MULTIMODAL INTEGRATION: The Challenge of Institutional Integration

Transit Oriented Development

TOD in Hyderabad

N V S Reddy: We have declared Hyderabad as a TOD City. In Hyderabad, along any mass transit corridor be it metro or bus corridor, up to 300 metres on both sides of the corridor we have declared it as a TOD zones where certain relaxations are given. Of course, Hyderabad is one city where we have done away with FAR, FSI concept; now there are no height restrictions in Hyderabad. The market determines subject to certain conditions like airport authorities’ permission and fire permission etc. We have mixed transit oriented development into our project but since ours being a PPP project, as a part of the project, only 50% of our revenues are coming from passenger services, about 45% is coming from the property development. At the metro stations and depots a certain percentage is allowed for commercial development. So, that is coming to about 18.5 million sqft in our stations and depots; it is about 269 acres of land where the ground floor is used as the mass transit facility and above that the sky can be commercially exploited.

TOD in Bangalore

Pawan Mulukutla: TOD as a concept is excellent but the challenge we face in Indian cities is until there is demand management as part of TOD, we will end up having TAD–Transit Adjacent Developments.If you see Mumbai, along the suburban rail high-rise complexes have come up but all have two to three parkings and unfortunately the mass transit will not be used.

So, the challenge in Indian context is that we start with stations, show some models that will work because we have not seen even one single TOD in India yet. And the issue is how are you going to force developers to develop the land. The government can only frame policies but the developers have to be in-sync with walking, cycling, feeder buses etc. Parking management is one of the biggest challenges we are facing. So, you see we somehow have to engage with the developer community also and see how we can actually, unfold this TOD. If a station is conceived with a plan to expand slowly later. It will be difficult because retrofitting is such a big challenge, given all the rules and regulations.

TOD in Kochi

Pravin Goyal: As far as Kochi is concerned there has been no specific TOD gazette being issued by the government of Kerala. The area which was next to the stations continues to remain as it is; the FSI, the FAR have not been raised. Now, when we are going in for Phase II, we will be following the new metro guidelines which stipulate a certain amount of action to be taken in terms of TOD which basically means that we will either go for a betterment tax with certain portions of the same coming over to Kochi metro and also for a higher FSI with certain portions of stamp duty etc coming over to Kochi Metro.

TOD is actually a very powerful concept because both the passengers and the the people who are residing close to it benefit from it. Now, there has to be a mechanism by which value capturing has to take place. This concept is being implemented. As mentioned, that it has to be implemented with a caution and with a planned strategy. But TOD is the only way by which we will able to finance further metros.

M Ramsekhar: Elaborating on this, in the Indian context, how do you really agglomerate land. With TOD policy in Delhi, you have to agglomerate something like one hectare of land in order to really construct anything. When the plot is small, agglomeration becomes a problem but that doesn’t mean that worldwide people did not taking this route. This is the way to go whenever you have a metro.

The other point is we are not really having the transit demand measures; we have not really taken that. We are only focussing on transit supply measures. particular.

Now, coming to common mobility card for cities, how is this being implemented.? How is interaction happening between different transit agencies which are there in the city space?