2 S3 S4 3 S1 S2 S3 S4 4 S1 S2 S3 S4 5 S1 S2 S3 S4 Potential risks and mitigation strategies 494 IM-H02 TOD PHASING STRATEGY TOD K P IM-P01 CAPACITY DEVELOPMENT STRATEGY TERMS OF REFERENCE Template to outsource capacity building and training exercises for spreading awareness about TOD Type: TOR Template © 2021 The World Bank TOD K P BACKGROUND The Terms of Reference for Capacity Development for TOD should provide the following background material: A. Existing Institutional Structure: The Background section should provide a snapshot of the existing institutional set-up for which the capacity development strategy is being formulated. B. City Profile: The Background section should also provide information on the city for which the institutional structure exists. This includes details such as city population, economy, municipal jurisdictions, transit system and other municipal services. C. Bibliography of Reference Laws and Acts D. List of Project Stakeholders OBJECTIVE OF THE ASSIGNMENT The objective of this assignment is to conduct a technical capacity gap and needs assessment of relevant organizations involved in transportation and land use planning and related subjects in the City. This assignment will lead to the preparation of a technical capacity development strategy and action plan for building technical capacities in the respective organizations with respect to TOD planning, road safety, and supplementary activities. SCOPE OF ACTIVITIES The scope of activities for the Capacity Development Strategy Study primarily consists of the tasks described below. The proposer is encouraged to provide suggested refinements to the work plan and schedule based upon experience with similar economic and market studies, and in compliance with national and state policies, where applicable. 1. Project Initiation: The selected Consultant will first and foremost review relevant background material provided by the client on the existing institutional framework in the city, before scheduling a kick-off meeting. At the meeting, the Consultant will present their understanding of the consultancy, as well as the proposed methodology and guiding framework. The preliminary identification of key stakeholders should be conducted at this meeting. Based on the discussion, the Consultant will produce an Inception Report, comprising of the proposed approach including specific method(s) and guiding principles; the final proposed work plan; and identification of issues crucial to the viability of the consultancy. The Inception Report must propose guiding values for technical capacity, for eg. Number of urban planners per 1000 population, against which technical capacity shall be assessed in Task 2. • Deliverables: Inception Report including proposed approach, methods and guiding principles, work plan and identified issues and limitations. 2. Technical Capacity Assessment: The Consultant will review relevant past assessments undertaken in the City, if any, to gain insight on technical capacity trends in the city or organization. The Consultant will then, as per the proposed methodology, conduct surveys, meetings or workshops to summarize the current strengths and capacity gaps of organizations under consideration, with respect to institutional arrangement, leadership, knowledge and accountability. The assessment parameters will include number of staff, operational procedures related to their mandates, technical expertise against the departments’ respective mandates, and measures of accountability. In particular, the Consultant must assess the familiarity and understanding of TOD, urban street design and concepts of road safety including safe system approach among the leaders and technical staff in the organization. The Consultant must also assess the channels of communication to determine multi-stakeholder coordination challenges, if any. The Consultant will develop a baseline assessment, against which the success of the capacity building strategy will be measured at the end of the project. • Deliverables: Technical Capacity Assessment Report including identification of capacity gaps and baseline assessment. 496 IM-R01 CAPACITY BUILDING TOR TOD K P 3. Technical Capacity Development Strategy and Action Plan: Based on any technical capacity gaps identified in the final Technical Capacity Assessment Report, the Consultant will prepare specific and practical strategies and associated activities to address such gaps within the expected time-frame (i.e. in-country training delivered by a think-tank, formulating a TOD hand-holding unit led by a TOD expert, workshops to disseminate knowledge about safe systems approach and safe access to mass transit led by relevant road safety experts and urban designers, sending staff members to an international conference, hiring a private consulting firm to undertake project-specific planning, transfer of employees to a technical agency to obtain relevant skills on-the-job, a short course at a regional university, etc). The Consultant will be expected to study the feasibility of the strategies proposed with respect to cost and availability, before adding them to the Action Plan. The Consultant will prepare a Capacity Development Strategy and Action Plan Report including the conclusions of the capacity needs assessment and the proposed capacity development approach for each concerned government organization and department. Building on the baseline assessment, a monitoring framework should be identified with proposed indicators, timelines and targets. • Deliverables: Capacity Development Strategy and Action Plan including proposed capacity development responses to existing gaps, and time-frame for implementation. DELIVERABLES TASK DELIVERABLE TIMELINE 1 Inception Report M + 2 weeks 2 Technical Capacity Assessment Report M + 2 months 3 Capacity Development Strategy and Action Plan M + 3 months QUALIFICATION OF CONSULTANTS The Consultant Team must have experience in at least: A. One similar Capacity Development Study OR B. At least two studies or project reports which included at least two of the following components: Technical Capacity Assessment, Planning Framework formulation, TOD Planning, complete street design (including road safety aspects). The Consultant Team must include the following key expertise: KEY EXPERTS YEARS OF EXPERIENCE 1 Project Manager and Senior Capacity Building Expert 15 years 2 Human Resource Specialist 10 years 3 TOD Specialist 10 years 4 Road Safety Expert/ Complete Street Designer 8-10 years Disclaimer: The Transit-Orientated Development Implementation Resources & Tools knowledge product is designed to provide a high-level framework for the implementation of TOD and offer direction to cities in addressing barriers at all stages. As the context in low and middle-income cities varies, the application of the knowledge product must be adapted to local needs and priorities, and customized on a case-by-case basis. © 2021 International Bank for Reconstruction and Development / The World Bank IM-R01 CAPACITY BUILDING TOR 497 San Pedro Sula, Honduras TOD K P CASE STUDIES COMPILATION OF GOOD AND INNOVATIVE PRACTICES © 2021 The World Bank TOD K P LEVEL 1 SCREENING A comprehensive list of cities from low-middle income countries were 1. Mexico City, Mexico shortlisted as potential candidates for case studies. This list of case 2. Bogota, Colombia studies was derived from: 3. Lima, Peru • Case studies already included in World Bank publications/ workshops and presentations 4. Recife, Brazil • Part of GPSC/ World Bank-identified city TOD list 5. Curitiba, Brazil • Representative of the TOD framework as well as geographic 6. Mumbai, India distribution: 7. Delhi, India o Scale- City/ Corridor/ Station 8. Hubli-Dharwad, India 9. Nanchang, China o Context- Urban/ Suburban/ Greenfield LIST OF BEST PRACTICE CITIES 10. Shenzhen, China o Mode of higher order transit- BRT/ MRT/ Heavy Rail 11. Guangzhou, China o Size of city- Large and medium-sized cities (Tier 1 and Tier 2) 12. Shijiazhuang, China 13. Tianjin, China 14. Hong Kong SAR, China 15. Ho Choi Minh City, Vietnam 16. Hue, Vietnam 17. Kuala Lumpur, Malaysia 18. Jakarta, Indonesia 19. Addis Ababa, Ethiopia 20. Dakar, Senegal 21. Abidjan, Africa 22. Johannesburg, South Africa 23. Cape Town, South Africa 24. Santiago, Chile 25. Dar es Salaam, Tanzania 500 CASE STUDIES TOD K P LEVEL 2 SCREENING The following table provides the updated list of relevant COMPLETE LIST OF CITIES EVALUATED FOR LEVEL case studies based on World Bank’s input, case studies 2 SCREENING & RECOMMENDED CITIES FOR CASE recommended by experts and peer-reviewers, WRI/ITDP STUDIES: and IBI projects that explain good practices and innovative 1. Delhi, India strategies from countries at low to medium income levels. The South Asia intent is also not to duplicate existing case studies already 2. Hubli-Dharwad, India compiled by World Bank. E.g. Kings Cross TOD, London, UK. 4. Hong Kong SAR, China Relevance of the Case Study to the Scale and Development context is also provided along with relevance to specific 5. Shenzhen, China Asia knowledge product(s). Key criteria for selection were based on 6. Guangzhou, China the following factors: 7. Seoul, Republic of Korea • Is there policy-level support for promoting TOD at one or more governmental levels- central, state, local? 7. Mexico City, Mexico America • Has TOD been applied at more than one scale- City/ 8. Santiago, Chile Corridor/ Local (neighborhood)/ Station? 9. Cape Town, South Africa • Are there any TOD projects at the station scale Africa implemented (operational/ under construction/ tendered/ 10. Johannesburg, South Africa development agreement in-place)? • Does the city/ example represent a case where the conventional planning paradigm was challenged to implement TODs (e.g. land banking, land readjustment, PPPs). Disclaimer: The Transit-Orientated Development Implementation Resources & Tools knowledge product is designed to provide a high- level framework for the implementation of TOD and offer direction to cities in addressing barriers at all stages. As the context in low and middle-income cities varies, the application of the knowledge product must be adapted to local needs and priorities, and customized on a case-by-case basis. © 2021 International Bank for Reconstruction and Development / The World Bank. CASE STUDIES 501 TOD K P SOUTH ASIA | CASE STUDY DELHI, INDIA Source: Unified Traffic and Transportation Source: UTTIPEC Infrastructure (Planning & Engineering) Centre (UTTIPEC) 2018 ©UTTIPEC. Reproduced with URL: permission from UTTIPEC; further permission http://uttipec.nic.in/writereaddata/linkim required for reuse. ages/7037716675.pdf 502 CASE STUDIES TOD K P DELHI, INDIA QUICK FACTS Geographic Context South Asia (India) – National Capital Region, India Scale City, Corridor, Neighbourhood, Station Context Urban, Suburban, Greenfield Mode of Higher Order Transit Metro (Delhi Metro Rail Corporation) Size of City (Population) 16.7 million (Tier-1) Case Study Covered in WB Publication No URBAN CONTEXT The National Capital Territory (NCT) of Delhi is the fastest Much of Delhi’s growth is observed along the outskirts of the growing city-region and the second most populous urban area city in areas like Gurgaon, Noida, Ghaziabad and East Delhi. The in India. The metropolitan region spans a collection of cities city at large exhibits large block sizes, low densities, segregated and suburban settlements across the three states of Delhi, land uses etc. which reflects vehicle-centric planning. This has Uttar Pradesh, and Haryana. In 20 years between 1991 and not only had catastrophic effects on the air quality of the city 2011, the city region has grown in size from 685 to 1114 sq km, but has also resulted in congestion that can now essentially and grown in population from 8.7 to 16.3 million. The steep rise be described as a gridlock. In response, the DMRC began in population can be contributed primarily to migration from construction of the metro network in 2002. By 2018, until the smaller towns and villages from across the country attracted writing of this study, DMRC has built over 8 lines spanning 332 by growing job opportunities in new developments in the km. The metro network has brought huge relief to the average outskirts of the city. This growth of working-class households commuting population. However, the sprawled nature of Delhi was supported significantly by the first-of-its-kind metro system has made it difficult for the metro to expand its accessibility as network developed by the Delhi Metro Rail Corporation (DMRC) effectively. In 2006, the National Urban Transport Policy was in 2002. An average of 2.6 million commuters use the metro launched, which emphasized the importance of public transport daily . 1 and the need for Transit-oriented Development to leverage this investment. The Unified Traffic and Transportation Infrastructure Planning & Engineering Center (UTTIPEC), formulated to envision a unified and integrated mobility outlook for the entire region, identified a need for Transit-oriented Development (TOD) to accompany metro development in the city-region and began creating the TOD Draft guidelines in 2008. CASE STUDIES 503 TOD KTOD OVERALL P STRATEGY The Delhi Metro Rail Corporation (DMRC) was jointly set up by the Government of India and Government of Delhi in 1995. The construction of the network was planned in 4 phases. OVERALL TOD STRATEGY Phase I: A total of 65 km long network with 58 stations and the following 3 routes (initial parts of Red, The Delhi Metro Yellow and Rail Blue Corporation (DMRC) lines) were was jointly built within the set up by limits Phase-III: of Delhi Consisted state, stations of 11 extensions progressively to the started existing open lines to from Government the 25 December of India 2002 and to Government 11 November of Delhi 2006.in 1995. The and two additional ring lines (Pink and Magenta lines). This construction Phase II: ofAthe network total was planned of 124.63 km long in 4 phases5. with 85 stations network expansion included and the 28 underground following stations 10 new routes and a total of and extensions Phase was I: A total of built, 65km out of rail of which with seven 58 stations wasroutes planned are 167.27km. forextension spurs of the Phase I network, three were new Phase color-coded I. Initial lines and rail development three was routes within constrained connect the to otherPhase Delhi cities IV: (Yellow Line to is expected Gurgaon, to be Blue complete Line in 2021 to Noida which totals to and Blue Line to Ghaziabad) of the national capital region, outside the physical limits of Delhi state, in the limits and stations were built and opened between sDecember 100km. states of Haryana and Uttar Pradesh. 2002 and November 2006. The TOD Policy in Delhi was framed within the Influence Zone At the end of Phases I and II, the cumulative total length of the network became 189.63 km with 143 Phase II: A total of 124.63 km long network with 85 stations along MRTS corridor, designated as the Transit-oriented stations progressively becoming operational from 3 June 2008 to 27 August 2011. and 10 new routes and extensions were built, out of which Development (TOD) Zone in the Master Plan for Delhi 2021, Phase-III seven includes are an of 11 the Phase extensions I network. to the existing Color-coded lines andlines as modified well as with building two revisions the latest ring lines in(Pink andzone 2017. This Magenta comprises lines. It has 28 underground stations, 2 new lines and 11 route extensions, totaling 167.27 km. lines connecting to adjacent cities were created (Yellow Line to of all the areas lying within 500m of the metro transit corridor Phase Gurgaon, IV is Blue to Noida to expected Line andbe complete Blue in 2021 which Line to Ghaziabad). totals These on to 100km. either side. This area is expected to be delineated in the stretched fromPolicy The TOD the national capital in Delhi was region, framedoutside thethe within physical Zonal Influence ZoneDevelopment along MRTS Plans to avoiddesignated corridor, asMaster ambiguity. The the Plan limits of Delhi Transit state, to the Oriented states of Haryana Development and Uttar (TOD) Zone Pradesh. incorporates in the Master Plan forTOD as 2021,modified Delhi strategy, a redevelopment with the encouraging latest At the end of Phases revisions I and in 2017. II, the This cumulative zone comprisestotal of length of the all the private areas lying landowners within 500m to ofassemble and the metro redevelop transit landson corridor that have either network sides.189.63km, became This area is expected including over time. in the to be delineated 143 stations Zonal high TOD Development potential2. Plans to avoid ambiguity. The Master Operation Plan incorporates of the network TOD initiated between as a June redevelopment 2008 to August strategy, encouraging private land owners to assemble and redevelop lands that have high TOD potential.2 2011.  Source: Delhi TOD Policy Manual, 2007 ©Delhi Development Authority. Figure 1: TOD Influence Zone Delineation | Figure 1: TOD Influence Zone Delineation (Source: Delhi TOD Policy Manual) The Transit-oriented Development Principles adopted by the INFRASTRUCTURE PROVISION FOR DENSITY TOD Policy The to guide Transit the framing Oriented of regulations Development include: adopted by the TOD Policy to guide the framing of Principles The Master Plan of Delhi 2021 suggests requirements for regulations include: 1. Pedestrian and Non-Motorized Transport Friendly decentralized infrastructure and resource conservation facilities, Environment 1. Pedestrian and Non-Motorized Transport Friendly Environment specifically including: 2. Connectivity andDensity and Network 2. Connectivity Network Density • Recycling of treated wastewater with a dual piping system 3. Multi-modal Interchange 3. Multi-modal Interchange • Groundwater recharge through rainwater harvesting, 4. Inducing Modal Shift by easing conservation of water bodies and regulating groundwater 4. Inducing Modal Shift access to public by easing transport access to public transport and dis-incentivizing private motor and dis-incentivizing vehicle use. private motor vehicle use. extraction 5. Placemaking and Ensuring • Treatment of sewage effluent for recycling for non-potable 5. Placemaking andSafety Ensuring Safety 6. High-Density, mixed-use, mixed-income development near uses such as gardening. 6. High Density, mixed Use, Mixed Income Development near Stations Stations • Passive cooling systems to ensure energy efficiency • Solar heating systems are recommended on all plots for roofs of 300sqm or above. • Incentive FAR and ground coverage is offered for implementation of the above. 504 CASE STUDIES TOD K P Figure 3: Delhi MRTS and Transport Corridors | Source: Master Plan of Delhi 2021, 2007 ©Delhi Development Authority. Figure 2: Delhi MRTS and Transport Corridors (Source: Master Plan of Delhi 2021) CASE STUDIES 505 TOD K P KEY ROLES AND RESPONSIBILITIES OF under the respective State Acts, whose responsibility it is to STAKEHOLDERS acquire public amenity land and issue development permissions; and the Developer Entity (DE), who undertakes to participate in The stakeholders involved in implementation of the Delhi TOD the TOD scheme. The roles and responsibilities of each entity Policy include primarily the Delhi Development Authority (DDA), during the development permitting process is shown below: whose responsibility it is to evaluate TOD schemes and give development permissions; Competent Authority (CA) instituted 21 Step process for TOD CA DDA DE 1 - DDA delineates TOD 2 - CA is appointed by Zone in the ZDP and notifies the same. DDA constitutes & the concerned local bodies under their respective acts 17 - DE can sell or transfer saleable 18 - The EWS housing component notify CA. for implementation of TOD component under its created by the DE shall regulations. share/ownership to the be subject to quality prospective buyers only assurance checks, as after the prescribed land prescribed in this regard (public spaces, public by Govt./DDA. roads, public parking, etc ) and EWS housing component is handed over to the DDA/Delhi Govt. STEP 1 3 - Competent Authority along with assistance from 4 - DDA sets up TOD Pre- Fund to be used exclusively STEP 4 approval DDA to prepare/ approve conceptual Influence Zone Plans (IZP) for maintaining and upgrading the services within the TOD Certification 20 - Surplus funds received by local body scheme area Stage by way of EDC charges, FAR charges, auction of advertisement rights 19 - Monitoring mechanism for public and donations received for upgradation of the amenities shall be spaces, public roads, invested in high interest public parking, etc. post yielding government completion and take 5 - Applicant self- evaluates the site on a geo- appropriate penal action in case of violation of norms securities spatial interface to check to ascertain eligibility 21 - Accrued interest, Public parking charges shall be used locally by Local body also be utilized for creation, upgradation and maintenance of public roads, especially footpaths, cycle tracks, public transport systems and all public amenities available/ to be provided within the public RoWs 6 - Developer entity (DE) prepares TOD 7 - DE submits scheme and other within TOD zone. scheme based on the required documents in criteria specified in the the prescribed format for MPD-2021 and the TOD approval of Competent regulations Authority TOD COMPLETE 33 8 - Competent Authority reviews and processes 9 - Competent issues the approval of scheme to 13 - Penalty 14 - In the event of 36 non-completion of the project submitted application the DE is imposed on the beyond the deadline, the under computerized single developer entity in case validity of the sanctioned window clearance system of delay in completion of TOD integrated scheme / m development; DE has to building plan shall be deemed re-apply for approval. cancelled, and re-approvals have to be taken by DE before any work is taken up. STEP 2 STEP 3 Preparation Implementation 10 - DE to pay CA, first 11 - Status of TOD 15 - The CA shall recover the additional FAR 16 - instalment equivalent to 25% schemes updated daily on charges and balance EDC A - Competent Authority of the External Development centralized database (excluding the first instalment issues completion and Charges (EDC) as may equal to 20%* of EDC) from occupancy certificate. be prescribed before the the DE in a staggered manner approval of the Layout Plan/ in 4-6 instalments, before the B - Completion certificate TOD scheme issue of completion certificate can be issued for premise/ to the DE. building level plan within any approved phase of development, subject to obtaining the part / full completion certificate for infrastructure 12 - DE to complete construction within 5 years for projects ≤10 Ha, or within 7 years for all larger projects counted from the development works of that phase. date of its issuance, failing which all approvals would need to be renewed Figure 4: TOD Roles and Responsibilities Scheme | Source: Delhi TOD Policy Manual, 2007 ©Delhi Development Authority. 34 506 CASE STUDIES TOD K P DESIGN STRATEGIES TO ENCOURAGE TRANSIT USE The TOD Policy Manual suggests design strategies for TOD that • Green Buildings: The built form of the development is govern the Development Control Regulations incorporated in required to achieve a minimum of 3 stars or gold rating as the Master Plan of Delhi 2021. The Development Control Norms per the Indian Green Building Standards include the following strategies for land parcels measuring 1 HA • Traffic Impact: Is expected to be assessed and mitigated or more3: through traffic management measures. • FAR and Density: Higher densities are allowed for In addition to the above norms, the Master Plan also prescribed all developments that are planned on individual or Street Design Regulations to be followed within the streets amalgamated land parcels of size of 1HA or more. A planned in a development under the TOD scheme. The street minimum mandatory Floor Area Ratio (FAR) is imposed for design elements are intended: housing for the economically weaker section. This norm is • Promote Preferable Public Transport Use intended to encourage land pooling as a redevelopment • For Safety of All Road Uses by Design strategy in the TOD influence zones. Larger land parcels allow DDA to extract land for public use including open • For Pedestrian Safety, Comfort and Convenience on All spaces and transit plazas. Streets • Mix of Uses: Minimum 30% residential use, 10% • For climatic comfort for all Road Users commercial use, and 10% public amenities are compulsorily • To ensure universal accessibility and amenities for all street required on all land parcels irrespective of their dominant users land use as per the Master Plan. Within the minimum • To reduce Urban Heat Island Effect and Aid Natural Storm residential area requirement, the Master Plan mandates Water Management housing units to be of smaller sizes. This is intended to encourage economic diversity within transit influence zones. Smaller unit sizes allow buyers the flexibility of purchasing FINANCIAL MODEL small units in case of budget limitations and purchasing There is no single financial model that can be identified in Delhi. multiple units and combining them in case of larger family Some of the expected sources of revenue are through the sale sizes. However, in practice, this requirement has been the of FSI, external development charges (EDC) and betterment most difficult to meet, because it increases the planned charges. density of the development substantially. This, in turn, Extra FSI charges as per the Master Plan are as per standard increases the infrastructural and parking requirement for the rates, irrespective of land use/ use premises, to avoid any development. complications to change the use of FSI in future. This is both • Road Network: A minimum 20% of the land is required to an advantage and a disadvantage as the uniform FSI rates for be reserved for roads, adhering to principles of 250m c/c commercial and residential in Delhi, either adversely affect road density of vehicular roads and 100m c/c density of the the affordability of residential or there are chances for the pedestrian network. These roads will be handed over to the government to lose the opportunity to earn from the commercial Government as public roads, but will be maintained and FSI. kept encroachment free by the DE. Though the resources of finance (direct collection and land value • Open Spaces: A minimum 20% of the land is required to capture) have been identified, the use of revenue generated from be reserved for green open spaces for public use, adhering TOD is not ensured through the regulations. to principles of inclusion and another 10% green space for private use. In parcels smaller than 1 HA, private open space is allowable in the form of common terraces, rooftops or podiums. • Public Facilities: Public facilities like schools and health facilities are required to be provided as part of the development. CASE STUDIES 507 TOD K P IMPLEMENTATION STRATEGIES TIMELINE: ACTIONABLE STEPS • 1991- Region was 685 sq km with a population of 8.7 million The TOD Policy Framework has been tested in different • 1995- DMRC was jointly set up by the Government of India models of TOD pilots in Delhi, the most well-known being the and Government of Delhi Karkadooma station in East Delhi. The proposed site of the pilot TOD project of Karkadooma lies within Zone- E of the • 2002- Began construction on first metro network by Delhi INFRASTRUCTURE PROVISION FOR DENSITY Zonal Development Plan, the land use of which is residential. Metro Rail Corporation (DMRC) The Master Plan of Delhi 2021 suggests requirements for decentralizedMore than 70% of the infrastructure site and falls within the 500m influence zone resource • December 2002- Phase 1 starts conservation faciliteis, specifically including: of two metro stations at Karkadooma, therefore the norms for  National • 2006- Recycling Urban Transportation of treated waste water Policy was piping launched with dual system ‘Influence Zone’ shall be applicable. The figure below illustrates  Ground water recharge through rain water harvesting, conservation of water bodies and regulating • November 2006- ground water Phase 1 competes extraction three conceptual designs that follow the TOD norms4. •  UTTIPEC 2008- Treatment of sewage began effluent creating for recycling the TOD for non-potable uses such as gardening. Draft Guidelines  Passive cooling systems to ensure energy efficiency •  2008- June Solar Phase heating begins are recommended on all plots for roofs of 300sqm or above. 2systems •  Incentive FAR 2011- Region was 1,114and sqground km with coverage is offered a population for implementation of the above. of 16.3 million IMPLEMENTATION STRATEGIES • August 2011- Phase 2 completes The TOD Policy Framework has been tested in different models of TOD pilots in Delhi, the most well- 2017- being • known the and Modified station plan revised Master Karkadooma for Delhi. in East Delhi 2021 2018- • The DMRC site proposed metro network of pilot TODhas 8 lines project spanning 332km of Karkadooma lies within Zone- E of the Zonal Development Plan, the land use of which is residential. More than 70% of the site falls within the 500m influence zone of two 2021- • metro Phase 4 stations atexpected completion Karkadooma, therefore the norms for ‘Influence Zone’ shall be applicable. The figure below illustrates 3 conceptual designs that follow the TOD norms4. Figure 5:option Design TOD Design Options 2 was | Source favored : Delhi during theTOD Policy Manual, stakeholder 2007 ©Delhi Development consultation Authority. process which was conducted to prioritize civic amenities. The stakeholders consisted of resident welfare associations, trader associations, NGOs and civic society institutions, schools and local ward counselors. Design option two was favored during the stakeholder The stakeholders consisted of resident welfare associations, consultation process which was conducted to prioritize civic trade associations, NGOs and civic society institutions, schools amenities. and local ward counselors. 508 CASE STUDIES TOD K P KEY LESSONS REFERENCE The following key takeaways should be derived from the Delhi 1. Delhi Metro Rail Corporation Ltd. 2018. “Delhi Metro example: Interchange Stations Increase to 16, Ridership Registering Steady Growth.” http://www.delhimetrorail.com/press_ • The TOD policy in Delhi prescribes strict norms to follow and is, therefore, a comprehensive approach to planning reldetails.aspx?id=bhc0DzbE6tklld TOD. 2. Mehta, Prerna V., Neha Mungekar, and Merlyn Matthew. 2016. “Transit Oriented Development Manual – Delhi • Delhi is trying to provide affordable housing in TOD but TOD Policy and Regulations Interpretation.” World with the strict percentage, it can restrict the market to Resources Institute. http://wricitieshub.org/publications/ participate. transit-oriented-development-manual-delhi-tod-policy- • With regards to parking, Delhi is adopting a one-size fits-all regulations-interpretation approach even with various TOD typologies: city center 3. Delhi Development Authority. 2007. “Master Plan for Delhi TOD, suburban TOD, commercial TOD, Residential TOD. - 2021.” Ministry of Urban Development. https://dda.org.in/ • Even though Delhi has stringent TOD policies and urban ddanew/pdf/Planning/reprint%20mpd2021.pdf design guidelines, there is still a lack of clarity in terms of 4. Uttarwar, P.S., and Paromita Roy. 2015. “Transit Oriented the implementation process. Development (TOD) Policy - East Delhi Hub - Kadkadooma TOD project.” UTTIPEC. http://urbanmobilityindia. in/Upload/Conference/ae9770cd-2c9c-4599-80b6- 3f0cd3a83bfe.pdf 5. Transit Oriented Development for Indian Smart Cities. 2016. “Case Studies.” National Institute of Urban Affairs (NIUA) and Foreign & Commonwealth Office, Government of UK. https://tod.niua.org/todfisc/book.php?book=1§ion=4 CASE STUDIES 509 TOD K P SOUTH ASIA | CASE STUDY HUBLI DHARWAD, INDIA Source: Deccan Herald 2017 ©DH URL: Source: Hubli-Dharwad BRTS Company Ltd 2016. ©HDBRTS. Reproduced with permission from https://www.deccanherald.com/content HDBRTS; further permission required for reuse. /645738/not-full-launch-brts-public.html 510 CASE STUDIES TOD K P HUBLI DHARWAD, INDIA QUICK FACTS Geographic Context South Asia (India) – Karnataka, India Scale Regional, Corridor Context Urban, Suburban, Greenfield Mode of Higher Order Transit Bus Rapid Transit System (Hubli Dharwad BRTS Company Ltd.) Size of City (Population) 0.97 million (Tier-2) Case Study Covered in WB Publication No CITY SUMMARY URBAN CONTEXT Hubli and Dharwad are twin cities in the state of Karnataka and The urban character of both Hubli and Dharwad cities is found located at a distance of around 20km from each other. Hubli- to be complex, and the old city areas in both cities have been Dharwad is the oldest city in Karnataka state with strong cultural retained their original and traditional character. They are acting and historical importance and is also the second-largest urban as religious nodes and are with narrow streets and inefficient settlement in Karnataka after Bengaluru. While Dharwad is the infrastructure services. However, in other areas, due to the district headquarters and Hubli is the business hub. availability of services, cultural attractions, proximity to city core has always been under constant development pressure and According to Census 2011, the city had a population of 9.43 resulted in over densification. While fringe areas are exhibiting a lakhs. HDMC‘s population accounts for 4% of the urban different development pattern which is comparatively organized population of the state and 90% of the urban population of the growth pattern. Both cities exhibit medium density with medium- district. The population density in Hubli-Dharwad has been rise buildings with average 3-4 storeys. on an increase during the past three decades. The density increased from 1,837 persons per sq. km in 1971 to 4,292 As per the Karnataka Town and Country Planning Act, 1961, persons per sq. km in 2011. However, the area of the corporation the Hubli-Dharwad Urban Development Authority (HDUDA) was remained the same. constituted in the year 1987 for undertaking the responsibility of physical planning, and its jurisdiction includes the HDMC area There is a steady and high volume of passenger traffic between and about 10 km area beyond HDMC, to include villages that the twin cities. Currently, this demand is catered by the could eventually become part of the urban area in future1. NWKRTC through a bus-based system and private vehicles. Though buses account for only 7-11% of total traffic flow on the • Disjointed City Form: Hubli Dharwad grew organically as road between Hubli and Dharwad, they carry about 70-80% two different cities, which were amalgamated in 1964 into a of people. A BRTS has been conceived along the P.B. road single municipal corporation. Even though their economies between Hubli and Dharwad, in order to meet the increased are interdependent, structurally these cities have remained demand for ridership. disjointed connected only by the present-day BRT corridor. Most development between the 2 cities is sprawling in CASE STUDIES 511 TOD K P nature, which physically divides the 2 cities and forces Hubli-Dharwad has a road network which is dense but with intense urban development outwards and away from the constrained right-of-ways in the city cores. The two city cores primary corridor. are connected by PB Road, the only arterial road in the twin • Urban Sprawl: Availability of large tracts of land with cities, which was also formerly a national highway. National urbanizing potential and very little demand has led to Highway, radiating from Hubli center, including NH4, which is proliferating urban sprawl. Sprawl poses a threat to the recently developed to bypass the traffic passing through these forested and agricultural lands around the city cores. city cores. The constraints in road ROWs in the employment centers limits densification potential and results in congestion. The spatial vision envisaged by the CDF 2030 is a compact Hubli-Dharwad today stands on the brink of a reformation in polycentric city with dense urban cores linked by efficient public urban development. There the Spatial Development Framework transport networks to mixed-use, complementary sub-centers, created as a guide for the City Development Framework (2030), situated within a protected and integrated natural environment1. seeks to address five major issues in Hubli-Dharwad’s spatial Development triggers in the area are ongoing projects like the and social landscape1: widening of P.B. road, upcoming Hubli Dharwad BRT, Hubli • Lack of spatial vision for the cohesive development of the airport modernization, proposed electrification and doubling of city the railway line, inland container depots, goods yard along with • Urban sprawl and fragmentation improved Mumbai-Chennai road corridor etc. High land values in Hubli and Dharwad have led to haphazard development • Increasing pressure on the natural environment adjoining PB road and it needs to be streamlined to ensure infrastructure optimal utilization of the road widening as well as the upcoming • Spatial inequalities and the jobs-housing mismatch Hubli Dharwad BRT1. The City Plan (Vision 2030) promotes land • Exclusion and disconnection emanating from use that supports transit. The Development Density Framework suggests a differential density paradigm for the city. It proposes • High potential underused areas higher densities and FAR allowances for areas with higher • Disconnected street networks amenities and higher accessibility to jobs and city services. • Inefficient residential densities and land use diversity Primarily, the framework is defined with the metropolis boundary as the base. The strategies towards setting the TOD framework and the implementation strategies have been adopted from the Hubli • The Metropolis Boundary - Reimagining the Metropolis Dharwad 2030 City Development Framework. They have been Boundary as a potential Urban Growth Boundary (UGB) summarized below. allows for enforced limitations to new development outside of it. This area measures 220 sq km. However, developing the entire metropolitan area with the same density of development will lead to sprawled development. OVERALL TOD STRATEGY Accordingly, the next layer of density is defined, a high Hubli-Dharwad area is currently undergoing rapid population growth Zone measuring 83 sq km. growth. The proposed BRT will further fuel this growth. To cope • High Growth Zone – Proposed Zone A – This zone includes with this, transit-oriented development is proposed along the all high demand and high opportunity areas as well as corridor. This BRT system will minimize sprawl and will serve as future strategic areas of growth. Within this zone, larger a ready to use commuter system for the additional population. mix of uses and higher FAR should be proposed to enable Also, the proposed revision of the comprehensive development compact and mixed-use development. The HDUDA Master plan (CDP) for Hubli Dharwad in 2015 is an opportunity to Plan already recommends more intensive uses in “Zone incorporate the TOD principles. Incorporating TOD into the A”. It is proposed therefore that the High Growth Zone be development plan will help in delivering efficient, comfortable considered for inclusion in the Master Plan as Zone A. and affordable mobility options to its citizens. The urban cores However, unlike the Master Plan, this zone must be allowed of Hubli and Dharwad are 22km apart which is one of the higher FARs to accommodate the market demand. primary factors defining the spatial growth pattern of the twin- city region. 512 CASE STUDIES TOD K P • The final layer of the differential density is the TOD Zone, The development structure of a city must be imagined in parallel the areas within walking distance of the new BRT corridor with a transportation network that can support its growth and connecting Hubli and Dharwad. TOD Zone - This zone has ensure equitable accessibility at all stages of growth. In addition the advantage of access to a high capacity, high-frequency to the BRT Corridor and the Proposed Bypass Road, a network public transport system, which is expected to catalyze of priority roads and corridors are identified, that contribute to compact, mixed-use, and inclusive development. the spatial strategy of growth. Figure 6: Density Framework for TOD | Source: Hubli Dharwad 2030 City Development Framework 2014 ©IBI Consultancy India Pvt Ltd. CASE STUDIES 513 TOD K P Figure 7: Proposed Transportation Framework as per Master Plan 2031 | Source: Hubli Dharwad 2030 City Development Framework by IBI Consultancy India Pvt Ltd. KEY ROLES AND RESPONSIBILITIES Transformation Cell which in turn shall establish a continuous medium of interaction with the city and rural residents to enable OF STAKEHOLDERS resident inputs to inform the Framework. The Hubli Dharwad 2030 City Development Framework (CDF), While the DA shall be the Nodal Agency for the Spatial Growth as the first of its kind in India, is set up to prepare Hubli Concept and Density Framework, as this will allow an integrated Dharwad for the future by creating a vision and path for the city-rural approach to guide economic growth in the study future even before new programs at the State and Central level area, the HDUDA, HDMC, KIADB, and Gram Panchayats will be are introduced . All potential opportunities for funding and 1 responsible to implement the proposals for setting up of growth financing can be streamlined to achieve the vision set forth in nodes and growth corridors within their jurisdictions. the Framework. Along with providing a larger Vision, the CDF also proposes immediate actions that the city agencies can adopt using existing sources of funds. A break-up of the CDF components and relevant implementation roles is illustrated in the figure below. The Dharwad District Administration is envisioned as the Authority that will own the first three components of the Framework and be responsible for integration across sectors and jurisdictions. The implementation and monitoring of the Framework shall be within the scope and mandate of sector- specific and jurisdiction-specific agencies. The Primary Vision and Goals and Targets shall be monitored by a City 514 CASE STUDIES TOD K P Figure 8: Proposed Transportation Policy Framework | Source: Hubli Dharwad 2030 City Development Framework 2014 ©IBI Consultancy India Pvt Ltd. STRATEGIES TO ENCOURAGE The revenues earned through the tools listed above shall be shared between the HDBRTS and HDMC as per mutual TRANSIT USE agreement. This source of revenue shall be used by HDBRTS The HDBRTS, under the aegis of DULT shall be the Primary for operations and maintenance of the BRTS system and Nodal Agency for the TOD Zone DCR and Urban Design shall be used by the HDMC to implement crucial public realm Guidelines. The HDUDA shall incorporate the TOD Zone improvements. DCRs into the Master Plan, while the implementation of the DCRs and Urban Design Guidelines shall be done by a TOD IMPLEMENTATION STRATEGIES Implementation Committee set up within the HDMC. The special regulations for Transit-oriented Development are OPPORTUNITIES intended to be provided to areas within walking distance of • Compact city cores connected by a high-capacity BRTS the corridor to incentivize high-density growth that can take system offers the opportunity to create more well- advantage of transit and reduce reliance on private vehicles. The connected compact cores. HDUDA Provisional Master Plan 2031 identifies a special BRT impact area which is 500m on either side of the BRT corridor • A large potential for intensification exists in many and is earmarked as the TOD zone. underutilized areas, without sprawling to natural areas. FINANCING TOD Incentives provide an opportunity to earn increased revenues through: • Sale of Premium FAR • Increased revenue through property taxes levied on higher built up areas CASE STUDIES 515 TOD K P The lack of existing market demand in the TOD Zone will make it ENDNOTES difficult to attract developments that are high density and mixed use. Hence the Hubli Dharwad city plan proposes the following 1. Ministry of Urban Development, Government of India and World key strategies1: Bank. 2014. “City Development Plan for Hubli Dharwad, 2041.” Accessed October 12, 2018. http://www.hdmc.mrc.gov.in/sites/ 1. Create Statutory Regulations that encourage compact hdmc.mrc.gov.in/files/HDCBUD.pdf development – Decreased setback requirements and parking requirements will enable compact development in 2. Chisholm, Gwen. 2001. “Design-Build Transit Infrastructure the TOD Zone. In addition FAR and other incentives should Projects in Asia and Australia.” Transit Cooperative Research be offered for high density mixed-use developments in the Program. Accessed October 12, 2013. http://onlinepubs.trb.org/ TOD, the follow the urban design guidelines. onlinepubs/tcrp/tcrp_rrd_53.pdf 2. Institute a Land Taxation Scheme that incentivizes compact development • Vacant Land Tax in High Growth Areas - Vacant land tax is proposed for all land parcels that are left undeveloped for a period of 5 years after implementation of the HDUDA Master Plan 2031 and the special TOD Zone regulations. Vacant Land Tax places a higher emphasis on taxing the land itself rather than on its improvements. This system will intend to incentivize compact development in areas identified for high-intensity growth and discourage land purchase and development in low growth areas. • Higher Registration Fees in Moderate Growth Areas – high registration fees are proposed to discourage the sale of land in moderate growth areas to discourage speculative buying. Instead, Government authorities should be encouraged to purchase and bank lands near future growth nodes in moderate growth areas. 516 CASE STUDIES TOD K P CASE STUDIES 517 TOD K P ASIA | CASE STUDY HONG KONG SAR, CHINA Source: Hong Kong Development Bureau and Planning Department 2016 ©Hong Kong 2030+. dors of Victoria Harbour plendors of Victoria Harbour 518 CASE STUDIES TOD K P HONG KONG SAR, CHINA QUICK FACTS Geographic Context East Asia (China) Scale City, Corridor, Neighbourhood, Station Context Urban, Suburban, Greenfield Mode of Higher Order Transit Hong Kong MTR (Mass Transit Railway) Size of City (Population) 7.4 million (Source: Census and Statistics Department, Hong Kong SAR, China (web) Case Study Covered in WB Publication Yes CITY SUMMARY in Mumbai, and 29,800 people per square kilometer in Surat (Gujarat). The city’s resilience and its high quality of life index Hong Kong SAR, China is one of the world’s leading international have helped in placing it as one of the top five liveable cities financial centres with a long history of designing and in Asia. On the other hand, the high cost of living expenses, implementing a robust and sophisticated multimodal public housing affordability and deteriorating air quality are some of transportation network. The network is estimated to move over the challenges that the city continues to address through its 12 million passengers a day which includes automated people integrated long-range planning process. mover systems (escalators and moving pavements), two high- Governed under the structure of “one country, two systems”, capacity railways, trams, buses, mini and double-decker buses, Hong Kong SAR, China has capitalized on its autonomous taxis, and ferries. It is estimated that public transport trips make status and strategic location to emerge as one of Asia’s leading up 90% of the daily journeys in Hong Kong SAR, China, the metropolises with a strong sustainable development agenda. highest rate in the world. The Hong Kong rapid transit railway The integration of land use, transportation demand management system, known as the MTR, which alone caters to nearly 4.7 and rail transit has been one of the hallmarks of Hong Kong million daily trips. SAR, China’s evolution as a compact city with one of the most profitable mass transit systems in the world. In Hong Kong SAR, URBAN CONTEXT China, all lands are public-owned (except the land on which St From the lens of urbanization and city form, Hong Kong John’s Cathedral stands) and the government can lease or grant SAR, China’s compactness can be attributed largely to its the land to public entities. constrained geography and topography consisting of several Hong Kong SAR, China’s “Rail + Property” development model islands, hills, and the sea. While the city has some of the highest has enabled the city to maximize the limited area available for urban area densities in the world, only 30% of its total area is development in and innovative and aesthetic manner while at built-up resulting in relatively low gross densities compared the same time enable its transit agency to generate revenues to other Asian cities. Hong Kong SAR, China is estimated to finance investments in transit infrastructure and high-quality to have an urban area density of 26,100 people per square public realm design. In addition to this successful development kilometer as compared to 31,700 persons per square kilometer CASE STUDIES 519 TOD K P model, Hong Kong SAR, China’s transportation demand a large shareholder.8 The following discussion highlights some management strategies such as car registration fees and transit- of the key elements of Hong Kong’s successful experience first policies have also played a substantial role in making Hong with creating transit-oriented development communities with Kong one of the success stories of Transit-oriented Development a special emphasis on MTR’s integrated property and rail in the world. development model within the organizing framework: enabling governmental policies, planning and design processes, The MTR is financed, constructed and operated by the Mass use of innovative financial investment tools, and supporting Transit Railway Corporation (MTR)- currently serving as a private implementation mechanisms. entity with Hong Kong SAR, China’s administration serving as OVERALL TOD STRATEGY The R+P development model is a cooperation between public and private interests using the TOD concept to concentrate development around a new MTR stop. The government hands out development rights around the station to the railway company, who in turn develops the land and can gain profit from the rising property values. By using this strategy the huge investments in new rail lines can be returned by profits from property development. The initial investment in Hong Kong’s mass transit system was limited to a 20 kilometer stretch, constructed in 1972. In the early years, two agencies were charged with operating the rail service- Mass Transit Railway Corporation (MTR) and Kowloon- Canton Railway Corporation (KCRC). In 2000, MTR was partially privatized with no subsidies received from the Figure 9: Hong Kong’s Railway Network in 2021 | Source: Hong Kong Railway government in theory. Subsequently, in 2007, MTR merged Development Strategy 2014 TOD Design Options ©Hong Kong Transport and with Kowloon-Canton Railway (KCR) Corporation. Through Housing Bureau . its development control legal framework, transit-first policies and a shareholding in the MTRC, the government of Hong Kong has successfully created an environment that provides financial flexibility and development control which ensures public interest related to transit-oriented developments in the city. Figure 10: MTR Stakeholder Roles | Source: MTR Corporation Limited 2014 ©MTR. 520 CASE STUDIES TOD K P The following table outlines some of the key enabling policies and legal framework used in support of transit and property development9: Policy: Land Development9 Key Features Incentive-based approach to encourage the corporation Grant of exclusive property development rights of the to plan and develop sites in a financially viable manner by station areas to MTRC in exchange for its commitment “internalizing” benefits from rail and property development; 1 to provide and improve mass transit railway as an Eliminates the costs associated with land banking and essential mode of public transportation. acquisition Established MTRC as an independent corporation with Government’s commitment to remain as the majority government as a major shareholder to strengthen the shareholder of the MTRCL after the privatization for at role of transit agency as the single entity to serve as 2 least 20 years and own no less than 50% of shares and the master planner, property developer and property votes of the MTRCL; Lower transaction costs with single manager as well as generate revenues to sustain the entity as opposed to multiple agencies transit service. 3 Permit joint ventures in real estate development with private sector investment in TODs Use of Transfer of Development Rights combined with commitment to encourage redevelopment of existing 4 areas rather than allowing for suburban development Table 1: Source: IBI Group The supporting public transportation system policies that have enabled TOD projects to flourish in Hong Kong’s case include6: Policy: Land Development6 Key Features Limiting private car ownership Initial registration tax ranging from 35% to 100% of the vehicle cost. and usage High fuel tax Transit service coordination White Papers on transportation policy and protection (1980s) Prohibited direct competition by other PT/feeder modes along the rail routes Service proliferation and Railway Development Strategy, which set out development plans for four new rail lines or competition (1990s) extensions. White Papers on transportation policy Service rationalization and Public transport interchanges are a required component of new railway stations to consolidation facilitate inter-modal feeder services Increase the proportion of rail-based public transport journeys from 33% in 1997 to 40–50 Table 2: Source: IBI Group CASE STUDIES 521 TOD K P Hong Kong’s planning system comprises development KEY ROLES AND RESPONSIBILITIES strategies at the territorial level and various types of statutory and departmental plans at the district/local level. In 1996, a OF STAKEHOLDERS consolidated plan known as the Territorial Development Strategy Tang et al. (2004) identified the following four key elements (TDS), the highest hierarchy of town plans, came to fruition. It behind the R+P approach in their study of the Integrated Rail- provides a board, long-term framework on land use, transport Property Development in Hong Kong9: and environmental matters for the planning and development of 1. Policy. Favorable government support of transit and land- the territory. use integration, expressed by land grants and financial In addition to acting as the transit operator and real estate assistance to MTRC; developer, MTR has a significant role in the master planning and 2. Process. Forward-looking planning, management, and controlling the development processes in collaboration with the control procedures that ensure an efficient approach from private sector. MTRC works in close collaboration with the city project inception to completion; planners to define various parameters of station area planning from the time any plans to extend or construct new rail transit 3. Project. High-quality real estate projects that appeal to lines are proposed. These parameters include: tenants, shoppers, and transit users; and • Transit Alignment; 4. Organization. An entrepreneurial entity that balances the financial interests of investors with larger societal goals. • Station Locations; The main agencies involved in shaping urban development • Land values; policy and its integration with transit services in Hong Kong • Density potential; include: • Financial returns; • Land Development Corporation • Long-term planning objectives; and • Land use mix based on market demands and zoning constraints. Figure 12: Institutional Mechanism of “R+P” Model | Source: MTR Corporation Limited 2011 ©MTR. Reproduced with permission from Transport and Housing Bureau; further permission required for reuse. The LDC, founded in 1988, negotiated in length with owners to acquire land and to demonstrate that it was aquired in a fair and reasonable manner before applying to the Secretary Figure 11: TODs as a “Necklace of Pearls” | Source: UC Berkeley 2010 ©UC for Planning, Environment and Lands for compulsory land Berkeley Center for Future Urban Transport. Reproduced with permission from Transport and Housing Bureau; further permission required for reuse. resumption. The LDC was replaced by the URA in 2001. 522 CASE STUDIES TOD K P • Urban Renewal Authority (URA)- statutory government • Mid-Rise Residential (MR): medium-density, predominantly agency; housing projects on medium-size plots; The URA was established in May 2001 under the Urban • Large-Scale Residential (LR): predominantly residential uses Renewal Authority Ordinance, to replace the Land Development on large sites with comparatively low plot ratios; and Corporation, as the statutory body to undertake, encourage, • Large-Mixed Use (LM): mixture of housing, offices, retail, promote and facilitate urban renewal of Hong Kong, with a view hotels, and others on large sites with medium plot rate. to addressing the problem of urban decay and improving the living conditions of residents in old districts. • Mass Transit Railway Corporation (MTRC)- statutory corporation with government as a majority stakeholder listed on the Hong Kong stock exchange; Originally established in 1975, to “construct and operate, under prudent commercial principles, an urban metro system to help meet Hong Kong’s public transport requirements8”; MTR was re- established in 2000 as MTR Corporation Ltd. MTR Corporation is involved in businesses outside of transportation, including residential and commercial development, property leasing and management, advertising, telecommunication services and international consultancy services. • Hong Kong Housing Society- Founded in 1948, the Hong Kong Housing Society is the second largest public housing Figure 13: Classification of MTR Stations according to the Built-Environment provider in Hong Kong. It is a major urban renewal agent, Type and key clustering variables | Source: UC Berkeley 2010 ©UC Berkeley which began its Urban Improvement Scheme (UIS) in 1974. Center for Future Urban Transport. Reproduced with permission from Transport and Housing Bureau; further permission required for reuse. Under the scheme, dilapidated buildings in the urban areas were acquired/resumed and redeveloped into modern housing blocks. Station Area Planning and “Podium” Development As discussed above, the 2nd and 3rd generations of MTR DESIGN STRATEGIES TO ENCOURAGE property developments have exerted a strong focus on TRANSIT USE pedestrian integration and connecting with the surrounding communities. The figures shown below illustrate the conceptual MTR’s transit-oriented development (TOD) model follows the model followed by MTR in some of its recent property ‘network of pearls’ urban development model, which designates developments as some of its large-scale developments were widely spaced transport hubs connected through a fast transit raised public concerns related to alienating the surrounding network. Majority of the new R+P projects are defined by well- neighborhoods, creating wall effects with towers that reduce design station area plans that ensure “seamless integration” with air ventilation and increasing housing costs within these its surrounding neighborhoods. Each station area is unique and developments. varies by virtue of its contextual relationship with surrounding properties. Cervero and Murikami (2008) classify the R+ P One of the typical station architecture styles representative of projects into five broad typologies8. These include: Hong Kong’s development in the last two decades or so, is the “podium development” model16. The podium model involves • High-Rise Office (HO): high-rise, predominantly office uses building above the railway station, a “podium” retail level that on small sites; can be accessed through the street level. Residential and • High-Rise Residential (HR): high-rise, predominantly commercial towers often sit on top of the podium level that are residential uses on small sites; accessible from the station and the street level. The podium’s • High-Rise Residential (HR): high-rise, predominantly roof is also seen in many instances serving the dual function of a residential uses on small sites; landscaped park with community facilities for the residents. CASE STUDIES 523 TOD K P Figure 14: Overview of MTR’s concept of R+P Development | Source: MTR Corporation Limited 2011 ©MTR. Reproduced with permission from MTR; further permission required for reuse. Figure 15: Podium Development Typologies in Hong Kong | Source: Dr. Sujata S. Govada ©UDP International. Reproduced with permission from Transport and Housing Bureau; further permission required for reuse. 524 CASE STUDIES TOD K P Invest: Rail + Property (R+P)-Hong Kong’s Joint Since its inception in the late 1970s, MTR has focussed on Development Financing Model leveraging its property assets as a source of revenue by Since all lands are owned by the government in Hong Kong and undertaking diverse real estate development projects in the leased to the private sector on a 50-year lease (renewable once lands surrounding above the transit stations. MTR’s strategy to for the same time period), pursue integrated property development has been the driving force for attracting the right mix of residential and employment MTR receives assistance from the government in the form of densities that continues to improve the viability of its public land grants and development rights. This implies that MTR transit system serving its dense urban cores. What helped Hong has to function as a self-sufficient entity able to generate its Kong apply the principles of value capture so effectively was the own revenue for operation maintenance and infrastructure “combination of high population density, public land ownership, improvements. Figure 16: MTR System and Properties | Source: MTR Corporation Limited 2014 ©MTR. Reproduced with permission from MTR; further permission required for reuse. CASE STUDIES 525 TOD K P and low automobile dependency”. The R+P programme could be successful joint development models in contemporary urban divided into three stages: planning practice in terms of achieving the economic, social and 1st Generation: This initial stage of the R+P programme used growth management goals envisioned through implementation solely a financing mechanism to recover the transit infrastructure of TODs. In Hong Kong’s case, this principle has also enabled investment costs and yield a net profit from nearby property the MTR to be classified as one of the most profitable transit developments as single-use properties above new stations systems in the world. The financial mechanism for the R+P along its Urban Line. development is relatively simple- MTR receives from the government the right to purchase 50-year leases on lands 2nd Generation: The 2nd generation of the programme was and in return pays a land premium to the government on a influenced by Hong Kong’s growth as a financial hub in the “Greenfield no railways basis” . Next, the MTR invests in the global market resulting in large-scale foreign-direct investments transit infrastructure and develops the property either on its own and international property developers.10 During this phase, the as a developer or in partnership with the property developer. development models transitioned from single-use properties to With time, the property values increase because of its proximity “mixed-use, pedestrian-oriented town developments examples to the rail transit network and its integration with the station. of place-making” along the new Airport Express and Tseung The increment in values is captured by MTR to invest in new Kwan O line extensions, also aimed to better connect jobs near infrastructure as well as offset the maintenance and operation the airport with residential areas concentrated in the traditional costs. urban core.10 In some cases, for example on lands with technical complexities 3rd Generation: The 3rd and the present generation of the R+P such as development above stations, MTR generally sells the programme coincides with the opening of the fifth MTR subway land only after having built the foundations and thus undertakes line are more typical of “greenfield TODs” built on undeveloped a part of the construction activities as an alternative profit or reclaimed lands from the sea, encompasses a diverse set source. In addition to selling development rights, MTR generally of urban and suburban areas (in the New Territories). These negotiates a share in the future property with the selected sites encompass nearly 62 hectares and are planned based developer and profits and/or receives a co-ownership. MTR on unique station typologies that are context-sensitive and has also been successful in developing a strong portfolio of integrate innovative architectural and urban design concepts to residential and commercial real estate projects that the agency create new destinations for the growing city. The most recent has constructed, leased and rented. Finally, MTR often remains of such developments was the large Pop Corn shopping centre involved in the development as a property manager, generating development which was built in conjunction with Tseung Kwan O additional incomes that way. At the end of 2011, MTR owned station. and rented over 85,000 residential units and 750,000 m² of As mentioned earlier, the R+P model is one of the most commercial and office spaces in Honk Kong. Figure 17: Property Rental Income, MTR (Left) and MTRC Revenue 2001-2005 Average (Right) | Source: MTR Corporation Limited 2014 ©MTR. Reproduced with permission from MTR; further permission required for reuse. 526 CASE STUDIES TOD K P Figure 18: A case summary of Hong Kong’s Rail + Property development | Source: UC Berkeley 2010 ©UC Berkeley Center for Future Urban Transport. Reproduced with permission from Transport and Housing Bureau; further permission required for reuse. INFRASTRUCTURE PROVISION FOR DENSITY To help create capacity for sustainable growth, which is one of the building blocks proposed under Hong Kong 2030+, a smart, green and resilient city is proposed. It focuses on the scope that are relevant to land use planning, mobility and infrastructure in the built environment and is particularly applicable to new development areas and new neighbourhoods where comprehensive planning is more feasible. Three building blocks of the territorial development strategy are proposed for achieving the vision and overarching planning goal. These building blocks are translated into spatial terms in a conceptual spatial framework. Figure 19: Hong Kong’s Railway Network in 2021 | Source: Hong Kong Development Bureau and Planning Department 2017 ©Hong Kong Development Bureau and Planning Department . CASE STUDIES 527 TOD K P Fig. 28 General Smart, Green and Resilient City Framework for the Built Environment Key Approaches Key Principles Minimisation Mitigation Adaptation Resilience Smart Principles To minimise demand for and use To mitigate any adverse impacts of To undertake appropriate To prepare for and enhance Green Principles of the resources and impacts of the development adjustment measures to deal with responsiveness of our city to development on the natural any anticipated unavoidable urban and climate problems and Resilient Principles environment impacts maintain functional operation Value Creation Institutional Governance Tools Common Spatial Data ICT Platform Benchmarks BEAM Plus System Infrastructure Carbon Appraisal ent: system. Devising An Integrated Smart, Green and Resilient Infrastructure System ow-carbon city e ciency, Green building, energy saving and Sustainable urban drainage and ood Infrastructure for green transport g and waste-to-energy protection (e.g. electric vehicle charging) patial data Resilient to landslides, ooding, Integrated waste management Total water management typhoon, etc. forward-looking ng and Promoting Sustainable Fostering Smart Planning and Urban Towns and Design New Di Mobility re rt and Green Bui ldin s n Farm g tri a a ing tu Minimise demand for and m Urb s Promote multi-modal cts Fu public transport with smart S use of land resources travel choices and low carbon options Smart and green planning Promote walking and and design at di erent cycling, and provide scales smart travel information for better choice Promote low carbon and Integrated intelligent s/ smart economy transport system Sm tie ar i t ne an d m un s ig h g re e n c o m tric t Climatic resilient planning Expand rail network b o ur h d s/ dis oo 59 Figure 20: Smart, Green and Resilient City Framework for the Built Environment | Source: Hong Kong Development Bureau and Planning Department 2017 ©Hong Kong Development Bureau and Planning Department . IMPLEMENTATION STRATEGIES 3. Project. High-quality real estate projects that appeal to tenants, shoppers, and transit users; and Tang et al. (2004) identified the following four key elements 4. Organization. An entrepreneurial entity that balances the behind the R+P approach in their study of the Integrated Rail- financial interests of investors with larger societal goals. Property Development in Hong Kong9: 5. From a perspective of defining the roles and relationships 1. Policy. Favorable government support of transit and land- of these agencies pertaining to the “R+P Development use integration, expressed by land grants and financial Model”, the following illustrations provide a summary of the assistance to MTRC; institutional arrangement and functions that have ensured 2. Process. Forward-looking planning, management, and successful implementation of TOD projects in Hong Kong11. control procedures that ensure an efficient approach from project inception to completion; 528 CASE STUDIES TOD K P Figure 21: Institutional arrangement for R + P Development Model | Source: MTR Corporation Limited 2011 ©MTR. Reproduced with permission from Transport and Housing Bureau; further permission required for reuse. KEY LESSONS LEARNED AND BEST a. High population concentrations and densities are associated with high MTR station ridership. PRACTICES b. Private housing units clustered around MTR stations tend to Lessons Learned from Hong Kong applicable to Global exert a greater impact on the ridership than public housing. cities c. Mixed land uses, compact environment and exciting street- An important lesson from the Hong Kong experience is that level activities in the existing urban districts promote MTR integrating transit with land-use can yield the finances needed ridership. to support TOD. The use of “Value Capture” as an infrastructure d. New development districts with attractive design, financing concept that seeks to capture land value created by commercial facilities and efficient pedestrian connections along new infrastructure, particularly transit. Value capture is effective rail corridors enhance MTR ridership. Pedestrian connections in financing transit infrastructure, particularly in dense and must be convenient, direct, safe and pleasant for these congested settings. This is due to the high perceived importance developments to be successful and to increase property values. for improved accessibility and an institutional capacity fit to support transit. Accessibility benefits present enormous The R+P program applied by the MTR Corporation in Hong Kong opportunities for recapturing some of the value created by has been central to the success of Hong Kong in developing transit investment in land values and effectively supplement the its rail system. The R+P program enabled MTR Corporation traditional forms of revenue for transit systems, like fares. to capture real estate income to finance part of the capital and running costs of new railway lines, and to increase transit The study by Tang et al. (2004) on Study of the Integrated Rail- patronage by facilitating the creation of high-quality, dense and Property Development Model in Hong Kong confirm the positive walkable catchment areas around stations. relationship between property development and MTR ridership as follows9: The following three key concepts applied in the R+P program are essential to the program success and can be adopted by global CASE STUDIES 529 TOD K P cities with railways as the trunk transit mode, by taking the ENDNOTES transit-oriented development mechanisms to help finance new rail lines14 : 1. Chisholm, Gwen. 2001. “Design-Build Transit Infrastructure Projects in Asia and Australia.” Transit Cooperative Research Financial Sustainability Approach: The value for a rail Program. Accessed October 12, 2013. http://onlinepubs.trb.org/ company to only under-take those rail investments that can onlinepubs/tcrp/tcrp_rrd_53.pdf achieve a targeted rate of return (after factoring government support, in the form of land rights provided at before-rail price, 2. Lam, William H.K. and Michael G.H Bell. 2002. Advanced used in a R+P program, or cash subsidies) to be financially Modelling for Transit Operations and Service Planning. Elsevier sustainable. Publishing. Market-driven Approach: The need to plan development 3. MTR Corporation Limited. 2014. “Investor’s Information.” along each rail line comprehensively, with multiple Accessed October 6, 2018. https://www.mtr.com.hk/en/corporate/ stakeholders and partners, and to define the scale and timing investor/patronage.php of such developments based on market demand, location 4. “Demographia World Urban Areas, 9th Annual Edition.” March characteristics and institutional capacity. 2003. Accessed November 12, 2013. http://www.demographia. Risk management approach: The value for a railway company com/db-worldua.pdf. to bring in relevant expertise and transfer a large part of 5. The University of Hong Kong. 2017. “Basic Knowledge of Land commercial risks to private developers through PPPs and Ownership in Hong Kong.” Community Legal Information transactions with external partnerships. Centre. Accessed October 15, 2017. http://www.hkclic.org/en/ topics/saleAndPurchaseOfProperty/basic_knowledge_of_land_ ownership_in_hong_kong/q1.shtml Tiry Corinne, 2011, Hong Kong, An Urban Future Shaped by Rail Transport, retrieved online on November 12, 2013 at http://chinaperspectives.revues. org/647#ftn1 6. Lo, Hong K., Siman Tang, David Z.W. Wang. 2008. “Managing the accessibility on mass public transit: The case of Hong Kong.” Journal of Transport and Land Use, 1, 2 (Fall 2008): 23–49. http:// jtlu.org 7. Tiry, Corinne. 2011. “Hong Kong, An Urban Future Shaped by Rail Transport.” Accessed online on November 12, 2013. http:// chinaperspectives.revues.org/647#ftn1 8. Cervero, Robert and Jim Murakami. 2010. “Rail Property Development: A Model of Sustainable Transit Finance and Urbanism.” UC Berkeley Center for Future Urban Transport. 9. Tang, B.S, Y.H. Chiang, A.N. Baldwin, and CW Yeung. 2004. “Study of the Integrated Rail-Property Development Model in Hong Kong.” Research Centre for Construction & Real Estate Economics. Hong Kong Polytechnic University. 10. Murukami, Jim. 2010. “The Transit-Oriented Global Centers for Competitiveness and Livability: State Strategies and Market Responses in Asia.” University of California Transportation Center. 11. Hang-Kwong, Thomas HO. “Railway and Property Model- MTR Experience.” Presentation at Building and Real Estate Advanced Lecture Series, 2011. Accessed November 12, 2013.http:// www.bre.polyu.edu.hk/Happenings/2011Photo/20110412_ 530 CASE STUDIES TOD K P BREAdvancedLectureSeries-RailwayandPropertyModel- MTRExperience/RailwayandPropertyModel-MTRExperience.pdf 12. PWC. 2013. “Which Financial Mechanisms for Urban Railway Stations?” Accessed October 25, 2013. http:// www.thecityfactory.com/fabrique-de-la-.cite/data. nsf/01771FA4413266A2C1257BF300556EC7/$file/financial_ mechanisms_railway_stations.pdf 13. BS Tang, YH Chiang, AN Baldwin and CW Yeung, 2004, Study of the Integrated Rail-Property Development Model in Hong Kong, Research Centre for Construction & Real Estate Economics Department of Building & Real Estate Faculty of Construction & Land Use, The Hong Kong Polytechnic University 14. The World Bank. 2017. “Railway Reform: Toolkit for Improving Rail Sector Performance.” Accessed October 25, 2013. http:// documents.worldbank.org/curated/en/529921469672181559/ Railway-reform-Toolkit-for-improving-rail-sector-performance 15. Hong Kong Transport and Housing Bureau. 2014. “Railway Development Strategy 2014.” https://www.thb.gov.hk/eng/psp/ publications/transport/publications/rds2014.pdf 16. Govada, Dr. Sujata S. n.d. “Large-scale Development - ULI and the Asia Society.” UDP International. https://asiasociety.org/files/ uploads/331files/Sujata%20Govada.pdf 17. Hong Kong Development Bureau and Planning Department. 2017. “Hong Kong 2030+.” https://www.hk2030plus.hk/ CASE STUDIES 531 TOD K P ASIA | CASE STUDY SHENZHEN, CHINA Source: Bingfengwu / Getty Images / Source: LA Times 2018 ©bingfengwu / Getty Istockphoto. Images / iStockphoto. Reproduced with permission from bingfengwu; further permission URL: required http://www.latimes.com/travel/la- for reuse. tr-aifare-box-20180105-story.html 532 CASE STUDIES TOD K P SHENZHEN, CHINA QUICK FACTS Geographic Context East Asia (China) Scale City, Corridor, Neighbourhood, Station Context Urban, Suburban, Greenfield Mode of Higher Order Transit Metro (Transport Commission of Shenzhen Municipality & Shenzhen Metro Group) Size of City (Population) 11 million (Tier-1) Case Study Covered in WB Publication No URBAN CONTEXT China’s population is rapidly urbanizing, with 70% of its citizens In the 1990s, the economy in Shenzhen continued to grow expected to be living in urban areas by 20303. Shenzhen is no exponentially, with a significant increase in secondary industries. exception, with a rising population of 11 million and the fastest The market-oriented policies allowed for foreign investment, urbanization rate in Eastern Asia.1 With such fast growth and which has led to continuous growth in the manufacturing a large urban realm, the provision of adequate and readily industry. available public transportation is an essential part of combating With such immense growth, Shenzhen has started to design and avoiding the congested road conditions that result in large and develop a new development strategy for the city called the populations. Metro integration within large cities is known as an “Shenzhen 2030 Urban Development Strategy.” Amongst this effective, but expensive method of providing public transit. strategy is a focus on public transit, emphasized at the city’s Shenzhen is one of China’s most rapidly growing cities in terms most major form of infrastructure development moving forward. of economy and urbanization. With over 11 million people In meeting this goal for improved public transit, the city began its residing within the city in the Guangdong province, its large strategic planning of a metro in 1998. The resulting metro and its urban extent allows for a fairly low population density of over funding methodology remain a model for transit implementation 2,000 people per square kilometer.1 This is substantially smaller in Asia. when compared to its counterparts in Asia. Shenzhen has become one of the frontier cities that is leading the economic growth of China as the first of the nation’s five Special Economic Zones (SEZ).2Special economic zones receive allowance from the government for more flexible, free market-oriented economic policies. Shenzhen is unsurprisingly designated as an SEZ, as after less than twenty years of development, it has transformed from a small fishing village to one of the largest metropolises in China. CASE STUDIES 533 TOD K P OVERALL TOD STRATEGY & CITY STRUCTURE IMPACT ON URBAN FORM The improved convenience, accessibility and quality of life The second phase of the metro development was much more allowed for by transit attracts development, intensification and cognizant of subsequent increases in land values and used this investors to the rail corridor. The R+P funding mechanism is to incentivize the SZMC to assist in funding the rail development. largely dependent on using the consequent increase in land Special auctions of land were used to ensure that the metro value to incentivize the involvement of private stakeholders. company would receive land at a discounted price. Moreover, The scarce availability of land in Shenzhen, due to its hilly land concessions were refunded to the company as capital topographic nature, allows for continued high housing prices. investments, which gave SZMC use of the land for no charge, It is this scarcity which motivates the joint development while also allowing the value captured after the construction of undertaken by Shenzhen, SZMC and MTR. the metro to be kept by the company.3 The first phase of subway development was guided by Finally, in the third phase of metro development, land-equity government investment. Lacking experience with substantial investments were engaged in place of capital investments. transportation infrastructure projects like the metro, Shenzhen This agreement granted undeveloped land along the corridor failed to capitalize on integrating property development with to a third-party, thereby incentivizing involvement through the public transit development. In the Chinese context, the notion promise of land-value appreciation. In the case of the MTR, land of transit-oriented development has yet to become supported premiums were shared 50/50 between the private entity and the by planning policy. The inflexible nature of Chinese planning government, in exchange for a build-operate-transfer agreement policy does not allow the integration of transit and property (BOT). 3 development, and measures such as up-zoning for high-density Overall, the strategy for utilizing land values in funding the metro development surrounding the rail corridor are not triggered construction after establishing an R+P mechanism involved by transit creation. The lack of integration of the interrelated creating value, realizing that value and recycling it. Creating systems led to the first phase of development largely ignoring value involves the strategic siting of routes, stations and land value, as the time-consuming nature of changing policy to updating zoning parameters to allow for more profitable transit- support TOD would have led to too many delays.4 oriented development along the rail corridor. This value must then be realizes by transferring land use rights to the involved stakeholders in exchange for joint development of the subway that captures land value premiums for the land developed after the metro construction. Finally, these land values can be recycled by using the land value appreciated to fund future transit and urban design projects that will further increase land values. Figure 22: Land Value’s integral role in the R+P funding Progress | Source: World Resources Institute 2017 ©WRI. Reproduced with permission from Transport and Housing Bureau; further permission required for reuse. 534 CASE STUDIES TOD K P FINANCIAL MODEL In the context of Shenzhen, the rapid growth and economic Consequently, the government used special auctions to transfer affluence the city is experiencing lends to the application and land to Shenzhen Metro. Traditionally this land would have to viability of Metro-led transit-oriented development (TOD). be auctioned in an open, public auction.3 However, the city As a central manufacturing city, connectivity to surrounding ventured to pilot special auctions for R+P development projects. metropolitans in the Pearl Delta River Region could be improved Special terms restricted the number of bidders, ensuring that with the introduction of a metro system. Specifically, the strategy Shenzhen Metro would obtain the land at a low price.3 looked to improve connection with Hong Kong SAR, China. To Finally, land concession fees paid by the metro company justify such a large undertaking, the innovative funding approach were diverted to fund capital investments for the subway. This of Rail + Property (R+P) funding was experimented with, a complex method allowed the city to grant land-use rights to the trailblazer of its kind. subway company free of charge, while also allowing Shenzhen R+P funding not only encourages both state-owned and private Metro inherit the land premiums captured in the future.3 metro companies to participate in R+P projects, but also uses This three-phased financial scheme was not only an incentive innovative land-use rights transaction methods to overcome for private entities to become involved, but also reduced the current barriers within the land-leasing system.3 During the early costs and risks undertaken by the government. Through a stages of R+P implementation, it was realized the R+P was a build-and-transfer (BT) arrangement for property development, new concept for local developers and led to increased costs construction risks were minimized and the private stakeholders and risks for private companies3. Particularly impacted was local were held accountable for their involvement in the project metro company—Shenzhen Metro Group. To incentivize SMG, team. The implementation of R+P is vital to the success of the the local government reduced its cost and risk burdens through Shenzhen metro project and is a financial strategy that could a complex financial arrangement3. The R+P financial scheme in improve the viability of metro projects going forward. 3 the context of Shenzhen can be separated into three phases: government-led capital investment, auctions with special conditions and land-concession fee reimbursement, and land equity investment.3 The first, government direct investment, was scaled back to reduce public costs and to place a larger onus on private companies to invest. The Shenzhen city government, Reform and Development Commission, and Planning Commission proposed to decrease of government investment in capital costs from 70 to 50 percent, forcing the metro company to use bank loans and property development to make up the difference.3 CASE STUDIES 535 TOD K P KEY STAKEHOLDERS & GOVERNMENT DESIGN STRATEGIES TO ENCOURAGE RELATIONSHIPS TRANSIT USE Traditionally, the onus for large infrastructure projects, such as The success of Shenzhen’s R+P planning can also be attributed this, falls on the government and public to fund and implement. to a streamlined and coordinated planning process that integrates However, this case study exemplifies the beneficial shift from multiple disciplines. Shenzhen borrowed from Hong Kong SAR, government-led to mixed-model funding of public transit projects. China’s experience to streamline the details of the different Shenzhen’s exploration with R+P includes a partnership between phases of rail transit plans and to adjust its planning process.3 the government and key stakeholders, the Shenzhen Metro Group This adjustment allowed for the creation of synergies between rail and the MTR Shenzhen Corporation. Both private entities shared transit plans and the overall urban planning process, paving the in the responsibility of financing the metro through an incentivized way for successful TOD. approach that captures the future land value and resources The coordination between land-use and transit plans in Shenzhen following the completion of the project. occurs at the route level by bundling zoning revision with transit The Shenzhen Metro Group Co. (SZMC) was enacted in 1998 planning.3 Specifically, once the route plan of new metro lines is as a large-scale proprietor under the control of the state-owned determined, an independent market analyses can be conducted Assets Supervision and Administration Commission of the and land-use surveys can pinpoint vacant lots with high Shenzhen government. Creating the state-owned private entity development potential. The planning institute can then collaborate allowed responsibility for metro expansion, construction and with the metro company and other governmental departments, operation to be held in the private sector. Today, the private entity to shortlist land lots for joint development. The zoning of is responsible for the continued operation of the metro system these properties will be discussed by stakeholders to reach a it constructed and looks to continue to improve the safety and consensus. Normally, the FAR of developable sites near metro comfort of existing services.5 stations is increased significantly, and more diverse land uses are The MTR Shenzhen Corporation was the second stakeholder permitted. This draft route plan with zoning proposals will be then in the construction of the Shenzhen Metro. The corporation submitted to the municipal planning committee (led by the mayor is Hong Kong SAR, China’s major rail developer, as well as a of the city) for further deliberation.4 significant land developer. Their role in the metro construction was Despite this innovative process, Shenzhen’s integrated planning incentivized by offering them pre-rail value for land abutting the experience remains limited, when compared with Hong Kong rail corridor, lending to profitable and discounted development for SAR, China. As the “master planner and designer,” the MTR the corporation. Corporation is actively engaged in the entire urban planning process, whereas in Shenzhen they play a weaker role in the The evolution of the Shenzhen Subway’s financing mechanism has planning process and only route-level plans are determined.3 This benefited from more than 10 years of efforts by the Shenzhen city late-stage engagement may lead to missed opportunity for joint government, dramatically altering the process of obtaining capital development, thereby restricting the extent to which transit plans investment for large infrastructure projects. Instead, a flexible could be optimized.3 Thus, to fully achieve designs that reflect mechanism of cost recovery was created that made infrastructure transit-oriented development, the policy framework that allows for costs a shared public-private investment and revenue generator.3 This approach was effective in incentivizing the subway company integrated land use and transit planning must be advanced. to participate in R+P programs and ensuring the financial sustainability of subway projects. R+P development leverages INCLUSIVITY & AFFORDABLE TOD the partnership between the public sector, transit companies, SYSTEMS and developers for a collaborative financing and development scheme. By capturing the land value appreciation that follows The Songgang rolling stock depot is a typical example of the R+P transit projects, R+P can successfully finance large infrastructure development occurring in the suburbs of Shenzhen (Type 1). It is investments without long-term debt for stakeholders. 3 located near Bitou Station along Line 11 and borders Shenzhen and Dongguan. The depot covers an area of 42.09 hectares and is zoned as a “special control zone,” based on future anticipation for subway construction4. In line with the aspirations of local communities, this land will not only be served by public transit services, but will be equipped with mixed uses and community facilities.4 536 CASE STUDIES TOD K P These include4: ROADBLOCKS AND WAYS TO IMPROVE • Affordable housing on land above the rolling stock depot— In the Chinese context, the notion of transit-oriented FAR 2.0. development has yet to become supported by planning policy. • Schools and residential housing east of the depot—FAR 3.0. The inflexible nature of Chinese planning policy does not allow the integration of transit and property development, and • Commercial and office developments near Bitou Station— measures such as up-zoning for high-density development FAR 6.0 surrounding the rail corridor are not triggered by transit creation. Along with the renewed affordability of R+P housing along the rail corridor, using the metro costs only 2 yuan for the first 4 To improve from a situation like this they largely ignoring land kilometers of travel. While this is accessible, riders from more value at the beginning phases, as the time-consuming nature affordable and periphery locations in Shenzhen may experience of changing policy to support TOD would have led to too many higher metro costs, as prices vary based on distance. This delays. Then they established an R+P mechanism involved potential lack of affordability further justifies the integration of creating value, realizing that value and recycling it. TOD design strategies like active transportation with the metro KEY LESSONS system. Adaptations and inclusions such as improved walkability The following key takeaways should be derived from the could assist in keeping the metro system as affordable as Shenzhen example: possible.4 • R+P funding uses innovative land-use rights transaction IMPLEMENTATION OF SOLUTION methods to overcome current barriers within the land- leasing system. APPROXIMATE TIMELINE • The successful transition from a State-owned subway • 1998 - City began strategic planning of a metro. Shenzhen company to Private-owned subway companies. Metro Group was enacted • Streamlining and coordinating the planning process by • December 2004 - Metro service began integrating transit planning, land use planning and financial • June 2011- 5 more lines were opened planning allowed for the creation of synergies between the • 2016 - Line 7,9,11 Opened series of rail transit plans and the overall urban planning • 2030 - Planed completion target process. ACTIONABLE STEPS • Identify needs/ Take Inventory • Create Strategy Plan (Phases) • Identify Key Stakeholders • Find Funding • Mitigate Competition • Optimize/ Utilize Land Value • Create Design Strategies to Encourage Transit Use KEY LESSONS LEARNED AND BEST PRACTICES SUMMARY Shenzhen’s metro system is a precedent for effective metro implementation, as its funding methodology improved the affordability of the mode for local governments and allowed for a public-private partnership in funding transit. Although the Shenzhen metro construction may not be a perfect example of TOD, it shows definite strives towards becoming transit-oriented and its R+P funding strategy stands as an exemplary model for increasing the viability of metro systems within low-mid income cities. CASE STUDIES 537 TOD K P ENDNOTES 1. Atlas of Urban Expansion. 2016. “Shenzhen, Guangdong.” http://www.atlasofurbanexpansion.org/cities/view/ Shenzhen_Guangdong 2. The Economist. 2010. “The spirit of enterprise fades.” The Economist. http://www.economist.com/node/15331470 3. Xue, Lulu and Wanli Fang. 2017. “Rail Plus Property Development in China: The pilot case of Shenzhen”. World Resources Institute. https://www.wri.org/sites/default/files/ Rail_Plus_Property_Development_In_China_The_Pilot_ Case_Of_Shenzhen.pdf 4. Shenzhen Urban Planning and Land Resource Research Center. 2013. “Overall Planning and Design of 7 Metro Superstructure in the Phase III Construction”. 5. Shenzhen Metro Group Co. Ltd. 2016. “Group Company Profile.” http://www.szmc.net/page/eng/about_szmc. html?code=9110 538 CASE STUDIES TOD K P CASE STUDIES 539 TOD K P ASIA | CASE STUDY GUANGZHOU, CHINA Source: Source: Arch Daily 2018 Terrence Zhang©Terrence / Arch Zhang; Daily Reproduced with permission from Terrence Zhang; further permission required for reuse. URL: https://www.archdaily.com/791640/parc- central-benoy 540 CASE STUDIES TOD K P GUANGZHOU, CHINA QUICK FACTS Geographic Context East Asia (China) Scale City and Corridor Context Urban Mode of Higher Order Transit BRT and Metro Size of City (Population) 25 million (Tier-1) Case Study Covered in WB Publication Yes URBAN CONTEXT Guangzhou is the capital of Guangdong province and the Prior to the introduction of the Guangzhou Bus Rapid Transit third-largest city in China with over 14.5 million residing within (BRT) system, congestion, gridlock and overcrowding, were in. Located North of Hong Kong SAR, China along the Pearl words that characterized the former public bus system of River, the city is rapidly growing in density, with nearly 1,800 China’s Guangzhou. The city of over 14.5 million residents was people per square kilometer. The city is well-known as both tasked with the difficult challenge of reforming the flawed transit a commercial center and a bustling port city with a sprawling system to more effectively serve the users along Zhongshan population. 2 Avenue, a central truck road, particularly.4 Adopting a method of relieving the high demand placed on the bus and road systems As one of China’s largest metropolitans, meeting the demands along the corridor was a necessary adaptation to improve of a rapidly growing population places a burden on Guangzhou’s the efficiency and success of their transit systems. These public resources and services. The drive towards being a challenges led way to the creation of Guangzhou’s Bus Rapid developed and world-class city required the strategic thinking Transit (BRT) system, which would soon become one of the that led to the initiation of the Bus Rapid Transit system. most successful of its kind in Eastern Asia. The 2011 Sustainable Particularly, Zhongshan Avenue is the corridor that links the Transport Award winner for innovative transport solutions, most rapidly growing districts within Guangzhou. At its most Guanzhou’s BRT is a leader of its kind. Executive Director of the western point, the Tianhe District on Zhongshan Avenue is Institute for Transportation and Development Policy has stated home to intensive growth and densification, with large-scale “Guangzhou’s transformations are nothing short of amazing… high-rise development and a new rail station residing within The new BRT system is changing perceptions about bus-based it. At the end of the 22.5 km corridor, the Huangpu District is and high-quality mass transit. We hope all cities, not least those also dense and nature and urbanizing to include large high-rise in the US, will be inspired by these examples”.5 A good example communities and developments. With the urbanization and of successful transit-oriented development (TOD) and BRT intensification occurring along Zhongshan Avenue, updating the implementation, the system is a prime illustration of the success transit networks to support this growth will be vital to the city’s transit can bring a city. prosperity and overall efficiency.2 CASE STUDIES 541 TOD K P Although Guangzhou is void of specific policy promoting To achieve such success in their BRT system, Guangzhou development along the BRT corridor, in practice, the city’s used careful planning and analysis to justify such a large-scale planning authorities are more inclined to allow higher-density system. With twenty-six stations along a 22.5 kilometer stretch developments in recognition of the need for improved traffic of the city’s most congested roadway, the strategic approach conditions. The authorities are also open to relaxing minimum includes express routes, designated bus lanes, direct metro parking standards in light of the BRT’s presence. connections and higher-capacity buses.1 Moreover, the system would support some of the world’s highest flows and capacity, OVERALL TOD STRATEGY & CITY with buses arriving at stations every ten seconds during peak hours. Demand analyses played a large role in designing the STRUCTURE system, with each BRT station designed to have separate east A BRT system was determined to be the most economical and westbound waiting platforms located on corresponding and timely method to overcome the shortcomings of the city’s sides of the bus lanes. Their sizes have been calibrated to meet transportation networks. The alternative, building a metro modeled demand and the needs of bus operations. Some system, posed the challenge of huge capital costs and delays stations are as short as 55 meters while Gangding, the busiest in resolving congestion. Enacting this strategy was not without station in the world at 55,000 daily riders, is 250 meters long (the its challenges, as authorities had to overcome decades’ worth world’s largest) and has multiple pedestrian bridges for access. 2 of disjointed and piecemeal transportation planning within the The construction of the system was phased, with the first phase city’s street network. Years of slow service and delays on the completed in February of 2010. Paired with the improvement bus system also left negative perceptions of bus transit with city of active transportation networks and supplementary transit residents. systems along the BRT corridor, the approach proved to be the Despite the circumstances, Guangzhou successfully opened relief required for the congestion experienced along Zhongshan its 22.5-kilometre BRT corridor in February of 2010. It was 2 Avenue. structured with the goal of reducing congestion on one of the city’s busiest roads, Zhongshan Avenue. With aims of improving the overall efficiency of the existing bus system, combatting congestion and its environmental impacts and changing public perception, the BRT represented a step towards transit-oriented development. Today, the Guangzhou BRT boasts of 850,000 average weekday riders, making it the busiest bus corridor in Asia (and the second-busiest bus corridor in the world, after Bogota).2 The Guangzhou BRT’s passenger flows are more than three times than those in other BRT systems within Asia. Figure 23: Gangding Station before (left) and after (right) the implementation of the BRT | Source: ITDP 2011 ©ITDP. Reproduced with permission from ITDP; further permission required for reuse. 542 CASE STUDIES TOD K P KEY STAKEHOLDERS & GOVERNMENT DESIGN STRATEGIES TO ENCOURAGE RELATIONSHIPS TRANSIT USE In achieving such a successful implementation of the BRT Public and green space improvements along the BRT corridor system, stakeholder collaboration of both public and private became a priority after its initiation. Guangzhou began entities was vital. Preliminary planning for a BRT system in implementing a greenway improvement project in 2010, creating Guangzhou began in 2003 by the Guangzhou city government. hundreds of kilometers of green corridors across the city. With no exemplary high-capacity BRT systems in China, the This scheme saw the restoration of the Donghaochong Canal, city was considering other corridors with significantly high an ancient canal that dates back to the Song Dynasty, which congestion. To help with this the government enlisted the aid of several BRT routes serve. The effort is part of a major project The Institute of Transportation and Development Policy (ITDP) to clean up waterways around the city, including several canals and Guangzhou Municipal Engineering Design and Research connecting with the BRT corridor. Institute (GMEDRI) for the planning and design. The two groups Additionally, cycling has received higher priority, with fully- drafted the concept plan and carried out demand analyses and separated and updated bicycle lanes built along both sides of corridor comparison. They also drew up the operational and the entire BRT corridor. Bicycle sharing programs have been traffic plan, which included opening the BRT to more than one enacted along the corridor, offering over 5,000 bicycles to bus operator and allowing the buses to run both inside and citizens and thereby reducing motorized trips by over 7,500 outside the BRT corridors. The overall infrastructure funding daily, according to the ITDP.1 The corridor also offers safe, for the project was provided by the Government of the People’s free bike parking along the bus route. Pedestrian safety and Republic of China. Once the plans were constructed they were comfort was also prioritized through the enactment of the run by the operating agency GZ BRT Management Company BRT in Guangzhou, with the addition of new street crossings, and seven private bus companies.7 pedestrian bridges connecting BRT stations to adjacent FINANCIAL MODEL buildings and, whenever possible, seamless urban design and architecture that lend to a more comfortable walking Capital costs for the Guangzhou BRT project reached 950 experience. These investments have significantly improved million Yuan (USD 103 million), which although high, is about perceptions of pedestrian safety and the quality of the walking one-twentieth of the per-kilometer costs of the alternative, environment.2 a metro expansion.2 The cost-effective investment was a more efficient way of increasing capacity and did not lead to increased consumer costs, due to significant government Aggregate yearly operating 93 million yuan (USD 14 million) subsidy to reduce fare prices. The consequent benefits and cost savings cost-saving measures initiated through the BRT, including Value of aggregate time 158 million yuan (USD 24 reduced operating costs, time savings, and reduced emissions savings (2010) million) and thereby emission credit and reduced consumer trip and Average yearly value of 25 million yuan (USD 4 million) health costs would pay for the project in just one year. The certified emission credits financial return on this initial government investment justifies the Aggregate consumer savings 672 million yuan (USD 103 use of the BRT as a resolution for the congestion issues faced in on trip cost in 20 10 million) Guangzhou. Yearly reduction in health Unknown costs from respiratory illness Table 3: Annual value created by the BRT System | Source: ITDP 2011 ©ITDP. Reproduced with permission from ITDP; further permission required for reuse. CASE STUDIES 543 provements in Guangzhou, as a shift towards improving the image and functionality he BRT TOD corridorK P come to exist. has INFRASTRUCTURE PROVISION FOR DENSITY running mostly under an elevated expressway. Uncontrolled til recently, the Donghaochong Canal was a polluted ditch running mostly under an urban development had encroached on the banks of the canal, vated Although the Donghaochong Canal restoration project was not expressway. Uncontrolled urban development had encroached on the banks of and buildings were periodically flooded when waters overflowed directly coordinated with the BRT project, improvements in this canal, and buildings were periodically floodedthe area and in public spaces and pedestrian facilities along the when overflowed waters spilling banks, sometimes sewage into the banks, adjacent residential metimes commercial and and properties. Starting in 2009, a 3-kilometer BRT spilling sewage corridor will help retain high levelsadjacent into residential of transit passengers, commercial properties. Starting stretch of land along the Donghaochong Canal was cleared 2009, a 3-kilometer by ensuring stretch that corridors of land for accessing BRT byalong the Donghaochong walking and Canal was cleared and and turned into a greenway, featuring world-class walking and cycling are attractive and vibrant. A similar transformation of a ned into a greenway, featuring world-class walking cycling and cycling facilities and popular facilities and new green public popular spaces. In the drab streetscape into a spectacular public space was achieved w green public spaces. In the surrounding area, through the restoration of the Lizhiwan Canal, which also opened more than surrounding 329,000 area, more than 329,000square meters square meters of new of w commercial real 3 commercial real estate is being developed. The Donghaochong 3 in 2010. These serve estate as examples isofbeing developed. the shift towards transit- The Donghaochong Canal Museum, Canal Museum, housed in two historic villas, recently opened used in two development oriented historic and corridor villas, improvements recently in Guangzhou, opened providing information on the canal and its providing information on the canal and its history. The greenway as a shift towards improving the image and functionality of the tory. The greenway project attracts people to live, work, project and to attracts people play and live, work, has and become play and has become aa BRT corridor has come to exist. pular free swimming area in the summer. popular free swimming area in the summer. Until recently, the Donghaochong Canal was a polluted ditch Figure 24: The Donghaochong Canal before and after restoration efforts to improve the vital public space along the BRT corridor. | Source: Far East BRT Planning Co., Limited ©Far East BRT Planning Co. Reproduced with permission from Far East BRT Planning Co.; further permission required for reuse. INCLUSIVITY & AFFORDABLE TOD SYSTEMS Along with improved modal options for BRT users, affordability However, not only low-income households are enjoying the has also significantly improved with the creation of the BRT benefits of the project. Higher-income households along the CLUSIVITY AFFORDABLE & fares system. Bus TOD have undergone substantial SYSTEMSBRT corridor, often car owners, initially opposed the BRT, simplification and restructuring as a part of a citywide low-fare program. fearing traffic conditions would worsen because of the reduced Previously most bus fares were 2 Yuan (USD 0.30), though some road space for cars. Contradictorily, the BRT has improved not ng with improved modal options for BRT users, longer routes had fares as high as 5 Yuan. As of 2010, all route affordability has also significantly only bus speed and travel time, but also private car speeds and proved with fares costthe a deliberate of creation 2 Yuan, thebyBRT attempt system. city government to Bus fares travel have time. With undergone an encouraged substantial and incentivized use of public mplification subsidizeand restructuring and make the BRT system more as a part of accessible a citywide to all transit, low-fare program. less private vehicles on the roadPreviously has been beneficialmostfor s fares citizens. were 2 within Also, Yuan BRT system, the (USD riders are 0.30), allowed free though some both the BRT longer system and routes had those who decide fares asto travel by high as private 5 bus transfers, whereas outside the BRT system they must pay vehicle. an. Asa of 2010, all route fares cost 2 Yuan, a deliberate attempt by city government second fare to transfer. Smart Cards provide frequent BRT For those without cars, the BRT system has significantly subsidize users aand make discount as well:the BRT after the system first fifteen more rides in a month accessible to all citizens. Also, within the enhanced regional accessibility by reducing the amount of time T system, riders subsequent are fares are 1.2 allowed free Yuan. All of these bushave changes transfers, the whereas needed outside to travel around the the city. BRT It has system also reduced travel costs, effect of decreasing the average fare price for BRT riders. 2 y must pay a second fare to transfer. Smart Cards as users can transferfrequent provide for free from BRTBRTbuses users a to other buses serving count as well: after the first fifteen rides in a month subsequent fares are 1.2 Yuan. different routes. The system bodes well for lower-income households by allowing them simple access to the city center, of these changes have the effect of decreasing the average fare price for BRT while retaining their lower-value property on the periphery of the ers.2 city. This increased affordability can be attributed to the success of the overall system. 544 CASE STUDIES wever, not only low-income households are enjoying the benefits of the project. TOD K P IMPLEMENTATION OF TRANSIT ROADBLOCKS AND WAYS TO IMPROVE ORIENTED DEVELOPMENTS Enacting this strategy was not without challenges, as authorities had to overcome decades’ worth of disjointed and piecemeal APPROXIMATE TIMELINE transportation planning within the city’s street network. Years of slow service and delays on the bus system also left negative • 2003- Preliminary planning for a BRT system began perceptions of bus transit with city residents. The methods • 2005- Conceptual plan, demand analysis & corridor used to improve were careful planning and analysis to justify comparison6 such a large-scale system. Demand analysis played a large • 2006- Phase 2 planning; traffic, operational and design role in designing the system. The project also supports a planning; & demand analysis for Phase 16 comprehensive approach to transportation planning in rapid- • 2007-2008- Implementation planning & design6 growth scenarios, as congestion cannot be resolved without a • 2009- 3km stretch along Donghaochong Canal was cleared balanced modal share and shift in user attitude. and turned into a greenway KEY LESSONS • 2010- First phase of construction completed February The following key takeaways should be derived from the ACTIONABLE STEPS Guangzhou example: 1. Identify needs/ Take Inventory • Adopting a method of relieving the high demand placed on 2. Conduct Analysis of Area the bus and road systems existing along the corridor were a necessary adaption to improve the efficiency and success 3. Create Strategy Plan (Phases) of their transit system 4. Identify Key Stakeholders • The Guangzhou BRT boasts 850,000 average weekday 5. Find Funding riders. 6. Optimize/ Utilize Land Value • Public/ Private Partnership. 7. Create Design Strategies to Encourage Transit Use • Exemplifies modal connectivity and encourages active 8. Market to Encourage Active Transport transportation as a supplementary mode, with updated cycling and pedestrian infrastructure that is both safe and of KEY LESSONS LEARNED AND BEST world-class design. PRACTICES SUMMARY A good example of successful TOD and BRT implementation, the system is a prime illustration of the success transit can bring to a city. The success of the project will undoubtedly bring transit-oriented development that intensifies and urbanizes the city along the Zhongshan corridor, lending to a more environmental and social-inducing urban form. Evidence from around the world shows that when high-quality transit service is in place, it encourages denser, more mixed-use land uses, setting a land use pattern more conducive to walking, biking, and transit in place of automobile trips. If this investment in multi-modal transportation encourages even a very small fraction of the several million people who live along the Zhongshan corridor to forgo a car purchase the impacts on GHGs is very large.4 Further, if local developers capitalize on these alternative transport assets and build dense, walkable, mixed-use housing developments with low parking ratios, the impact will grow larger than estimated here and be better sustained over time. CASE STUDIES 545 TOD K P ENDNOTES 1. Center for Clean Air Policy. 2013. “Developing Sustainable Transportation with the Guangzhou Bus Rapid Transit System and Multi-Modal Transport Network.” CCAP Booklet, China Transport. http://ccap.org/assets/CCAP- Booklet_ChinaTransport.pdf 2. Huges, Colin, Xianyuan Xhu. 2011. “Guangzhou, China: Bus Rapid Transit Emissions Impact Analysis.” ITDP. https://www.itdp.org/wp-content/uploads/2014/07/GZ_ BRT_Impacts_20110810_ITDP.pdf 3. Far East Mobility. 2018. “Donghaochong canal and greenway.” Urban Development Best Practice Case Studies: BRT & Urban Transport Planning. http://www. fareast.mobi/en/bestpractices/donghaochong 4. Suzuki, Hiroaki, Robert Cervero, and Kanako Luchi. 2013. “Transforming Cities with Transit: Transit and Land Use Integration for Sustainable Urban Development.” The World Bank, Urban Development Series. 5. Morris, Jessica, and Stephanie Lotshaw. 2011. “Guangzhou wins 2011 Sustainable Transport Award for innovative transport solutions.” Institute for Transportation & Development Policy. https://www.itdp.org/guangzhou- wins-2011-sustainable-transport-award-for-innovative- transport-solutions/ 6. Fjellstrom, Karl. 2010. High capacity BRT planning, implementation & operation: Case study of the Guangzhou BRT. ITDP. Accessed July 24, 2018. http://www.uncrd.or.jp/ content/documents/5EST-B2B3.pdf 7. Institute for Transportation and Development Policy. 2018. “How to Move Nearly 30,000 People per Hour Across a City.” Development Asia. Accessed July 25, 2018. https:// development.asia/case-study/how-move-nearly-30000- people-hour-across-city 546 CASE STUDIES TOD K P CASE STUDIES 547 TOD K P ASIA | CASE STUDY SEOUL, REPUBLIC OF KOREA Source: Adrianna Guzman 2018 ©Adrianna Source: Adrianna Guzman Guzman. Reproduced with permission from Adrianna Guzman; further permission required for URL: www.photopix.co.nz reuse. 548 CASE STUDIES TOD K P SEOUL, REPUBLIC OF KOREA QUICK FACTS Geographic Context East Asia (Republic of Korea) Scale City, Neighbourhood, Station and Corridor Context Urban and Suburban Mode of Higher Order Transit BRT and Metro Size of City (Population) 25 million (Tier-1) Case Study Covered in WB Publication Yes URBAN CONTEXT The rail network in Seoul is now one of the largest in the world and carries 8.4 million passengers per day—more than twice With over 22 million residents and a population density of 10.4 the daily passenger volumes on the New York subways and the million inhabitants over a land area of 605 square kilometers, London underground. 6 Seoul is one of the largest and fastest growing mega-cities in The main problem, however, was poor bus service, which, in the world. Amongst this population, only a small percentage turn, encouraged increasing car use. Although it did not deal of Koreans have access to a car (2 per 1,000 persons) as of with the core problem of unregulated private bus firms, the 1970. Although ownership has increased vastly over the last 30 Seoul Metropolitan Government made several attempts to years, with 215 of every 1,000 currently owning a vehicle, this improve bus service and ridership. The first curbside bus lanes increase can be attributed to the inadequate transit provision were installed in 1984 and expanded to 89 km by 1993, 174 within Seoul.1 The result of such demand is a burdened bus km by 1994, and 219 km by 2003.4 The network of reserved system, characterized by both high passenger volumes, lengthy bus lanes helped speed up bus travel somewhat, but it did not ride durations and distances and reduced bus speeds. Demand succeed in raising bus use. Clearly, more drastic changes were greatly outweighing the public provision of transit, a drive necessary. Hence, Myung-Bak Lee, the former mayor of Seoul, towards transit-oriented development (TOD) became a necessity implemented more pressing reforms that involved generating to solve the overwhelming congestion and declining bus quality car-dominated areas, reclaiming space for pedestrians, and experienced in the city. fully integrating a BRT system supported by policy interventions Until 1974, Seoul was almost entirely dependent on bus and technical advocates. Due to such high densities, the Seoul services with intensive congestion, passenger volumes and trip metropolitan government over the years has also aggressively distances. This encouraged the creation of an urban rail system. sought to decentralize growth, mainly in the form of building Seoul’s first metro line was enacted in 1974 and has since grown master-planned new towns sited on the region’s periphery. to a total of 487 km in 2004 with close to 400 stations. CASE STUDIES 549 TOD K P OVERALL TOD STRATEGY & CITY KEY STAKEHOLDERS & STRUCTURE GOVERNMENT RELATIONSHIPS Over the past several decades Seoul has followed a pattern of The former Mayor Lee, and the Seoul Development Institute American-style sprawl with a rise in private automobile ownership. (SDI) were crucial in enacting far-reaching reforms for Seoul’s However, population densities in Seoul have historically been and public transit system. When elected in June 2002, Lee remain high by global standards. The city of Seoul itself, along 5 promised to improve the public transport system in Seoul and with the port city of Incheon and surrounding Kyunggi Province, commissioned a series of comprehensive studies performed constitute the Seoul Metropolitan Area (also called the Seoul by the research division of SDI.4 The studies resulted in National Capital Area), with more than 23 million inhabitants—the recommendations for the modernization of the metro and world’s second-largest urban agglomeration. In 2006, Seoul and 5 bus fare structures and payment systems, better integration Incheon combined had the sixth-highest population density in the of bus and metro services, an expanded network of reserved world (16,700 people per square kilometers). 5 bus lanes, and a complete overhaul of the organization and The deep reform of public transport in Seoul has been a major operation of bus services.4 The transport specialists at SDI, led by Dr. Gyengchul Kim and Dr. Keeyeon Hwang, were the main step towards retaining its competitive edge. The former Mayor technical advocates for these changes, while Mayor Lee and of Seoul, Myung-Bak Lee, led the charge of reinvesting in his staff provided the necessary political support.4 Seoul. In 2001, Lee ran for mayor of Seoul, largely on a platform of reinvigorating the central city as means of creating a more sustainable yet productive city.3 His platform called not only for expanding public transit services, but also for reducing the ecological footprint of private cars by reclaiming urban space consumed by roads and highways. “Why scar the interior of the city,” he reasoned, “to funnel suburbanites to office jobs in the core?”3 INFRASTRUCTURE PROVISION FOR DENSITY A major culprit was the network of elevated freeways into central Seoul—facilities that severed longstanding neighborhoods, formed barriers and created visual blight5. Although freeways provided important mobility benefits, Lee recognized that those Elevated Freeway benefits had to be weighed against their nuisance effect. Public transit had to be substantially expanded and upgraded to absorb traffic. The city did so by extending subway lines and creating seven new lines of exclusive median-lane buses (stretching 84 kilometers, later expanded to 162 kilometers) and 294 kilometers of dedicated curbside bus lanes.3 LAND TENURE & LAND VALUE CAPTURE The freeways to greenways conversion created higher market demands. The greenways along the TOD corridors further boosted land value and development activity along these busy corridors. When the elevated freeway existed housing prices within three kilometers fell.2 This shows the previous blight that Mayor Lee spoke about. When the freeway was convert to a Urban Greenway greenway the housing prices within 2km of it rose as much as 8%. Figure 25: Freeway to Greenway Conversion2 | Source: The World Bank 2013 ©Seoul Metropolitan Government 2003. Reproduced with permission from 2 More high-value industries and commercial parcels also came WB; further permission required for reuse. to the corridors near the greenway. This spoke volumes for the community’s values. Quality of place won over a car dominance. 550 CASE STUDIES the metro. Bus routes and stops have already been relocated to facilitat between the bus and metro. To further facilitate bus-metro transfers, the major transfer centers that will offer passengers convenient, information about metro as well as bus services. TOD K P sheltered b DESIGN STRATEGIES TO ENCOURAGE TRANSIT USE One of the first major changes was an entire redesign of the bus network to integrate more than 400 different bus routes. All bus services are now grouped into four types, color-coded for passenger ease. To coordinate bus services, the Seoul Metropolitan Government set up a new Bus Management System (BMS) using advanced intelligent transport system (ITS) technology. Global positioning system (GPS) terminals located in every bus now permit a central bus control center to monitor all bus locations and speeds, adjust the number of buses per route, communicate with bus drivers, and provide real-time information to passengers.4 The new BMS facilitates more dependable bus service and optimizes service distribution by adjusting bus assignments and schedules to conform to travel demands.1 In addition to the complete redesign of the route network, the system of dedicated bus lanes was expanded from 219 km Figure 26: Bus Rapid Transit Corridor in Central Seoul2 | Source: The World 2 to 294 km, with more expansions planned.4 Most significant, Figure 1: Bus Rapid Transit Corridor in Central Seoul Bank 2013 ©World Bank. Reproduced with permission from WB; further however, is the development of a true BRT network with permission required for reuse. INCLUSIVITY & AFFORDABLE TOD SYSTEMS dedicated center bus lanes, high-quality median bus stops, real- time information integration and state-of-the-art buses. 3 Add section The Seoul Metropolitan Government now views BRT as a much IMPLEMENTATION OF TRANSIT ORIENTED DEVELOPMENTS more economical and efficient way to provide public transport services than metro expansion, which can take many years to Approximate timeline construct and requires large capital investments. Nevertheless, the extensive rail system in Seoul remains 1953- the First public bus began services backbone of public transportation. Better integrating bus 1970- Only 2 in every 1000 people had access to a car services with the metro is, therefore, essential. Bus and routes Seoul 1974- Conducted its first metro line, 8km long stops have already been relocated to facilitate simple transfers 1984- First curbside bus lanes were installed between modes. The city is currently in the process of building 1993- Bus lanes expanded to 89km 22 additional transfer centers as well. 1994- Bus lanes expanded to 174km 2001- Myung-Bak Lee ran for mayor on the platform of reinvigorating th creating a more sustainable yet productive city June 2002- Lee was elected and promised to improve the public transp 2003- Bus lanes expanded to 219km December 2003- Results from studies performed by SDI were publishe and modernization of the metro and bus systems. January 2004- Mayor Lee conducted public relations campaign to expla July 2004- Start date for implementation of reform 2004- Metro line expanded to 487km and bus lanes expanded to 294km July 2009- Metro line 9 opened for operation CASE STUDIES 551 TOD K P IMPLEMENTATION OF TRANSIT KEY LESSONS LEARNED AND BEST ORIENTED DEVELOPMENTS PRACTICES APPROXIMATE TIMELINE 6 The dramatically altering reforms of July 2004 completely restructured bus services in Seoul and increased demand- • 1953- First public bus began services based control over routes, schedules, and other aspects of • 1970- Only 2 in every 1000 people had access to a car service. An integrated metro and bus system allow for seamless • 1974- Seoul Conducted its first metro line, 8km long transition between modes and a far superior overall public • 1984- First curbside bus lanes were installed transport system. Central to the reforms was the introduction of • 1993- Bus lanes expanded to 89km an entirely new system of fully-separated BRT routes. • 1994- Bus lanes expanded to 174km Studies have proven that BRT systems around the world can provide excellent express service at a fraction of the cost of • 2001- Myung-Bak Lee ran for mayor on the platform of new rail systems. The experience with BRT in Seoul has been a reinvigorating the central city as means of creating a more resounding success. sustainable yet productive city • June 2002- Lee was elected and promised to improve the ROADBLOCKS AND WAYS TO IMPROVE public transport system One roadblock appeared right after the major reform in which • 2003- Bus lanes expanded to 219km there was tremendous service disruption, public discontent, and • December 2003 - Results from studies performed by political uproar. A smooth transition to the completely new bus SDI were published recommending coordination and routes, fare structure, and fare payment system required more modernization of the metro and bus systems. time. In particular, there should have been a trial period to test the reforms on a selective basis instead of immediately adopting • January 2004- Mayor Lee conducted public relations them system-wide. Mayor Lee created campaigns to inform campaign to explain the benefits of reform the citizens about this major reform however he only ran the • July 2004- Start date for implementation of reform campaign for six months prior to the start date. To improve this • 2004- Metro line expanded to 487km and bus lanes in the future, more time and effort to distribute the appropriate expanded to 294km information to the public before implementing the reforms • July 2009- Metro line 9 opened for operation should be planned. ACTIONABLE STEPS KEY LESSONS 1. Identify needs/ Take Inventory The following key takeaways should be derived from the Seoul 2. Create Strategy Plan (Phases) example: 3. Establish Policies • Mayoral-led efforts 4. Identify Key Stakeholders • Minimized network of elevated freeways 5. Optimize/ Utilize Land Value • Both BRT and metro lines were exponentially increased in length 6. Create Design Strategies to Encourage Transit Use • Integrated Intelligent Transportation Systems (ITS) 7. Market Plan • Created 400 bus routes and constructed 22 major transfer centers. 552 CASE STUDIES TOD K P ENDNOTES 1. Development Institute. 2004. “Monitoring bus service systems: For Seoul bus system reform programs, Seoul, South Korea.” Seoul Development Institute. 2. Suzuki, Hiroaki, Robert Cervero, and Kanako Luchi. 2013. “Transforming Cities with Transit: Transit and Land Use Integration for Sustainable Urban Development.” The World Bank, Urban Development Series. 3. Seoul Development Institute. 2003. “Guidelines for implementation of the transportation system reform in Seoul: Bus operation system.” Seoul Development Institute. 4. Seoul Development Institute. 2003. “Guidelines for implementation of the transportation system reform in Seoul: Policy for public transportation fare.” Seoul Development Institute. 5. Atlas of Urban Expansion. 2014. “Seoul”. http://www. atlasofurbanexpansion.org/cities/view/Seoul 6. Seoul Metropolitan Rapid Transit Corporation. 2005. “Origin and development of the Seoul metropolitan subway system.” Seoul Metropolitan Rapid Transit Corporation. http://www.smrt.co.kr/english/ smrt/state_smsc. jsp?m1=1&m2=4. CASE STUDIES 553 TOD K P AMERICAS | CASE STUDY MEXICO CITY, MEXICO Source: Mexperience / Foreign Native Source: Mexperience 2016 ©Foreign Native. Reproduced URL: with permission from Foreign Native; https://www.mexperience.com/mexico- further permission required for reuse. city-to-be-known-as-mexico-city/ 554 CASE STUDIES TOD K P MEXICO CITY, MEXICO QUICK FACTS Geographic Context South America (Mexico) Scale City, Corridor, and Station Context Urban Mode of Higher Order Transit BRT Metrobus and Metro Size of City (Population) 21.4 million (Tier-1) Case Study Covered in WB Publication Yes URBAN CONTEXT Mexico City, the capital of Mexico, is home to over 17 million The improvements have also produced modest reductions in people and a population greater than any other city in North emissions of greenhouse gases and smog. America. The city has a population density of approximately The Metrobus greatly enhanced the public sector’s direct 8,400 people per sq. kilometer and is growing by 2.5% annually.1 involvement in the planning of key transportation services With such an immense population and an urban area that is and administrative faculties, which had suffered throughout gradually becoming denser, various issues have come to arise previous decades. This outcome is arguably just as—if not as a result. Congested travel modes, significant pollution and more—important than BRT’s impacts on mobility, safety, and smog, and unsafe transit systems are each a result of the growth pollution. Mexico City’s surface transit industry has transitioned Mexico City has been experiencing. In order to combat these from a system dominated by an unruly and unmanageable adverse effects, in 2005, Mexico City created a Bus Rapid set of independent, small-scale operators concerned only for Transit (BRT) system called Metrobus. personal gain. Instead, a professional, modernized, faster, Metrobus is the world’s sixth busiest BRT system and is a safer, environmentally-conscious system replaced jitney continually-expanding system which now carries more than 300 service improving the experiences of millions that rely on public million passengers a year across 125 kilometers and six lines of transportation in their day-to-day lives. exclusive bus lanes.8 Compared to the jitney bus services that BRT replaced, travel times in BRT corridors have fallen by 40 percent and there are 30 percent fewer accidents. In addition, 15 percent of drivers in corridors served by BRT reportedly have switched to public transit.4 CASE STUDIES 555 TOD K P OVERALL TOD STRATEGY & CITY STRUCTURE Mexico City generated a quick-to-implement, modest, and yet The siting of Mexico City’s first BRT system was also strategic highly visible programmatic success on key corridors in the in its creation. Although ridership was projected to be lower, city. In 2005, Metrobus opened and replaced 350 standard BRT implementation began Insurgentes Avenue, on the basis buses with 97 BRT vehicles, owned by both private and public that it was located in a very prominent area and that political companies.6 The project consists of two components, the negotiations with the independent bus operators were likely first being the construction of a mass transit corridor along be simpler. This allowed for a less-costly and quick example of Insurgentes Avenue, integrated with traffic management visible BRT success in the city, paving the way for subsequent for private vehicle travel. The system would include various corridors to be expanded to match the successes of Insurgents. elements for more efficient and comfortable travel including: INFRASTRUCTURE FUNDING exclusive bus lanes, upgraded pedestrian facilities leading to stations and low-polluting buses to replace the former polluting In addition to the submission of opposition, the strategy towards and low-capacity vehicles. The second component of the BRT financing would prove both beneficial and forward-thinking project would be the monitoring of the system and the creation for Mexico City. Projected to cost over USD49.4 million, a of cycling linkages and new corridors to create a more integrated combination of public, private and carbon financing methods system. 6 were used.8 Specifically, with regard to carbon financing, Mexico City government intended to use the purchase of greenhouse The approach towards implementing the BRT system was gas emission reduction to finance the project, as well as Clean particularly complicated for Mexican officials, as existing, Development Mechanism (CDM) revenues. With the objective of independent bus and jitney providers were highly resistant to reducing carbon emissions through the introduction of the BRT, the movement, as it would essentially put them out of business. this financing method proved to be viable and resulted in more The independent operations being undertaken prior to the funding than anticipated for the Metrobus. Over 35,000 tons of BRT can be characterized as unruly and unmanageable, with carbon dioxide are reported to have been reduced annually due operation sacrificing service standards for revenue.5 The shift to the new BRT system.6 towards greater public control over transit allows for a focus on achieving transportation best practices that are beneficial socially, economically and environmentally. Reaching this point of public-sector control required strategic compensation, negotiation and persuasion at times. Initially, the government granted private operators compensation, which financially onerous, was replaced with guaranteed income in the new BRT system. Moreover, when financial methods were unsuccessful in inducing collaboration with jitney operators, city officials used rivalry groups to outflank operators that were not cooperating and threaten to move forward with new partner’s instead.5 This strategic approach to combating BRT opposition proved successful. 556 CASE STUDIES TOD K P KEY STAKEHOLDERS & GOVERNMENT RELATIONSHIPS Essential to the success of Mexico City’s BRT system This government intervention was paired with the creation of a was the mayor-led drive for control over the existing new public entity, Metrobus, and partnering with private entities transportation system in Mexico City. Gaining control over RTP and CISA, which would operate and maintain operations of the formerly unmanaged private sector service providers, the BRT. This allowed for safer and more professional operation through compensation, negotiation and when unsuccessful, of the public transit system that provided fair and objective fare credible threats, allowed for public transit to be expanded to systems to residents. As well, the city expanded the financial actually include the public sector. The project overall can be benefits of public-private partnership arrangements beyond characterized as government-led, with the strategic integration original bus and jitney owners to generate more widespread of private entities to assist in financing and operating the system. industry support for the changes.5 Providing the public bus operator with the opportunity to act as a participant in the The planning, management and construction financing were creation of the first BRT line, city officials gained the support of largely provided by the Mexico City government. Internalizing public sector workers, accessed their experiential wisdom, and infrastructure costs allowed for large-scale capital financing to reduced the number of new buses requiring financing. be taken care of, while vehicle provision and fare administration were contracted to reputable private entities, RTP and CISA. Public and private entities involved also strived to be transparent with and cognizant of the citizens that would be utilizing the The newly elected Mayor, Lopez Obrador, strategically timed system. To understand whether a mandate for change existed changes to Mexico City’s bus service to solidify public support, within Mexico City’s residents, public consultation booths by pushing the agenda for both BRT and highway expansion, across the city were used to gain an impression of locals’ exemplifying an agenda of balanced transportation.5 This thoughts and opinions on a potential BRT system. By using a assisted in quieting the car-supportive voters that would comprehensive approach, inclusive of the various stakeholders, normally have opposed the project. Policy objectives of safety, Mexico City was able to introduce a system that was widely enhanced air quality, environmental sustainability and urban supported and successful as a result. redevelopment of distressed areas of the city led the drive and appeal for the project. CASE STUDIES 557 eased increased TOD transit K use, transit P which use, which has has resulted resulted in a in reduction a reduction of car of use b car us spect tal aspect of transportation of transportation waswas an important an important driver. 4 Formerly 4 Formerly driver. p plagu DESIGN STRATEGIES TO ENCOURAGE system BRT TRANSIT system aimed USEaimed to mitigate to mitigate these adverse these adverse effects effectsand and reduced reduced the Mexico City implemented tried and true policy templates To encourage this increased transit use, which has resulted in ders nts were riders were exposed exposed to be to be 2-3 from other cities, as well as, leveraging external resources to times. 2-3 times.Accident a reduction by 15%, rates Accident of car use rates focusing on were the alsoals were environmental sig help catapult new ideas for transport onto the public agenda. aspect of transportation was an important driver. Formerly 4 Providing 0%. Providing a safer a and safer healthier and Environment Minister Claudia Sheinbaum developed the BRT healthier system plagued system to its to its citizens citizens waswas by smog and pollution, the BRT system aimed to one onim use of of transit. 4 and advice of a global network of 4 the support transit. proposal with mitigate these adverse effects and reduced the amount of sustainable transport researchers, funders and development harmful air pollutants riders were exposed to be 2-3 times. agencies. In designing their BRT system, Mexico City was Accident rates were also significantly reduced by up to 30%. Providing a safer and healthier system to its citizens was one to the des to stations the stations and driven by the mayoral political agenda of supporting a balanced transportation system. With this said, future developments 5 fleet and fleet of of buses busesbeing beingused usedallowed allowed important factor to improving their use of transit. for greater 4 for gre rcrowding Overcrowding and and congestion congestion discourage intend to address cycling networks and the extension of the BRT corridor to better integrate these modes. With over 855,000 discourage ridership, Additionally, upgrades ridership, to the stationsthereby and fleetthereby of buses combatt used allowed for greater capacity and comfort for riders. being com couraging raging transit transit use.use. The The use use passengers daily, Metrobus has been successful in ensuring a shift from a car-dominated modal preference. Ridership of vehicles 4 of vehicles Overcrowding with and with a 160 congestion a 160 discourage passenger ridership,passenger thereby cap combating these issues is vital to encouraging transit use. The rd buses uses in the in past the past system system waswas has instead switched to transit, as well as cycling which has been seamlessly integrated into the BRT system with the 2010 beneficial beneficial use with atackling of vehicles to 160to tackling passenger the capacity issue the versus issue of o the smaller standard buses in the past system was beneficial to tackling the er, improved he the improved creation of EcoBici. efficiency EcoBici isefficiency a bike sharing programthat that to increase the popularity of bike commuting in Mexico City, arose created arosefrom issue the from of crowding. thetheBRT BRT Moreover, 6 system improved system efficiency was that arosewas a vit from the BRT system was a vital determinant in encouraging a or private hift for private with over 6,000 car bikes and car use to public public use to dispersed 250 stations the transit. transit. amongst Commute shift for privateCommute time car use to public transit.time have Commute have timebeen have been rep city as of 2015. The widespread system is efficient and simple 3 been reported to have seen reduction of up to half an hour and up totohalf half an use an andhour was hour and strategically buses and launched nearbuses are transit are stations strategically to strategically buses are strategicallytimed timed totimed to arrive arrive at high to arrive frequencies at at hf of high encourage multi-modal travel. With the intention to expand the up to 56 per hour during peak times of the day. In scenarios 6 during g peak peak times timesof and theof day. the 6 bikeday. 6 In scenarios In scenarios where where public public transit system even further in 2018 to improve infrastructure where public transit becomes the more efficient it is beco option, transit b to support EcoBici, cycling is likely to be a large influence in unsurprising that the modal shift moves in its favor. surprising s unsurprising discouraging car that the that travel in the modal modal Mexico City. shiftshift moves moves in its in its favor. favor. Tepalcates Central Station (Before) Tepalcates Central Station (After) Figure 27: MetroBus Station Design | Source: New York City Global Partners Innovation Exchange 2012 ©Metrobus. Figure Figure 1. MetroBus Station 1. MetroBus Station Design 9 Design 9 558 CASE STUDIES TOD K P INCLUSIVE & AFFORDABLE TOD IMPLEMENTATION OF TRANSIT SYSTEMS ORIENTED DEVELOPMENTS Inclusivity and affordability are also essential parts of improving APPROXIMATE TIMELINE 9 the appeal of public transit. In the case of Mexico City’s • June 2005- Metrobus Bus Rapid Transit (BRT) began Metrobus, all paper tickets and cash payments have been operations- Line 1 Phase 1 removed from the system and payment occurs solely with • March 2008- Opening of Line 1 Phase 2 the use of rechargeable fare cards.2 This method of payment, although efficient, has its shortcomings, in that only some of the • December 2008- Opening of MetroBus Line 2 stations have card recharge stations. It also costs citizens 10 • 2010- EcoBici, bike sharing program, was created pesos to initially purchase the card, which has impacts on the • May 2010- Start of construction of Line 3 system’s affordability. Each ride costs 6 pesos, which includes • February 2011- Opening of Line 3 as many transfers as need be and use of all five BRT lines.2 The ability to travel at such lengths and with unlimited transfers has • April 2012- Opening of Line 4 the effect of improving the affordability of the transit line for • November 2013- Opening of Line 5 riders that travel from periphery neighborhoods to the inner city. • 2015- EcoBici had 6,000 bikes and 250 stations in Mexico While the system may not be as largely subsidized comparably City with examples in Asia, for instance, the price is by no means a • January 2016- Opening of Line 6 complete barrier to public transit use. • February 2018- Opening of Line 7 In the spirit of transit-oriented development, including affordable • 2018- Expand EcoBici system further and improve bike housing in the developments that result along the BRT corridor infrastructure. is being emphasized to cater to the diverse population using the system. One example is the IntegrARA Iztacalco development ACTIONABLE STEPS which is less than a quarter mile from a BRT line and is reusing 1. Identify needs/ Take Inventory a greyfield industrial site to create 720 affordable housing 2. Create Strategy Plan (Phases) units.7 The development includes courtyards, recreational 3. Identify Key Stakeholders spaces, cycling facilities and mixed-use, high density buildings to create a neighborhood closely resembling best practices of 4. Find Funding transit-oriented development. By catering to a broad range of 5. Mitigate Competition income levels and providing a mix of private and public spaces 6. Optimize/ Utilize Land Value with close access to both the BRT and metro corridors, the 7. Create Design Strategies to Encourage Transit Use development makes living near transit an affordable option. CASE STUDIES 559 TOD K P KEY LESSONS LEARNED AND BEST ENDNOTES PRACTICES 1. Atlas of Urban Expansion. 2018. “Mexico City.” http://www. atlasofurbanexpansion.org/cities/view/Mexico_City SUMMARY 2. Ciudad de Mexico. 2018. “Metrobus.” Metrobus. http:// Mexico City’s implementation of a BRT system is well-known www.metrobus.cdmx.gob.mx/ as best practice in the TOD development realm. With clear 3. Petalta, Martha Delgado. 2017. “Lessons from Ecobici for improvements to efficiency, environmental impact, rider the Implementation of Public Bicycle Systems in Mexico.” satisfaction and capacity, the system has been a success. Global Cities Covenant on Climate Secretariat. Friedrich- Mexico City was successful in their use of public-private Ebert-Stiftung. partnerships and environmental reduction as methods of financing the large capital cost infrastructure project. Mexico 4. Aguilera, Guillero Calderon. 2012. “Best Practice: Metrobus City involved not only private corporations, but the bus Bus Rapid Transit System.” New York City Global operators and drivers as well, which allowed for a diverse Partners. http://www.nyc.gov/html/ia/gprb/downloads/pdf/ investment group to buy-in to the project. Moreover, by focusing Mexico%20City_Metrobus.pdf on the environmental aspects of transit provision, the city was 5. Transforming Urban Transport: The Role of Political able to capitalize on carbon emission reduction costs to finance Leadership (TUT-POL). 2016. “Mexico City’s Bus Rapid the project, whilst also improving their ecological footprint. Transit: Incrementally Laying the Groundwork for Large- scale Transformation.” Harvard University, Graduate ROADBLOCKS AND WAYS TO IMPROVE School of Design. http://research.gsd.harvard.edu/tut/ A major roadblock while implementing the BRT system was the files/2016/10/MexicoCityBrief1003.pdf independent bus and jitney providers were highly resistant to the 6. United Nations. 2018. “Mexico City Bus Rapid Transit.” movement, as it would essentially put them out of business. The Sustainable Development Knowledge Platform. independent operations being undertaken prior to the BRT can https://sustainabledevelopment.un.org/index. be characterized as unruly and unmanageable, with operation php?page=view&type=99&nr=49&menu=1449 sacrificing service standards for revenue. The way that they improved this situation was first by compensation, negotiation 7. urbanNext. 2014. “IntegrARA: Urban Affordable Housing in and persuasion. When financial measures were unsuccessful Mexico City.” a | 911. https://urbannext.net/integrara/ city officials used rivalry groups to outflank operators that were 8. The World Bank. 2018. “Mexico City Insurgentes Bus not cooperating and threatened to move forward with new Rapid Transit System Carbon Finance Project.” Projects partners instead. and Operations. http://projects.worldbank.org/P082656/ mexico-city-insurgentes-bus-rapid-transit-system-carbon- KEY LESSONS finance-project?lang=en The following key takeaways should be derived from the Mexico City example: • Project consisted of two components- Construction of a mass transit corridor and then monitoring the system and creating cycle linkages and new corridors. • Metrobus greatly enhanced the public sector’s direct involvement in the planning and territorial management of key transportation services. • Over 35,000 tons of carbon dioxide are reduced annually due to the new BRT system. • Increased transit use resulted in a 15% reduction in car use. • Accident rates have been reduced by to 30%. • Less than a quarter mile from a BRT line 720 affordable housing units were created. 560 CASE STUDIES TOD K P CASE STUDIES 561 TOD K P AMERICAS | CASE STUDY SANTIAGO, CHILE Source: Culture Trip 2017 ©Turismo Chile. Reproduced with permission from Turismo Chile; further permission required for reuse. 562 CASE STUDIES TOD K P SANTIAGO, CHILE QUICK FACTS Geographic Context South America (Chile) Scale City and Corridor Context Urban Mode of Higher Order Transit BRT and Metro Size of City (Population) 6.3 million (Tier 2) Case Study Covered in WB Publication Yes URBAN CONTEXT Santiago, Chile, the capital city of Chile, is one of the most Persistent and severe complaints prompted intervention from densely populated cities in the Americas. With a population the government of Chile to overhaul the city’s public transport of over 7 million people, it is the most populous city in Chile, system with a metro and bus-based integrated system, focused with a density of almost 9,000 people per square kilometer.1 on including a high-tech centralized control system. An entirely The population is dispersed across a large urban area, which new transport industry structure was conceptualized and continues to increase in its extents and population annually. financed through an international bid for tenders. Transportation in Chile has be known to be lengthy and The resulting system of a seamlessly integrated BRT and metro inefficient, with safety and passenger treatment receiving very lends to the ideals of transit-oriented development (TOD) that low priority. Between the absence of fare integration with other are being emphasized in planning and development practices transport services or with the subway, higher demand than currently. A system of efficiency, passenger comfort and safety provision, the poor treatment of passengers and a high accident for both riders and the environment has resulted from necessary rate, the transit system does not provide an environment that interventions. encourages its use.3 Commuter resentment against the system was rising and according to a survey conducted in 2003, the bus system was voted the city’s worst public service.3 CASE STUDIES 563 TOD K P OVERALL TOD STRATEGY & CITY DESIGN STRATEGIES TO ENCOURAGE STRUCTURE TRANSIT USE Transantiago, the public transport system in Santiago, Chile Santiago has utilized a variety of design strategies to ensure is comprised of a bus rapid transit (BRT), feeder bus lines and the increased and continued use of their transit services upon a metro system. It completed its fourth year of operation in their expansion. A main driver in ridership is the seamless February 2011. Prior to Transantiago’s implementation, the city’s integration of the BRT and Metro systems. With a unified fare public transport system proved to be problematic. The system system which uses contactless fare cards, transferring between was fully privatized and run by 3,000 independent operators, modes is efficient and affordable.3 In the case of Santiago’s using a fleet of converted trucks, unfit for public transport. 3 two inter-modal transit stations, riders do not even have to Since 2001, the buses enabled 43 percent of the motorized trips leave the confines of the station to transfer between modes. in the city.3 This increased accessibility and convenience for riders is a Santiago’s overall strategy to improving the shortcomings of vital influence in their use of the full transit system, all modes these systems was an integrated multi-modal system inclusive included. of a BRT and an expanded Metro network. BRT development Essential to furthering Metro and BRT integration was the involved the creation of 18.8 km of segregated corridors, 4.6 introduction of connected cycling infrastructure within transit km of new road connections, 62.7 km of road and pavement Overall,systems. Formerly, the implementation Santiago of Transantiago had was very based on few cycling complementation networks two objectives: and integration. Complementation related to the enhancement of both the BRT and Metro systems to improvements, and construction of about 70 bus stops.3 The separated better complement on their or other each roadways, and create which a multi-modal wasIntegration system. mitigated in 2007 references the development of a single-fare system of both bus and Metro. Through these underlying objectives, a bus fleet was made up of 1,200 new low-floor articulated system with a plan that serves to introduce 690 kilometers of bike lanes throughout over. trunk buses, 1,500 conventional trunk buses and 2,300 feeder both rural and urban areas.2 Still in its implementation phases DESIGN STRATEGIES TO ENCOURAGE TRANSIT USE buses. The expansion of the metro network expansion included 3 city-wide, examples of inclusion in districts of the city have construction of 66 km of tracks and 68 stations at a total cost Santiago come to exist. has utilized For a variety ofexample, the district design strategies theProvidencia to ensure of engaged increased and continued use of their transit services upon their expansion. A main driver in ridership is the seamless integration of the BRT of USD $2.4 billion. About 45 km of tracks were built between and Metro in a public systems. bike With system a unified fare as of 2009, system which which use has grown contactless from fare cards, an transferring between modes is efficient and affordable.3 In the case of Santiago’s two inter-modal transit stations, riders do 2000 and 2006, enhancing the ability of the system to deliver initial 1,000 bikes to over 4,000. Costing only USD2.00 monthly not even have to leave the confines of the station to transfer between modes. This increased 830,000 trips per day. Another 21 km were built after 2006 which for unlimited accessibility trips and convenience of for up to riders is aan hour, vital theinsystem influence their use caters of the fullto a broad transit system, all modes included. enabled 254,000 additional daily trips.3 The integration of cycling range of citizens from 14 to 80 years of age.2 Compared to other Essential to furthering Metro and BRT integration was the introduction of connected cycling facilities and bike sharing within public transit is also planned for South infrastructure American within cities, transit systems. Santiago Formerly, is reported Santiago to cycling had very few have networks the best separated or on their roadways, which was mitigated in 2007 with a plan to introduce 690 kilometers of bike lanes enhancement, to allow for active transportation options with the cycling integration as shown in the table below. With heightened throughout both rural and urban areas.2Still in its implementation phases city-wide, examples of modal split. inclusionand simplified in districts access of the city to and have come from to exist. Fortransit example, stations the districtvia bicycle, engaged in of Providencia a public bike system as of 2009, which has grown from an initial 1,000 bikes to over 4,000. Costing citizens’ willingness use totrips oftransit up to an rather than private vehicles Integration of transit services involved the installation of a unified only USD$2.00 monthly for unlimited hour, the system caters to a broad range of citizens from 14 to 80 years of age.2 Compared to other South American cities, Santiago is reported to has improved. financial system, contactless fare cards, and the construction have of the best cycling integration (Figure 1). With heightened and simplified accessibility to and from transit stations via bicycle, citizens’ willingness to use transit rather than private vehicles has improved. two inter-modal stations. The system allowed for the integration of information systems for operational control and data collection, investment estimated at USD $30 million.3 Overall, the implementation of Transantiago was based on two objectives: complementation and integration. Complementation related to the enhancement of both the BRT and Metro systems to better complement each other and create a multi-modal system. Integration references the development of a single- fare system of both bus and Metro. Through these underlying objectives, a system that serves over. Table 1: Figure 4:Santiago’s Santiago’s cycling cycling integration integration statistics statistics when compared when compared to similar to similar Latin American cities.2 Latin American cities. 2 | Source: Paolo Jiron ©UN Habitat. Reproduced with permission from UN Habitat; further permission required for reuse. 564 CASE STUDIES TOD K P KEY STAKEHOLDERS & GOVERNMENT RELATIONSHIPS Moreover, a continued focus on ensuring Transantiago is Essential to the implementation of Transantiago were the various expanding to meet demand ensures efficiency and capacity, stakeholders that played a role in its road to fruition. Developed which are both drivers for heightened ridership. Santiago, Chile under the mandate of the Urban Transportation Plan for Santiago is reported to have the highest rail extension growth of all Latin (PTUS), a Presidential Advisory Commission was enacted to American countries, with over 60km of rail expansion anticipated create an institutional framework for implementing the project. as shown in Figure. In addition, simple design measures such 2 The commission consisted of the Ministers of Public Works and as; colored bus lanes to avoid private vehicle incursion and Housing, the Santiago Metropolitan Region, Transport Under- delays in travel, lighting inclusion within bus stops for safety secretary, Environmental Commission Director and the Metro purposes and environmental policies that reduced emissions up leaders.2 Each with different priorities and focuses with regards Moreover, a continued focus on ensuring Transantiago is expanding to meet demand ensures to 20%. efficiency These strategies, although seemingly minuscule, have to transportation, different perspectives were brought to the 3 capacity, which are both drivers for heightened ridership. Santiago, Chile is reported to and have the highest rail extension growth of all Latin American countries, with over 60km of rail expansion large impacts on2 the efficiency and comfort of public transport anticipated (Figure 2). In addition, simple design measures such as; colored bus lanes to planning avoid process and an integrated framework of a variety of systems in Santiago and can be attributed to greater rider private vehicle incursion and delays in travel, lighting inclusion within bus stops for safetyurban priorities was developed. purposes and environmental policies that reduced emissions up to 20%.3These strategies, although seemingly satisfaction. miniscule, have large impacts on the efficiency and comfort of public transport systems in Santiago The overall infrastructure funding was raised multiple ways. and can be attributed to greater rider satisfaction. Forty-five percent of it was raised through public-private partnerships. Whereas, the remaining infrastructure was founded by the Ministry of Housing and Urbanism.4 The PTUS was eventually restructured and replaced with Transantiago, still led by the presidential advisors. The lack of lower-level stakeholder integration, in this case, can be described as one of the biggest downfalls to the project. With only high- level organization leaders engaged, local authorities, citizens and operating staff were not advised. Instead, the Presidential Advisory Commission had sole control, which led to a lack of accountability, coordination and efficiency.2 Decentralizing Figure 28: The rail expansion (in km) expected for various Latin American the responsibilities with regards to public transit and including Figure 2: The rail expansion (in km) expected for various Latin American countries, Santiago leading the expansion trends.2 countries, Santiago leading the expansion trends. 2 | Source: Paolo Jiron ©UN KEY STAKEHOLDERS & GOVERNMENT RELATIONSHIPS lower-level actors represents a much more effective institutional Habitat. Reproduced with permission from UN Habitat; further permission required Essential thereuse. to for implementation of Transantiago were the various stakeholders that played a role in its framework. Best practices from other contexts should be road to fruition. Developed under the mandate of the Urban Transportation Plan for Santiago considered (PTUS), in this case for future success with public transit. a Presidential Advisory Commission was enacted to create an institutional framework for implementing the project. The commission consisted of the Ministers of Public Works and Housing, the Santiago Metropolitan Region, Transport Under-secretary, Environmental Commission Director and the Metro leaders.2 Each with different priorities and focuses with regards to transportation, different perspectives were brought to the planning process and an integrated framework of a variety of urban priorities was developed. The overall infrastructure funding was raised multiple ways. Forty-five percent of it was raised through public private partnerships. Whereas, the remaining infrastructure was founded by the Ministry of Housing and Urbanism.4 The PTUS was eventually restructured and replaced with Transantiago, still led by the presidential advisors. The lack of lower-level stakeholder integration in this case can be described as one of the biggest downfalls to the project. With only high-level organization leaders engaged, local authorities, citizens and operating staff were not advised. Instead, the Presidential Advisory Commission had sole control, which led to a lack of accountability, coordination and efficiency.2 Decentralizing the responsibilities with regards to public transit and including lower-level actors represents a much more effective institutional framework. Best practices from other contexts should be considered in this case for future success with public transit. CASE STUDIES 565 TOD K P INCLUSIVITY & AFFORDABILITY IN TOD SYSTEMS Offering more adequate public transportation is a step in the The issue with this form of housing development is its lack right direction in terms of offering equitable and accessible of connectivity and self-sufficiency, often creating instances transport for all. Based on factors such as cost and safety of of urban islands on the city periphery. Although this allows transit USIVITY & options, Santiago AFFORDABILITY IN TOD working towards improved inclusivity isSYSTEMS for larger areas for social housing and more affordable land, in Transantiago. With regards to fare affordability, Transantiago transportation in the future must better link these areas to allow ng more adequate public transportation is a step in the right direction in terms of offering costs USD$0.74 able and accessible transportper ride for all. paid via Based contactless on factors fare such as costcards. for true TOD. As well, the creation of separated low-income and safety of transit options, Statistically, ago is working lower income towards improved groups inclusivity are more likely in Transantiago. to With walk, but regards districts is a concept that has been largely refuted in present to fare affordability, antiago costs USD$0.74 per ride paid via contactless fare cards. compared with higher-income groups, use the bus more often Statistically, lower income times, as these locations amplify crime and safety concerns s are more likely to walk, but compared with higher-income groups, use the bus more often and ot likely to and driveare private not vehicles likely to (Figure drive private 3).2 vehicles as shown in figure. 2 and are likely to be disproportionality exposed to health hazards when compared to middle and high-income groups. Strategic mixing of different income groups and better transportation integration with these periphery locations should be considered for development in the future. IMPLEMENTATION OF TRANSIT ORIENTED DEVELOPMENTS APPROXIMATE TIMELINE • 2000- Metro network expansion started • 2001- Buses enabled 43% of the motorized trips in the city • 2003- Bus System was voted worst public survey • 2006- Added 21km to existing 45km of metro network Figure 29: Modal share by income level in Santiago, Chile. 2 | Source: Paolo Figure Reproduced Jiron ©UN Habitat. 3: Modal share by income with permission UNin level from Santiago, Habitat; Chile.2 further • 2007- Plan was mitigated to add 690lm of bike lanes permission required for reuse. derived from the above figure is the lower use of metro when compared to the BRT, as well as rural and urban areas. through ndency for lower-income households to walk instead. These statistics can lend to a question of Tosystem. be derived fromthe above thefare figure is the lower use of metro • 2009- Providencia engaged in a public bike system ability in the Although seems insignificant when compared to North American when arable cities, compared in the context of to the BRT, Santiago, well as the asunderlying the tendency avoidance offor lower- public • be transit should 2011- Transantiago completed fourth year of operation d to consider possibilities for public subsidy. income households to walk instead. These statistics can lend to ACTIONABLE STEPS a regards onally, with question to of affordability TOD, affordablein the system. housing Although has become the fare a larger seems priority for the city since the s, as shantytowns and slum housing were a prevalent option for lower-income households. 1. Identify To needs/ Take Inventory insignificant when compared to North American comparable te the effects of this unhealthy and inadequate housing type, conditioned planning has emerged ntiago. Thiscities, form of the context in land of Santiago, use planning the underlying allows urban development avoidance to expandof beyond city 2. Create limits on Strategy Plan (Phases) 2The public transit should be studied to consider possibilities for e-to-case basis, allowing residential development to spill out into the peripheries of the city. 3. Identify Key Stakeholders with this form of housing development is its lack of connectivity and self-sufficiency, often public subsidy. 4. forConduct ng instances of urban islands on the city periphery. Although this allows for larger areas social Inter-Agency Collaboration ng and more affordable land, transportation in the future Additionally, with regards to TOD, affordable housing has must better link these areas to allow for 5. Find Funding OD. As well, the creation of separated low-income districts is a concept that has been largely become a larger priority for the city andthe since 1990s, as and are likely to be d in present times, as these locations amplify crime safety concerns 6. Optimize/ Utilize Land Value shantytowns oportionality exposed to healthand slum housing when were hazards compareda prevalent to middle option for and high-income groups. gic mixinglower-income of different income groups and 7. Create Design Strategies to Encourage Transit Use households. Tobetter transportation mitigate the effects of this with these periphery integration ons should be considered for development in the future. unhealthy and inadequate housing type, conditioned planning has emerged in Santiago. This form of land use planning allows urban development to expand beyond city limits on a case-to- case basis, allowing residential development to spill out into the peripheries of the city.2 566 CASE STUDIES TOD K P KEY LESSONS LEARNED AND BEST ENDNOTES PRACTICES 1. Atlas of Urban Expansion. 2016. “Santiago.” http://www. atlasofurbanexpansion.org/cities/view/Santiago SUMMARY 2. Jiron, Paola. 2013. “Sustainable Urban Mobility in Latin Santiago is the resulting system of a seamlessly integrated America and the Caribbean.” United Nations Habitat Global BRT and metro lends to the ideals of transit-oriented Report on Human Settlements. https://unhabitat.org/wp- development(TOD) that are being emphasized in planning content/uploads/2013/06/GRHS.2013.Regional.Latin_. and development practices currently. A system of efficiency, America.and_.Caribbean.pdf passenger comfort and safety for both riders and the 3. The World Bank. 2013. “Urban Transport Reform: The environment has resulted from necessary interventions. Santiago Experience.” Projects & Operations. http://www. A positive lesson to be taken from the case study is the concept worldbank.org/en/results/2013/04/11/Urban-Transport-in- of modal integration. Route re-organization was a complex Santiago technical problem (requiring a supply-demand balance for a 4. Hidalgo, Dario, and Pierre Graftieaux. 2007. “Case Study social optimum), but allowed for Metro and BRT interaction. Transantiago, Santiago Chile.” A Critical Look at Major Bus Strives towards also including cycling networks within this Improvements in Latin America and Asia. The World Bank. system will further the integrated nature of Transantiago. Ensuring a range of modal options not only allows for variety, but affordability and convenience in transit systems, and thus moving this agenda forward in other contexts will be essential. ROADBLOCKS AND WAYS TO IMPROVE Although Santiago created a widely used and integrated BRT and Metro system with Transantiago, the project had various roadblocks that should be learned for in applying BRT and Metro systems to other contexts. The first of these roadblocks was the lack of inter-agency collaboration in the planning of the system. In theory, this advisory commission provided an organized method of involving various government agencies, however, the tactic failed to include lower-level agencies and public input. A way to improve from this aspect of the project is the need for institutional coordination, which the project was successful in achieving, but also the inclusion of those that will use, operate and interact with the transit system on a daily basis. Another roadblock of the project is its potential concerns with regards to affordability, both with regards to fare and housing around the corridor. A way to improve this would be to develop transit with social issues and inclusivity in mind. This should be a priority in all context. KEY LESSONS 1. The following key takeaways should be derived from the Santiago example: 2. Santiago’s overall strategy for improving the shortcomings of these systems was an integrated multi-modal system inclusive of a BRT and an expanded Metro network. 3. Transantiago was based on two objectives: complementation and integration 4. Affordable housing includes strategic mixing of different income groups and better transportation integration. CASE STUDIES 567 TOD K P AFRICA | CASE STUDY CAPE TOWN, SOUTH AFRICA Source: The Telegraph 2018 ©Hugh Morris. Source: Hugh Morris / The Telegraph Reproduced with permission from Hugh Morris; further permission required for reuse. URL: https://www.telegraph.co.uk/travel/destinations/africa/south-africa/cape-town/ 568 CASE STUDIES TOD K P CAPE TOWN, SOUTH AFRICA QUICK FACTS Geographic Context Africa (South Africa) Scale City, Neighbourhood, and Corridor Context Urban and Suburban Mode of Higher Order Transit BRT Size of City (Population) 3.7 million (Tier 2) Case Study Covered in WB Publication Yes URBAN CONTEXT Cape Town, South Africa is the second largest city in South At the national level, 12 cities were chosen to receive extra Africa, after Johannesburg, with a population of over 3.7 million support to upgrade and integrate all modes of public transport people. The population is dispersed across close to 2500 1 to better host the event. Nine of the 12 cities were host cities square km of land, providing for a population density of 1,480 to World Cup events, including Cape Town and Johannesburg per square km, which is also lower than that of Johannesburg. 2 among other cities. The BRT in Cape Town is still functioning By 2030 the population is projected to only increase slightly to and can be considered to be Africa’s second system after about 4.3 Million. Unique to the South African context, when 5 Johannesburg’s Rea Vaya. comparing it to other low-mid income cities, is its quite high proportion of citizens living under the poverty line. Over 36% of Cape Town’s citizens are below the poverty line, with 4 % having no access to electricity and almost 10% without access to sanitation. 2 With such a high proportion of its citizens in need of social assistance, the 2010 World Cup in South Africa provided a valuable opportunity to the city to improve its social services, specifically adequate public transportation for low-income households. CASE STUDIES 569 TOD K P OVERALL TOD STRATEGY & CITY KEY STAKEHOLDERS & GOVERNMENT STRUCTURE RELATIONSHIPS The MyCiTi service forms part of an economic development The Institute of Transportation and Development (ITDP) began strategy reliant on integrated transportation in the City of Cape working in the City of Cape Town in 2002, initially focused on Town (CoCT) in South Africa. In 2010, MyCiTi opened two pilot building support for the concept of BRT. They would become routes for the 2010 World Cup. The following year, the City of one of the largest and most vital stakeholders in driving the Cape Town began full services on MyCiTi’s 16km corridor, rated improvement of public transportation in Cape Town. Through bronze-standard. The system continues to expand and servces 4 workshops and the exchange of international best practices – the city center and airport. particularly bringing in experts involved in the implementation MyCiTi began operations in May 2010, shortly before the FIFA of Bogota’s gold-standard TransMilenio – support for the BRT World Cup, providing a shuttle service from the Civic Centre to grew. 4 In 2007, ITDP joined the team creating the business plan and financial model for the MyCiTi BRT, and helped guide the Cape Town International Airport. It also included a temporary project to success.4 route around the City Bowl for the World Cup specifically. The first proper Bus Rapid Transit (BRT) phase (Phase 1A) opened in As part of the process, ITDP assisted with the formalization May 2011.4 Characterized by features beyond those of traditional of Cape Town’s existing informal public transport industry, bus services, such as exclusive bus lanes, frequent timetables empowering small business owners to enter the formal and an automated fare system, MyCiti is Cape Town’s version market and transform into competitive companies. 4 Like in of Bus Rapid Transport (BRT). It is an unprecedented public Johannesburg, the BRT system is now operated by companies transport venture for the city, implemented in the hope of comprised of former taxi operators. 4 providing greater mobility to the majority of the population. 4 That said, MyCiTi service was largely a public funded initiative. By 2015, MyCiTi provided a BRT service and feeder services One can argue that the success of the BRT necessitates in most areas of the city, including low-income areas greater integration of private sector participation at the outset, disadvantaged by their distances from the amenities and rather than the private sector waiting to see the success of the employment opportunities concentrated in the center. 4 system.4 The time horizon for such a scheme – which aims to In addition to the BRT, concurrent ITDP work has included have connected the entire city by 2030 – must take into account bringing the Access Africa program to Cape Town. This program the long and difficult processes of navigating land changes, intends to allow health care workers to visit more patients daily poor spatial legacies, uncertainty surrounding the minibus taxi by providing bicycles to low-income health care workers who industry, and major shifts in societal attitudes towards public traditionally would work long hours and only access patients by transport. foot. 4 570 CASE STUDIES TOD K P DESIGN STRATEGIES TO ENCOURAGE With such vast poverty experienced in Cape Town, achieving a truly democratic system of transport is an essential priority TRANSIT USE going forward. With simple necessities such as sanitation and The MyCiTi Integrated Rapid Transport system was very unique electricity unachievable for many South African households, compared to other BRT systems in the sense that it incorporated public subsidy and increased affordability of transit should be all the other motorized and non-motorized transport methods explored to encourage heightened use. Without this affordability, that had already existed in the area into one cohesive new modal preferences will remain dominated by cars (for higher- system instead of replacing them. By doing so MyCiTi was able income households) and walking or cycling (for lower income to design a system that encompassed a passenger’s entire households). journey, including arriving to the bus system from over 50m away, to easily being able to board the vehicles, and to be able IMPLEMENTATION OF TRANSIT to report any problems that may have occurred along the way. ORIENTED DEVELOPMENTS The system paid specific attention to accessibility to all. The stations provide level, seamless boarding onto vehicles through APPROXIMATE TIMELINE the use of dedicated boarding points, wheelchair accessible • 2002- The Institute of Transportation and Development toilets, and wide entrance gates. The new fleets include low (ITDP) began work in Cape Town floor kneeling vehicles with level entry and wheelchair seating. • 2007- IDTP created business plan and financial model for They also have created “Kassel Kerbs” which allows drivers MyCiTi BRT to position their vehicle close to the bus stops without tire • 2010- Opened two pilot routes to operate during 2010 World damage.5 Cup Along with accessibility, MyCiTi has also planned the wayfinding • May 2010- MyCiTi began operations of the area to help encourage usage. In each station is equipped with audio LED screens and service information in a wide variety • May 2011- Bus Rapid Transit (BRT) Phase 1A opened of formats. Outside the station is door to station infrastructure to • 2015- MyCiTi provided a BRT service between 8 cities with lead the way from anywhere in town. They did this by providing additional feeder services tactile signage, tactile paving, and dedicated customer support • 2030- Goal year for entire city to be connect with MyCiTi staff to help lead the way.5 ACTIONABLE STEPS Due to the incredible design of the stations, the influence is 1. Identify needs/ Take Inventory spreading the rest of the city. The growth in commuter numbers, private developers and local businesses is bringing value to the 2. Establish Transportation Department area and encouraging public growth, public investment, and new 3. Create Strategy Plan (Phases) development to occur. 4. Identify Key Stakeholders 5. Find Funding INCLUSIVE & AFFORDABLE TOD 6. Integrate Existing Operators with New Operators SYSTEMS 7. Optimize/ Utilize Land Value Many sources point to the BRT system’s potential as 8. Create Design Strategies to Encourage Transit Use representative of a healthy democracy. Such a characteristic, similar to environmental benefits, the mixing of different backgrounds, or more equitable access to amenities, all of which are important barriers to Cape Town’s prosperity, hasn’t been evaluated through a cost-benefit analysis or other quantifiable measures. To paraphrase a comparison by Enrique Peñalosa, who championed the BRT system when he was the mayor of Bogotá in Colombia, a city now renowned for its thriving public transport system: “that thirty people on a bus can zoom past a Maserati with one person in, because thirty people should get thirty times the space as one person, no matter how much money they make. That’s true democracy.” 3 CASE STUDIES 571 TOD K P KEY LESSONS LEARNED AND BEST ENDNOTES PRACTICES 1. Atlas of Urban Expansion. 2016. “Cape Town.” http://www. atlasofurbanexpansion.org/cities/view/CapeTown SUMMARY 2. Statistics South Africa. 2017. “Poverty on the Rise in South The 2010 World Cup in South Africa provided a valuable Africa.” Statistics South Africa. http://www.statssa.gov. opportunity to the city to improve its social services, specifically za/?p=10334 adequate public transportation for low-income households. 3. Smit, Rouen. 2014. Future Cape Town. “Cape Town’s Building a BRT system through MyCiTi was not enough on its MyCiTi system: 5 important changes.” Our Future Cities. own. It was essential that it was affordable for all. Without this http://futurecapetown.com/2014/10/cape-towns-myciti- affordability, modal preferences would remain dominated by system-5-important-changes/#.WtmzFy5uaM8 cars for the higher income households and walking and cycling for the lower income households. 4. Tennant, Megan. 2015. “Cape Town’s MyCiTi BRT - Four Years into its ‘Democracy’.” UrbanAfrica. https://www. ROADBLOCKS AND WAYS TO IMPROVE urbanafrica.net/urban-voices/cape-towns-myciti-brt-four- Underlying the issue of low ridership levels was the greater years-into-its-democracy/ challenge of how effectively BRT can operate within Cape 5. Davies, Guy. 2014. “South Africa: Inclusive design of Cape Town’s urban form. The roadblock of implementing BRT in a city Town’s Bus System.” Zero Project. Accessed July 25, 2018. characterized by long travelling distances for residents, meaning https://zeroproject.org/policy/cape-town/ less revenue than in other denser cities, as well as peak periods when buses are virtually empty on their return trips. Ways to improve to a successful BRT system is the concerted effort to develop urban areas around transit-oriented principles. Measures such as zoning land for dense, high-rise development around BRT corridors and constraining development further away from them would increase the ridership needed for BRT in Cape Town to be as impactful as possible. KEY LESSONS The following key takeaways should be derived from the Cape Town example: • Over 36% of Cape Town’s citizens are below the poverty line • The BRT system is now operated companies comprised of former minibus taxi operators. • MyCiTi service was largely a public funded initiative • Access Africa program was also incorporated, providing bikes to low-income health care workers 572 CASE STUDIES TOD K P CASE STUDIES 573 TOD K P AFRICA | CASE STUDY JOHANNESBURG, SOUTH AFRICA Source: Unequal Scenes / Projects / Alexandra & Sandton Source: Unequal Scenes ©Unequal Scenes. Reproduced with permission from Unequal Scenes; URL: further permission required for reuse. http://unequalscenes.com/alexandra- sandton 574 CASE STUDIES TOD K P JOHANNESBURG, SOUTH AFRICA QUICK FACTS Geographic Context Africa (South Africa) Scale City, Neighbourhood, and Corridor Context Urban and Suburban Mode of Higher Order Transit BRT and Metro Size of City (Population) 10 million (Tier 1) Case Study Covered in WB Publication Yes URBAN CONTEXT The political capital of the Republic of South Africa, Rea Vaya was the first full bus rapid transit (BRT) system to Johannesburg is situated in Gauteng province, the most densely be implemented on the African continent and provides many urbanized area of the Republic. It is home to an estimated 10 learning experiences that can be replicated in other cities. million people and has a population density of 2,900 people per Its key objectives are: square kilometer.5 By 2030 Johannesburg is projected to grow to • Economic growth about 11.5 Million.5 Despite a growing population and economy, there is extreme income disparity and around 63 percent of • Poverty alleviation households do not own a car. 2 • Restructuring the apartheid city In 2006, following municipal elections, the new Mayor created • Sustainable development a transportation department with the aim of better organizing • Good governance urban mobility. This entity became responsible for transport planning and regulation within the city boundary. 3 Upon awarding of the 2010 (19th) FIFA World Cup event, Johannesburg took a keen interest in improving the transport system in order to live up to the projected image of being a ‘World Class City’. In particular, Johannesburg would need to accommodate the fans and tourists that would visit during the events and Rea Vaya was planned and implemented as a result. 1 CASE STUDIES 575 TOD K P OVERALL TOD STRATEGY & CITY Today, there are four levels of institutions responsible in some way for transport in South Africa. There are national, regional STRUCTURE (provincial), city or metropolitan area and local or district bodies.1 The lack of investment in public transport, as well as the The national Ministry of Transport is responsible for policy and long distances (beyond a reasonable walk or bike trip) which legislation for transport. It is also responsible for: separated home and the workplace in Johannesburg led directly • Implementing national policy and legislation; to the growth of the informal ‘taxi minibus’ industry. Initially, this • Coordinating the functions of the Department of Transport development was viewed as a positive ‘entrepreneurial’ trend as • Preparing and initiating legislation it required little to no state control. • Performing any other executive function provided for in the The ability of the private sector to make money with low levels of Constitution or in national legislation. investment quickly led to an oversupply and intense competition The Gauteng Provincial Government’s role is to ensure the between service providers. By the 1990s, as in many cities implementation of national policy across the province by across the developing world, the situation had degenerated providing oversight.3 A creation of a new body called the into a system that served the operators, while simultaneously Gauteng Transport Management Authority became responsible marginalizing the user with poor travel times, high fares and for improving transport at the regional-level and in setting unsafe vehicles driven by drivers with poor skills.3 quality standards and norms. The Gauteng Intermodal Strategic Johannesburg’s bus rapid transit system Rea Vaya has saved Public Transport Network (GISPTN) forms the basis for reform South Africa as much as $890 million so far in reduced travel and requires linkage between the road and rail networks. It time, improved road safety and reduced carbon emissions, also prioritized public transport services and investments in according to a recent report by the New Climate Economy, a developing infrastructure.3 project affiliated with the World Resources Institute.4 In 2003, the City of Johannesburg formulated an Integrated LAND TENURE & LAND VALUE CAPTURE Transport Plan (ITP) signed by the political head of province, as The Rea Vaya provided enhancements to the surrounding areas well as the Minister of Transport. It consisted of the priority for creating an increase in land values for neighboring property public transport, improvements to curbside lanes, infrastructure owners. Some of these enhancements include: for commuters, better signage and improved passenger information.3 These improvements really gave minibuses a better • Increases in regional productivity traffic environment to function. • Enhanced employment accessibility; • Environmental Benefits KEY STAKEHOLDERS & GOVERNMENT RELATIONSHIPS One of the most challenging aspects of implementing any transport reform is the resistance to change by those benefiting most from the present system. In much of the developing world this usually means the informal minibus owners and drivers.1 In Johannesburg, much of the resistance to changes in transport organization came from the powerful taxi unions. These strong groups made a solid defense of their right to operate unhindered and un-regulated. This was identified early on as a major challenge to successful public transportation implementation. 576 CASE STUDIES TOD K P Typically in transport, there is a split in responsibility between INCLUSIVE & AFFORDABLE TOD national and city governments that can be challenging to resolve. There was also the additional challenge of engaging SYSTEMS existing operators and establishing a forum under which they It was also agreed that the development of Rea Vaya would can productively participate in the eventual delivery of mass be employment neutral, providing an equal number of jobs transit. The technical skills required for planning are complex to citizens as those that were lost. It was also decided that and often do not exist at the local-level. Thus, it was not until city it should have a strong identity and brand image – and the officials and the Mayor became aware of the system in Bogotá, concept Rea Vaya ‘we are going’ was adopted.3 Columbia that the idea of BRT for Johannesburg was born. Since its inception, 700 permanent jobs have been created The new city administration decided to more aggressively in Phase 1A and some 3300 temporary jobs during the explore BRT systems in other cities, specifically Bogotá, construction period.4 Efforts have been made to design a system Columbia and Guayaquil, Ecuador. Through a step-by- that is accessible to those with mobility impairments, such as step approach, Johannesburg established a planning and level boarding at the BRT stations. This system has been a development department for the delivery of the BRT.3 The BRT considerable benefit to all levels of society, but especially to system had to be planned within a fairly constrained urban women as minibuses were often unsafe, especially at night.4 The environment, both financially and in land provision. It would stations are manned, the surroundings are monitored and initial be planned as the backbone of a future transport system overcrowding of the service has now been overcome, solving interconnected with rail to provide high levels of accessibility many of the grievances with former minibus service. and capacity.3 Executive Mayor Parks Tau stated “Left to the forces of the market alone, the poor would be cast to the edges of the city, DESIGN STRATEGIES TO ENCOURAGE huddled together in crowded shacks, trapped there by the cost TRANSIT USE of mobility,” Mayor Tau said in his address. “This is exactly what we seek to disrupt and transform when we speak of confronting Attention was given to making the system and stations functional apartheid spatial patterns.”7 Rea Vaya created the ability to have and attractive.3 This included pre-paid boarding; level boarding mixed-use, mixed-class development, and focuses on location for full accessibility; multiple stopping bays; and secure, and affordability of housing. weather-protected stations. Stations have been designed with the local urban environment in mind and aesthetics were prioritized, commissioning local artists to add character and culture to bus stops.3 BUS MANAGEMENT SYSTEM USING INTELLIGENT TRANSPORT SYSTEMS (ITS) A robust but affordable bus management system was required in the context of Johannesburg. The Automatic Public Transport Management System (APTMS) was developed by a private consortium to deliver an ambitious range of information and services, including dynamic passenger information.4 Passenger information provision was a new concept to both those providing public transport and those using it.4 Traditionally, minibuses were merely numbered or known by the drivers’ names and routes varied and stop locations were unpredictable. The concept of having a set timetable and frequency was, therefore, a learning curve for drivers and passengers.4 CASE STUDIES 577 TOD K P IMPLEMENTATION OF TRANSIT KEY LESSONS LEARNED AND BEST ORIENTED DEVELOPMENTS PRACTICES APPROXIMATE TIMELINE 6 SUMMARY • 2003- The City of Johannesburg formulated an Integrated The successful implementation of Rea Vaya is a real milestone Transport Plan (ITP) in Africa, a place which has suffered, particularly low-income • November 2006- A transportation department was created populations, lacking formal public transport for the past 25 within the city of Johannesburg’s government years. An affordable but high-quality bus system has been put in place, while also overcoming significant political challenges • October 2007- Rea Vaya BRT construction begins that have hampered initiators before them. In addition, it has • April 2009- Beginning of Phase 1A saved South Africa $890 Million so far by reducing travel time • August 2009- First bus began operating improving road safety, and cutting down on carbon emissions.4 • June 2010- FIFA World Cup 2010 awarded 12 cities ROADBLOCKS AND WAYS TO IMPROVE infrastructure funding. One of the most challenging aspects of implementing any • February 2011- Taxi industry shareholders hand over their transport reform is the resistance to change by those benefiting operating licensed and equity in return for share in Rea most from the present system. In much of the developing Vaya. world this usually means the informal minibus owners and • October 2013- Phase 1 completed drivers, which fought to remain unregulated in the case of ACTIONABLE STEPS Johannesburg.1 1. Identify needs/ Take Inventory To improve this relationship, Johannesburg created a plan that 2. Create Strategy Plan (Phases) integrated all forms of transportation with political support. The plan consisted of modest priority for public transport, both 3. Establish Transportation Department minibus taxis and buses, improvements to curbside lanes, 4. Identify Key Stakeholders modest infrastructure for commuters, better signage and 5. Find Funding improved passenger information. 3These improvements really 6. Mitigate Competition gave minibuses a better traffic environment to function rather than creating a proper public transport network across the city. 7. Create Brand 8. Market Plan KEY LESSONS 9. Optimize/ Utilize Land Value The following key takeaways should be derived from the 10. Create Design Strategies to Encourage Transit Use Johannesburg example: • Rea Vaya was designed to address historical inequalities, increase civic pride and to provide safe, affordable transport • Inclusion of a strong and powerful informal sector into formal and professional transport planning • Marketing plan was highly inspired by the Transmilenio in Bogota • Project was employment neutral- creating at least as many jobs as it removed. 578 CASE STUDIES TOD K P ENDNOTES 1. Eickmans, Luuk, and Emelda Nasei. 2011. “Sustainable Mobility for African Cities - Promoting non-motorised transport options and compact cities as complements to public transport.” United Nations Human Settlements Programme. Nairobi, Kenya. 2. Weinstock, Annie. 2009. “Rea Vaya: We are going!” Sustainable Transport, No. 21 (Winter 2009), 16-18. Institute for Transportation and Development Policy. 3. Kouakou, Eric, and Djan Fanny. 2008. “Overview of public tranpsort in Sub-Saharan Africa.” Trans-Africa Consortium. https://www.uitp.org/sites/default/files/cck-focus- papers-files/Transafrica_UITP_UATP_PublicTransport_in_ SubSaharan_Africa_2008.pdf 4. Allen, Heather. 2013. “Africa’s First Full Rapid Bus System: the Rea Vaya Bus System in Johannesburg, Republic of South Africa.” Global Report on Human Settlements 2013. https://unhabitat.org/wp-content/uploads/2013/06/ GRHS.2013.Case_.Study_.Johannesburg.South_.Africa.pdf 5. World Population Review. 2017. “Johannesburg Population.” http://worldpopulationreview.com 6. REA VAYA. 2018. “Rea Vaya Timeline.” Accesssed July 24, 2018. https://www.reavaya.org.za/welcome/timeline 7. REA VAYA. 2015. “Corridors of Freedom to boost Rea Vaya passenger numbers.” Accessed July 24, 2018. https:// www.reavaya.org.za/news-archive/october-2015/1229- corridors-of-freedom-to-boost-rea-vaya-passenger- numbers CASE STUDIES 579 TOD K P TOD K P TOD K P GLOSSARY OF TERMS © 2021 The World Bank TOD K P GLOSSARY OF TERMS ACTIVE USES BUSINESS IMPROVEMENT DISTRICT (BID) Land uses, such as retail, coffee shops, storefronts, cafes, A business improvement district (BID) is a defined area within restaurants and hawkers zones, which keep the area active with which businesses are required to pay an additional tax (or pedestrian activity at street level and maintain visual interest, are levy) in order to fund projects within the district’s boundaries. termed as active uses. The BID is often funded primarily through the levy but can also draw on other public and private funding streams. These AFFORDABLE HOUSING districts typically fund services, which are perceived by some businesses as being inadequately performed by the government Affordable housing provides housing mainly for those whose with its existing tax revenues, such as cleaning streets, income is below the median household income. Both the private providing security, making capital improvements, construction sector and government in India are exploring options for creating of pedestrian and streetscape enhancements and marketing the housing for low-income groups. The Government of India, both area. The services provided by BIDs are supplemental to those at central and state level has initiated various schemes to assist already provided by the municipality[1]. The revenue is derived in the delivery of affordable housing. It includes public sector from a tax assessment on commercial property owners and in working as a facilitator and engaging the private sector to build some cases, residential property owners. housing, with rental units that are subsidized by the government through rental subsidy programs. BREAK-EVEN RATIO (BER) BER is a ratio some lenders calculate to gauge the proportion ANNUAL DEPRECIATION ALLOWANCE between the money going out to the money coming, so they Annual depreciation allowance is the amount of tax deduction can estimate how vulnerable a property is to default on its debt allowed by the tax code that investment property owners may if rental income declines. BER reveals the percent of income take each year until the entire depreciable asset is written off. consumed by the estimated expenses. To calculate, you must first determine the depreciable basis by (Operating Expense + Debt Service) ÷ Gross Operating Income computing the portion of the asset allotted to improvements = Break-Even Ratio (land is not depreciable) and then amortizing that amount over BER results: the asset’s useful life, as specified in the tax code: Currently 27.5 Less than 100% - expenses consuming less than available years for residential property and 39 years for non-residential. income Property Value x Percent Allotted to Improvements Greater than 100% - expenses consuming more than available = Depreciable Basis income Then, Depreciable Basis ÷ Useful Life BROWNFIELD REDEVELOPMENT = Annual Depreciation Allowance Development on a brownfield site is commonly referred to as Brownfield redevelopment. Brownfield sites are abandoned or underused industrial and commercial facilities available for ASSET reuse. Expansion or redevelopment of such a facility is often In financial accounting, an asset is an economic resource. complicated by real or perceived environmental contaminations. Anything tangible or intangible that can be owned or controlled The land may be contaminated by low concentrations of to produce value and that is held by a company to produce hazardous waste or pollution and has the potential to be reused positive economic value is an asset. once it is cleaned up. Land that is more severely contaminated and has high concentrations of hazardous waste or pollution, such as a superfund site, does not fall under the brownfield classification. 582 GLOSSARY OF TERMS TOD K P BUS RAPID TRANSIT (BRT) investor makes from the investment, after satisfying all required BRT systems use buses or specialized vehicles on roadways or tax obligations. dedicated lanes to transport passengers without interference Cash Flow Before Tax - Tax Liability from other traffic. Such systems usually include dedicated bus = Cash Flow After Tax lanes, signal priority at intersections, off-bus fare collection to speed up boarding, level boarding (low-floor buses or high-level platforms) to speed up boarding and enhance accessibility and CASH FLOW BEFORE TAX (CFBT) enclosed stations. CFBT is the number of dollars a property generates in a given year after all expenses, but in turn still subject to the real estate investor’s income tax liability. CAP RATE Net Operating Income - Debt Service - Capital Expenditures This popular return expresses the ratio between a rental property’s value and its net operating income. The cap rate = Cash Flow Before Tax formula commonly serves two useful real estate investing purposes: To calculate a property’s cap rate, or by transposing CASH ON CASH RETURN (COC) the formula, to calculate a property’s reasonable estimate of CoC is the ratio between a property’s cash flow in a given year value. and the amount of initial capital investment required to make the Net Operating Income ÷ Market Value acquisition (e.g., mortgage down payment and closing costs). = Cap Rate Most investors usually look at cash-on-cash, as it relates to cash Or, flow before taxes during the first year of ownership. Net Operating Income ÷ Cap rate Cash Flow Before Taxes ÷ Initial Capital Investment = Market Value = Cash on Cash Return CAPACITY CATALYST PROJECTS The maximum number of people that can be carried past a given Catalyst projects are public or private projects that are planned location during a given time period under specified operating and designed to cause a corresponding and complementary conditions, without unacceptable delay, hazard, or restriction, development reaction to surrounding properties. They are and with reasonable certainty projects of sufficient magnitude to stimulate redevelopment of underdeveloped properties or major rehabilitation of underutilized buildings. The identification and implementation of CAPACITY BUILDING catalyst projects provide an opportunity for public and private Capacity building (or capacity development) is the process by investments to receive a reasonable return. The measure of which individuals and organizations obtain, improve and retain return on investment can include jobs creation, increase in land the skills, knowledge, tools, equipment and other resources value, improved transportation and access and new housing needed to do their jobs competently or to a greater capacity units. (larger scale, larger audience, larger impact, etc). CENTRAL BUSINESS DISTRICT (CBD) CAPITAL INVESTMENT The heart of an urban area, usually located at the meeting point Capital investment refers to funds invested in a firm or enterprise of the city’s transport systems, containing a high percentage of for the purpose of furthering its business objectives. Capital shops and offices. High accessibility leads to high land values, investment may also refer to a firm’s acquisition of capital assets and therefore intensive land use. Consequently, development or fixed assets, such as manufacturing plants and machinery is often upwards. Within the CBD, specialist areas, such as a that is expected to be productive over many years. jewelery quarter, benefit from external economies. Vertical land- use zoning is also common, so that retail outlets may be on the CASH FLOW AFTER TAX (CFAT) ground floor, with commercial users above them and residential users higher up. CFAT is the amount of spendable cash that the real estate GLOSSARY OF TERMS 583 TOD K P CENTRALITY DEGREE CENTRALITY In graph theory and network analysis, indicators of centrality Number of times a node has with other nodes in a network. In identify the most important nodes. Centrality can be used to transit networks, interchange stations between many lines or identify the most influential people in a social network, key modes (hubs) have a high degree centrality. infrastructure nodes in the Internet or urban networks, and superspreaders of disease. Betweenness, closeness, and DEVELOPMENT CONTROL REGULATIONS (DCRS) degree centrality are the three most important indicators for transit networks. DCRs are the primary regulatory tool used to guide development that ultimately shapes a city’s urban form and functions. It includes guiding the development and use of land, built CLOSENESS CENTRALITY environment FAR’s, density, heights, setbacks and the public A measure of accessibility to a node within a network that realm. Critical to the success of an efficient and effective transit measures the inverse of the sum of the distances of a node from system is the combination of basic employment opportunities all other nodes. and a mix of housing typologies supported with major retail, civic, cultural, entertainment and community facilities. The DCRs, which are currently proposed as blanket for the entire COMPLETE STREET city, need to be revisited and should be modified into more Road design philosophy where road space is allocated to safely context-specific Development Code Regulation. balance the needs of all road users, including pedestrians, cyclists, transit and motorists. Transportation choice is increased when safe and appealing options for getting from DEVELOPMENT PLAN place to place are provided- options to walk and bike provide It is an aspect of town and country planning comprised of a opportunities for increased community health and reductions in set of documents that set out the local authority’s policies and air and noise pollution. proposals for the development and use of land in their area. The development plan guides and shapes day-to-day decisions as to whether or not planning permission should be granted, under CRIME PREVENTION THROUGH ENVIRONMENTAL the system known as development control or development DESIGN (CPTED) management. In order to ensure that these decisions are Crime Prevention Through Environmental Design (CPTED) is rational and consistent, they must be considered against a multi-disciplinary approach to deterring criminal behavior the development plan adopted by the authority, after public through environmental design. CPTED strategies rely upon the consultation and having proper regard to other material factors. ability to influence offender decisions that precede criminal acts. As of 2004, most implementations of CPTED occur solely within the built environment. EMPLOYMENT DENSITY Number of jobs in an area. DEBT COVERAGE RATIO (DCR) ENCLOSURE DCR is a ratio that expresses the number of times annual net Degree to which buildings, walls, trees, and other vertical operating income exceeds debt service (e.g. total loan payment, elements define streets and other public spaces. including both principal and interest). Net Operating Income ÷ Debt Service = Debt Coverage Ratio FLOOR AREA RATIO (FAR)/FLOOR SPACE INDEX (FSI) DCR results: The FAR or FSI is the ratio of the total floor area of buildings at Less than 1.0 - not enough NOI to cover the debt a certain location, to the size of the land at that location, or the Exactly 1.0 - just enough NOI to cover the debt limit imposed on such a ratio. Greater than 1.0 - more than enough NOI to cover the debt As a formula: Floor Area Ratio= (Total covered area on all floors of all buildings on a certain plot)/(Area of the plot). 584 GLOSSARY OF TERMS TOD K P Thus, an FSI of 2.0 would indicate that the total floor area of a The weight of a vehicle is influenced by passengers, cargo, even building is two times the gross area of the plot on which it is fuel level, so a number of terms are used to express the weight constructed, as would be found in a multiple-storey building. of a vehicle in a designated state. Gross combined weight rating (GCWR) refers to the total mass of a vehicle, including all trailers. GVWR and GCWR both describe a vehicle that is in operation FEEDER BUS ROUTES and are used to specify weight limitations and restrictions. A feeder bus route is a bus service that picks up and delivers passengers to a higher order transit station, such as a rapid rail transit station, express-bus stop or terminal. GREENFIELD DEVELOPMENT Greenfield development is the creation of planned communities on previously undeveloped land. This land may be rural, FORM-BASED CODE agricultural or unused areas on the outskirts of urban areas. Form-based codes foster predictable built results and a Unlike urban sprawls, where there is little or no proper high-quality public realm by using physical form (rather than suburban planning, greenfield development is about efficient separation of uses) as the organizing principle for the code. urban planning that aims to provide practical, affordable and These codes are adopted into city or county law as regulations, sustainable living spaces for growing urban populations. The not mere guidelines. Form-based codes are an alternative to planning takes future growth and development into account, conventional zoning. as well as avoiding the various infrastructure issues that plague Form-based codes address the relationship between building existing urban areas. facades and the public realm, the form and mass of buildings in relation to one another and the scale and types of streets and blocks. The regulations and standards in form-based GROSS OPERATING INCOME (GOI) codes, presented in both diagrams and words, are keyed to a GOI is gross scheduled income after vacancy and credit loss, regulating plan that designates the appropriate form and scale plus the income derived from other sources such as coin- (and therefore, character) of development, rather than only operated laundry facilities. Consider GOI as the amount of rental distinctions in land-use types. This is in contrast to conventional income the real estate investor actually collects to service the zoning’s focus on the micro-management and segregation of rental property. land uses and the control of development intensity through Gross Scheduled Income - Vacancy and Credit Loss + Other abstract and uncoordinated parameters (e.g., FAR, dwellings Income per acre, setbacks, parking ratios, traffic LOS) to the neglect = Gross Operating Income of an integrated built form. Not to be confused with design guidelines or general statements of policy, form-based codes GROSS RENT MULTIPLIER (GRM) are regulatory, not advisory. GRM is a simple method used by analysts to determine a rental income property’s market value, based upon its gross FUTURE VALUE (FV) scheduled income. You would first calculate the GRM using the FV shows what a cash flow or series of cash flows will be market value at which other properties are sold and then apply worth at a specified time in the future. FV is calculated by that GRM to determine the market value for your own property. “compounding” the original principal sum forward in time at a Market Value ÷ Gross Scheduled Income given “compound rate”. = Gross Rent Multiplier Then, GROSS VEHICLE MASS (GVM) Gross Scheduled Income x Gross Rent Multiplier Gross vehicle mass is the maximum operating weight/mass = Market Value of a vehicle as specified by the manufacturer [1], including the vehicle’s chassis, body, engine, engine fluids, fuel, accessories, driver, passengers and cargo, but excluding that of any trailers. GROSS SCHEDULED INCOME (GSI) [2]. The term is used for motor vehicles and trains. GSI is the annual rental income a property would generate if 100% of all space was rented and all rent was collected. If GLOSSARY OF TERMS 585 TOD K P vacant units do exist at the time of your real estate analysis, then INTENSIFICATION include them at their reasonable market rent. Urban intensification is the construction and reconstruction Rental Income (actual) + Vacant Units (at market rent) of compact communities in the existing built-up area of the = Gross Scheduled Income city. Intensification includes new development, which raises the density on sites and within communities. These compact communities are supportive of transit, cycling and are HIGHER ORDER TRANSIT pedestrian-friendly and promote local jobs and services. Higher order transit refers to a transit service that operates on a dedicated right-of-way or in a priority situation, and therefore moves more efficiently than the regular flow of traffic and INTERMODAL TRANSIT HUB can carry large numbers of people quickly and comfortably. Intermodal Transit Hubs are stations or centres where a range Examples of higher order transit include buses that have of different transportation modes (i.e. cycling, walking, metro, dedicated lanes, metro and commuter rail, which operate on private vehicle, bus, autos and taxis) come together and their own separate tracks. allow for easy transfers from one mode to another. They can also facilitate transfers at different scales: local, regional and intercity. HISTORICAL DAILY PEAK HOUR FACTOR The ratio of Peak Hour Peak Direction Passenger Demand for a typical route (i.e. representative of the system as a whole) to INTERNAL RATE OF RETURN (IRR) its total daily boardings in both directions. His factor helps to This popular model creates a single discount rate, whereby convert daily passenger flows into peak hour passenger flows. all future cash flows can be discounted until they equal the It should be ideally be determined by looking at historical data. investor’s initial cash investment. In other words, when a series Please note that this factor is usually higher for public transport of all future cash flows is discounted at IRR, that present value as compared to total traffic. amount will equal the actual cash investment amount. INFILL DEVELOPMENT Infill development is the term used for new development within LAND AMALGAMATION existing communities on previously underutilized sites, typically Amalgamation can relate to the combining of one or more at a higher density. Good infill developments fit in seamlessly allotments to create one single parcel of land. It is required within the existing urban fabric and the contributing elements for the purpose of assembling land for urban expansion, infill include: setback- the distance from the front facade of the house development, or redevelopment. In this process, the original to the street and should be the same distance as other houses landowners or occupants voluntarily contribute a certain on the street, height- which should be compatible with the height percentage of their land to the government or other project of buildings surrounding the lot and mass- the bulk of the house. initiators, and in return receive compensation in the form of money, or serviced land, or any other form. INFORMATION AND COMMUNICATION TECHNOLOGIES (ICT) LAND VALUE CAPTURE (LVC) It refers to technologies that provide access to information Land value capture is a policy approach that enables through telecommunications. It is similar to Information communities to recover and reinvest land value increases that Technology (IT), but focuses primarily on communication result from public investment and other government actions. technologies. This includes the internet, wireless networks, cell phones and other communication mediums. Common land value capture tools include: transferable development rights, betterment contributions, public land leasing, inclusionary housing and zoning, linkage or impact INTELLIGENT TRANSPORTATION SYSTEMS (ITS) fees, business improvement districts and certain applications ITS refers to the application of information and communication of the property tax. These tools can help finance transit and technologies to transportation infrastructure and vehicles. infrastructure improvements, affordable housing, parks and open spaces, utility upgrades and other critical services. With 586 GLOSSARY OF TERMS TOD K P this additional funding, local and regional governments can LOCAL TRANSIT BOARDINGS more sustainably advance municipal fiscal health, enable The annual number of passengers boarding local transit infrastructure investment and address the challenges of vehicles, counting separately each boarding made in the course sustainable urbanization. of single journey or trip between origin and destination. Also known as unlinked passenger trips (UPT). Boardings on regional LEGIBILITY services should not be included in city totals when using this tool. Ease with which people can create a mental map so that the spatial structure of a place can be understood and navigated as a whole. MASS RAPID TRANSIT It is a type of high-capacity public transport, generally found in LIGHT RAIL TRANSIT (LRT) urban areas. Unlike buses or trams, mass rapid transit systems are electric railways that operate on an exclusive right-of-way, It is a form of urban rail transport using rolling stock similar to which cannot be accessed by pedestrians or other vehicles of a tramway, but operating at a higher capacity, and often on any sort and which is often grade separated in tunnels or on an exclusive right-of-way. It operates primarily along exclusive elevated railways. rights-of-way and uses either individual tramcars or multiple units coupled to form a train that is lower capacity and lower Modern services on rapid transit systems are provided on speed than a long, heavy-rail passenger train or metro system. designated lines between stations, typically using multiple electric units on rail tracks, although some systems use guided A few light rail networks tend to have characteristics closer to rubber tires, magnetic levitation or monorail. The stations rapid transit. Other light rail networks are tram-like in nature typically have high platforms, without steps inside the trains, and partially operate on streets. Light rail systems are found requiring custom-made trains in order to minimize gaps between throughout the world, on all inhabited continents. They have train and platform. They are typically integrated with other public been especially popular in recent years, due to their lower transport and often operated by the same public transport capital costs and increased reliability compared with heavy rail authorities. However, some rapid transit systems have at-grade systems. intersections between a rapid transit line and a road or between two rapid transit lines. It is unchallenged in its ability to transport LOAN TO VALUE (LTV) large numbers of people quickly over short distances, with little LTV measures what percentage of a property’s appraised value to no use of land. or selling price (whichever is less) is attributable to financing. A higher LTV benefits real estate investors with greater leverage, MARKET POTENTIAL VALUE whereas lenders regard a higher LTV as a greater financial risk. Unrealized market value of a station area, sometimes measured Loan Amount ÷ Lesser of Appraised Value or Selling Price through a composite index considering major drivers of demand, = Loan to Value including current and future human densities, current and future number of jobs accessible within 30 minutes by transit, and major drivers of supply (including the amount of developable LOCAL TRANSIT land, potential changes in zoning, and market vibrancy). Public transport operating on fixed routes with frequent stops (100-400 m apart), generally in mixed traffic on surface roadways, relying heavily on walk access and egress. MEAN LOCAL TRANSIT TRIP LENGTH The average distance traveled by one public transit boarding LOCAL TRANSIT SERVICE AREA passenger, calculated by dividing total local transit person-km by total local transit boardings The reasonably contiguous area served by the local transit network, not including regional services. Indicative extent would be the area within 1 km of regularly served local stops. This area does not include portions of the metropolis connected to the local service area solely by regional services. GLOSSARY OF TERMS 587 TOD K P MIDBLOCK CROSSING MULTI-USE DEVELOPMENT Midblock crosswalks facilitate crossings to places that people Multi-use development is a type of urban development want to go, but that are not well served by the existing traffic that blends residential, commercial, cultural, institutional or ings, which commonly occur at network. These pedestrian cross­ entertainment uses, where those functions are physically and fronts and other destinations, schools, parks, museums, water­ functionally integrated and provide pedestrian connections [1][2]. have historically been overlooked or difficult to access, creating Mixed-use development can take the form of a single building, a unsafe or unpredictable situations for both pedestrians and city block or entire neighborhoods. The term may also be used vehicles. more specifically to refer to a mixed-use real estate development project—a building, complex of buildings or district of a town or city that is developed for mixed-use by a private developer, MIXED-USE (quasi-) governmental agency, or a combination thereof. Mixed uses are defined by a diverse mix of land uses, including housing, employment, regional attractions and public spaces, allowing people to walk to work or to shop rather than driving NET OPERATING INCOME (NOI) for all daily needs. It also includes vertical types of mixed-use NOI is a property’s income after being reduced by vacancy, development, like residential land use over the commercial uses, credit loss and all operating expenses. NOI is one of the most so that the distance between the activities is decreased and important calculations to any real estate investment because it accessibility between different activities is increased. represents the income stream that subsequently determines the property’s market value– that is, the price a real estate investor is willing to pay for that income stream. MODE SHARE Gross Operating Income - Operating Expenses Trips taken by a particular mobility choice, such as car, transit, = Net Operating Income cycling or walking, as a proportion of the total number of trips. NET PRESENT VALUE (NPV) MULTI-MODAL TRANSPORT SYSTEM (MMTS) NPV shows the dollar amount difference between the present Multi-Modal Transportation System (MMTS) explores the value of all future cash flows using a particular discount rate– coordinated use of two or more modes of transport for efficient, your required rate of return– and the initial cash invested to safe, pleasant and comfortable movement of passengers purchase those cash flows. in urban areas. It provides the convenient and economical Present Value of all Future Cash Flows - Initial Cash Investment connection of various modes to make complete journeys from origin to destination. Generally, MMTS has been characterized = Net Present Value by increased capacity, efficient access and better location of NPV results: both integration and nodes. Public transport is an important Negative - the required return is not met constituent of the multi–modal transportation system and hence, Zero - the required return is perfectly met the local and regional public transportation system must be an Positive - the required return is met with room to spare integral part of the same. MULTI-LEVEL CAR PARKING NETWORK EXTENT The number of kilometers of route in a public transport network, Structured parking refers to an above- or below-grade structure without double-counting kilometers where routes share the designed to accommodate vehicle parking. This type of parking same path. is more expensive than surface parking, but is a much more efficient use of land (a 3-storey parking structure requires a third as much land as a surface lot) and has long-term value for NODE VALUE integrated mixed-use development. Measure of importance of a public transit station based on passenger traffic volume, intermodality, and centrality within the network; measured through a composite index. 588 GLOSSARY OF TERMS TOD K P NON-MOTORIZED TRANSPORTATION (NMT) PASSENGER-KILOMETERS TRAVELED Non-motorised Transportation (also known as active The total distance traveled by passengers on transit vehicles transportation and human-powered transportation) includes (for a single route or a system), which may be determined by walking and cycling and variants such as small-wheeled multiplying the number of unlinked passenger trips by the transport. It can be a very attractive mode of transport for average length of such trips. relatively short distances, which make up the largest share of trips in cities. The key to reversing the trend toward more PASSENGER TRAFFIC DENSITY private vehicle use is making walking and cycling attractive, together with improving public transport. This can be done The total number annual transit passengers passing the average through a range of activities, including construction of sidewalks point along a system or route in both directions combined, and bike lanes, bike sharing programmes, urban planning and formed by dividing system PKT by network extent (for a system) pedestrian-oriented development. NMT is a highly cost-effective or route PKT by route length (for a single route). transportation strategy and brings about large health, economic and social co-benefits, particularly for the urban poor. PARK AND RIDE Park and rides are car parking lots that offer transit users a OPERATING EXPENSES place to park their car, then transfer to a public transit service to complete their journey. They are typically used in suburban Operating expenses include those costs associated with locations where distances from destinations to transit service keeping a property operational and in service. These include are further. Park and ride facilities should be visible from, and property taxes, insurance, utilities and routine maintenance. located along, heavily used commuter routes. They should be They do not include payments made for mortgages, capital landscaped, weather resistant, well-lit and should contain a expenditures or income taxes. range of amenities. OPERATING EXPENSE RATIO (OER) PEDESTRIAN PLAZA OER expresses the ratio (as a percentage) between a real estate A public space that can act as an important organizing element investment’s total operating expenses dollar amount to its gross within a station area, helping to facilitate transfers between operating income dollar amount. modes, acting as receiving points for pedestrians and containing Operating Expenses ÷ Gross Operating Income a range of services and amenities for transit users. = Operating Expense Ratio PEDESTRIAN-FRIENDLY DESIGN. OVERLAY ZONE Design intended to enhance the pedestrian experience, Overlay zone means a set of land use and development typically through improved amenities (for example, attractive requirements designed to be applied over, or in addition to, landscaping, lighting, and seating areas) and by improving the the requirements of the underlying zone for a specific purpose, efficiency of walking (for example, small city blocks, grid street without removing or modifying the underlying zone. patterns, and high road connectivity that provide direct, less circuitous pathways). PERT CHART (PROGRAM EVALUATION REVIEW TECHNIQUE) A PERT chart is a project management tool used to schedule, PER CAPITA organize and coordinate tasks within a project. A PERT chart For each person; in relation to people taken individually. presents a graphic illustration of a project, as a network diagram The term is used in a wide variety of social sciences and consisting of numbered nodes (either circles or rectangles), statistical research contexts, including government statistics, representing events or milestones in the project linked by economic indicators and built environment studies. labelled vectors (directional lines), representing tasks in the project. The direction of the arrows on the lines indicates the sequence of tasks. GLOSSARY OF TERMS 589 TOD K P PERMEABILITY POPULATION DENSITY Extent to which urban forms permit the movement of people or Population density is a measurement of population per unit area vehicles in different directions. or unit volume; usually quoted per square kilometer or square mile (which may include or exclude, for example, areas of water or glaciers). PEAK HOUR PEAK DIRECTION PASSENGER DEMAND Commonly this may be calculated for a county, city, country, The number of transit passengers carried in the peak hour in the territory or the entire world. peak direction. This occurs almost universally on weekdays and is measured for a single route at its maximum load point. PRESENT VALUE (PV) PV shows what a cash flow or series of cash flows available in the future is worth in today’s dollars. PV is calculated by PUBLIC INFORMATION CENTER (PIC) “discounting” future cash flows back in time, using a given Public Information Centers aim to establish a more effective, “discount rate”. centralized distribution mechanism to safeguard the integrity and accurate distribution of government information. Moreover, it serves as a vital framework for collecting public opinions and PUBLIC-PRIVATE PARTNERSHIPS (PPP) feedback through building a communication path between the Public-private partnership (PPP) describes a government service public and the government. It shall be the information source or private business venture, which is funded and operated where the government can pertain constant betterment in through a partnership of government and one or more private government administration. sector companies. These schemes are sometimes referred to as The PIC tends to public inquiries, complaints, suggestions PPP or P3. and provides a centralized communication channel with the PPP involves a contract between a public-sector authority and government. It offers a one-stop service in the provision of a private party, in which the private party provides a public government information. service or project and assumes substantial financial, technical and operational risk in the project. In some types of PPP, the PUBLIC-PRIVATE PARTNERSHIP (PPP) cost of using the service is borne exclusively by the users of A formal partnership between a public sector entity and a private the service and not by the taxpayer. In other types (notably corporation often used to construct and operate infrastructure the private finance initiative), capital investment is made by the facilities or develop certain urban areas. private sector on the strength of a contract with the government to provide agreed services and the cost of providing the service is borne wholly or in part by the government. Government PLACEMAKING contributions to a PPP may also be in kind (notably the transfer Placemaking is a term that began to be used in the 1970s by of existing assets). In projects that are aimed at creating public architects and planners to describe the process of creating goods like in the infrastructure sector, the government may squares, plazas, parks, streets and waterfronts that will attract provide a capital subsidy in the form of a one-time grant, so as people because they are pleasurable or interesting. to make it more attractive to private investors. In some other cases, the government may support the project by providing revenue subsidies, including tax breaks or by providing PLACE VALUE guaranteed annual revenues for a fixed period. Determinants of the attractiveness of a place, including PPP involves many models, including Design-Build-Finance amenities; schools; health care facilities; type of urban (DBF) and Design-Build-Finance-Maintain (DBFM). development; local accessibility to daily needs by walking and cycling; quality of the urban fabric around the station, in particular its pedestrian accessibility; small size of urban PUBLIC REALM blocks and fine mesh of connected streets, which create vibrant The public realm consists of public spaces such as streets, neighborhoods; and mixed pattern of land use. It is measured parks and sidewalks. The public realm is also a place where the through a composite index community can come together through collaborative activities, such as street festivals and other programmable activity. 590 GLOSSARY OF TERMS TOD K P RAPID TRANSIT SENSE OF PLACE Public transport operating on fixed routes at a significantly Though sense of place has been defined differently and used in higher average speed than local service, usually in exclusive different ways, it is often used in relation to characteristics that rights-of-way and/or completely separated from surface traffic. make a place special or unique, as well as to those that foster a Access depends on both walking and local public transport sense of authentic human attachment and belonging. service. Stations are typically 800m-2km apart. SPECIAL ECONOMIC ZONE (SEZ) REAL ESTATE ASSESSMENT A special economic zone (SEZ) is an area in which business The primary goal of the Real Estate Assessment Department is and trade laws are different from the rest of the country. SEZs to ensure the fair and equitable assessment of all real property are located within a country’s national borders and their aims in the County of Gloucester, based on fair market value, with the include: increased trade, increased investment, job creation and end result being the fair and even distribution of the tax burden effective administration. To encourage businesses to establish among all property owners. in the zone, financial policies are introduced. These policies typically regard investing, taxation, trading, quotas, customs and labour regulations. Additionally, companies may be offered tax REGIONAL TRANSIT holidays, whereupon establishing in a zone they are granted a Public transport operating on fixed routes within and outside period of lower taxation. the local service area, offering higher average speeds than even rapid transit, with average station spacing usually longer than 2km. A large share of access may be by motorized transport. SHARED PARKING Shared parking is a land use/development strategy that optimizes parking capacity by allowing complementary land REFUGE ISLAND uses to share spaces, rather than producing separate spaces A refuge island, also known as a pedestrian refuge, pedestrian for separate uses. In effect, shared parking makes spaces island and colloquially as a “pork chop” island, is a small section publically accessible, rather than reserved for a particular tenant of pavement or sidewalk, completely surrounded by asphalt or property owner. It may be privately constructed and operated, or other road materials, where pedestrians can stop before depending on a contractual agreement, but should remain within finishing crossing a road. It is typically used when a street is the government’s jurisdiction for long-term transport planning very wide, as the pedestrian crossing can be too long for some purposes. individuals to cross in one traffic light cycle. They can often been seen on roads with higher speed limits also. SIDE LANES Side lanes are a type of bike lane in-between a main travel RIGHT-OF-WAY (ROW) lane and a dedicated turn lane. They can help prevent conflicts A right-of-way is land that is used for transportation purposes, between cyclists and motorists who wish to make a turn (this such as for a trail, driveway, rail line, street or highway. A right- assumes there is a bike lane along the street on the preceding of-way is often reserved for the purposes of maintenance or block or blocks). expansion of existing services. SIGNAGE ROAD DIETS Signage is wayfinding and instructional signs erected at the side A road diet, also called a lane reduction or road rechannelization, of or above roads, to provide information to road users. is a technique in transportation planning whereby the number of travel lanes, and/or effective width of the road, is reduced in order to achieve systemic improvements. SIMULATION Simulation is the imitation of the operation of a real-world process or system. The act of simulating something first requires that a model be developed; this model represents the key GLOSSARY OF TERMS 591 TOD K P characteristics, behaviors and functions of the selected physical STORMWATER or abstract system or process. The model represents the system Stormwater is water that originates during precipitation events itself, whereas the simulation represents the operation of the and snow/ice melt. Stormwater can soak into the soil (infiltrate), system over time. be held on the surface and evaporate or runoff and end up in Simulation is used in many contexts, such as simulation of nearby streams, rivers, or other water bodies (surface water). technology for performance optimization, safety engineering, testing, training, education and video games. Often, computer experiments are used to study simulation models. Simulation STREET GRID NETWORK can be used to show the eventual real effects of alternative The grid plan, street grid plan or gridiron plan is a type of city conditions and courses of action. plan in which streets run at right angles to each other, forming a grid. These patterns display a higher degree of connectivity than other road hierarchical patterns, which feature dead-end streets SOLID WASTE and fewer through connections. Solid waste means any garbage, refuse or sludge from a wastewater treatment plant, water supply treatment plant or air pollution control facility. It also includes discarded materials, like STREETSCAPE solid, liquid, semi-solid or contained gaseous material, resulting It is a term used to describe the natural and built fabric of the from industrial, commercial, mining and agricultural operations street and defined as the design quality of the street and its and from community activities. It does not include solid or visual effect. The concept recognizes that a street is a public dissolved materials in domestic sewage or solid or dissolved place where people are able to engage in various activities. A materials in irrigation return flows or industrial discharges. streetscape needs to have boundaries to ensure safe travel for all roadway users. Signs, curbs, fences and landscaping can effectively create an inclusive, yet safe environment that SPRAWL provides a sense of physical comfort for diverse users and A pattern of development characterized by uniform low density, activities. The aesthetic appeal elements of beautification lack of a distinctive core, poor accessibility, dependence initiatives, attractive lighting, street furniture, clean streets and on automobiles, and uncontrolled and noncontiguous land outdoor dining contribute to sense of place. Amenities should be expansion. designed to get people out of their cars to socialize, interact with their environment and discover other mobility options. SMART GROWTH Smart growth refers to a collection of land use and development SWOT ANALYSIS principles that aim to enhance our quality of life, preserve the SWOT analysis (or SWOT matrix) is a strategic planning natural environment and save money over time. Smart growth technique used to help a person or organization identify the principles ensure that growth is fiscally, environmentally and Strengths, Weaknesses, Opportunities, and Threats related to socially responsible and recognizes the connections between business competition or project planning [1]. It is intended to development and quality of life. Smart growth enhances specify the objectives of the business venture or project and and completes communities by placing a priority on infill, identify the internal and external factors that are favorable and redevelopment and densification strategies. unfavorable to achieving those objectives STATUTORY PLAN TAX INCREMENT FINANCING (TIF) A statutory plan is a legal document that must go through TIF is a method to use future gains in taxes to finance current three readings and a public hearing before it is adopted. Once improvements (which theoretically will create the conditions adopted, there is a legal obligation on the part of both the for those future gains). When a development or public project municipality and the residents to adhere to the plan. is carried out, there is often an increase in the value of surrounding real estate, and perhaps new investment. This increased site value and investment sometimes generates increased tax revenues. The increased tax revenues are the “tax 592 GLOSSARY OF TERMS TOD K P increment.” Tax Increment Financing dedicates tax increments TRANSFER OF DEVELOPMENT RIGHTS (HEIGHT within a certain defined district to finance debt issued to pay AND DENSITY EXCHANGE) for the project. TIF is designed to channel funding toward Also called density bonusing, this tool offers developments a improvements in distressed or underdeveloped areas where level of density that surpasses the allowable Floor Area Ratio development might not otherwise occur. TIF creates funding (FAR). In exchange for increased height/density that surpasses for “public” projects that may otherwise be unaffordable to the zoning by-law, developers are required to provide a service localities, by borrowing against future property tax revenues. or benefit to the community as negotiated by the municipality, such as amenities or housing needed by the community. Density bonusing policies must be written into a municipality’s Official TAXABLE INCOME Plan in order for it to be used as a development tool. Taxable income is the amount of revenue produced by a rental on which the owner must pay federal income tax. Once calculated, that amount is multiplied by the investor’s marginal TRAFFIC CALMING tax rate (i.e., state and federal combined) to arrive at the owner’s Traffic calming is intended to slow or reduce motor-vehicle tax liability. traffic in order to improve safety for pedestrians and cyclists Net Operating Income - Mortgage Interest - Depreciation, and improve the environment for residents. These may include Real Property - Depreciation, Capital Additions - Amortization, narrower traffic lanes, speed bumps, raised pedestrian Points and Closing Costs + Interest Earned (e.g., property bank or mortgage escrow accounts) crossings and pedestrian refuge islands in medians, amongst others. = Taxable Income Then, Taxable Income x Marginal Tax Rate TRANSFORMER STATION = Tax Liability A station of an electricity generation, transmission and distribution system where voltage is transformed from high to low, or the reverse, using transformers TRANSFERABLE DEVELOPMENT RIGHTS (TDR) Transferable development rights are the transfer of rights to TRANSIT-ADJACENT DEVELOPMENT (TAD) develop land, to government, local authorities or corporations. Development that is in close proximity to transit stops or When an owner of land transfers his rights to develop their land facilities. However, this type of development is not designed to to a government, local authority, corporation or government use, promote transit ridership. A TAD lacks functional connectivity to the same land is used for infrastructure projects such as road transit, whether in terms of land-use composition, station access widening, metro rail projects, parks, gardens and schools or or site design. may be for making new roads or for any other projects of public utility. DRC (Development rights certificate) will then be issued to the owner of the land, the main purpose of the whole process TRANSIT-ORIENTED DEVELOPMENT (TOD) being to aquire the required amount of land in a hassle-free Transit-oriented developments (TOD) are ‘urban villages’ manner. The DRC will allow the landowner an additional built- where all residents are within a 5-10 minute walk of efficient up area in return for the area for which their rights have been public transit and can ‘live, work, play, shop and learn’ in a relinquished and enables them to develop the given area or pedestrian-friendly environment- without the need of a car. transfer rights for consideration. TOD is a planning approach that calls for high-density, mixed- use business/residential neighborhood centers to be clustered TIME VALUE OF MONEY around transit stations and corridors. TOD is considered a Time value of money is the underlying assumption that money, “smart growth” strategy because it addresses the issue of where over time, will change value. It’s an important element in real growth should occur from a sustainability perspective and it estate investing because it could suggest that the timing of coordinates land use and transportation such that both land receipts from the investment might be more important than the and infrastructure are used efficiently. As its name implies, TOD amount received. is designed to be served by transit, rather than or in addition to the automobile. Networks of streets and multi-use paths are GLOSSARY OF TERMS 593 TOD K P also created to provide a walkable and bikeable environment TRANSIT-SUPPORTIVE DEVELOPMENT (TSD) that is conducive to living, working and shopping in the same TSD consists of a mix of housing, shops, restaurants, offices, area. TOD is focused within an 800m radius of transit stops, with civic buildings and open space in close proximity to a transit the highest intensity and mix of land uses concentrated within station. Transit-supportive planning and development rethink one-quarter mile or adjacent to the station. Land use intensities land use and development patterns to achieve a balanced and densities decrease away from the core area, with transitions transportation system where walking, cycling and riding transit included in development plans to ensure compatibility with are used more than the private automobile. This is primarily existing neighborhoods. accomplished by designing communities so that walking, cycling Peter Calthorpe summarizes the main characteristics and goals and riding transit are more convenient and attractive options. of TOD as follows: • Organize growth on a regional-level to be compact and TRANSPORTATION DEMAND MANAGEMENT (TDM) transit-supportive. By influencing travel behavior through the implementation of • Place commercial, housing, jobs, parks and civic uses strategies such as carpooling, parking management, cycling within walking distance of transit stops. programs, flexible working hours, high occupancy vehicle lands • Create pedestrian-friendly street networks, which directly and incentives for transit, walking and cycling, the resulting connect local destinations. transportation system is more efficient. • Provide a mix of housing types, densities and costs. URBAN REDEVELOPMENT • Preserve sensitive habitat, riparian zones and high-quality open spaces. It is conceptually similar to land readjustment, with the exception that it happens in existing urban areas and often involves • Make public spaces the focus of building orientation and a rezoning by the government of a given area from a low- neighbourhood activity. density (single-family housing) to higher-density (mixed-use or • Encourage infill and redevelopment along transit corridors commercial) development. It is also accompanied by a provision within existing neighborhoods. of infrastructure improvements (mass transit, such as metro lines) that can support such up-zoning. TRANSIT PRIORITY SIGNALS Traffic signal priority allows transit vehicles to travel through URBAN HEAT ISLAND signalized intersections with little or no delay. Since transit An urban heat island (UHI) is an urban area or metropolitan area vehicles hold many people, giving priority to transit can that is significantly warmer than its surrounding rural areas, potentially increase the person throughput of an intersection. due to human activities. The temperature difference usually is There are different types of signal priority: passive, active and larger at night than during the day and is most apparent when real-time. A passive priority strategy uses timed coordinated winds are weak. UHI is most noticeable during the summer and signals in the area-wide traffic signal timing scheme. An active winter. The main cause of the urban heat island effect is from the priority strategy involves detecting the presence of a transit modification of land surfaces. Waste heat, generated by energy vehicle and gives the transit vehicle special treatment. The usage, is a secondary contributor. As a population center grows, system can give an early green signal or hold a green signal that it tends to expand its area and increase its average temperature. is already displaying. Real-time control strategies can consider The less-used term, heat island, refers to any area, populated or not only the presence of a transit vehicle, but the adherence to not, which is consistently hotter than the surrounding area. schedule and the volume of other traffic. One common strategy Monthly rainfall is greater downwind of cities, partially due to is to give priority only to late buses, but not to early buses. This the UHI. Increases in heat within urban centers increases the strategy optimizes schedule adherence (and therefore waiting length of growing seasons and decreases the occurrence of time) rather than running time. weak tornadoes. The UHI decreases air quality by increasing the production of pollutants such as ozone and decreases water quality, as warmer waters flow into area streams and put stress on their ecosystems. 594 GLOSSARY OF TERMS TOD K P VALUE CAPTURE Disclaimer: The Transit-Orientated Development Implementation Resources & Tools knowledge product is designed to provide a high- An opportunity to generate revenues by capitalizing on the value level framework for the implementation of TOD and offer direction to created by infrastructure investments (often transit and other cities in addressing barriers at all stages. As the context in low and middle-income cities varies, the application of the knowledge product government-backed projects) by developing or selling property must be adapted to local needs and priorities, and customized on a or collect¬ing fees or taxes. Value capture can be facilitated case-by-case basis. through direct measures, such as the sale of properties or © 2021 International Bank for Reconstruction and Development / The the granting of a development franchise, or through indirect World Bank methods, such as extracting surplus from other property owners (through a betterment tax, for example) or reaping higher proceeds from regular property taxes. VEHICLE CAPACITY The average number of people that a vehicle can be scheduled to carry at capacity (as defined herein) WASTEWATER DISPOSAL It is a process used to convert wastewater into an effluent (outflowing of water to a receiving body of water) that can be returned to the water cycle with minimal impact on the environment or directly reused. WAYFINDING The means in which people orient themselves in physical space and navigate from place to place. Can include the physical design of spaces and assistive features, such as signage. WORLD BANK (WB) The World Bank is an international financial institution that provides loans to countries of the world for capital projects. The World Bank’s stated goal is the reduction of poverty, which its Articles of Agreement define as commitments to the promotion of foreign investment, international trade and to the facilitation of capital investment. ZONING REGULATIONS Zoning regulations specify whether zones can be used for residential, commercial, industrial, institutional or open space purposes, that may also regulate lot size, placement, bulk (or density) and the height of structures. Zoning consists of dividing a particular region of land into districts or zones and specifying the types of land uses that are allowed and prohibited for each zone. This is performed by the county and is typically specific to certain, unincorporated areas. Zoning, in its basic form, attempts to separate residential property use from other property uses. GLOSSARY OF TERMS 595 TOD K P TOD K P SAMPLE DOCUMENTS AND REPORTS © 2021 The World Bank TOD K P INTRODUCTION This supplement to the TOD Knowledge Products provides or understanding of a subject matter. Rather, the user may examples of documents, reports, and terms of references choose to refer to them to understand the type of output that from cities throughout the world where TOD is under can be expected by using the various tools and resources implementation. The most relevant case examples are provided under the TOD Knowledge Products, knowing and provided for specific groups of knowledge products. The acknowledging that outputs will differ depending on the intent of providing these examples is not to limit the scope context of the assignment. CONTENTS AS-A01 TOD Readiness Assessment / AS-A02 TOD Scale and Context Assessment 599 AS-A03 Thresholds for Real Estate Demand / AS-H01 How to Undertake Real Estate Market 600 Analysis / AS-R01 Real Estate Analysis Best Practices / AS-P01 Real Estate Analysis Terms of Reference Template AS-A04 Thresholds for Rapid Transit Mode Selection / AS-H02 How to Undertake Rapid 601 Transit Alternatives Assessment / AS-P02 Transit Alternatives Analysis Terms of Reference Template AS-H03 How to Undertake Infrastructure Carrying Capacity Assessment / AS-P03 602 Infrastructure Analysis Terms of Reference Template / FI-A01 Infrastructure Capital and Operating Cost Estimates EN-C01 Stakeholder Game / EN-C02 Making a Case for TOD to the Public-Communication 603 Strategy / EN-P01 Communication Strategy Terms of Reference Template PD-H01 How to Prepare a City-wide TOD Plan / PD-H02 How to Prepare a Corridor TOD 604 Plan / PD-H03 How to Prepare a Station Area Plan / PD-H04 How to Prepare a Site Level TOD Plan PD-H05 How to Develop TOD Supportive Zoning Framework) / PD-R02 TOD Zoning Cod 605 Template PD-H06 Land Amalgamation Framework 606 FI-A02 Real Estate Development Pro-forma 607 FI-H01 Land Value Capture Framework / FI-R01 Development Incentives / FI-R02 Land Value 608 Capture Mechanisms and Best Practices / FI-R03 Municipal Finance Tools FI-H02 Private Sector Participation Framework 609 IM-A01 Monitoring and Evaluation Checklist / IM-A02 TOD KPIs 610 IM-H01 How to Undertake Capacity Building / IM-P01 Capacity Building Terms of Reference 611 Template Disclaimer: The Transit-orientated Development Implementation Resources & Tools knowledge product is designed to provide a high-level framework for the implementation of TOD and offer direction to cities in addressing barriers at all stages. As the context in low and middle-income cities varies, the application of the knowledge product must be adapted to local needs and priorities, and customized on a case-by-case basis. © 2021 International Bank for Reconstruction and Development / The World Bank 598 SAMPLE DOCUMENTS AND REPORTS TOD K P AS-A01 TOD READINESS ASSESSMENT AS-A02 TOD SCALE AND CONTEXT ASSESSMENT ASSESS PRODUCT SUMMARY The TOD Readiness Assessment and Scale and Context Assessment tool are developed to help cities in understanding the contextual readiness of the city, corridor, or site and identify the appropriate scale and context at which to plan for TOD. CASE EXAMPLES Example Type Example Source URL Transit Oriented Report City of Denver. 2014. Transit Oriented Development Strategic Plan. Link Development Strategic Consultant Report, MIG, EPS, OV Consulting, Denver, CO: Federal Plan - Denver, US Transit Administration. TOD City Specific Plan - Report MOUD (Ministry of Urban Development), India. 2016. TOD City Link Bhopal, India Specific Plan - Bhopal. Consultant Report, IBI Group, Bhopal: Sustainable Urban Transport Project (SUTP). Transit Oriented Report CTOD (Center for Transit-Oriented Development), Nelson Nygaard. Link Development Strategic 2011. Transit-Oriented Development Strategic Plan. Consultant Plan - Portland US Report, Portland: Portland Metro. SAMPLE DOCUMENTS AND REPORTS 599 TOD K P AS-A03: THRESHOLDS FOR REAL ESTATE DEMAND ASSESS AS-H01: HOW TO UNDERTAKE REAL ESTATE MARKET ANALYSIS (STEP-BY-STEP GUIDE) AS-R01: REAL ESTATE ANALYSIS BEST PRACTICES (REF DOC.) AS-P01: REAL ESTATE ANALYSIS TERMS OF REFERENCE (TOR TEMPLATE) PRODUCT SUMMARY with the appropriate demand can be determined. It can also The real estate tools aid in establishing the real estate be better understood what development is most in demand, knowledge required to undertake a successful TOD based on demographic, geographic and economic trends. development. Through the use of the tools, the market area CASE EXAMPLES Example Type Example Source URL Transit-Oriented Report GVMC (Greater Visakhapatnam Municipal Coorporation), USTDA Link Redevelopment of the (US Trade and Development Agency). 2017. “Transit-Oriented Dwarka Bus Station Redevelopment of the Dwaraka Bus Station- Feasibility Study Final Report.” Consultant Report, AECOM, IBM, KPMG, Visakhapatnam: AECOM. Revenue maximizing study Report MRVC (Mumbai Railway Vikas Corporation Ltd). 2014. “Revenue Link in particular for non- maximising study in particular for non-fare box revenues with fare box revenues with affordability studies.” Consultant Report, PriceWaterhouseCooper, affordability studies Mumbai. Real Estate Information Weblink Urban Redevelopment Authority. n.d. Realis Tool. Accessed 08 18, Link System 2018. 600 SAMPLE DOCUMENTS AND REPORTS TOD K P AS-A04: THRESHOLDS FOR RAPID TRANSIT MODE SELECTION ASSESS AS-H02: HOW TO UNDERTAKE RAPID TRANSIT ALTERNATIVES ASSESSMENT (STEP-BY-STEP GUIDE) AS-P02: TRANSIT ALTERNATIVES ANALYSIS TERMS OF REFERENCE (TOR TEMPLATE) PRODUCT SUMMARY The tools will aid in identifying, evaluating and selecting the The rapid transit assessment tools are intended to help cities appropriate rapid transit alternative including route alignment, who are planning the first rapid transit corridors or those mode and technology relative to existing city conditions and that are planning an extension of existing transit networks. financial viability. CASE EXAMPLES Example Type Example Source URL Bus Rapid Transit System Report DULT (Directorate of Urban Land Transport) (2013). Bus Rapid Transit Link Hubli-Dharwad System Detailed Feasibility Report. Consultant Report (CEPT), Hubli- Dharwad Spokane Central City Report Sound Transit (2012). Spokane Central City Transit Alternatives Link Transit Alternatives Analysis Process Summary Report. Consultant Report (CH2M Hill), Analysis Spokane Rapid Transit Initiative - Report City of London, ON; LT (London Transit). 2016. “SHIFT -London’s Link London, ON Rapid Transit Initiative.” Consultant Report, IBI Group, WSP, London ON, Canada Corridor Assessment and Report EDF (European Development Fund) (2016). Report on the Corridor Link Ranking for Selecting one Assessment and Ranking for Selecting at Least One Pilot Smart Pilot Smart Corridor Corridor. Consultant Report (NTU/LB). Addis Ababa: The European Union. SAMPLE DOCUMENTS AND REPORTS 601 TOD K P AS-H03: HOW TO UNDERTAKE INFRASTRUCTURE CARRYING CAPACITY ASSESSMENT (STEP-BY- ASSESS STEP GUIDE) AS-P03: INFRASTRUCTURE ANALYSIS TERMS OF REFERENCE (TOR TEMPLATE) FI-A01: INFRASTRUCTURE CAPITAL & OPERATING FINANCE COST ESTIMATES/RANGES (SPREADSHEET) PRODUCT SUMMARY These tools help in evaluating the infrastructure carrying capacity of a site for transit-supportive densities, based on the development context. Further, they help in estimating the cost requirements for infrastructure capital and operating costs. CASE EXAMPLES Example Type Example Source URL Hubli-Dharwad City Plan - Data Report HDBRTS Ltd. (2017). City Plan for Hubli-Dharwad Data Link Gathering and Compilation Report Gathering and Compilation Report. Consultant Report (IBI Consultancy India Pvt Ltd), Hubli-Dharwad. TOD Regulations for Delhi - Statutory DDA (Delhi Development Authority). (2016). Proposed Transit Annexure-1 - (vii) Infrastructure Document Oriented Development (TOD) Regulations - Page 19. New Provision Delhi, Delhi, India. Capital Improvement Program, Report California National City 1887 Incorporated. (2017). Fiscal Link California Year 2017 - 2021 5-Year Capital Improvement Program (CIP). Budget Report, National City. Capital Operating and Maintenance Report Nashville Area Metropolitan Planning Organization. 2007. costs estimates, Nashville “Nashville Southeast Corridor High-Performance Transit Alternatives Study - Chapter 9.” Final Report, Nashville TN. 602 SAMPLE DOCUMENTS AND REPORTS TOD K P EN-C01: STAKEHOLDER ENGAGEMENT - GAME (REF. DOC.) ENABLE EN-C02: MAKING A CASE FOR TOD TO THE PUBLIC - COMMUNICATION STRATEGY (REF.DOC.) EN-P01: COMMUNICATION STRATEGY TERMS OF REFERENCE (TOR TEMPLATE) PRODUCT SUMMARY The Communications tools help to build ownership among all the TOD stakeholders. The myriad tools that can be employed include online and print strategies, physical games and other media that can communicate the benefits of the TOD plans. CASE EXAMPLES Example Type Example Source URL Community Engagement, Report Sound Transit. (2017). Summary of Community Engagement. Seattle: Link Roosevelt Station TOD City of Seattle, Roosevelt Neighborhood Association Strategic Communications Report Arup USA, Inc. 2009. “Marketing TOD Strategic Communications/ Link Plan, Manassas Park Marketing Plan.” Manassas Park. Promotion and Outreach RFP PCMC (Pimpri Chinchwad Municipal Corporation). n.d. “Selection Link Program, Pimpri of Consultants for Promotion and Outreach Program (POP) for BRT Chinchwad & Non-Motorized Transport (NMT) Systems in Pimpri-Chinchwad.” Pimpri Chinchwad, India. Promotion and Outreach Report PCMC (Pimpri Chinchwad Municipal Corporation). 2016. Promotions Link program for BRT & NMT in and Outreach Program for BRT & NMT in PCMC Area. Consultant PCMC area Report (IBI Group, Centre for Environment Education), Pimpri Chinchwad: SUTP (Sustainable Urban Transport Project). SAMPLE DOCUMENTS AND REPORTS 603 TOD K P PD-H01: HOW TO PREPARE A CITY-WIDE TOD PLAN (STEP-BY-STEP GUIDE) PLAN+ PD-H02: HOW TO PREPARE A CORRIDOR TOD DESIGN PLAN (STEP-BY-STEP GUIDE) PD-H03: HOW TO PREPARE A STATION AREA PD-R01: TOD PLANNING PRINCIPLES & PLAN (STEP-BY-STEP GUIDE) DESIGN GUIDELINES (REF. DOC.) PD-H04: HOW TO PREPARE A SITE LEVEL TOD PD-P01: TOD PLANS TERMS OF PLAN (STEP-BY-STEP GUIDE) REFERENCE (TOR TEMPLATE) PRODUCT SUMMARY contextual conditions. The outputs below are an illustration of The How-to Guides for Plan+Design along with the Planning how these tools will help you define the final products. Principles demonstrate the processes to be followed in undertaking TOD planning at different scales under different CASE EXAMPLES Example Type Example Source URL Dar es Salaam BRT Phase Presentation Broadway Malyan. 2018. “Dar es Salaam BRT Phase 1 Corridor Link 1 Corridor Development Development Strategy.” Client PO-RALG Tanzania. Dar es Salaam: Strategy The World Bank; Nordic Development Fund Kakardooma TOD Presentation UTTIPEC (Unified Traffic and Transportation Infrastructure (Planning Proposal, Delhi & Engineering) Centre). n.d. East Delhi Hub – Kadkardooma TOD Proposal. New Delhi: Delhi Development Authority Naya Raipur TOD Study Presentation NRDA (Naya Raipur Development Authority). 2013. ‘Naya Raipur’ A New City Takes Root (Transit Oriented Development). Naya Raipur. City of Cape Town TOD Report Transport for Cape Town. 2015. “City of Cape Town TOD Strategic Link Strategic Framework Framework.” Strategic Plan, City of Cape Town. 604 SAMPLE DOCUMENTS AND REPORTS TOD K P PD-H05: HOW TO DEVELOP TOD SUPPORTIVE ZONING FRAMEWORK (STEP-BY-STEP GUIDE) PLAN+ PD-R02: TOD ZONING CODE TEMPLATE (REF. DESIGN DOC.) PRODUCT SUMMARY The TOD Zoning Framework tools provide guidance on how TOD concepts and ideas can be converted into a statutory zoning regulation within the city. CASE EXAMPLES Example Type Example Source URL TOD Regulations for Delhi RFP Delhi Development Authority. 2017. “Master Plan for Delhi-2021”. New Link Delhi Sample TOD Overlay Report Valley Connections. 2001. Model Transit-Oriented District Overlay Link Zoning Ordinance - Zoning Ordinance. http://www.reconnectingamerica.org/assets/ Reconnecting America Uploads/bestpractice230.pdf, California: Community Design + Architecture, Inc. Comprehensive Weblink UD&UHD (Urban Development and Urban Housing Department). 2017. Link Development Control “Comprehensive General Development Control Regulation - 2017.” Regulations, Ahmedabad Gandhinagar. Spatial Development Report City of Johannesburg. 2016. "Spatial Development Framework Link Framework, Johannesburg 2040 City of Johannesburg Metropolitan Municipality." Prepared in collaboration with Urban Planning and Design Lab, Iyer Urban Design Studio and Urban the Morphology & Complex Systems Institute, Johannesburg. SAMPLE DOCUMENTS AND REPORTS 605 TOD K P PD-H06: LAND AMALGAMATION FRAMEWORK (STEP-BY-STEP GUIDE) PLAN+ DESIGN PRODUCT SUMMARY The Land Amalgamation Framework tools guides cities on how to develop and define the area to be amalgamated and different ways to undertake the amalgamation process. CASE EXAMPLES Example Type Example Source URL Dar es Salaam BRT Phase Presentation Broadway Malyan. 2018. “Dar es Salaam BRT Phase 1 Corridor Link 1 Corridor Development Development Strategy.” Client PO-RALG Tanzania. Dar es Salaam: Strategy The World Bank; Nordic Development Fund TOD Manual, Delhi Manual UTTIPEC (Unified Traffic and Transportation Infrastructure (Planning & Link Engineering) Centre), WRI India. 2014. Transit Oriented development Manual- Delhi TOD Policy & Regulations Interpretation. Delhi: World Resource Institute. TOD City Specific Plan, Report MOUD (Ministry of Urban Development), India. 2016. TOD City Link Mumbai Specific Plan - Mumbai. Consultant Report, IBI Group, Mumbai: Sustainable Urban Transport Project (SUTP). 606 SAMPLE DOCUMENTS AND REPORTS TOD K P FI-A02: REAL-ESTATE DEVELOPMENT PRO-FORMA (SPREADSHEET) FINANCE PRODUCT SUMMARY The Real Estate Development Pro-Forma tool provides primary understanding about the assessment of return on investment (ROI), based on certain basic project development parameters. CASE EXAMPLES Example Type Example Source URL Market and Pro-Forma Report City of Sacramento. 2007. “Market and Pro-Forma Analysis.” Link Analysis Sacramento : Bay Area Economics . Transit-Oriented Presentation DUSP (Department of Urban and Spatial Analytics), MIT. 2016. Link Development in Mexico “Transit-Oriented Development in Mexico City.” Mexico City. City Gap Analysis for Transit- Report MAPC (Metropolitan Area Planning Council). 2012. “Gap Analysis for Link Oriented Development Transit-Oriented.” Consultant Report (GLC Development Resources Financing LLC), Boston. SAMPLE DOCUMENTS AND REPORTS 607 TOD K P FI-H01: LAND VALUE CAPTURE FRAMEWORK (STEP-BY-STEP GUIDE) FINANCE FI-R01: DEVELOPMENT INCENTIVES (REF. DOC.) FI-R02: LAND VALUE CAPTURE MECHANISMS AND BEST PRACTICES (REF. DOC.) FI-R03: MUNICIPAL FINANCE TOOLS (REF. DOC.) PRODUCT SUMMARY The development incentives, municipal finance, LVC and PPP tools will guide cities or developers in structuring projects so as to maximize value and revenue and share the risks during the life cycle of the project. CASE EXAMPLES Example Type Example Source URL Land value capture as a Report Polska, Sprawne Panstwo Program- Ernst & Young. 2011. “Land Link funding source, Warsaw value capture as a funding source for urban investment- The Warsaw Metro metro system.” Warsaw. Transit Value Capture Report CMAP (Chicago Metropolitan Agency for Planning). 2010. “Transit Link Analysis, Chicago Region Value Capture Analysis for the Chicago Region.” Consultant Report (S. B. Friedman & Company). Feasibility Study, Dwarka Report Corporation, Greater Visakhapatnam Municipal. 2017. “Transit- Link Oriented Redevelopment Of the Dwaraka Bus.” Consultant Report (AECOM, IBM, KPMG), Visakhapatnam. Tax Increment Financing Presentation Chapa, Jay. 2013. “Tax Increment Financing: TEX Rail/Transit- Link Oriented Development.” Fort Worth. Innovative Municipal Report Venkatachalam, Pritha. 2005. “Innovative Approaches to Municipal Link Financing, Tamil Nadu Infrastructure Financing: A Case Study on Tamil Nadu, India.” Tamil Nadu, India: Development Destin Studies Institute. 608 SAMPLE DOCUMENTS AND REPORTS TOD K P FI-H02: PRIVATE SECTOR PARTICIPATION FRAMEWORK (REF. DOC.) FINANCE PRODUCT SUMMARY This resource provides a compilation of municipal financing tools that are applied globally and a guide for the cities on how to deploy these tools. CASE EXAMPLES Example Type Example Source URL Indian Stations Report Indian Railways; FICCI. 2017. "Indian Railways Station Link Redevelopment PPP Redevelopment- Transforming Railways and Creating Win-Win Framework Opportunities." Consultant Report (The Boston Consulting Group). TOD Development – RFP Sound Transit. 2014. “Request for Proposals TOD Development – Link Capitol Hill Properties Capitol Hill Properties Redevelopment.” Redevelopment SAMPLE DOCUMENTS AND REPORTS 609 TOD K P IM-A01: MONITORING AND EVALUATION (CHECKLIST) IMPLEMENT IM-A02: TOD KPI (Spreadsheet) PRODUCT SUMMARY The Monitoring and Evaluation tools provide cities with guidance on how to monitor and evaluate the performance of ongoing and completed projects with respect to TOD goals. CASE EXAMPLES Example Type Example Source URL Evaluating Transit-Oriented Report Renne, John L. n.d. “6 Evaluating Transit-Oriented Development Link Development Using a Using a Sustainability Framework: Lessons from Perth’s Network Sustainability Framework City.” Perth Project Evaluation Report, Report Commission, Delaware Valley Regional Planning. 2003 . “Project Link Philadelphia Evaluation Report Implementing Transit-Oriented Development in the Philadelphia Metropolitan Area.” Philadelphia TOD Indicators Report NIUA (National Institute of Urban Affairs). n.d. Assessing TOD- A List of Indicators. India: NIUA and Foreign and Commonwealth Office (UK). TOD Scores Weblink The Institute for Transportation and Development (ITDP). 2014. TOD Link Scores. 610 SAMPLE DOCUMENTS AND REPORTS TOD K P IM-H01: HOW TO UNDERTAKE CAPACITY BUILDING (STEP-BY-STEP GUIDE) IMPLEMENT IM-P01: CAPACITY BUILDING TERMS OF REFERENCE (TOR TEMPLATE) PRODUCT SUMMARY These tools will help cities assess their own capacities and formulate a response to be able to build capacities as needed for planning and implementing TOD. CASE EXAMPLES Example Type Example Source URL Capcity Building Reforms, Presentation KMC (Kolkata Municipal Corporation). 2009. “KMC: Capacity Link Kolkata Building Program – A Reforms Initiative.” Kolkata. Assessment of Capacity Presentation NIUA (National Institute Of Urban Affairs). 2015. A Study to Link Building Needs Qualitatively Assess the Capacity Building Needs of Urban Local Bodies (ULBs). Research Division, NITI Aayog,. Capacity Building in PPPs Report Plummer, Janelle. 2002. FOCUSING PARTNERSHIPS- A Sourcebook Link for Municipal Capacity Building in Public–Private Partnerships. UNDP, Earthscan Publications Ltd, London,Sterling, VA. SAMPLE DOCUMENTS AND REPORTS 611 TOD K P TOD K P GOOD PRACTICE NOTE Integration of Road Safety Considerations in Transit-Oriented Development projects © 2021 The World Bank TOD K P This note was prepared with funding from UK AID, through the Global Road Safety Facility (GRSF), for the World Bank as part of the assignment: “Integration of Road Safety Considerations in Transit-Oriented Development Projects”. It has been prepared by World Resources Institute India (WRI India) team led by Prerna V. Mehta and included Abhishek Behera, Binoy Mascarehnas and Jaya Dhindaw, and supported by Madhav Pai, Chetan Sodaye, Dhawal Ashar, Himanshi Kapoor and Rajeev Malagi; under the leadership of Gerald Ollivier and Alina Burlacu, with peer review by Blanca Domine, Said Dahdah, Wanli Fang, and Juan Miguel Velasquez Torres. Dipan Bose offered helpful comments during the finalization of the document. September 2020 614 NOTE TOD K P ABBREVIATIONS AE Automated Enforcement BRT Bus Rapid Transit FOB Foot over bridge GDP Gross Domestic Product IPT Intermediate Public Transport NMT Non-motorized Transport PIARC World Road Association RSIA Road Safety Impact Assessment ROW Right of Way RSA Road Safety Audit RSI Road Safety Inspection SAM Safe Access Mass-transit TOD Transit Oriented-Development VKT Vehicle Kilometers Traveled WRI World Resources Institute NOTE 615 TOD K P LIST OF TABLES Table 1. Distribution of deaths by road user type by WHO Region 621 Table 2. Three components of a sidewalk 648 Table 3. Comparison between location of crosswalks in different types of intersections. 650 Table 4. Comparisons highlighting issues of inadequate pedestrian waiting areas and mitigation measures 651 Table 5. Comparing different types of dedicated cycle lanes. 653 Table 6. Summary table for different types of intersections 656 Table 7. Alternatives for ROW redistribution 665 Table 8. Vertical speed control alternatives 666 Table 9. Horizontal speed control alternatives 668 Table 10. Alternatives for a modified intersection 670 LIST OF FIGURES Figure 1. Safe system diagram 623 Figure 2. Five principles of Safe Access 632 Figure 3. The different realms for planning of station area 642 Figure 4. Hierarchy of priority for mobility planning 642 Figure 5. Oriented the feeder network in a greenfield station area 643 Figure 6. Determining the feeder priority area in the station area. 645 Figure 7. Pedestrian only street in Sao Paulo, Brazil 646 Figure 8. Three components of a sidewalk 647 Figure 9. Immovable obstructions on the sidewalk restricting pedestrian movement 648 Figure 10. Deviations made around obstructions for continuous walking path. 648 Figure 11. Typical multi-utility zone with different types of uses 649 Figure 12. Natural walking path and desire lines for a right-angled intersection.. 650 Figure 13. Crosswalks aligned along desired movement patterns in a skewed intersection. 650 Figure 14. Crosswalks aligned along shortest crossing distance in a skewed intersection. 650 Figure 15. Reduced intersection corner curvature for pedestrian safety 651 Figure 16. Existing conditions with wider corner radius 651 Figure 17. Tighter corner radius provides more waiting area for pedestrians. 651 Figure 18. Curb extensions created by removing travel lanes further reduce crossing times for pedestrians. 651 Figure 19. Uni-directional marked cycle lane. 654 Figure 20. Bi-directional marked cycle lane. 654 Figure 21. A shared bus and bike lane 654 Figure 22. Separate bus and cycle lanes, with cycle lane going behind the bus stop 654 Figure 23. A bus station bypass in Rio de Janeiro, Brazil 654 Figure 24. Cycle lane between travel lane and parking lane 654 Figure 25. Cycle lane between sidewalk and parking lane without any buffer 655 Figure 26. Buffer between cycle lane and parking lane using on-street markings using paint. 655 Figure 27. Protected bike lanes with physical separations using raised median as buffers 655 Figure 28. Advanced termination of bike lane as it nears an intersection. 656 Figure 29. Turning lane inserted between cycle lane and sidewalk. 656 Figure 30. Advanced stop lines with cycle boxes for cyclists to align in direction of turn 658 616 NOTE TOD K P Figure 31. Two-phase cycle turn boxes 658 Figure 32. Cycle lanes hooked with pedestrian crossing 658 Figure 33. Single phase for cycle movement in all directions. 658 Figure 34. Two-phase cycle turn at intersection with Bus priority lanes 660 Figure 35. Bus stop location at mid-block has a limited reach and longer interchange distance 661 Figure 36. Bus stop located near an intersection increases connectivity and reduces the interchange distance. 661 Figure 37. Transfer distances of two stops positioned at mid-blocks 661 Figure 38. Transfer distances of stops near the intersection 661 Figure 39. Impact on traffic due to stop positioned before intersection 662 Figure 40. Impact on traffic due to stop positioned after intersection 662 Figure 41. Impact on traffic due to stop positioned close to intersection 662 Figure 42. Impact on traffic due to stop positioned short distance from the intersection 662 Figure 43. Incorrect location of mid-block bus stops along curved roads 663 Figure 44. Ideal mid-block location of bus stops with common crosswalk 663 Figure 45. Existing typical distribution of ROW with wide travel lanes 664 Figure 46. Redistributed ROW with narrower travel lanes, cycle lanes, and bus lane 665 Figure 47. Redistributed ROW with narrower travel lanes, cycle lanes, and center turn lane 665 Figure 48. Redistributed ROW with narrower travel lanes, cycle lanes, and on street parking 665 Figure 49. Redistributed ROW with narrower travel lanes, cycle lanes, and wider sidewalks 665 Figure 50. Speed hump 666 Figure 51. Speed table 666 Figure 52. Speed bump 666 Figure 53. Speed humps before pedestrian crossing. 667 Figure 54. Pedestrian crossing on top of speed table 667 Figure 55. Speed table doubling up as a mid-block crossing with safety bollards in New Delhi, India 667 Figure 56. Chicanes 668 Figure 57. Staggered on-street parking 668 Figure 58. Chokers 668 Figure 59. Median bulb-out 668 Figure 60. Mid-block crossings in BRT lane as a combination of horizontal and vertical traffic calming measures 669 Figure 61. Extending curb corners at intersections to create gateways 669 Figure 62. Raised intersection, at the level of sidewalk 670 Figure 63. Mini roundabout 670 Figure 64. Restricting movement at intersections using barriers 670 Figure 65. Cycle parking facility and pedestrian only area at the entrance of Transmilenio in Bogota, Colombia 671 Figure 66. Transit station access using segregated sidewalks, Mexico 671 Figure 67. Designed access to DN Nagar Metro Station Mumbai near an intersection 672 Figure 68. Pedestrian access to a raised BRT station in the center of the ROW 673 Figure 69. Facilities for cyclists to access the BRT station along with pedestrians 673 Figure 70. Thane Suburban station in India with lower level for auto-rickshaws and upper levels for bus bays 674 Figure 71. Typical transfer platform at station along Bogota, Colombia’s TransMilenio BRT corridor 674 Figure 72. Transfer facility between two intersecting BRT Lines 675 Figure 73. Para-transit access and transfers to transit station 676 NOTE 617 TOD K P 618 NOTE TOD K P CONTENTS Abbreviations 615 List of Tables 616 List of Figures 616 Introduction 621 Road crash and impact 621 Safe system approach 622 Case for transit-oriented development (TOD) 624 Scoping 625 Assess 626 Road safety capacity reviews: Policy, regulatory and institutional framework 626 Road inventory, road crash data collection and analysis 627 Road safety assessment and engineering tools 629 Enable 631 Plan+Design 633 Planning of TOD networks 633 Design of elements within TOD network 635 Finance 636 Implement 637 Institutional set-up and capacity building 637 Execution of design 638 Monitoring and evaluation 639 Appendix A 641 Appendix B 647 References 677 NOTE 619 TOD K P 620 NOTE TOD K P INTRODUCTION 1. Based on 2018 findings of the World Health Organization (WHO), the number of deaths due to road crashes is 1.35 million deaths per year. While this number is quite high and increasing every year, the rate of road crash deaths per 100,000 of population has remained constant, at around 18 deaths, over the years. This rate of deaths is however not distributed proportionately amongst the different regions and countries. The high-income countries have recorded lowest average rate at 8.3 per 100,000. In contrast to this number, low-income countries have the highest annual road traffic fatality rates averaging at 27.5 deaths per 100,000– more than three times the average for high-income countries. ROAD CRASH AND IMPACT 2. Most of the deaths and injuries from road crashes are of the working age population, which negatively impacts both the economy and the demography of the region. Road traffic injuries are currently the 8th leading cause for death for all age groups, and further compounding the demographic impact is the fact that road crashes are the leading cause of death for children and young adults, between the ages of 5 and 29 years. 3. Road traffic crashes have a high economic impact, costing 3 percent of a country’s GDP on average. They also cause a significant impact on the individuals as well as their families. Injuries arising due to road crashes can lead to trauma for the individual and loss in productivity. Along with costs of treatment, economic challenges may further be increased due to temporary or permanent loss of income as well. Along with the victim, road crashes take an emotional toll on the immediate family members and caregivers during treatment process or any deaths and add to the economic burden as they may need to take time off work or school to care for the injured. 4. The distribution of road users varies within different regions and income groups of countries. This impacts the variations in death rates amongst the users. The low- and middle-income countries have a significantly high proportion of pedestrians, cyclists and two- or three-wheeler motorized vehicles. Overall, the global road traffic deaths for pedestrians and cyclists is at 26% and another 28% for two- and three-wheeler motorcyclists, totaling nearly 54% of vulnerable road users. This proportion varies in comparison between the economic group of countries, with a high percentage of road crash victims being car occupants. Americas Europe Africa Eastern South-east Western World Mediterranean Asia Pacific Drivers/ passengers 34% 48% 40% 39% 16% 22% 29% of 4 wheeler vehicles Motorized 2-3 23% 11% 9% 15% 43% 36% 28% wheeled vehicles Cyclists 3% 5% 4% 2% 2% 6% 3% Pedestrians 22% 27% 40% 34% 14% 22% 23% Others/ unspecified 18% 9% 7% 10% 25% 14% 17% Table 1. Distribution of deaths by road user type by WHO Region (Source: WHO 2018) NOTE 621 TOD K P 5. Globally, a significant percentage of road crash victims being car occupants is also an indicator of insufficient infrastructure for controlling traffic speeds and volumes. Furthermore, when people use private cars more for their daily activities, it results in a higher level of total vehicle-kilometers traveled (VKT). Choice of using personal vehicle over using non-motorized transport or public mass transport may be attributed to the car-centric planning and design of road infrastructure. Many countries lack adequate protected infrastructure for pedestrians and cyclists. This discourages users to walk or bicycle to their destinations. 6. Mode-choice plays a critical role in road safety. Public mass transit systems not only provide faster and safer transportation mode choices, they also help reduce dependency on privately owned vehicles on the road. Public mass transit services typically follow designated routes as well, thereby minimizing interferences between different types of road users. While many countries still have to develop mass transit infrastructure such as metro rails, public bus system is quite prevalent, with bus rapid transit (BRT) and bus only lane infrastructures being developed. Absence of proper first and last mile connectivity to the transit stations poses security threats for road users and discourages them from using public transport. 7. Additionally, a city’s urban form conditions, such as built density, land-use mix and street layout, are also critical aspects for road safety, and can impact a variety of influencing factors, ranging from traffic speed to modal choice. Larger block sizes and suburban layouts mean longer walking and biking distances for users and hence a preference for private vehicles. Barcelona, Spain and Atlanta, USA both have comparative population sizes (2.8 million and 2.5 million respectively). However, they vastly differ in built-up area, with just 162 sq.km for Barcelona, compared to 4280 sq.km for Atlanta. This has a significant impact on mode choice, where only 20% of trips in Barcelona are car dependent, compared to 77% in Atlanta. The road safety impact is clearly evidenced by the traffic fatality rate of just 1.9 deaths per 100,000 population in Barcelona compared to 9.7 deaths in Atlanta. SAFE SYSTEM APPROACH 8. The Safe System approach derives from the Swedish Vision Zero and Dutch Sustainable Safety strategies that have a long-term goal for a road traffic system to be eventually free from fatalities and serious injuries. It represents a shift away from traditional approach of preventing collisions to a more forgiving approach of preventing fatalities and mitigating serious injuries in road crashes. The traditional approach emphasizes the responsibility of road users to avoid crashes rather than the responsibility of system designers to provide a safe mobility system. 9. The Safe System approach takes into account that humans are vulnerable and fallible, and errors are to be expected. It aims at ensuring these mistakes do not lead to a crash, and if a crash does occur, it is sufficiently controlled to not cause a death or a life-changing injury. Thereby with a “zero-harm goal”, it places a strong emphasis on road builder/operator and vehicle manufacturer accountability for road safety performance. 10. The Safe System approach emphasizes shared responsibility. Government agencies at different levels and a range of multi- sectoral agencies and stakeholders – including policy makers, road engineers, planners, vehicle manufacturers, enforcement officers, emergency medical agencies, road safety educators etc. – are accountable for the system’s safety and all road users – drivers, cyclists, and pedestrians are responsible for complying with the system rules. 11. This approach further caters to the larger socio-economic and environmental challenges faced in urban areas. While making the road an equitable space for all users, ensuring accessibility and usability for all, it helps address issues associated with road traffic such as congestion, public health, and pollution. 622 NOTE TOD K P 12. The Safe System approach is anchored around the following four principles: • People make mistakes that can lead to road crashes. • People are vulnerable − The human body has a limited physical ability to tolerate crash forces before harm occurs i.e. being seriously injured or killed. • A shared responsibility − Those who plan, design, build, and manage roads and vehicles and provide post-crash care share the responsibility to prevent crashes resulting in fatal and serious injuries. In a true Safe System, road users also have the responsibility such as vehicle safety feature maintenance, complying with the policies etc. • Strengthen all parts of the system – There is a need to improve the safety of all parts of the system - roads and roadsides, speeds, vehicles, and road use - and if one part fails, road users are still protected. 13. Along with these principles, it must also be noted that road crash deaths and serious traffic crashes and injuries are preventable and should not be accepted as part of the mobility system. Lack of safety should not be a trade-off for faster mobility. Rather, the mobility system should be both safe and efficient. 14. Safe system comprises of four components below (Figure 1): • Safer Roads: Safety features are to be included into the design of roads in order to reduce the risk of crashes and the severity of injuries if a crash occurs. Typical measures include segregation of different types of road users and traffic moving at different directions and speeds, traffic calming measures, targeted improvements of crash hot-spot etc. • Safer Speeds: Speed limits help in avoiding crashes and the severity of the same. The human body being vulnerable has a limit for experiencing and enduring physical trauma. Based on road types and the contexts, appropriate speed limits need to be established and enforced. • Safer Vehicles: Vehicles are to be designed and maintained to minimize the occurrence and consequences of crashes focusing on the survivability post a collision. While the vehicle design technology (braking systems, sensors, passive safety components etc) is critical, the onus is also on the users to buy safer Figure 1. Safe system diagram Adapted from Safer Roads, Safer Queensland: Queensland’s Road Safety vehicles and maintain them to the highest standards. Strategy 2015–21 (www.roadsafety.gov.au/nrss/safe-system) • Safer Road Users: As part of the shared responsibility, it is necessary for road users to comply with the road rules and for system designers to actively work towards reduction of traffic volumes, educating users of the risks, adhering to proper usage of roads, ensuring proper post crash health facility etc. NOTE 623 TOD K P CASE FOR TRANSIT-ORIENTED DEVELOPMENT (TOD) 15. In order to achieve sustainable growth, globally cities are looking at integrating land use and transportation planning. An outcome of this endeavor is the application of transit-oriented development, better known by its acronym TOD. It is a “multidisciplinary planning and design strategy to ensure compact, mixed-use, mixed-income, pedestrian and two-wheeler friendly cities, and suitably dense urban development organized around transit stations”. By virtue of its character, a TOD scheme advocates for environmental sustainability by promoting public transit and non-motorized transport, and socially- inclusive economic development that is equitably distributed creating safe urban spaces for all users. 16. The World Bank’s TOD Community of Practice summarizes eight key principles for implementing TOD: • Align human densities, economic densities, mass transit capacity, and transit network characteristics for greater accessibility. • Create compact regions with short commutes. • Ensure the resilience of areas connected by mass transit. • Plan and zone for mixed-use and mixed-income neighborhoods at a corridor level. • Create vibrant, people-centric public spaces around mass transit stations. • Develop neighborhoods that promote walking and cycling. • Develop good-quality, accessible, and integrated public transit. • Manage demand for private vehicles. 17. TOD involves creating concentrated nodes of moderate-to-high density developments supporting a balanced mix of diverse land uses which are located within 5-10 minutes of walking distance, I,e, 800m-1km from mass rapid transit stations. This integration of transportation and land use planning, with other elements such as market demands, environmental systems, community input and technical efficiencies, allows for placement of employment, entertainment, leisure and residential uses near each other around the rapid transit stations. This allows for reduced trip lengths and number of trips and prioritizes public transit use and reduces dependency on private motor vehicles. 18. There is a strong interrelationship between TOD and road safety. A well-executed TOD scheme has the potential to make far- reaching impacts on the road safety scenario in the city. At the citywide level, TOD influences urban form and mode-choice; two very critical factors for road safety. The mixed-use land use developments with active frontage and accessible services centered within safe walking and cycling distances around transit stations, encourages users to choose for transit combined with non-motorized commute over use of cars. This pattern of considerable mode shift minimizes the number of cars on the street thereby reducing the chances of conflicts. At the neighborhood level, TOD promotes more pedestrian-friendly streets with lower traffic speeds, which significantly improves the safety of the most vulnerable road-user group. 19. This note forms a part of the engagement between the World Bank and World Resources Institute India (WRI India) to leverage existing work on “TOD Implementation and Resource Tools” being developed as part of the Global Platform for Sustainable Cities (GPSC), by identifying and addressing road safety gaps to develop improved guidelines to apply the safe system approach to existing TOD projects around the world. 624 NOTE TOD K P SCOPING 20. As part of the engagement between the World Bank and WRI India, a review of existing literature and references on TOD projects developed by the World Bank and other leading organizations and practitioners across the world was undertaken to analyze best practices of urban road safety. A road safety diagnostic on the existing TOD Toolkit Knowledge Products was also carried to identify gaps and how to address the same. 21. It was observed that the existing literature and the toolkits discussed the importance of TOD and how to execute a TOD project from an institutional setup, planning along transit routes, and financing of the same. They however did not explicitly discuss the need for enabling or ensuring road safety within a TOD area. 22. These gaps have then been subsequently addressed by World Resources Institute to support systematic inclusion of roads safety and universal accessibility in TOD projects through five stages of TOD implementation - Assess, Enable, Plan & Design, Finance and Implement. 23. This Good Practice Note summarizes the various road safety considerations and measures that may be undertaken. NOTE 625 TOD K P ASSESS 24. ‘Assess’ is the first stage of the TOD Resources and Implementation toolkit. This initial stage helps in determining how “ready” a city is for TOD, based on “analysis of a complementary set of economic, geographic, demographic, economic, urban form, and institutional factors.” TOD readiness assessment also involves road safety assessment. This further contributes to the case for implementing a TOD design. 25. The road safety assessment must be further aligned to a TOD network design, i.e. it should be able to highlight issues and direct towards appropriate design interventions catered for a TOD area. Through the knowledge products and the literature reviewed it is evident that road safety assessment for TOD readiness involves three distinct measures: • Road safety capacity reviews: policy, regulatory and institutional framework assessment, • Road inventory, road crash data collection and analysis, • Road safety assessment and engineering tools. ROAD SAFETY CAPACITY REVIEWS: POLICY, REGULATORY AND INSTITUTIONAL FRAMEWORK 26. The first measure looks at assessing ‘efficiency and effectiveness’ of the various existing policies and regulatory frameworks and institutional setups available at the local, regional, and national levels. These are analyzed based on their capacities to execute planning, design and implementation of a TOD project, including road safety. 27. The World Bank’s Road Safety Capacity Review Guidelines present a two-stage, iterative process that culminates in the preparation and implementation of projects designed to launch the identified long-term country investment strategy. These two stages are based on the six recommendations provided for road traffic injury prevention: 1. Identify a lead agency in government to guide the national road safety effort. 2. Assess the problem, policies and institutional settings relating to road traffic injury and the capacity for road traffic injury prevention in each country. 3. Prepare a national road safety strategy and plan of action. 4. Allocate financial and human resources to address the problem. 5. Implement specific actions to prevent road traffic crashes, minimize injuries and their consequences and evaluate the impact of these actions. 6. Support the development of national capacity and international cooperation. 28. The first stage of the process concerns the conduct of a country capacity review (recommendation 2). The capacity review assesses the lead agency role (recommendation 1) and specifies a long-term investment strategy and identifies Safe System projects to be launched (recommendations 3 & 4). And the second stage of the process concerns the detailed preparation and implementation of the Safe System projects (recommendations 5 & 6). 626 NOTE TOD K P 29. While these Guidelines offer a comprehensive approach for any kind of road safety capacity review, as part of the “Assess” step of determining TOD readiness, we would focus on the first two recommendations. 30. Based on the reviews of existing literature, it was observed that more than often, road safety and TOD policies were independent of each other. However, road safety is an intrinsic component of TOD implementation, it therefore needs to be part of TOD readiness assessment. Any existing road safety mandate of the government such as Vision Zero – aiming at zero road crash – must be included as part of the TOD policy. Additionally, policies to prioritize implementation of public transport systems and encouraging citizens to use the same may be included in the TOD implementation policy as a champion cause. 31. Institutional capacities are also assessed to determine the right mix of professionals within the implementation agency. In order to make informed decisions to reduce road crashes and make safe spaces for all road users, it is essential to include road safety experts who are adept with safe system practices. Additionally, the team of experts should also ideally include urban designers and planners who have experience in complete street design. 32. This capacity assessment will help identify shortcomings in readiness for TOD implementation that may further be addressed through the remaining steps. ROAD INVENTORY, ROAD CRASH DATA COLLECTION AND ANALYSIS 33. Evidence based advocacy helps in decision making and prioritizing funding and project implementation. Data collection and proper data analysis helps in sending the right message to communities and gaining their support and also support of various stakeholders, and provides the basis for making relevant improvements. 34. In order to undertake TOD readiness assessment of a city, it is essential to assess the existing physical infrastructure. Assessment of the existing physical urban fabric of the city and around the station areas – existing urban density and character, road network land use etc – help determine future planning and design, and strategies for implementation. These also have a direct correlation with ensuring road safety for all, especially the vulnerable users. 35. Socio-economic and demographic data, high-definition aerials and satellite imagery, site surveys, local employment data, travel pattern information, contextual information such as immediate land use, level of urbanization, future development and growth patterns, transport network information such as mode share, transit ridership, vehicle counts etc clearly play an essential role in TOD readiness. However, very often road crash data are not included during the data collection process for determining TOD readiness of a city. Analysis of crash data can help identify relevant patterns and assist in developing policies and institutional framework to reduce crash related deaths and injuries by using TOD development as a planning tool. 36. In order to make comprehensive road crash analysis, the crash data need to be supported by inventory of the roads and road network within the station area. Below there are typical components that should ideally be part of a road inventory. While this is not an exhaustive list of components in a road inventory, it may be modified based on the local context and data collection mechanisms available with the city 37. Typical inventory includes: • Type of road – arterial or connector • Width of Right of Way (ROW), length, number of lanes and width, directionality • Presence of lanes for transit, shared vehicles, shared use etc • Presence of median • Presence of sidewalk and width • Intersections – signalized or not • Presence of cycle lane, type, width, buffer and type, shared • Use of transit along the ROW and nature of transit. NOTE 627 TOD K P • Transit amenities like bus stops, BRT stops, train stations • On street parking and alignment • Drainage • Mid-block crossings and any other type of pedestrian crossing such as foot over bridge (FOB) and underpasses • Safety measures such as hawk-eye, speed cameras, etc • Street amenities such as street lights trees, furniture, utility etc • On-street vending, and any other relevant information 38. At a city level, a high road fatality rate can be used to advocate for a TOD plan and the urgency for implementation. At the corridor level, the mapping of road safety data will identify the vulnerable road users and indicate the most critical zones that can be improved through the implementation of TOD. If road crash data are analyzed in conjunction with traffic data, such as VKT and mode-share, they can make a stronger case for assessing TOD readiness. At the station- area level, safe access to the transit station can be assessed through road crash data. 39. Below there is a list of variables that needs to be collected as part of road crash data. Depending on the contexts, resources, and budget, these may be adapted and modified at local, regional and national levels. Based on the information collected different types of analysis may be carried as discussed later. 40. These variables collected as part of crash data should be comprehensively analyzed in a holistic manner. If it is observed that certain data variables aren’t robust, then necessary remedial measures must be undertaken by the concerned agencies. Recording of date and time variable allows for seasonal and hourly comparisons of the incidents. Frequent DATE & TIME occurrences of road crashes during a time of the day can be compared with the local traffic data to establish if any correlation exists between the occurrences and traffic volumes. Crash data must include the number of persons involved in the incident and other basic information. Variables CHARACTERISTICS that need to be recorded about the persons involved in the crash include road user type (pedestrian, cyclist, OF PERSONS vehicle driver, passenger etc), age and gender, persons with special needs including disabled and pregnant INVOLVED women, physical condition of the users including level of alcohol in the body, details about use of any safety equipment such as protective gears, seat belts etc and type of injury sustained. CHARACTERISTICS Data about the vehicles involved in the crash including type, age, country, safety equipment if any, date of last OF VEHICLE periodical technical check according to applicable legislation. Crashes are also defined by their severity – which is based on the impact on the persons involved - fatal injury, CRASH SEVERITY serious injury, minor injury, property damage/non-injury. Information on the type of crash including modes involved, for example vehicle-vehicle or vehicle-pedestrian or vehicle-bicycle, etc. during the crash needs to be recorded. Other information that is required includes CRASH TYPE maneuvering of vehicles during the crash: type of impact or collision, speed of vehicles etc. Understanding the events of the crash can help in determining the interventions necessary. Maintaining records of crash location over a period will help identify blackspot and critical areas within the city. CRASH LOCATION A higher number of occurrences in an area would mean a higher priority and a greater scope of implementing (GEO-CODED) improvements. 628 NOTE TOD K P 41. Based on the information available, following types of analysis techniques may be adopted: • Basic Trend Analysis: This requires data to be recorded at the crash-level (date & time of crash, vehicles & modes involved, location of crash and number of serious injuries and fatalities) and each record in the dataset must correspond to one unique crash. • Crash Factor Analysis: It is observed that the cause of road crash is often identified as an error on the part of the driver. Non-behavioral factors, such as road design or vehicle failure, are almost never considered. For a crash factor analysis, it is important to analyze the detailed crash report recorded by the police, and not just rely on the aggregated dataset. • Blackspot Identification: Blackspots are locations with high crash risk, as determined by high crash occurrences. The analysis requires the geographic location of each crash, recorded as accurately as possible. Location information is particularly important in identifying priority areas for intervention and course correction. 42. Road crash data can be sourced from multiple agencies. However, each have their own challenges and limitations. A single crash-injury database does not always provide adequate information to give a holistic picture of road traffic injuries. Many countries have therefore started using both crash data collected by the police along with the health sector data. • Police records are the primary source for crash data. Most road crash reports will typically contain date & time of crash, location, vehicles involved and number of injuries & fatalities. In addition, the crash description may contain information about how the crash occurred, Precinct-level data are then rolled-up and aggregated by the central police department, which is usually what is made available publicly. This information isn’t always the most accurate information – primarily due to human errors in the process of collecting and recording the data. Additionally, only major crashes that cause serious injuries or fatalities or involve more vehicles often get reported to the police. Minor crashes or near misses are often under- reported and thus do not always get included in this primary crash data source. It is therefore recommended to complement police data with other secondary data sources. • Hospital Records are maintained by the government bodies like a City Municipal Health Department. These data are useful in cases where there isn’t adequate follow-up by the Police for example when a road crash victim is initially reported as injured but may have subsequently died after the police report was filed. Also, in some cases, a police report does not get filed due to various reasons. • Vehicle Insurance Records supplement police records, especially in cases where a police report was not filed. Insurance records tend to provide a more comprehensive description of vehicle damage information, which is useful in understanding the causes of the crash. ROAD SAFETY ASSESSMENT AND ENGINEERING TOOLS 43. Use of crash data for risk assessment mentioned above has traditionally been considered a reactive approach. In recent years, more proactive tools for risk identification have been developed. These aren’t merely a check on design compliance, but a holistic assessment of the road by considering the various elements present. 44. These risk identification tools are adopted at different stages of implementation of a road design and may be undertaken for both new roads or road feature or modification to an existing road. These tools also help in the identification of solutions to the risks identified and prioritizing suggested interventions. 45. The road safety check types are: • Road Safety Impact Assessments or RSIA is a strategic comparative analysis of impact between different possible schemes of a new road design or any modifications to an existing network, to ensure that the scheme selected is the one that has the best outcome for road safety. This is carried out before detailed planning begins and helps in the decision- making process. NOTE 629 TOD K P • Road Safety Audit or RSA is a formal detailed systematic and technical safety check performed to check that the selected scheme is designed and constructed in such a way as to yield the greatest road safety benefits, and to detect any potential hazards throughout all stages from planning to early operation. The auditors carrying out the checks should be trained and must be independent from the designer and from the contractor. Usually a list of potential safety deficiencies and recommendations for improvement are included in the audit report. • Road Safety Inspection or RSI is a periodical on-site verification of road characteristics and defects, undertaken as part of a dedicated inspection of an existing road or through maintenance procedures to enable the detection of potential crash risks. These are largely a preventive safety procedure carried out by independently trained experts. • Road assessment programs – typically undertaken on existing roads, these quantify the expected safety outcomes for a network, route or location. Road Safety Checks Design Stage Concept Road Safety Impact Assessment Draft Detail Design Road Safety Audit Construction Open to Traffic Road Safety Inspections Maintenance Road Assessment Programs Roads already in use 46. While these tools are applicable for all types of contexts and road types, for the purpose of TOD readiness, these need to be applied within a framework created specifically for a TOD station area environment, reflecting their key characteristics: • Functionality of roads in TOD station area: what is the function of the road around the station, as part of the overall road network: arterial road? Connector that caters to local traffic? Road including a mix of transit with the typical vehicular and pedestrian movements? Within a TOD area, roads are designed to include the mass transit within the ROW or are catered towards the mass transit station to accommodate the inflow and outflow of the users – feeder routes. • Homogeneity of road design in TOD station area: what is the character of the road within a TOD context: orientation of streets towards the transit station; unidirectional or bi-directional; different types of speed limits that are enforced; level of segregation across the different road users using protective measures or adequate buffers with different speeds or having a common shared speed based on the most vulnerable user. • Predictability of road network in TOD station area: what is the predictable use of the road space: are the road users familiar with the behavior demanded by different road types, and what they may expect from them and others? Do the roads have legible markings and signage for efficient use; what kind of priority is given to which road user and where, are these measures being enforced etc. 47. While these tools will help in determining the quality of the existing physical road infrastructure by identifying potential threats that may cause severe or fatal crashes in the future, they however need to be analyzed specific to the principles of TOD and the local socio-cultural contexts. Based on these assessments, any future planning and design interventions may be determined along with implementation strategies that may be temporary or tactical in nature leading to more permanent solutions. 630 NOTE TOD K P ENABLE 48. The second step in the TOD Implementation and resources tool is ‘Enable’. It lays down “proactive tasks that cities and states will need to take towards creating successful TOD planning processes”. This stage focuses on strategies to institutionalize the process and objectives of TOD; build local capacity, both institutional and in civil society; and pursue policy and financial reforms conducive for successful TOD implementation. 49. As highlighted in the toolkit, successful TOD implementation requires advocacy to align stakeholder interests, and garnering political support for identification and elimination of policy barriers. This would eventually help in creating a mandate for TOD and establish the goals and objectives that align with the local needs and caters to its immediate context. 50. Road safety can be used as one of the metrics for making a successful case for TOD to the leadership, highlighting its social and economic benefits. As highlighted earlier, road crashes have a negative social and economic impact – leaving aside the individual emotional impacts it may have for the victims and their families. Formulating mitigation strategies around road safety primarily includes modal shift to Non-Motorized Transport (NMT) modes and public transport which further has far reaching economic and environmental benefits. TOD influences road safety in several ways: • It moves more people onto public transit, thereby reducing the frequency of private motorized trips, which reduces the frequency of crashes. • It promotes an urban form that is high density with mixed land-use; which facilitates more trips to be within walking or biking distance; thereby further reducing dependence on automobiles which further reduces crash frequency. • It is designed to be pedestrian and bike friendly, providing safer infrastructure for the most vulnerable road user groups. 51. These safety benefits of TOD and their inter-relationships are not always easily apparent to stakeholders. It is crucial to demonstrate this linkage to stakeholders, both within government and in the community. The communication strategies and outreach mechanisms within the institutions, political leaderships, stakeholders and public needs to be strengthened to highlight that road safety is a shared responsibility and requires a buy-in from all those involved in decision making. 52. Safe system approach requires a shift in responsibility from road users to system designers, builders and managers. Therefore the existing regulations and institutional setups require changes that include mandates and provisions to enable road safety. In order to achieve this, education and capacity building needs to be extended to these system designers - planners, engineers, architects, health professionals, law enforcement officers and others. 53. This can be achieved through joint collaborative sessions or multi-agency workshop sessions with implementation agencies local civic bodies, professionals and different stakeholders with a wide representation that is inclusive of all age, gender, user groups and physically challenged and disabled persons. Results from crash data and physical infrastructure assessments discussed earlier may also be used to educate the participants about the road safety challenges and help in enabling them to advocate for better systems and strategies to mitigate these issues. This will help institutionalize road safety within the respective areas or jurisdictions. Such collaborations will help align interests of the different parties and identify a common road safety goals and objectives, addressing individual interests, motives and possible trade-offs. 54. These communication strategies will help champion the cause for road safety within the institutions and decision making agencies and will help include road safety as an integral component while drafting area TOD specific policies and regulations at local or regional scales. It will also advocate for a shift to more efficient and sustainable transport mode choices and create supporting infrastructure NOTE 631 TOD K P Safe Access to Mass transit: Role-playing activity The Safe Access to Mass-transit (SAM) workshop toolkit is developed in the form of an interactive activity to address the need for safe access around mass transit stations. It includes the SAM capacity building workshop, which is based on the WRI India publication Safe Access to Mass Transit Manual: Safe Access to Mass Transit Stations in Indian Cities. DOWNLOAD SAFE ACCESS MANUAL HERE Figure 2. Five principles of Safe Access Or Visit the link below to download the manual. www.wrirosscities.org/research/publication/safe-access-mass-transit-manual Using a workshop format, participants divided into groups will explore the processes involved with developing last-mile connectivity, and co-create proposals with community and city representatives for such strategies. It aims at inculcating awareness about the importance of safe and equitable access (through its principles) for all street/ public space users and help derive solutions through a collaborative decision-making process. The outcome of the exercise is to derive implementable solutions that are based on safe access principles, while negotiating the complexities involved in their adoption. These solutions are then prioritized based on an interactive bottom up role-play interactive activity. This activity solely focuses on last mile connectivity solutions to provide safe and livable station areas, applying the 5 principles of last mile connectivity, i.e. walking, cycling, public spaces, etc. 632 NOTE TOD K P PLAN+DESIGN 55. The Plan & Design stage of TOD Implementation and Resources tools has a significant role to play in ensuring road safety in comparison to the other four stages. It “focuses on providing guidance on the planning and design process that remain flexible and relevant to adapt over time specific challenges, and contexts change. It also presents action strategies and tools to create a more compact land development pattern hinged upon pedestrians and cyclists.” 56. TOD planning and design typically takes place at three levels - the city, the corridor and the station area. However, it is at the station area level that issues around the provision of safe access infrastructure are the most relevant. The station is the anchor point for the station area; and all development should be oriented towards it with a high level of safety for first and last mile connectivity. An efficient TOD neighborhood is one that facilitates the safe and convenient access to transit for all modes. 57. TOD projects highlight the co-relation between land use planning, transport planning and design. These developments advocate for a modal shift from private motorized vehicles to more safer and sustainable modes of transport. This leads to increased number of users within a station area and with availability of different mode choices, increase in number of conflicts between different modes and their respective speeds. These changes make road safety a crucial component in the context of a TOD 58. An essential aspect of a TOD project is the identification of the conflict points and provision of safe and efficient connectivity between the transit station and the neighborhood around the station. It must be therefore be noted that this stage includes many specific features of street design for TOD, such as the creation of pedestrian networks with trunk routes oriented towards the transit station; the delineation of speed zones; and transfer and feeder service integration. Therefore in order to enhance the road safety considerations one has to consider two interconnected themes: • Planning of networks in the TOD zone • Design of the infrastructure within these networks. PLANNING OF TOD NETWORKS 59. Typically, TOD is understood as densification around a transit station by increasing the built-up density and diversifying the permissible land uses with the station area. With such dense urban environments, the number of users in the public realm also increases significantly, posing safety concerns for all users. This requires provision of efficient networks connecting these developments to the transit station. If these networks are not adequately provided, then it discourages the use of transit and NMT infrastructure to access these developments, resulting in a much lower transit use than planned for. 60. To achieve safe networks within a TOD area, the “Sustainable Safety” principles of functionality, homogeneity and predictability will need to be looked more comprehensively for planning and designing of roads, so that they align with the TOD principles and can be integrated with the local context. These principles tailored for TOD requirements have been briefly explained below: • Functionality of roads in TOD area: While assessing road safety it is critical to understand the mixed function of the road network – whether it is an arterial road that includes a mix of transit or a connector that caters to traffic accessing the developments in the TOD or feeders that focus on accessing the transit stations as well as distributing traffic within the station area. The planning and design considerations are therefore made keeping in mind the mixed function in the street. The functions of the road in a TOD are also related to the mix of land use along it and may vary through the time of the day impacting the volume of users on it. NOTE 633 TOD K P • Homogeneity of road design in TOD area: Homogeneity of road design refers to the prevention of large differences in speed, mass and direction. The road network in a TOD area caters to all kinds of speeds and volume of vehicles within its ROW – slow moving pedestrians and persons with needs, cyclists, faster moving cars and other motor vehicles, feeder services such as intermediate public transport (IPT) and public buses, and high speed mass transit vehicles such as BRT or metro rails. It is crucial to ascertain the capacity of these network based on the function they serve and segregate the users and different modes by using protective measures or adequate buffers between the modes to ensure maximum safety. It is supported by orienting streets towards the station, determining directionality of these streets to enable ease of traffic flow within the station areas, and maintaining speeds based on the immediate context – nature of land use and function of the streets. These principles are detailed out on PD-H07 subsection Capacity, Orientation and Safety; as well as in safety design guidelines provided in PD-R02. • Predictability of road network in TOD area: This refers to the usability of the road space – “are the road users familiar with the behavior demanded by different road types, and what they may expect from them and others”. The design of road infrastructure and amenities are such that the users can recognize the type of road and are aware of its function. Within a TOD, higher mix of users, reinforces the need for predictability to achieve safety. Prioritization of road users, distribution of lanes within a ROW, stops and utilities, markings on the roads, signage, visibility, movement lines at intersections (especially for pedestrians, cyclists and other vulnerable users) gets highlighted. 61. The most critical aspect for the creation of a strong inter-linkage between the transit station and the developments within station area is network planning. There are five key principles of network planning for TOD zones. This note briefly discusses each of the principles, which have been detailed out in the updated toolkit. • COVERAGE: The network should have an extensive reach so as to connect every property within TOD zone. • CONTINUITY: There should not be missing links (gaps) in the network. • ORIENTATION: The network should be oriented towards the transit station, providing as direct connectivity as possible. • CAPACITY: The capacity of the network should be adequate to meet the high volumes of transit commuters, particularly along the trunk routes leading to the station. • SAFETY: Achieve a high standard of safety should be the guiding principal behind each and every decision on network planning; especially for the safety of vulnerable road users. 62. “Coverage” helps define the extent of street network and accessibility for different road users and hence provide for suitable solutions to ensure safe access. “Continuity” refers to the connectivity within the network and its density, ensures equitable access to the transit without congesting any area, and channelize traffic flow within the TOD zone. “Orientation” is facilitating the directed movement to and from transit stations and hence help in placing required infrastructure for safe movement. “Capacity” refers to the spatial quality of the network for all road users to ensure adequate space within the ROW based on the volumes of each type of user the network is catering to. Lastly “Safety” refers to creation of safer and segregated infrastructure within the network to avoid any type of crash. These as principles of network planning, help in creating framework for implementing physical safety measures. 63. For example, sidewalks are designed to function separate from vehicular travel lanes and cycle infrastructure. They are designed as per best practices and recommended design guidelines to accommodate the anticipated number of pedestrians using the segment of the network depending on how it connects to the transit station and any other node within the station area. However, these attributes will become redundant if the sidewalks are not part of a network that is not continuous and connect different nodes within the TOD area including the transit station. Appendix A summarizes these five principles and includes guidelines and strategies on how to implement them. 634 NOTE TOD K P DESIGN OF ELEMENTS WITHIN TOD NETWORK 64. The design of TOD network infrastructure looks at specific components of access infrastructure from a micro, site level scale. The objective is to ensure that the infrastructure meets the highest standards for safety for all road users, especially for commuters accessing the transit station. 65. Out of the various street design elements, the following are essential from a road safety perspective in TOD areas as they cater to the movement patterns of the users within the station area: • Walking infrastructure: Walking is the direct mode to access transit stations and also are the most likely means for first and last mile connectivity to other modes • Cycling infrastructure: Cycling has a higher reach than walking, and as a healthy and sustainable mode of transport, greatly increases the commutable distance to the transit station. • Feeder transit and para-transit infrastructure: feeder and para-transit services considerably enhance the service area for a station and function to support the main transit service. • Design of shared streets: Shared streets are designed to cater to the needs of the most vulnerable user and deploy various measures to reduce traffic volumes and decrease speeds. • Design of the station area: the area around the transit station is meeting points for trunk routes and transfer of commuters from feeder services to main transit route takes place. Appendix B provides design guidelines and consideration regarding these five elements with respect to a TOD area. 66. The guidelines in Appendix B are not intended to encompass design standard and guidelines for streets in the general context. For such guidance, one may refer the national codes of the relevant country, or one of the many published street design guidelines that are intended for this purpose. The intention of the Appendix is to cover only design guidelines that are specific to the provision of safe access to the transit station, within the context of the TOD zone. These guidelines must be seen as additional (and not a replacement) to general street design codes or guidelines, as the case may be. NOTE 635 TOD K P FINANCE 67. The Finance stage of TOD Implementation and Resources Tool creates a framework for estimating capital costs for transit infrastructure and urban development, determining possible funding sources for execution of plans, establishing mechanisms for investments in real estate and user safety, enabling methods for forging public private partnerships, and identifying revenue generators. These financial tools are supported by various local and regional laws and other enabling regulatory tools, guidelines and different development incentives for developing successful TOD projects. 68. TOD implementation in high income countries is sometimes characterized by the intent to increase population densities and transit ridership supported by economic development. On the other hand, middle- and low-income countries are either characterized by high urban densities or else very low in areas that are at early stages of development. 69. TOD projects are developed with an intent to increase urban density (or support the existing high urban density in many medium- to low-income countries) and are supported by increased transit ridership and economic development that is derived from well-defined regulatory and policy frameworks and strong institutional capacities. This may increase traffic exposures resulting in increased road crash risks. Therefore, high quality transit investments supported with comparable investments in safe public infrastructure, timely revisions in development regulations, and active participation of the private sector are a must. 70. The resources available mostly cover financing mechanisms to support investments in developing transit and supporting infrastructure and real estate development, but they do not discuss tools for supporting road safety issues such as infrastructure provision or transport management. It should also be noted that financing of TOD projects doesn’t end with execution of the project on ground. Funding mechanisms and a sustainable business model needs to be developed that would also take care of financial aspects of maintenance of this newly developed infrastructure. 71. As discussed earlier, road crash related deaths and injuries have a significant economic impact. Additionally, different transit alternatives will also have a different impact on road safety. Therefore, it is prudent to include cost comparisons of alternatives and road safety net benefits when conducting cost-estimation studies for TOD. 72. Developing infrastructure for safety is an expensive task, and on many occasions, the local city governments may not have enough capacity and resources or finances to implement such interventions. As an alternative, development incentives are provided to the developers to implement pedestrian and cyclist safe infrastructure through their property in lieu of additional FAR or any other incentive. Large property owners would either subdivide their plots to create a NMT network through their property or else will grant easement access. These owners benefit by increasing footfall within their commercial establishments. 73. These property owners may also ‘adopt’ sidewalks adjacent to their property and help maintain them. This may require the city government to also layout guidelines for designing and maintaining sidewalks by property owners. Many city bye-laws have a provision for setbacks. Adjacent large developments may amalgamate their side setbacks along the common edge to create pedestrian and cyclist friendly space. Front setbacks may also be combined with the sidewalk to increase its width. 74. Furthermore, there may be local or national laws that may be specifically targeted towards generating funds for implementing NMT needs within their jurisdiction. These may be directed towards improving safety within the TOD projects. 75. Cordon area congestion road pricing is a system of charging users for entering and using roads in a demarcated or restricted area that is subject to congestion due to excess demand. This kind of a pricing strategy helps regulate demand and helps in managing congestion without increasing the supply. In some other countries, like Argentina, a percentage of money collected as insurance fees is directed to Agencia Nacional de Seguridad Vial (ANSV) – the nodal agency in charge of road safety. 636 NOTE TOD K P IMPLEMENT 76. The “Implementation” stage is the final stage of the TOD Implementation and Resources Toolkit. It concerns with “mobilizing a multitude of resources, partnerships and innovative implementation mechanisms that help leverage public sector investment in transit and infrastructure with private sector development”. The execution of a TOD project doesn’t follow a linear process and requires addressing institutional and regulatory shortcomings, guidelines for planning and execution – including prioritizing of projects, distribution of finances, as well as monitoring and evaluation followed by regular updates based on the feedbacks. 77. Like in any urban development project, TOD implementation takes shape after analysis of existing plans, institutional setup and infrastructure, completion of detailed planning and designing process, establishing a finance model with adequate investments etc. The issue of road safety doesn’t have much overlaps with this stage, however, based on the outcomes of these earlier stages, this stage may be strengthened with safety considerations at different steps of implementation: INSTITUTIONAL SET-UP AND CAPACITY BUILDING 78. As part of the Assess stage, TOD readiness assessment captures the existing institutional capacity of the implementation agencies. Based on their existing team structure, necessary modifications may be made. In order to mitigate any road safety related shortcomings in the assessment, it is essential to include it as part of capacity building – given its importance as a co- benefit of TOD implementation. 79. As is the case of any large-scale public project, a multi-disciplinary team is required that is spread over different sectors. This would include local government officials, professionals with technical knowledge, and a range of specialists and advisors. New experts may need to be hired as staff or included as consultants. As mentioned earlier in the Assess section, qualified road safety experts with knowledge of safe systems are essential to be part of the project team to help it taking informed decisions to help reduce road crashes and improve safety. It would be more effective if the other members of the team, i.e. planners and urban designers, have prior experience and knowledge of transportation planning and complete street design. While this forms the core team, additional advisors and experts may also be engaged to make holistic decisions regarding the implementation and impact of TOD projects. Representatives from various government departments and private sector that are related to different aspects of TOD such as housing and real estate, environment, public works, economic development, and marketing and communication are desirable. 80. Representatives from the civil society such as neighborhood associations, business improvement districts, resident welfare associations, advocacy groups etc as part of the project team is also ideal as they have first-hand knowledge regarding challenges they face in their vicinity especially regarding road safety and security. This can be used to garner the required political support as well. NOTE 637 TOD K P EXECUTION OF DESIGN 81. After developing the necessary plans and design of safety elements within a TOD project, and securing financing for the projects, the actual execution of the project may be carried out in phases after setting up the priorities. This priority-based phasing of projects may be prepared as part of an Implementation Plan by the nodal agency and infrastructure providers after discussions with stakeholders and public. 82. Stakeholder engagement is a continuous process since the project inception. This participatory design process not just helps in identifying the challenges and opportunity areas of a project and integrate with any other plan or development happening in the project area, but also contributes to placemaking and helps in contextualizing the project. It allows the implementation agency with prioritizing of the projects and mitigate road safety issues in the afore said implementation plan. 83. As these projects are expensive to implement, and full-fledged and permanent implementation of design should be executed after a temporary or interim re-design process that may be done as a pilot project in a small selected area within the TOD station area to monitor the impact and then implement at a larger scale across other station areas. Additionally, it may also be carried out using temporary tactical installations or cheap constructions to test the impact on the site. If needed, minor design changes or additions can be made for the entire design before making it permanent. BEFORE INTERIM RE-DESIGN FINAL IMPLEMENTATION Intersection redesign at HP Intersection in Mumbai (WRI India) 638 NOTE TOD K P MONITORING AND EVALUATION 84. Implementation of a TOD project doesn’t complete with its execution. As mentioned earlier in Finance, maintenance and management of the built infrastructure is equally important in a TOD project cycle. A Maintenance Plan may be developed that would focus on maintenance of the road safety infrastructure to increase its usable lifespan and safety measures of the development. This avoids frequent repair work and the attached additional costs. 85. As also mentioned above, impact of any intervention has to be measured to understand its effectiveness. While earlier it was looking at feasibility and testing of an intervention, here one is measuring the long term impact of a more permanent implementation. For this comparison a before and after implementation stage data needs may be collected. 86. This measured project impact and user feedback further needs to be communicated to decision makers and community members. This will help formulate new regulatory policies and guidelines and inform design approach for future projects and assist in advocating for the same to community members, political leaderships and other stakeholders. NOTE 639 TOD K P TOD K P APPENDIX A 1. Typically, TOD is understood as densification around a transit station by increasing the built-up density and diversifying the permissible land uses with the station area. Along with this, another equally important aspect of TOD planning includes the provision of efficient networks connecting these developments to the transit station. If these networks are not adequately provided, then it discourages the use of transit and NMT infrastructure to access these developments, resulting in a much lower transit use than planned for. The most critical aspect for the creation of a strong inter-linkage between the transit station and the developments within station area is network planning. There are five key principles of network planning for TOD zones: COVERAGE CONTINUITY ORIENTATION CAPACITY SAFETY The network should There should not be The network should be The capacity of the Achieving a high standard have an extensive reach, missing links (gaps) in oriented towards the network should be of safety should be the such that every property the network. transit station, providing adequate to meet the guiding principle behind within the TOD zone as direct connectivity as high volumes of transit each and every decision is connected to the possible. commuters, particularly on network planning; network. along the trunk routes especially for the safety of leading to the station. vulnerable road users. TOD Knowledge Product PD-H07 provides more details and covers these five principles in more detail. Principle 1: Coverage 2. The principle of Coverage means that every property within the defined influence area, must connect to a network leading to the station. It is neither practical nor desirable, for the coverage of every network to be as extensive as another. The importance of direct access of a network will depend upon the property’s location with relation to the station. 3. As shown in Figure 3 below, a station area in the denser parts of the city, where transit network coverage is high, will normally only have two realms for the planning of access, the walking realm and the area outside the walking realm. This walking realm is normally considered as what an average commuter can walk in 5-10 minutes, which is about 400 to 800m. This distance increases in a low-density suburban area to a walking reach of 10 - 15 minutes (800m - 1.2km). 4. The realm for cycling is much higher, typically 3 - 5 times the size of the walking realm; based on an average cycling speed of 18 to 25km/h, and an average willingness to cycle time of 10 - 15 minutes. Likewise, the feeder service or para-transit realms are likely to reach up to 3 - 5km from the transit station, which typically extend up to and beyond the TOD zone boundary. 5. A key component for the planning of these realms is the delineation of trunk routes leading to the station. It is not possible for every property to have direct connectivity to the station across all realms. The more practical solution is to connect properties to a few trunk routes leading to the station. This creates a strong an extensive network that offers multiple choices to the users. Additionally, it is not practical to provide distinct networks for each feeder mode, and therefore prioritizing of network planning is required based on mobility needs of each mode as shown in Figure 4. NOTE 641 TOD K P Walking realm Cycling/ Feeder transit/ Para-transit realm Trunk walking routes Trunk feeder routes Transit line Figure 3. The different realms for planning of station area PRIORITY 1: Walking PRIORITY 2: Cycling and Feeder transit services PRIORITY 3: Para-transit and Shared vehicles PRIORITY 4: Personal motor vehicles Figure 4. Hierarchy of priority for mobility planning Adaptation of hierarchy of priority for mobility planning, prominent in many global cities at the forefront of sustainability. This hierarchy of priorities is all the more relevant for station areas, given the focus of moving people away from personal vehicles and onto transit. 642 NOTE TOD K P Principle 2: Continuity 6. Maintaining the network continuity within the context of the station area, means that every property should be seamlessly connected to every other property, and to the transit station without any gaps or missing links in the network. If access networks to the station are not continuous, then it forces the commuter to use other elements of the road infrastructure that do not meet its safety requirements. 7. The critical importance of network continuity is often neglected in cities in developing countries, where infrastructure provision is scattered and disjointed, making it near impossible to complete a trip entirely along the network. 8. In built-up, dense urban areas, it is generally difficult to build new infrastructure to complete the network. Therefore, one must rely on other more practical strategies to achieve a satisfactory result. Measures to bridge network gaps include: • Developing off-road connectors • Using development incentives to augment the network • Developing grade-separated infrastructure • Designing for shared infrastructure Principle 3: Orientation 9. In the third principle of Orientation the station is placed as the anchor point of the network and connects properties to the transit station as directly as possible. The key component to ensure a network is well-oriented towards the station is to identify and develop trunk routes. As these trunk routes are expected to carry the majority of commuter volume to the station, these routes are therefore to be planned to be as straight as possible in the direction of the station. 10. In a greenfield TOD zone, orienting the network is a lot easier, as there aren’t too many hindrances that would interfere in this process. In this scenario, the network is TOD station area likely to reflect with the station at the center and trunk Trunk routes routes emanating outward in every direction. Branch Branch connectors Transit line connectors can then be provided connecting to the main trunk routes, thus ensuring that every property is well Figure 5. Oriented the feeder network in a greenfield station area connected to the station. 11. However it is a challenge in an already built-up urban environment. Here, one has to work within the limitations of the existing built-environment as well as the available right-of-way. 12. There are, broadly, three aspects to determining the alignment of the trunk routes that offer the best possible orientation towards the station. It is to be noted that these aspects aren’t necessarily to be assessed chronologically, because it is likely that one will have to iteratively assess different options, before arriving at the best possible solution. The three aspects are: • Determining the main nodes or activity generators • Assessing strategies to minimize deviations • Assessing favorable local conditions NOTE 643 TOD K P Principle 4: Capacity 13. Capacity deliberations are most pertinent in the planning of the trunk routes along the network. The following sub-sections discuss various measures to augment capacity along the network. The following measures to augment network capacity have been briefly discussed: • Reallocate road space The most important tool to ensure adequate capacity is to reorganize the use of road space in the TOD zone. Road space is a critical and finite commodity, especially in built-up urban areas. The judicious allocation of this space plays an important role in determining the quality and safety of mobility in the TOD zone. In order to determine what’s appropriate, it is important to carry out pedestrian and cyclist volume by capacity studies similar to determining vehicular traffic. This helps in understanding the requirements for reallocating road space to accommodate wider sidewalks that can meet the desired Level of Service for pedestrians. • Incorporate building setbacks A TOD policy can be introduced to allow for the transformation of the street level floor of a residential property for commercial uses along major trunk routes. The city can link the permissions to develop ground-floor retail activities where the setback is maintained as an extension of the public sidewalk. The ownership of this space can remain with the property owner, but its built conditions and usage will be guided by the city TOD policy. • Eliminate on-street parking & streamline other road uses An effective way to free-up road space is to reduce the provision of on-street parking, especially along the trunk feeder routes leading to the station. This additional space can then be allocated to sidewalks, cycle lanes or feeder-bus lanes. • Create one-way street networks If there is a good network of parallel streets, and relatively small block sizes, one can consider creating a network of one-way streets, alternatively running in opposite directions. One-way street networks have the advantage of being easier to manage at intersections, as they require fewer signal phases than a regular two-way intersection. A one-way C-shaped loop is also a great way to connect to the transit station. By making loop one-way for vehicular traffic, more road space can be allocated to other feeder network infrastructure, such as sidewalks, cycle lanes and station transfer points. • Reduce interruptions in flow The capacity of a trunk route on a feeder network is not only determined by the road space allocated to it, but also by the frequency of interruptions to its flow. The more frequent the interruptions to free-flow conditions, the greater will be the reduction in capacity. A crucial aspect of trunk route planning along the network is the adoption of various strategies to minimize interruptions, mainly through the diversion of conflicting traffic movements. Some measures for reducing interruptions in flow: – Eliminate traffic intersections along major trunk routes leading to the station. This can be achieved by converting intersecting streets into cul-de-sacs or by modifying the intersection to only allow vehicles to enter and exit the minor street, but not cut across the trunk route. – Limit the number of driveways on the main trunk routes. This reduces the number of breaks along the sidewalk, again improving free-flow conditions. – Another important measure especially pertinent to feeder transit service, is signal priority. Signal phasing can be designed to give more green time for traffic and pedestrians along the main trunk routes. • Provide more entry & exits at the station The capacity of any network is determined by its most constrained point. In the context of feeder networks, this point is often the immediate station area, which has the highest volume of commuters utilizing the smallest amount of space. Station infrastructure can be designed with multiple entries and exits, directly taking people further along on the feeder network. One can even consider different points of access for commuters on different modes, to reduce the load at one location. 644 NOTE TOD K P Principle 5: Safety 14. Planning for the safe provision of access networks in a TOD zone, requires one to make certain hard decisions that may somewhat lessen the mobility of other traffic, in favor of the safety and mobility of the feeder network traffic. Traffic in a TOD zone (both vehicular and pedestrian) can broadly be divided into two buckets: traffic destined to or originating from the station; and traffic not concerned with the station in any way. In most instances, the priorities of these two groups will clash with each other. However, the principle of safety must have the highest priority. 15. The process of balancing these conflicting priorities can be made easier by defining the boundaries within a TOD zone, where the priorities of transit commuters are to be placed higher than those of other traffic. Typically, in the area closest to the station, traffic bound to the station must TOD station area be given the highest priority. Similarly, traffic directed to Feeder priority and from the station should be of high priority along all the area major trunk feeder routes leading to the station. Once the Trunk feeder routes feeder priority areas of the TOD zone are defined, the next Transit line step is to determine measures to ensure a high level of Figure 6. Determining the feeder priority area in the station area. safety for the feeder modes in question. 16. Measures to improve safety • Provide dedicated infrastructure Dedicated infrastructure is a good measure on wide trunk routes, especially where there is a high volume of vehicular traffic, moving at a very high speed. It is considered as the safest measure, though not always the most practical. Excluding infrastructure for walking, it is not necessary, or even desirable, for the entire feeder network to be made up of dedicated infrastructure. This can take two forms; namely physically segregated infrastructure, and lane-marked infrastructure. • Implement speed zoning & traffic-calming measures The severity of road crashes and injuries sustained, including fatality, is also related to the vehicle speeds. Vehicle speeds more than 50km/h have high fatality risks and have risk more than five times than that for vehicles driving below 30km/h. Furthermore, higher speeds reduce the driver’s capacity to stop the vehicle on time or having greater stopping distances and reduce the maneuvering ability to avoid a crash. Speed zoning is the single most effective measure for the provision of safe mobility in the TOD zone. It is recommended to adopt a uniform speed limit for the walking realm across all TOD zones in the city. Within the walking realm, a speed limit of 15-30km/h is strongly recommended. In certain short sections, where the high pedestrian volumes, coupled with local traffic accessibility demands, a significantly lower speed limit (of 5km/h) may be desirable. Recommended speeds for TOD zone planning – 5km/h: Narrow streets where traffic & pedestrians share the road – 15 - 30km/h: All streets within the station walking realm & neighborhood streets outside the walking realm – 30km/h: Trunk feeder bus / cyclist routes to the station – 50km/h: Maximum prescribed design speed for all other roads in the TOD zone NOTE 645 TOD K P It is also important to note that the desired speeds and speed zoning measures do not only entail enforcing speed limits through regulation, but also requires the implementation of appropriate traffic-calming infrastructure (discussed later) to ensure that the design speed is in sync with the speed regulation. Enforcing speed limits may also be supported by the use of Automated Enforcement (AE) technologies that detect and record violation of road rules without direct human involvement. Speed cameras enforcing speed limits are a common application of AE. • Reduce vehicular traffic volume There are different measures that can be considered to reduce traffic volume in the TOD zone, particularly in the walking realm. The measures are discussed here. – Restrictive measures: Traffic volume in the walking realm can be significantly reduced, by adopting strategies to discourage personal motor-vehicle usage. For instance, reducing parking availability, or increasing the cost of parking, in the walking ream encourages more commuters to avoid personal motor-vehicle usage. – Regulatory measures: Another strategy is to adopt regulatory measures, such as restricting certain vehicle classes during peak commuter time periods. For instance, freight vehicles may not be allowed in the walking realm from 8:00 AM to 9:00 PM. – Alternate bypass routes: Traffic volume in the walking realm can also be reduced through the creation of alternate routes that bypass this area. For instance, a new road may be developed to carry through traffic that does not originate, or is not destined to, a location within the walking realm. – Eliminating through traffic: Another measure to limit traffic volume within the walking realm is to convert certain streets into dead-ends (cul-de-sacs) or loops back to the same road outside the walking realm. This discourages the use of these streets by any traffic that is not locally bound. Loops are preferable to cul-de-sacs because often the streets in the near vicinity of the station are not wide enough to accommodate a functional cul-de-sac. – Full Pedestrianization of Streets: Pedestrian-only paved streets could be created for routes in the TOD station area that connect to the transit station with developments having high footfall, or generate heavy pedestrian traffic due to commercial and recreational activities along those routes. Barring access for emergency vehicles and delivery vehicles during early morning or late night hours, no motor-vehicle is allowed in these streets. Cyclists may also be required to dismount and walk their cycle (see Figure 7 below). Along with promoting economic activities and keeping the streets active, these pedestrian-only streets provide uninterrupted movement to and from the stations for pedestrians without any kinds of obstructions and safety concerns from other vehicles. Figure 7. Pedestrian only street in Sao Paulo, Brazil (Source: © WRI) 646 NOTE TOD K P All diagrams present are to intended to be illustrative of the concepts and should be adjusted to the urban and traffic flow context. APPENDIX B 1. The design of TOD network infrastructure looks at specific components of access infrastructure from a micro, site level scale. The objective is to ensure that the infrastructure meets the highest standards for safety for all road users, especially for commuters accessing the transit station. This covers five subsections : – Walking infrastructure – Cycling infrastructure – Feeder transit and para-transit infrastructure – Design of shared streets – Design of the station area Walking infrastructure 2. Walking is the most important mode choice within any station area, not just for direct access to the transit station, but also, as the most likely means of first and last mile connectivity to other commute modes. Sidewalk Design 3. The most crucial component of the walking network is the sidewalk which is assigned for the specific use of the pedestrians. A cohesive and dense network of sidewalks, (of adequate capacity), ensures a high level of safety for walking in the station areas. A well-functioning sidewalk will have spaces assigned for other important elements and uses. A sidewalk comprises of three components, namely the frontage zone, walking zone and the multi- utility zone as shown in Figure 8. The following Table 2 includes important considerations and challenges for designing sidewalks. Additional design guidelines for these and other concerns have been provided Frontage zone Walking zone Multi-utility zone (0.2-1m) (1.5-3m) (Varies) in the PD-R02 Knowledge Product. Figure 8. Three components of a sidewalk NOTE 647 TOD K P Frontage Zone Walking Zone Multi-utility Zone Purpose This is the area touching the boundary It is the area immediately adjacent to It is the area, normally located of the right-of-away, that is, abutting the frontage zone which is actually between the walking zone and the the property edge line or compound used by pedestrians to walk. traffic or parking lane. Its use will wall. It is meant to accommodate spill- This space should be kept free of vary depending on the context, to over uses from the adjacent property. encumbrances that impede walking. accommodate street vending, street Active frontage and multi-utility furniture, trees, utility boxes, light zones provide ‘eyes-on-the streets’ poles, signal posts, signage posts, and creates a sense of security for crossing waiting areas, etc. pedestrians. Typical The width of the frontage zone can be For feeder lines to the main walking There is no standard width for this Widths between 0.2 to 1m. routes, a walking path width of 1.5m zone, as it will depend on context and minimum may be acceptable. the available right-of-way. In the case of large developments, it is a good practice to ensure that Typically, 3m should be the minimum building setbacks are designed to width for the walking zone on a trunk serve as additional frontage zones route. Table 2. Three components of a sidewalk Distinguishing the walking path 4. It is important to note that the boundary lines of the three stated components of the sidewalk are notional. Their actual space requirements are likely to vary along the corridor, depending upon the context at that particular point along the right-of-way, as well as the adjacent land-use. However, it is a good idea to offer some visual cues to distinguish the walking zone, especially along the trunk walking routes to the transit station. This can be achieved by the use of softer design elements, such as a different pavement style or surface treatment (paved versus landscaped) or creating a marginal height difference. These cues aid in guiding road user behavior, informing people about the appropriate use of the space. Deviations in the walking path 5. In some situations, deviations in the walking path are unavoidable - on account of the presence of a tree or a difficult-to-relocate utility box. In such cases, the walking path should be designed to curve around the encumbrance, preferably with a gradual transition. Walking path continuity Figure 9. Immovable obstructions on the sidewalk restricting pedestrian movement 6. Another important design consideration for the walking zone is to ensure a uniform height along the entire length of the sidewalk. This is especially important on the trunk walking routes, because it allows for a faster and more convenient movement of commuters. This is achieved by maintaining the same height for the walking path across property entrances and exits. There are two aspects as to how this can be achieved; the planning aspect – restricting vehicular access on main pedestrian routes; and the design aspect - bringing Figure 10. Deviations made around obstructions for continuous walking path. vehicles up to the sidewalk height through the use of ramps. The space for ramps can be accommodated in the multi- utility zone space on the traffic lane side, and in the frontage zone or within the property on the property edge side. 648 NOTE TOD K P Streetlights & ‘Active’ Sidewalks 7. Streetlights contribute towards improved visibility, thereby help in preventing road crashes and injuries. Additionally, they also improve the pedestrian realm by providing a sense of security along with visibility of the walking space. An ‘active sidewalk’ can be achieved through active frontage from commercial and recreational activities at the street level of the developments as well as encouraging vending and other activities in the multi-utility zone. This ensures there are ‘eyes-on-street’ and provides a sense of security to pedestrians. 8. Lack of activities on the sidewalk (especially in the frontage and multi-utility zones) and inadequate street lighting can create unsafe experience for pedestrians and force them to use the vehicle travel lanes which are typically more well lit. This raises conflicts between the different road users leading to potential crashes. It must be noted that the lighting needs for pedestrians and vehicular traffic are different and therefore must be designed and integrated within the overall lighting strategy of the street. Street Street Bus Street lighting Curb cuts for Bicycle parking Vehicle parking vending trees stop (utilities) crosswalks Figure 11. Typical multi-utility zone with dif ferent types of uses Crossing Design 9. Almost every walking trip will require the pedestrian to cross a road at some point along the trip. From the perspective of safety, they are as critical because it is at the crossing that the pedestrian is at the highest risk of collision with other traffic. Hence, the design of safe crossings is a crucial component of the walking network for a TOD zone. There are many important considerations for pedestrian crossings, which are discussed over the following sub-sections. Refer PD-R02 Crossing frequency and location 10. The most important aspects of pedestrian crossing provision are their frequency and location. From the perspective of access to the transit station, crossings must be provided such that the continuity of the walking network is maintained. The crossings are the bridges of the network, and hence, their location and design features should be congruent to its role in the network. If a particular stretch of the walking network cuts through the middle of a block, then a mid-block crossing must be provided to continue the network. 11. A TOD zone with a higher density of crossing opportunities is, typically, safer and better for walking. Crossing infrastructure must be provided at all intersections. Block sizes should be limited such that intersections crossings are not more than 150- 200m apart in the high-density areas close to the station. In already developed areas, it may not be possible to modify block sizes. In this scenario, one should consider the provision of mid-block crossings, where necessary. NOTE 649 TOD K P Crossing width 12. A pedestrian crossing must be at least as wide as the sidewalks that it connects. An even wider crossing width may be desirable, along the trunk walking routes to the transit station, as it allows for more people to cross at the same time, which reduces delay and allows for shorter pedestrian signal cycles. Moreover, a wider crossing is more likely to be distinctly visible to vehicular traffic. We recommend a minimum width of 3m, though a width closer to 5m may be desirable on high volume routes that connect to mass transit stations or BRT stops catering to the pedestrians going towards and coming out from the stations or BRT stops at the same time. Wider crossing would facilitate this opposite directional movement and avoid collisions between pedestrians in the station area with pedestrian traffic specifically due to transit station. Crossing alignment 13. Deciding on the alignment of a pedestrian crossing raises two questions. Should the crossings be so aligned that it continues the natural walking path between the two adjoining sidewalks? Or should it be aligned perpendicular to the traffic lanes, such that crossing distance is minimized? Based on the type of intersection - right-angled or skewed - the crossing alignment would follow the natural walking path or else the shortest path to avoid increased exposure of crossing pedestrians to the incoming traffic. These alignments are same in right-angled intersections, whereas if the angle of the intersection is skewed, then there will be a deviation in the two paths. These have been compared in Table 3 Right-angled intersections Skewed intersections Figure 12. Natural walking path and desire lines Figure 13. Crosswalks aligned along desired Figure 14. Crosswalks aligned along shortest for a right-angled intersection.. movement patterns in a skewed intersection. crossing distance in a skewed intersection. The natural walking path and the shortest For signalized intersections, For non-signalized intersections, crossing distance will align at a 4-arm, pedestrians will like to avoid deviations crosswalks are aligned to minimize the right angled intersection. to their natural walking path. It is crossing distance. This reduces the recommended aligning the crossing to the amount of time that the pedestrian is put straight line connecting the two sidewalks. into potential conflict with vehicular traffic. The pedestrian phase in the signal cycle Moreover, it positions the pedestrian and should allow for the safe completion of traffic perpendicular to each other, which this crossing distance. improves their visibility of each other. Table 3. Comparison between location of crosswalks in dif ferent types of intersections. 650 NOTE TOD K P Intersection corner curvature 14. The curvature of intersection corners has a significant impact on pedestrian safety. A generous curvature allows vehicles to make left turns (in the case where traffic drives on the left), or right turns (in the case where traffic drives on the right), at high speeds, which puts pedestrian at risks, particularly at un- signalized intersections. Moreover, a wide curvature increases the size of the intersection, which increased the area of undefined road space where conflicts may arise. Furthermore, pedestrian crossings get pushed further back and away from the natural crossings path. A wide intersection curvature eats into the sidewalk space, reducing the availability of space to accommodate pedestrians waiting to cross the road. 15. It is recommended to have intersection corner curvature radius approximately 4-6m, which allows for most vehicles to make a safe turn at a slow speed, from the corner-most lane to the Figure 15. Reduced intersection corner cur vature for pedestrian safety corner-most lane. Larger vehicles may require entering into the adjacent lane either before or after the intersection. This is Reducing intersection corner cur vature increases pedestrian safety as it enables drivers to turn at significantly slower speeds and also reduce an acceptable design compromise, if this is not a major transit pedestrian crossing time. bus-turning route, and there aren’t too many large vehicles expected to use this intersection. These differences have been highlighted in Figure 15 Pedestrian waiting area 16. The pedestrian waiting area is an important component of a crossing that often gets ignored in the design of intersections. This space is especially important for signalized intersections to accumulate the build-up of pedestrians waiting for their light to turn green. The space requirement of the pedestrian waiting area is likely to be very high on the trunk walking lines in a TOD zone. Table 4 below indicates different ways of accomplishing this. Existing concerns Tighter curvatures Curb extensions Figure 16. Existing conditions with wider corner Figure 17. Tighter corner radius provides more Figure 18. Curb extensions created by removing radius waiting area for pedestrians. travel lanes fur ther reduce crossing times for pedestrians. If adequate space is not provided, The pedestrian waiting area must be kept Another measure is to eliminate pedestrians may spill onto the traffic lane. distinct from the walking area, especially the parking lane, if present, at the The pedestrian waiting area must be kept along the trunk walking routes; otherwise intersection, and create a curb extension distinct from the walking area, especially waiting pedestrians will hold up walkers to accommodate the waiting area. along the trunk walking routes; otherwise who just want to pass through. The best waiting pedestrians will hold up walkers way to ensure a large waiting space, is to who just want to pass through. keep the intersection corner curvature as tight as possible. Table 4. Comparisons highlighting issues of inadequate pedestrian waiting areas and mitigation measures NOTE 651 TOD K P Traffic Signals 17. All major intersections in the TOD zone must be equipped with traffic signals, which incorporate pedestrian signal cycles. In general, any crossing that has more than two lanes, without the presence of a median, must have a pedestrian signal. The pedestrian green phase must be long enough to allow for most pedestrians to cross the road in one phase. 18. The pedestrian green times may have to be even longer on the main walking routes within the immediate station areas which may be synchronized with the timings of transit services to accommodate the higher volume of pedestrians going towards or coming out from the mass transit stations or BRT stops. These time synchronization are critical where interchanges between one mode to another takes place, and the connections aren’t direct and require crossing a road to access the stations. 19. On the major walking routes leading to the mass transit station, one can consider the implementation of signal priority and signal synchronization for pedestrians. This allows for pedestrians to face a “green wave” (uninterrupted green phases as soon as they reach the intersection); which aids in the safe and convenient access to the station. 20. Additional Intelligent Transportation System (ITS) technologies can be incorporated which include use of AE cameras to detect over speeding of vehicles and turning the signal red to ensure speeds under safety limits are maintained within the station area. Saw-cut loop detectors can also be buried at intersections to detect traffic presence and accordingly phase the signal cycles so as to avoid traffic jams that may impede movement of shared modes and feeder services. 21. Normally, right-turning traffic (in right-side driving countries) and left-turning traffic (in left-side driving countries) are allowed to share the phase with pedestrians. However, on the main walking routes in TOD zones, the high volume of pedestrians may warrant that turning traffic be restricted, at least for some length of the pedestrian signal cycle. Off-road pedestrian paths 22. Off-road pedestrian paths aid in augmenting the walking network in a TOD zone, and also in mitigating network gaps. Normally, at-grade paths will cut through properties, public plazas, gardens, etc. These paths are for the exclusive use of pedestrians and/ or cyclists. Motor-vehicle traffic is not permitted entry. Thus, the safety considerations for such paths are limited. 23. Off-road pedestrian paths may also be augmented with the utilization of grade-separated infrastructure. There are broadly two categories for such infrastructure. The first category is infrastructure only meant to cross a single road, such as a FoBs or an underpass. The second category is grade-separated infrastructure of a much longer length that provides direct connectivity to multiple locations including the transit station, and may comprise of a network of interconnected sections. Such infrastructure is normally elevated, and commonly referred to as sky-walks, though there are cases of sub-terrain pedestrian networks as well. 24. As a general principle, FoBs and underpasses are not recommended as crossing substitutes. This infrastructure is very expensive, and impractical to implement at each location where a crossing is needed. Pedestrians also do not prefer them, because of the physical exertion and time delay involved, in comparison to crossing at street level. This infrastructure is unfriendly to the needs of differently-abled users, such as wheelchair-bound pedestrians, senior citizens and people using wheeled units like trolleys and strollers. Moreover, the access points of such infrastructure tends to impede the free movement of the sidewalk, because of the presence of stairwells and elevator shafts. 25. On the other hand, grade-separated pedestrian networks may be useful to augment at-grade pedestrian infrastructure. They are particularly useful in connecting to the transit station, when the station is at the same grade as the network. This eliminates the need to change grades for pedestrian commuters, at one of their trip. Such infrastructure can also provide direct connectivity of major establishments to the transit station, which can be have a positive impact both for walking and for transit patronage. 26. While there are contexts where the provision of such infrastructure has benefits, their provision must only be considered as additional to at-grade infrastructure, intended to provide commuters with more options. It should not be used indiscriminately, or at the cost of providing functional sidewalks. Care should be taken to ensure that this infrastructure is accessible for all users, and its civil structures do not impede the free flow of pedestrians on the sidewalks. 652 NOTE TOD K P Cycling Infrastructure 27. Cycling is a healthy and sustainable mode of commute that can play an important role in enhancing connectivity to transit. It has a higher reach than walking, which greatly increases the commutable distance to the transit station. 28. The most crucial aspect for cycling safety is the design of street infrastructure. It is recommended to use dedicated cycling infrastructure, because average motor-vehicle speeds tend to be unsafe for cyclists. This is a good guiding principle for greenfield development. However, it is rarely practical to uniformly implement dedicated cycle lanes in most existing developments, due to either the paucity of road widths, or other land-use constraints. In these contexts, the cycling network for the TOD zones will comprise of the judicious use of dedicated cycle lanes where viable, in combination with traffic-calmed, shared streets. As a general principle, cycle lanes are recommended for the trunk routes leading to the station; while feeder lines to the trunk route may comprise of traffic-calmed streets. Cycle Lanes 29. It is recommended to use dedicated cycle lanes on trunk routes of the cycling network, leading to the station. Normally, the trunk cycling corridors will also contain the trunk transit and motor-vehicular routes, and hence will have a high volume of large vehicles and fast-moving traffic. Thus, the provision of dedicated cycle lanes can have a significant positive outcome on cyclist safety. Table 5 below compares the types of dedicated cycled infrastructure that can be incorporated. Physically segregated cycle lanes Marked cycle lanes Segregated from vehicular traffic, either, by curbs, medians, Normally delineated through the use of road-marking and railings or landscaping. roadside signage on the main carriageway. Segregated infrastructure reduce the possibility of a motor- A uni-directional cycle lane, marked on the main carriageway, vehicle entering the cycle lane and colliding with a cyclist. must be at-least 1.5m wide, and it will depend on whether there is parking space or a bus lane on the adjacent space. It is recommended to avoid use of railings as segregation, This allows for some buffer from traffic moving in the adjacent because it effectively reduces the usable width of the cycle lane; but it does not provide enough width for a faster cyclist to lane, as cyclists don’t tend to ride closer to the railings. Median overtake a slower one. For long block lengths, it is recommend curbs or landscape strips should be used instead. the provision of pull-out zones to allow for cyclists to safely overtake. Can be designed to be either uni-directional or bi-directional. Typically, are uni-directional, and cyclists are expected to ride in When designed to be bi-directional, the cycle lane acts much the same direction as traffic on their side of the road. like a sidewalk, and cycle crossings can be designed in sync It is recommended to avoid use of contraflow cycle lanes. with pedestrian crossings. Table 5. Comparing dif ferent types of dedicated cycle lanes. 30. There are two kinds of cycle lanes: • A uni-directional cycle lane, marked on the main carriageway, must be at-least 1.5m wide. This allows for some buffer from traffic moving in the adjacent lane; but it does not provide enough width for a faster cyclist to overtake a slower one. For long block lengths, it is recommend the provision of pull-out zones to allow for cyclists to safely overtake (Figure 19). • A bi-directional cycle lane must be at least 2.5m to allow for cycling units to pass each other. Keep in mind that the cycle lane is not only for bicyclists, but for all wheeled, active modes of transport, which includes wider vehicles, such as tricycles or cycle-rickshaws (Figure 20). NOTE 653 TOD K P Figure 19. Uni-directional marked cycle lane. Figure 20. Bi-directional marked cycle lane. Cycle lanes positioning across bus stops 31. The overlap of cycling routes and feeder bus routes can create potential safety conflicts. Buses need to stop next to the sidewalk to pick-up and drop-off commuters. This may mean that the bus has to cut across the cycle lane to access the bus stop. This is a potential safety risk, given the mass and speed of the bus in relation to the cyclist. This risk is further heightened by the fact that the bus driver has to change lanes behind the line of sight of the cyclist. 32. It is recommended that, where possible, trunk cycling routes and bus-feeder routes be kept separate. If there are parallel roads leading to the station, then this becomes easier to implement. Where sharing the route is unavoidable, we recommend that the cycle lane be continued behind the bus stop, such that the bus does not have to enter the cycle lane to reach the bus stop. Here, the bus stop area is separated from the sidewalk, and commuters will have to cross the cycle lane to access the bus stop. Figure 21. A shared bus and bike Figure 22. Separate bus and cycle lane lanes, with cycle lane going behind the bus stop Figure 23. A bus station bypass in Rio de Janeiro, Brazil that raises the bicycle lane to the sidewalk level while bypassing the bus waiting area. Source: WRI 654 NOTE TOD K P Cycle lanes and on-street parking 33. It is not recommended to provide on-street parking on trunk access routes leading to the transit station, unless there is enough road width remaining after providing for all feeder network infrastructure. This is generally a very impractical condition for already built-up TOD zones in the developed areas of the city. Often, the creation of a cycle lane is possible only by taking away space from on-street parking. 34. On-street parking creates other potential safety conflicts for cyclists. Vehicles benefit from being parked as close to the sidewalk as possible. This requires them to cut across Figure 24. Cycle lane between travel lane and Figure 25. Cycle lane between sidewalk and the cycle lane (Figure 24), creating parking lane parking lane without any buf fer similar safety concerns as described Vehicles cutting across cycle lanes to access on Doors of cars opening on the side of cycle lane in the previous sub-section on bus street parking adjacent to sidewalk create safety without adequate buf fer may conflict with cyclists hazards for cyclists stops. Moreover, when the door of a parked car is suddenly opened on the side of the cycle lane, it creates a safety hazard for the cyclist (Figure 25). 35. It is recommended that paid on- street parking be provided on streets with cycle lanes, only where there is a possibility to separate the parked vehicles from the cycle lane by a buffer (Figure 26). This buffer should be at least half a meter wide, to contain the width of an opened car door, and also allow people to enter and exit their car safely, without standing on the cycle lane. It could also be designed as a raised median. (Figure 27). Figure 26. Buf fer between cycle lane and parking Figure 27. Protected bike lanes with physical lane using on-street markings using paint. separations using raised median as buf fers NOTE 655 TOD K P Intersections and cyclist movement 36. The design of intersections is a crucial aspect for the overall safety of the cycling network. There have been a number of design alternatives that have been developed, which have different benefits and disadvantages with respect to the mobility and safety of cyclists. The traffic lights in such intersections should include a traffic signal for cyclists, which is synchronized with pedestrian lights. In larger intersections with multiple lanes, an advance phase cycle signal may also be provided. These alternatives have been summarized in Table 6 with details explained in TOD Knowledge Product PD-R02, followed by a graphical representation of an intersection with bus priority lanes and a two-stage cycle turn lane (Figure 34). Type Diagram Description Regular, No definitive cycling infrastructure is traffic calmed Refer diagrams for modified intersections in a shared street: Figure 59 on provided; but intersection is designed intersection Page 55, and Figures 60, 61 on Page 56. with speed control standards of a shared street Advanced The cycle lane is terminated a few meters termination of before the mouth of the intersection. the cycle lane Figure 28. Advanced termination of bike lane as it nears an intersection. Provision of A left turning lane* for general traffic is a turning lane provided between the sidewalk and the between the cycle lane. cycle lane & sidewalk Figure 29. Turning lane inser ted between cycle lane and sidewalk. Table 6. Summar y table for different types of intersections 656 NOTE TOD K P Advantage Disadvantage Suitability Easy to implement. Doesn’t require much It is not appropriate for high speed Suitable for neighborhood, traffic calmed street area. intersections, with high traffic volumes streets, that are normally non-signalized. and/or high number of large vehicles. It allows motor-vehicles and cyclists to No dedicated infrastructure for cyclists, Should be used very sparingly, only after align themselves in the correct position where it’s need the most. There is a risk all other options are considered. at the intersection, depending upon the of collision be-tween vehicles & cyclists, direction they intend to go. while they’re changing lanes. It allows cyclists to continue straight There is a risk of collision at the place Should be used very sparingly, only after through the intersection, without conflict where the cycle lane and the motor- all other options are considered. with left-turning motor-vehicles. vehicular lane cross each other. * Description is written on the context of countries where traffic drives on the left side of the road. NOTE 657 TOD K P Type Diagram Description Cycle boxes Cyclists align themselves in a cycle with 1-phase box, (provided between the pedestrian right turn crossing & the stop line) Figure 30. Advanced stop lines with cycle boxes for cyclists to align in direction of turn Cycle boxes During the green signal phase, cyclists with 2-phase intending to turn right enter the right turns intersection and align themselves in the cycle box of the perpendicular street. Figure 31. Two-phase cycle turn boxes Hooked cycle The cycle lane is slightly deviated at the lanes intersection to align it with adjacent street pedestrian crossing. Figure 32. Cycle lanes hooked with pedestrian crossing Scramble signal A separate signal phase is provided for phase cyclists to move to and from all arms of the intersection; all motor-vehicular traffic has a red light. Figure 33. Single phase for cycle movement in all directions. Can be combined with pedestrian movement in all directions 658 NOTE TOD K P Advantage Disadvantage Suitability It provides dedicated infrastructure right It creates some ambiguity on where Suitable for trunk cycling routes with a up to the intersection mouth. It allows the cyclist should wait if it reaches the high volume of cyclists. It is especially cyclists to complete a turn in one signal intersection during the green signal phase useful when the majority of cyclist phase. for vehicular traffic on the same arm of the movement makes a right* at the intersection intersection It provides dedicated infrastructure right It needs 2 signal phases for cyclists to Suitable for trunk cycling routes with a up to the intersection mouth. The design complete a right turn. high volume of cyclists. An appropriate is more intuitive to both cyclists and universal design principle, as it is likely to motorists. fit most contexts. It slows down cyclists as they enter It creates some deviation from the Appropriate and safe option wherever the intersection area. It provides better shortest path across the intersection for there is adequate inter-section area. It visibility for cyclists and motorists of each cyclists. It requires a larger intersection can be used for both signalized and un- other. area to be implemented. signalized intersections. An intuitive design that allows for the free The addition of a signal phase may affect Appropriate when there is a high volume movement of cyclists in any direction. intersection through-put which may result of cyclist, with no single dominant in longer delays for both motorists and direction of movement. Suitable for cyclists. intersections with more than 4 arms NOTE 659 TOD K P Vehicle lane eliminated to Median refuge island Segregated bus provide cycle lane with on- priority corridors street parking and median buffer to protect cyclists from opening of car doors Cycle boxes for two-phase turns Protected bike Staggered stop lines Median bulb-out as horizontal lanes with buffer for cyclists to ensure traffic calming measure at the they are visible to right intersection turning vehicles Guide-rails along bus Curb-extension as traffic calming measure as priority corridor to well as to provide additional waiting area for avoid jaywalking pedestrians and space to accommodate utility such as cycle rack Figure 34. Two-phase cycle turn at intersection with Bus priority lanes (Source: WRI) 660 NOTE TOD K P Feeder Transit and Para-transit Infrastructure 37. Feeder transit (generally in the form of buses) and para-transit (in the form of vans, taxicabs or auto-rickshaws) provide a valuable service in enhancing the commutable distance for transit users. This is particularly important for TOD zones in lower density area, where distances from the station may be too long for walking and cycling to be the only feeder alternatives. 38. In most cases, feeder transit and para-transit services will share the same road infrastructure as general motor-vehicular infrastructure. As such, the general design principles for safe streets will apply here. However, there are a few additional guidelines that have to be kept in mind, particularly with respect to the design of locations where these vehicles stop to pick-up and drop off passengers. These guidelines are discussed in the following sub-sections. Bus stops near intersections Service area for bus stops near intersections 39. The intersection is an optimal location for a bus stop for two important reasons: • A bus stop located at an intersection is likely to have a larger area within walking distance as compared to a mid-block stop, because of the intersection of streets moving in different directions (Figure 34 and Figure 36 below). • It reduces the walking distance to transfer between two intersecting bus routes, if their respective bus stops are located at, (or near) the same intersection (Figure 37 and Figure 38) Figure 35. Bus stop location at Figure 36. Bus stop located mid-block has a limited reach and near an intersection increases longer interchange distance connectivity and reduces the interchange distance. Figure 37. Transfer distances of Figure 38. Transfer distances of two stops positioned at mid-blocks stops near the intersection NOTE 661 TOD K P Position of Bus stop with respect to intersection 40. The presence of a bus stop in close proximity to an intersection can create certain challenges for traffic mobility and for safety. A bus waiting at its stop may hold up traffic trying to clear the intersection, which affects intersection throughput capacity. Furthermore, the waiting bus may act as a visual impediment for motorists and crossing pedestrians, which can have a negative impact on safety. These issues raise some crucial concerns with respect to the design and positioning of bus stops at intersections. 41. Normally, a bus stop is best positioned a few meters after the intersection. In this way, the bus would have to cross the intersection before reaching the stop. The advantage of this positioning is that it does not hold up traffic that wants to go through or make a turn at the intersection. This is especially important for signalized intersections. If the bus stop were to be located just before the intersection, then, if a bus happened to reach the stop during the green signal phase, it would unnecessarily hold-up traffic behind it even though the light is green. Motorists cannot overtake the bus from the other side if they plan to turn left at the intersection (in contexts where traffic drives on the left), so they would end up queuing behind the waiting bus (Figure 39). 42. Locating the bus stop after the intersections allows all traffic, (including the bus) to queue up in the correct lane, Figure 39. Impact on traf fic due to Figure 40. Impact on traf fic due to depending on which direction they intend to move. It stop positioned before intersection stop positioned after intersection mitigates the risk of motorists trying to overtake or cut across the bus in order to make a turn (Figure 40). 43. Another safety advantage of locating the bus stop after the intersection is that the pedestrian crossing for this intersection (which will also service the bus stop) will be located behind the bus. A bus is a large vehicle and can block the view of motorists and crossing pedestrians of each other. By positioning the bus stop after the intersection, it ensures that most bus commuters will walk back to the intersection in order to cross the road, putting them out of the blind-spot created by the bus. Distance of bus stops from intersections 44. The bus stop should be located some distance away from the intersection to allow for vehicles entering this arm of the road to move out of the lane occupied by the bus in order to overtake the waiting bus (Figure 41 and Figure 42). Figure 41. Impact on traf fic Figure 42. Impact on traf fic due to due to stop positioned close to stop positioned shor t distance from intersection the intersection 662 NOTE TOD K P Mid-block bus stops 45. In some context, locating a bus stop along the mid-block of a road may have some advantages. The intersections in the near vicinity may have certain complications that make it difficult to locate the stop there. In some cases, the distance between successive intersections may be very far, warranting the need for a mid-block stop. In other cases, adjacent land-use conditions may dictate the location of the stop. For instance if a prominent node, such as an educational institution or a hospital, is located at the mid-block, then it may warrant the positioning of the stop as close to this node as possible. 46. There are certain aspects to be kept in mind regarding the provision of mid-block stops. Avoid locating the bus stops along curves or slopes in the roadway, as this effects visibility of crossing pedestrians (Figure 43). As a general principle, try to locate the bus stops on opposite sides of the road, such that they share a common pedestrian crossing that is located behind both stops (Figure 44). The safety implications of locating a crossing in front of a stop were already discussed in the previous section, that is, the waiting bus blocks the visibility of motorists and crossing pedestrians of each other. Figure 43. Incorrect location of Figure 44. Ideal mid-block mid-block bus stops along cur ved location of bus stops with common roads crosswalk Para-transit nodes 47. Para-transit normally operates along the general traffic roadway in mixed traffic conditions. Typically, pick-up and drop-off happens all along the roadway, except where there are legal restrictions against stopping. As such, para-transit commuters do not normally require specific street infrastructure elements. 48. However, certain locations may warrant the provision of specific para-transit, where there is a high demand for para-transit services. These include nodes of high commuter footfall, such as shopping malls, educational institutes, office complexes, etc. Where demand is high, there tends to be a concentration of para-transit vehicles waiting to pick-up passengers. If adequate infrastructure is not provided, this can result in the haphazard stalling of vehicles along the roadway, which affects both traffic throughput and safety. 49. It is recommended that the provision of dedicated pick-up and drop-off infrastructure at all such nodes, to facilitate the orderly alignment of para-transit vehicles, which allow for passengers to embark and disembark these vehicles safely. The pick-up and drop-off zones function best when they are physically separated from each other, in a manner that allows for a para-transit vehicle to quickly move from the drop-off zone to the pick-up zone, (in order to pick-up new passengers). The length of each zone should be adequate to meet demand and operational conditions. NOTE 663 TOD K P Traffic-Calming Measures for Shared Streets 50. A shared street is one where the infrastructure is designed to meet the mobility and safety standards of all road users. These standards are very different for motor-vehicle traffic than for non-motorized traffic. Thus, if a street is to be designed for all road users, it is essential that is meets the safety standards of the most vulnerable road users - pedestrians and cyclists. 51. The implementation of traffic-calming measures is an essential component of creating safe, shared streets. In most built-up urban areas, it is impractical to provide dedicated lanes to every feeder mode due to pre-existing constraints, like availability of right-of-way, traffic dynamics or adjacent land-use conditions. Where possible and practical, one may consider off-road connectors, (through parks and public places); or off-grade infrastructure. However, the opportunities for such interventions are limited, or their installation is immensely expensive. They cannot be considered as a blanket resolution for all areas where street right-of-way is limited. The most practical solution then becomes the implementation of shared streets. 52. The most important aspect of developing safe, shared streets is to slow down traffic speed. A slower street reduced the probability of conflicts between road users, while also reducing the severity of a crash when it happens. A second aspect of developing shared streets is the reduction of traffic volume, achieved mainly through the diversion of non-local traffic. 53. In some contexts, certain motor-vehicle user groups may prefer a slower street. For instance, local traffic accessing adjacent properties, will have a slower speed expectation than thoroughfare traffic. Similarly, feeder buses may also prefer slower streets, due to their need to frequently stop to pick-up and drop-off passengers. This is also true of para-transit services that may prefer slower movement, while scoping for passengers. General design measures Lane diet 54. The total width of the section of the road reserved for vehicular movement is often referred to as the carriageway. The width of this carriageway is a crucial factor in influencing traffic speed. There are two aspects to be considered here: • The traffic lane width- Wider traffic lanes allow motorists to drive faster, because of perceived lower conflict risk with traffic in other lanes. • Number of traffic lanes- Greater number of traffic lanes result in increased carrying capacity, which improves traffic free-flow conditions, which further allows for faster travel. 55. Streets in urban areas are still being designed as per inter- city highway standards, where lane width of 3.5m and more, are considered the norm. This standard allows for a design speed in excess of 50km/h, which is an extremely unsafe speed for urban conditions. Figure 45 illustrates a typical four-lane street. 56. If a street has to be shared with vulnerable road users, then the design speed should be closer to 30km/h. For local, neighborhood streets, and even lower design speed Figure 45. Existing typical distribution of ROW with wide travel lanes is desirable. 664 NOTE TOD K P 57. A shared street must not have more than 2 traffic lanes in either direction. Anything more than 2 lanes makes it difficult to implement a design speed close to 30km/h. In most cases, 1 lane in each direction is adequate for local, neighborhood streets. If an existing road of more than 2+2 lanes is to be redesigned along shared street principles, then consider converting the additional lanes into a parking lane; or utilizing the additional road width to increase space for other street elements, such as sidewalks. Table 7 below includes some alternatives for re-distributing the street ROW. Diagram Description A traffic lane width of 3m (upper limit) is recommended for all shared streets. An exception may be made for roads that are part of the transit bus network, where the lane utilized by the bus, (in most cases adjacent to the sidewalk), may be as wide as 3.5m. For neighborhood streets, and even narrower lane width than 3m is desired, especially if this street is meant to cater primarily to local traffic Figure 46. Redistributed ROW with narrower travel lanes, cycle lanes, and bus lane movement. Travel lanes rearranged to have a center turn lane and unidirectional cycle lanes. Figure 47. Redistributed ROW with narrower travel lanes, cycle lanes, and center turn lane Additional on-street parking lane Figure 48. Redistributed ROW with narrower travel lanes, cycle lanes, and on street parking Extended sidewalk widths to provide space for pedestrians. Figure 49. Redistributed ROW with narrower travel lanes, cycle lanes, and wider sidewalks Table 7. Alternatives for ROW redistribution NOTE 665 TOD K P Urban design measures: Streetscapes and gateways 58. Traffic-calming measures include several engineering interventions to slow down of traffic. In addition, there are many urban design measures that act as visual cues, encouraging motorists to select the appropriate speed for this zone. 59. The presence of setbacks along the road front have a psychological impact on speed selection. A street where buildings are set nearer the road edge are perceived to be narrower than streets of similar widths, but where the buildings are further apart. This induces motorists to drive slower on the former kind of street, due to the narrower visibility range. Trees planted close to the carriageway edge have a similar impact on speed selection. From a TOD zone planning perspective, regulations can be implemented to relax frontage setback norms, (where appropriate), to encourage more compact development 60. Another measure to encourage motorists to slow down when entering a traffic-calmed street is to include more diverse road users, such as on-street parking and street-vending. These uses increase the perceived disruptions to the motorist, which encourages them to slow down. In addition, softer streetscape elements may also be considered to signal to the motorists that they have entered a traffic-calmed street. This include measures such as change of carriageway surface material and color, as well as the increased use of landscaping and other street furniture. 61. If there are definitive entry points into a neighborhood from a main street, it is a good practice to install a gateway feature across the entry point, which informs motorists that they’re about to enter a different kind of right-of-way. This encourages them to slow down and choose the appropriate speed for this zone. Mid-block design measures Vertical speed controls: Speed humps, speed tables and speed bumps 62. There are three kinds of vertical deflectors, that are effective in controlling vehicular speed as shown below in Table 8. They have slightly different design features which also impacts their functionality and applicability. Type Diagram Description Speed Curved, raised area, along the width of the Hump carriageway, which causes a vertical deflection for vehicles as they traverse it, which induces motorists to slow down in order to cross the hump comfortably. Figure 50. Speed hump Speed Refers to an elongated speed hump, with a flattish Table section between the up and down slopes of the hump. A pedestrian crossing may be included along the flat section of a speed table. Figure 51. Speed table Speed Significantly narrower in cross-sectional width than a Bump speed hump, which causes a more striking vertical deflection for a vehicle. A vehicle, normally, has to come to a near stop, in order to cross the bump comfortably. Figure 52. Speed bump Table 8. Ver tical speed control alternatives 666 NOTE TOD K P 63. Speed humps or tables are recommended for local, neighborhood streets as a traffic-calming device. Speed bumps are normally not recommended for public streets, because of their abrupt impact on vehicles. They are more suitable for driveway or parkway entries. The frequency of speed humps along a stretch of road should be such that it discourages speeding in-between two humps. Figure 53. Speed humps before pedestrian crossing. 64. Speed humps may be provided before pedestrian crossings, especially in cities where motorists are unlikely to slow down for a crossing pedestrian (Figure 53). 65. If there is no median barrier on the roadway, it is better to locate the pedestrian crossing on top of the speed table (Figure 54). 66. If such vertical speed controls are needed near to an intersection, it is recommended to use a speed hump Figure 54. Pedestrian crossing on top of speed table instead of a speed table so that pedestrians don´t confuse it with a pedestrian crossing. 67. Speed humps must be avoided along curved sections of the road, or in sections where forward visibility of the roadway is low. Speed humps should also be avoided on sloping sections of the road. Normally, a speed hump should not be installed just before a traffic signal, as it affects the green phase traffic throughput for this signal. Figure 55. Speed table doubling up as a mid-block crossing with safety bollards in New Delhi, India. (Source: The World Bank) NOTE 667 TOD K P Horizontal speed controls: Chicanes, curb-extensions, bulb-outs and staggered on-street parking 68. Table 9 below discusses the various types of horizontal speed control measures. Type Diagram Description Chicanes These refer to the series of physical deflectors that are installed along alternating sides of the road, which result in the creation of a serpentine-like roadway. This forces motorists to slow down as they steer left and right through the successive chicanes. Chicanes are a useful retrofit for long, Figure 56. Chicanes neighborhood streets, though consideration should be given to their impact on cyclists and emergency vehicle movement. Staggered A similar traffic-calming impact that chicanes on street provide can be achieved by staggering the parking provision of on-street parking. The presence of on-street parking has the added advantage of increasing perceived traffic disruptions, which induces motorists to drive slower. Figure 57. Staggered on-street parking Curb Ex- This refers to the physical extension of the tensions curb, (normally the sidewalk curb) into the carriageway, partly or fully cutting out a traffic lane. Curb extensions are also referred to as chokers, because, they, in effect create a physical bottleneck, with the intention of choking traffic. Figure 58. Chokers This induces motorists to slow down while driving through the curb-extension area. Median Curb-extensions may also be provided along bulb-out a curbed median, which then creates, what is called a bulb-out in the center of the road. The advantage of such a bulb-out is that is allows for the inclusion of a pedestrian refuge area between the crossing, where pedestrians can stop and wait while crossing the road. Figure 59. Median bulb-out Table 9. Horizontal speed control alternatives 668 NOTE TOD K P Segregated cycle track IPT parking for easy access by pedestrians Raised mid-block crossing cutting through cycle lanes and BRT lanes, with push-to-walk buttons Pedestrian refuge area, with physical barrier between BRT lanes, carved out as a chicane for traffic calming at the crosswalk Figure 60. Mid-block crossings in BRT lane as a combination of horizontal and vertical traffic calming measures (Source: © WRI India) Intersection design measures Tightening and/or extending curb corners 69. The most important measure to reduce traffic speed at intersection is to minimize the radius of curb corners at intersections. A tighter corner induces motorists to slow down to make a turn, which adds to safety. It also increases the available sidewalk area at the intersection and decreases the crossing length, which allows for safer crossings. Figure 61. Extending curb corners at intersections to create gateways NOTE 669 TOD K P Modified intersection 70. Table 10 below highlights features of different types of modified intersections. Type Diagram Description Raised A raised intersection is an effective traffic-calming intersection measure, applicable for un-signalized intersections between neighborhood streets. They are similar in profile to a speed table, wherein the entire intersection area is slightly raised to create a vertical displacement for vehicles. Figure 62. Raised intersection, at the level of sidewalk Mini Mini-roundabouts consists of a small circle located roundabout within the intersection area, which creates a lateral displacement for vehicles, forcing them to slow down. They differ in form and function from conventional roundabouts, which are much larger, and their primary function is to channelize traffic circulation, rather than slowing down traffic. Figure 63. Mini roundabout Physical Restricting movement at intersections through barriers the installation of physical barriers (median barrier across an intersection), impacts the volume of traffic using this intersection, (and the adjoining streets), by curtailing thoroughfare traffic. Another measure is to install a diagonal barrier across the intersection, preventing through movement in either direction. Figure 64. Restricting movement at intersections using barriers Table 10. Alternatives for a modified intersection 670 NOTE TOD K P Primary Station Area Design 71. The primary station area in the context of TOD, refers to the area immediately surrounding the transit station i.e. within 0 – 400m or 5 minutes walking, where the transfer of commuters between feeder modes and the main transit line takes place. This is the meeting point for the trunk routes of all feeder modes. Hence, safety and mobility challenges are the most crucial at the station area, given the high concentration of commuters and traffic into a relatively small space. Infrastructure for the transfer of pedestrian commuters should be provided nearest to the station gates, followed by infrastructure for cyclists and feeder buses, then para-transit, and finally, for personal motor-vehicles. Figure 65. Cycle parking facility and pedestrian only area at the entrance of Figure 66. Transit station access using segregated sidewalks, Mexico (Source: Transmilenio in Bogota, Colombia (Source: The World Bank) The World Bank) Includes the transit Includes the area and major destinations around Catchment areas include the broader PRIMARY AREA SECONDARY AREA CATCHMENT AREA station and the the station, which are direct and safe, and can be area of influence from the mass immediate access accessed by walking and cycling. transit station, where feeder and routes within paratransit services are critical. 5minutes of walking distance prioritizing pedestrian needs. 72. It is important to ensure that transit infrastructure, including station structures, do not impede the movement of any mode. It is commonly observed that the pillars of elevated transit stations completely block the sidewalks below them. In other cases, elevator shafts and stairways to the stations are placed across the sidewalk, forcing pedestrians to walk on the roadway. NOTE 671 TOD K P Station access points 73. A transit station with one access point can become a potential bottleneck for commuter movement, especially during the peak commuting hours of the day. For a high-volume station, it is recommended to provide multiple entries and exits to the station, ideally connecting to different roads and different directions of the station areas as can be seen in Figure 67 Multiple access points, including elevator and escalator Pedestrian crossings aligned with median refuge islands access for universal accessibility, placed closer to the and avoiding elevated metro corridor pillars intersection so that commuters do not jay-walk or walk longer Smaller turning radius with curb-cuts allowing distance to cross. for universal accessibility. Figure 67. Designed access to DN Nagar Metro Station Mumbai near an intersection (Source: WRI India) 74. Often local access needs are combined with station access points. Access to underground mass transit stations also double up as underpasses to cross major roads. Similarly, BRT stops located in the middle of a highway do not typically have at-grade access. FOBs with ramps or elevators to access the stops are provided. However, if these stations are not functioning during some hours or closed, then the local access can get impeded due to closing of the access facility as well. It is advisable to have these FOBs or underpasses to remain functional all day long and have a connection made from these off-road connectors to the transit facility. 75. BRT services requiring dedicated lanes must be protected to avoid jay walking, with access to stops provided at intersections with wider crosswalks or at mid-block crossings. Additional button-activated mid-block crossings must be provided in the station area where the blocks are large or a high volume of pedestrian movement is expected. 76. Station access points can also be separated according to the transfer mode (Figure 68, Figure 69). A direct access link may be provided, connecting the station to the feeder bus routes separating the movement of bus commuters from other commuters. 77. Grade separated infrastructure can be utilized in conjunction with sidewalks, to increase access points to the stations. This is particularly useful when the grade separated infrastructure connects directly to important nearby land-uses that are likely to generate a high footfall of commuters, such as a shopping center or an office complex. However, such infrastructure must only be provided in addition to at-grade infrastructure, and must never come at the expense of at-grade sidewalks. 672 NOTE TOD K P Pedestrians crossing along the median, Wide at-grade refuge island in the median to especially with longer BRT Green phase. accommodate passengers entering and exiting the BRT station using a protected ramp. (Many Latin American BRT Systems have such design including Macrobus in Guadalajara) Figure 68. Pedestrian access to a raised BRT station in the center of the ROW (Source: WRI) Cycle rack on sidewalk along the road perpendicular to the BRT lane, allowing riders to lock the cycles and transfer to BRT system. Figure 69. Facilities for cyclists to access the BRT station along with pedestrians (Source: WRI) NOTE 673 TOD K P Transfer facility design 78. As far as possible, transfer zones in the vicinity of the transit station, should be provided such that it eliminates, or reduces the crossing requirement. • Traffic management at the Thane suburban railway station in the Mumbai Metropolitan Region, India involves grade separated infrastructure for public bus services and IPT infrastructure. The bus services are on an elevated deck and connect to the railways station through skywalks, and the IPT services are available at grade with pick-up, drop-off and queuing areas (Figure 70). Figure 70. Thane Suburban station in India with lower level for auto-rickshaws and upper levels for bus bays. It connects to the road level via elevated walkways (Source: WRI India) 79. Wherever possible, the transfer stop should be provided on the same side as the transit station access point. For instance, a feeder bus-loop / terminal may be located near the transit station. In such a case, it is a good idea to ensure that there is no road in between the feeder bus-facility and the station access point. Similarly, a para-transit facility is best located on the same side of the transit station. • A typical transfer station along Bogota, Colombia’s TransMilenio BRT corridor includes an integrated transfer facility between the trunk BRT route and the feeder service (Figure 71). These terminals are designed to have a common central platform where both the services can dock on either side of the platform allowing the passengers to transfer by crossing across it. Figure 71. Typical transfer platform at station along Bogota, Colombia’s TransMilenio BRT corridor with height differences on either side to accommodate the different floor heights of BRT bus (on left side) and feeder ser vices (right side) (Source: WRI) 674 NOTE TOD K P 80. It may not always be possible to locate all transfer facilities on the same side of the transfer station. This may be the case, for feeder buses plying in opposite directions, in which case, only the stop for one direction can be located on the station side. In such contexts, it is essential that safe crossing infrastructure is provided to access the station. Given the high expected transfer volumes, a signalized crossing may be warranted. Speed humps at least on the Curb extension to create waiting area At-grade refuge island on the median two approaches that cross the for High pedestrian volume that can be to access the BRT station with a ramp transfer path for pedestrians. expected at this corner Figure 72. Transfer facility between two intersecting BRT Lines (Source: WRI) 81. If the transit station is located at a different level than the road, it may be a good idea to extend the grade-separated connector across the width of this road. In normal circumstances, grade-separated structures are not recommended for crossing the road. However, if they provide direct connectivity to a the grade-separated station, then this becomes acceptable. 82. When designing para-transit zones in station areas, it is important to separate the drop-off zones from the pick-up zone, to allow for the smooth functioning of such facilities. Normally, the drop-off zone should be located before the pick-up zone, which allows for the para-transit driver to enter the pick-up zone after dropping off passengers. There should also be a provision for the vehicle to leave the drop-off zone, in case the driver does not want to pick up new passengers. 83. Care should be taken to ensure that the movement of para-transit vehicles does not impede the movement of feeder bus services. This can be achieved through the physical segregation of both zones, which add to safety, while also creating more access points for the transit station. NOTE 675 TOD K P Grade-separated feeder service stop IPT parking and waiting area, separate Motor-vehicle free shared streets to and access to station and connection from vehicle parking. access the transit station to developments using non-motorized shared streets Figure 73. Para-transit access and transfers to transit station, with connections for vehicular traf fic, and with connections through motor-vehicle free shared streets (Source: WRI India) 676 NOTE TOD K P REFERENCES Bertaud, Alain , and Harry W. Richardson. 2004. Transit and Suzuki, Hirosaki, Jin Murakami, Yu-Hung Hong, and Beth Density: Atlanta, the United States and Western Europe. Tamayose. 2015. 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