International review for spatial planning and sustainable development, in press

ISSN: 2187-3666 (online)

DOI: http://dx.doi.org/10.14246/irspsd.n.n_n

Copyright@SPSD Press from 2010, SPSD Press, Kanazawa

SNP Choosing Transit Priority Areas in the Regional Planning

Process for Sustainable Communities

Keywords: TOD, Hyderabad, Sustainability, SDGS11, 3V framework

Abstract: Embracing the synergy between Transit-Oriented Development (TOD) systems and Intermodal Transportation is
not only an important policy strategy for India, but it is also a beacon of hope for cities throughout the globe
looking to construct resilient and people-centric urban environments. As cities cope with the issues of
urbanization and climate change, using this integrated strategy can result in increased mobility, decreased traffic
congestion, and improved air quality, all of which contribute to the objective of building liveable and sustainable
cities. Numerous urban areas have fortified their public vehicle by creating Mass Rapid Transit Systems and are
moving towards Intelligent Transportation Systems (ITS). A relatively new concept in the Developing countries,
with the Multi Modal Transport systems in place, this paper examines the lacuna in implementation. Urban space
transformation through Transit Oriented Development is the only way forward. However, TOD principles cannot
be applied uniformly across an entire city or transit network. The 3V framework of Cluster Stations based on
Nodal Value, Place Value and Market potential will be examined. The values of transit nodes maybe unevenly
distributed.

. This paper will focus on

• Drawing analogies around the world, and evaluating the situation in Metropolitan city of Hyderabad by
reviewing transportation legislation, identifying the gap between demand and supply related infrastructure, and
presenting though LAP (Local area Planning) a framework to provide.

• Reviewing the findings from numerous researches, uncover value disparities in the city, to promote inter-agency
conversation and understanding of opportunities for a sustainable and user-friendly

1. Introduction

In Hyderabad, the implementation of Transit-Oriented Development (TOD) has been observed

to be lacking synchronization and synergy, resulting in less-than-optimal outcomes. To address
this issue, it is crucial for the city to follow a TOD Policy that embraces and adopts
comprehensive Transit-oriented Development principles that guide the formulation of more
robust and stringent regulations, ensuring a cohesive and integrated approach towards
sustainable urban development.
The Air quality of Hyderabad stands at 39.7 μg/m3 of PM 2.5-eight times higher than the
permissible limit set by the World Health Organization (WHO), revealed the latest World Air
Quality Report released by IQAir, a Swiss based air quality technology company. It touched as
high as 68.4 μg/m3 during December 2021. Nationally, Hyderabad is now the fourth most
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polluted mega city in India. The primary sources of PM 2.5 pollution in the city are: automobiles
and industries. Vehicles contribute one-third of pollution.
This has been put forward in order to provide productive frameworks by integrating land usage
with vehicle underpinning to produce urban communities that are comfortable, sound, and
brilliant, Indian cities should agree to the concept of complementary land development around
transport corridors, which is not new in Indian urban planning history.
Many cities and villages in Indian history sprang up around key transit hubs including
riverbanks, trade routes, and pilgrimage sites. These communities were designed to provide for
simple access to transportation while also integrating multiple services such as residential,
commercial, and religious activity around transit nodes. settlements such as Varanasi (also
known as Kashi), one of the world's oldest continuously inhabited towns, sprung up along the
Ganges River's banks, using the waterway as a key transit and trading route. Similarly, Hampi,
the ancient capital of the Vijayanagara Empire, was carefully designed, with its urban core
centred around the Virupaksha Temple, a key religious and transportation hub at the time.
In modern times, India has seen examples of TOD-like developments close to railway stations
and major bus terminals, where commercial activities and residential settlements have grown in
close proximity to the transport hubs, but simply mocking occidental nations for their
development interventions without local area planning, and not suiting Indian cities with their
own unique nature of problems, is simply a bane.
Organically developed Indian cities like Hyderabad and Delhi were densely packed with
different activities along major transportation channels. With the advent of high-capacity public
transport systems, cities must be retrofitted in terms of well-designed public spaces, streets, and
built-form around transit hubs or corridors. Future cities must be designed with considerable
transportation use. (1)
For the fourth year in a row, Delhi is the most polluted capital in the world. According to IQ
Air's 2021 World Air Quality Report, it is the fourth most polluted city in the world. There were
63 Indian cities in the top 100, with Bhiwadi and Ghaziabad, both in the National Capital
Region, being named the world's two most polluted cities. (2)
' Local Area Planning and Transport Oriented Development' an illustrated Handbook for
Indian Cities clearly shows that there is no TOD policy for the city of Hyderabad.

2.Methodology

Qualitative research technique is used in the paper to investigate occurrences in depth, create new
theories, or update current ones.

The questionnaire regarding Transit-Oriented Development (TOD) usage in the city is targeted
towards everyday commuters in the survey research. Individuals who utilized public transit
frequently/daily were among those who took part. An online poll was conducted to collect data
efficiently. The survey questions and structure were created to capture passengers' experiences,

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 Authors 3

as well as any issues or faults they encountered while utilizing public transit. The poll was
delivered via online forms and text messaging.

The research technique utilized qualitative analysis for evaluation of synergy systems, as it aims
to investigate the numerous aspects of a case study research strategy in order to reach a
conclusion on the various epistemological strands that determine the specific case study type
and approach employed in the area. The qualitative evaluation covers the aspects that might
improve the success of case study research, as well as the dispute over the function of case
studies in producing theoretical propositions with broader relevance.

It also focuses on the discussion and synergy through the 3V method. This approach examines
various dimensions of the case study research strategy, aiming to identify factors that can
enhance the effectiveness of the TOD assessment. The 3V method (Nodal Value, Place Value,
and Market Potential) is employed to analyze and integrate land use and transportation planning,
promoting a more sustainable and cohesive urban development. Through qualitative assessment,
the study aims to draw meaningful conclusions and insights to inform future urban planning
decisions in Hyderabad.

3. Results

3.1 Stakeholder Consultations (Survey Results):

Understanding Stakeholder insights will be crucial in aligning the research with community
needs and expectations. By conducting an in-depth investigation of TPAs in the regional
planning process for Hyderabad city, this research proposal aims to contribute to evidence-based
urban planning strategies that enhance the liveability, sustainability, and accessibility of urban
communities. The survey has been conducted and mapped for the qualitative assessment (pie
charts and conclusions also mentioned below) for the public transport system in the city. The
survey included the following questions:

1. Gender: Male / Female / Other

2. Age: Under 18 / 18-24 / 25-34 / 35-44 / 45-54 / 55 and above

4 IRSPSD International, in press

3. On a scale of 1 to 5, how would you rate the overall public transport infrastructure in your
city? (1 being very poor, 5 being excellent)

4. Do you face difficulties in accessing public transport? (e.g., distance to bus stops, lack of
connectivity options) - Yes / No

5. How would you rate the last-mile connectivity options in your city? (e.g., auto-rickshaws,
cycle-sharing) - Poor / Average / Good / Excellent / Not applicable (I don't use public transport)

6. Do you experience overcrowding and congestion while using public transport? -

Frequently / Occasionally / Rarely / Never

7. How would you rate the reliability and punctuality of public transport in your city? - Very
poor / Poor / Average / Good / Very good

8. Have you ever experienced safety and security concerns while using public transport?
(e.g., theft, harassment) - Yes / No

9. How would you rate the safety and security measures on public transport in your city? -
Very poor / Poor / Average / Good / Very good

10. Do you find it easy to access information about routes, schedules, and fares for public
transport in your city? - Yes / No

11. How would you rate the accessibility of public transport for differently-abled individuals
in your city? - Very poor / Poor / Average / Good / Very good / Not applicable (I don't have
knowledge about this)

12. Are there any specific improvements or suggestions you have to enhance the public
transport system in your city? (Open-ended response)

13. How frequently do you use public transport? - Daily / 2-3 times a week / Once a week /
Rarely / Never

14. Would you be willing to pay slightly higher fares for improved public transport services?
- Yes / No / It depends

15. Please provide any additional comments or feedback regarding the public transport
system in your city. (Open-ended response)
 Authors 5

This survey aims to gather valuable insights from the public to identify areas of improvement
and enhance the efficiency and convenience of the public transport system in the city. The study
aspires to assist policymakers in creating transit-centric neighbourhoods, reducing dependency
on private automobiles, and fostering environmentally friendly and socially inclusive urban
environments. (Refer to pie charts below)

Public Transport Challenges

- Distance to bus stops, lack of connectivity options, and overcrowding are common
challenges faced by respondents when accessing public transport.
- Desire for Improved Public Transport
- Respondents across different age groups express a strong desire for improved public
transport, last-mile connectivity options, and safer transit systems.
Private Vehicle Usage
- Male respondents, especially in the 18-24 and 25-34 age groups, tend to use private vehicles
as their primary mode of transportation. Female respondents, particularly in the 18-24 age
group, use public transport more frequently.
Suggestions for Improvement
- Respondents suggest using electric vehicles, implementing Unified Payment Interface (UPI)
for tickets, and improving safety measures. They also emphasize the importance of better
cleanliness, limiting passengers in public vehicles, and better connectivity.
Age Criterion
- Respondents in the 18-24 age group frequently use public transport and desire better access,
safety, and cleanliness. Those in the 25-34 age group show a mixed pattern. Those in the 35-44
age group desire better safety measures and pedestrian-friendly infrastructure. Both 45-54 and
55-64 age groups express concerns about overcrowded buses and suggest more buses in specific
areas.
Climate Change Prioritization:
1. Improve Public Transport Infrastructure: Developing and enhancing public transport
systems will encourage more people to use public transport and reduce the reliance on private
vehicles, leading to lower greenhouse gas emissions. (Priority: 4)
2. Promote Use of Electric Vehicles: Encouraging the use of electric vehicles can
significantly reduce emissions from the transportation sector. Incentives and infrastructure
development for electric vehicles should be prioritized. (Priority: 5)
3. Implement Sustainable Urban Planning: Transit-oriented development and sustainable
urban planning can lead to more eco-friendly cities, reduced congestion, and better last-mile
connectivity, which will positively impact climate change. (Priority: 4)
4. Enhance Safety Measures: Improving safety and security on public transport will build
trust among commuters, leading to increased usage of public transportation over private
vehicles. (Priority: 5)
6 IRSPSD International, in press

5. Reduce Overcrowding and Improve Cleanliness: Reducing overcrowding and maintaining

cleanliness in public transport will enhance passenger comfort and promote public transport
usage. (Priority: 5)
6. Reduce the time taken to change the modes of transport which would enhance the use of
public transport.
By prioritizing these measures, urban areas can take significant steps towards reducing
greenhouse gas emissions, mitigating climate change, and creating more sustainable and eco-
friendly environments.(Referring to the image containing a snippet from a Times of India article
about an electric last-mile connectivity service)In accordance with the provided image capturing
a segment from a Times of India article regarding an electric last-mile transportation service.

3.2 The 3-V approach of identifying the nodes

The number of stations that have multi modal transport have been plotted. These have been classified
into different typologies to arrive at solutions.(Referring to Table 4, which outlines the Metro stations
offering intermodal transit amenities.)(Referring to Fig 8, which presents the Hyderabad Metro Rail
Route along with the stations featuring intermodal transit options.)((Referring to Table 5. Source: WRI,
Regional/City level classification, available at: https://youtube.com/TGFORNu-EJA)((referencing
Table 6 which contains a compilation of Metro stations featuring intermodal transit options and their
corresponding classifications.)((Referring to Figure 9 depicting a matrix of suggested strategies for
value clusters)

Overlaying Node, Place and Market potential values, creates nine area types, each of which calls
for different public policies and timing of investment.

Depending on their TOD and market potential, three types of implementation strategies can be
identified.

Infill - mainly for nodes in sub-urban neighborhoods with single transit line and low market
value.

Intensification - For emerging station areas with interchanges and emerging markets.

Transformation - Strategy to apply in major hubs, creating high level of place value through
good Urban design.

3.31 Demonstration Project : Begumpet

 Authors 7

The distance between MMTS Station and Metro station is very accessible. But the quality of
travel in MMTS is so poor that most people who cannot afford a private vehicle, prefer to travel
by TSRTC bus rather than the MMTS. The time taken is also incomparable as the frequency of
MMTS is very poor. Announcement is made in the Metro rail service about the availability of
MMTS. No announcements is made in the TSRTC busses or MMTS train service.There is also
no coordination of timetables and also no information in MMTS trains or TSRTC busses. Also
the bus stand in Begumpet is almost a kilometer away,forcing the commuters to search for other
alternatives of transport.(Referring to Figure 10 displaying a Google Map of the Begumpet area
in Hyderabad).

3.32Demonstration Project : Lakdi ka pul

Red indicates the public offices, Blue indicate the commercial establishments.

(Referring to Figure 10 displaying a Google Map of the Begumpet area in Hyderabad

Lakdi-ka Pul Metro Transit Station located close to innumerable Public offices and commercial
establishments, stands as a good example where the lack of last mile connectivity is glaringly
visible. Good pedestrian walkways, cycling lanes or even e-rikshaws would help commuters
reach their destinations easily and effortlessly.

Incentivizing the use of public transport, having exhorbitantly high parking fees are some ways
in which the Government could promote the increase in usership of Public transport.

Time taken to shift the various modes of transport takes the sheen away from using public
transport effectively. Being the hub of Institutional and Government offices, improving the last
mile connectivity and having a unified payment interface (UPI) will ensure wider usership.

(Fig ,Roads in Gridlock, Battling Easing the Jam, Seeking Solutions to Alleviate Traffic
Congestion in the Urban Maze)

4.Discussion

The Case of Hyderabad

Though TSRTC runs 9384 buses in36,593 routes, MMTS started operation in 2003 and Metro in
2017, the quality and adequacy of the existing transport system have not met most users’
expectations or kept pace with the demand. As a result, very few people feel significantly
greater satisfaction while commuting by public transport than by Car. (3)
8 IRSPSD International, in press

If public transport fails to offer any potential benefits or greater satisfaction, it is apparently
difficult to convince a private car person to switch from current travel mode to using public
transport. (4)

No wonder the passenger car segment showed double digit growth in 2022.

According to a survey conducted by global consulting company AT Kearney, the two- and four-
wheeler population increased by 8-10% each year between 2014 and 2017, even as the stock of
registered buses returned in 2017 following a fall.(5)

"There is flat/negative growth in the bus fleet, and the modal mix is skewed towards cars and
two-wheelers," AT Kearney stated in its research. According to certain urban specialists TOI
spoke to, the dramatic drop in the percentage of passenger journeys utilizing public transport in
metropolitan areas was not only surprising, but also worrying. (4)(6)(7)

Fig. Commutation time and Metro Usage

Source : End User Impact of Metro Rail Usage in Hyderabad, Tata Institute of Social Sciences,
https://www.tiss.edu/uploads/files/End_User_Impact_of_HMR.pdf.

Fig.7 Mass Transit Demand Analysis Table 3 Growth Trend of Vehicle Population(8)

Addressing these challenges requires a comprehensive approach involving coordination between

government agencies, urban planners, developers, and the community. It necessitates strategic
planning, policy reforms, infrastructure investments, and effective public-private partnerships to
overcome the hurdles and successfully implement transit-oriented development in Hyderabad.
(8)
4.1 Hyprospect:
Inter Modal Transport Planning is a way to move towards Environmental and financial
sustainability. An effort to focus on establishing multi-modal interchanges can be a game
changer, by providing convenient access to public transport while discouraging private vehicle
usage. To incentivize a modal switch, these alternative services must be efficient and attractive
in terms of quality. Placemaking initiatives ensure safety and enhance the appeal of high-
density, mixed-use, and mixed-income developments around transit stations (9)(10).In
Hyderabad, Transit-Oriented Development (TOD) should aim to create pedestrian and non-
motorized transport-friendly environments, emphasizing connectivity and network density. The
city's TOD planning must seek to promote sustainable urban living by integrating transportation,
land use, and public spaces, ultimately creating vibrant and accessible communities for residents
and visitors alike(11)
Hyderabad city needs to also build a symbiotic relation between transit and development. A
TOD that aims to increase public transit ridership. As ridership increases public transit systems
become more viable and self-sustaining. Public transit ridership goes up when people can easily
access jobs, education, health care, etc, by using the transit.
 Authors 9

Integration can happen across four realms.

Physical : This refers to small hard infrastructure integration which allows for easy access and
interchanges between different modes of transport, such as building stations that service
multiple types of transport.
This aspect has already been considered, but there are lot of lacunae that have been discussed in
the case studies. The time taken to utilize two or more modes of transport is is so high that
commuters prefer taking a private vehicle instead to save upon time.
Network : This refers to the larger hard infrastructure investments that need to take place to
ensure integration across modes of trnsport, such as rail and bus systems. It also includes
aspects such as creating or dedicating roads for feeder service for trunk routes. This is usually
the most expensive form of integration.
Operational : This can include a number of different soft- infrastructure aspects, including
routing allignment,alligning time-tabling, ticketing and fares and providing information to
customers on links between modes. All these facilitate transfers between different modes of
transport.
This aspect has already been considered, but there are lot of lacunae that have been discussed in
the case studies.
Institutional : This is the most difficult form of integration which is at the institutional and
policy level.This includes coordination or even merging different agencies responsible for
transport at various levels of Government as well as private providers.This also includes
coordination between institutions responsible for transport and land-use planning.
Usually integration happens between formal means of motorised transportation under the remit
of Government to regulate(12). But, to be truely effective the plans need to extend deeper to
include non-motorized transportation and both formal and informal private sector transport
providers.

4.2Potential Benefits of Integration

If Multi Modal plans are well designed and implemented, then they improve connectivity in the
city. Additionally, with different public transport options that are efficient and affordable, as
well as high qaulity non-motorized transportation routes that are well designed and safe, with
commuters being incentivised from not using private vehicles, it may have the following
potential benefits.(13)(14)(15)(16)(17)
Increased System Efficiency: By having sufficient information and options to choose from,
overall travel efficiency increases both in terms of route choices and mode choices.
Additionally, if transport planning and Land Use planning are integrated, such as through TOD,
they might reduce the number of trips to be taken.
Reduction in Congestion :The cost of congestion includes time wasted, inflated transport costs
and carbon emissions.If through Intermodal Transportation Planning, density, affordability and
attractiveness of public transport and non-motorized options increases,this will have people
switch away from use of cars, thus reducing congestion.
10 IRSPSD International, in press

Decreasing Air Pollution : Reduction of CO2 emissions is itself an environmental benefit,

should the usage of private vehicle reduce.These benefits can be compounded by additional
investments in non-motorized transport systems.
Improving Affordability of Low Income Users : The poor live inthe outskirts where the rents
are low and thus have to commute long distances on a daily basis. Ensuring that public transport
is more affordable,will have a direct impact on their lifestyle.
Opening Potential Financing Opportunities : If the transport planning is integrated with
LandUse planning, this will have effects on the land values.
Enhancing Social Cohesion : It's a challenge to convince the higher income users to switch to
public transport.But if the system is made more efficient and attractive, some of them will
switch to public transport in view of the time saved in travel. This will aid in soc

4.3 Policy and Planning Review:

India has undergone substantial economic development as it transitions from a developing to a

developed economy, driven by businesses and services centered in metropolitan areas. However,
this expansion has created transportation and environmental issues. To address these concerns,
India has attempted a number of policy measures since independence(18). Some of the major
policies are summarized here.

 The Metro Railways Act was proposed by the Government of India in 1978 to develop
railway transportation within metropolitan cities. It was primarily enacted for Calcutta
and could be applied to other cities upon consultation and agreement with state
governments. The act was later amended in 1982.
 The Air (Prevention and Control of Pollution) Act, 1981 was implemented to address air
pollution concerns, and responsibilities were assigned to State Pollution Control Boards
(SPCB) under the guidance of the Central Pollution Control Board (CPCB).
 The Environment (Protection) Act, 1986 extended the focus on environmental
protection, with SPCBs and CPCB as responsible authorities.
 The Motor Vehicles Act, 1988 aimed to enhance traffic safety and minimize road
accidents. It regulates licensing, vehicle registration, traffic regulations, and permits for
motor vehicles.
 The Integrated Transport Policy, 2001 advocated for an integrated approach to
transportation planning, encouraging coordination and competition between different
modes of transport.
 The National Auto Fuel Policy, 2003 focused on improving fuel standards to reduce
emissions and promote cleaner vehicle and fuel technologies.
 Authors 11

 The Jawaharlal Nehru National Urban Renewal Mission (JNNURM), 2005 provided
funds for modernizing urban infrastructure, including public transportation systems.
 The National Urban Transport Policy (NUTP), 2006 aimed to provide safe, efficient, and
sustainable access to facilities, with a focus on public transportation.
 The National Action Plan on Climate Change, 2009 addressed climate change concerns
and emphasized modal shift towards public transportation and low-carbon options.
 The National Road Safety Policy, 2010 focused on road safety improvements through
infrastructure standards, licensing, and vehicle safety measures.
 The National Electric Mobility Mission Plan (NEMMP) 2013 promoted early adoption
of electric and hybrid vehicles.
 The India Transport Report: Moving India to 2032 (2014) aimed to provide a safe and
sustainable transport policy.
 The Intended Nationally Determined Contribution (INDC), 2015 pledged to reduce
emissions intensity by 33-35% by 2030.
 The Smart Cities Mission, 2015 aimed to improve urban mobility and public transport in
smart cities.
 The Green Urban Mobility Scheme, 2017 promoted sustainable transportation through
hybrid/electric vehicles, non-motorized infrastructure, and BRTS/ITS.
 The National Policy on Transit-Oriented Development, 2017 integrated land use with
mass transit systems for high-density development and reduced private vehicle usage.
 The Metro Rail Policy 2017 emphasized high-quality public transportation, multimodal
systems, and development of CMPs.
 The National E-Mobility Programme, 2018 aimed to promote the growth of the EV
industry through subsidies and public procurement.
 The National Policy on Biofuels, 2018 focused on blending biofuels with conventional
fuels.
 The Motor Vehicles Act (Amendment Bill, 2019) imposed stricter penalties for traffic
violations and emphasized sustainable land use transport planning.

Hyderabad has already created Unified Metropolitan Transportation Authority. It remains to be

seen how it is going to organize its executive and fiscal functions for high level coordination.
(19) Also with the other institutions still functioning, it needs to be seen how the jurisdiction
limits are dealt with.
12 IRSPSD International, in press

The Hyderabad Metropolitan Development Authority (HMDA) Master Plan 2031 serves as the
primary policy document guiding the city's development and urban planning strategies. The
policy review focuses on the extent to which the master plan incorporates TOD principles and
encourages transit-oriented growth to create sustainable and liveable urban neighbourhoods.

TOD Integration in Master Plan: The policy review will assess how the HMDA Master Plan
2031 integrates TOD principles and concepts. It will analyse whether the master plan identifies
and designates specific areas as transit nodes or corridors for concentrated TOD development.

The new Metro policy prioritizes Transit-Oriented Development (TOD), making it mandatory
for States/UTs to incorporate TOD in their master plans and development plans. The policy aims
to address challenges faced by Indian cities through urban design and planning focussed on
TOD. Incentives such as higher floor area ratio (FAR) will be provided for development or
redevelopment in TOD zones to enable vertical construction and overcome land scarcity. The
integration of land use planning with transportation and infrastructure development will promote
compact development and reduce long-distance travel. Financing, facilitated through betterment
levies and value capture financing tools, utilizing increases in property values resulting from
investments in transit corridors. Increased private sector participation is expected to drive
economic development and employment generation. The central TOD policy, along with the
Metro policy and green urban mobility scheme, will facilitate sustainable urban growth and
enhance the liveability of cities.(20)

A positive change in perspective to sustainable and synergized transportation and a welcome

move in policy-making for India's capital has been witnessed through the recent initiative in
Delhi. An environmental cess has been imposed on each litre of diesel sold, and the road tax on
diesel cars has been increased to disincentivize their use. This remarkable policy change is
aimed at creating a dedicated fund for pollution control and reducing public health risks (21).By
such fiscal strategies, a progressive approach in tackling environmental challenges and
promoting a greener and more environmentally conscious transport system is being
embraced in Delhi.

4.4 Identifying Transit Priority Areas and the Importance of TOD

 Authors 13

The land-use and transport policies should be better integrated in order to reduce carbon
emissions and resource use through efficient public transport and improve social inclusion with
more accessible urban form.

Transit Oriented development (TOD) plays a major role in achieving such a vision. Locating
amenities, employment, shops and housing around transport hubs promotes the use of Public
transport and non-motorized travel. It creates value through good design combined with good
planning at the neighborhood level.

Good urban design supports increased density. It though requires streetscape improvement to
turn streets into places for people.

Singapore decided that by 2030, eighty percent of residents will live within ten minutes’
walk from the tram station and seventy five percent of peak hour trips will be made by
public transport.

Such objectives can be achieved only through Integrated Interagency Approach. Intermodal
hubs play a vital role in achieving this. These are places where passengers can switch between
different lines of transport modes. They could include large Sub-way stations with multiple
lines, tram stations, rapid transit stations, and bus stations.

4.5 The 3-V Approach

The 3V framework of Cluster Stations based on Nodal Value, Place Value, and Market
potential allows

1. to build a typology of stations into clusters to which different developmental strategies can be
applied.

2. the policy makers to identify the imbalances between connectivity, accessibility , place
quality and market potential values at a given station by plotting those across the three values.
(Fig. showing Synchronization of Node, Place and Market Value

Source: Sarge Salat and Gerald Ollivier, Transforming the Urban Space through Transit-Oriented
Development, The 3-V approach)

Addressing these imbalances creates high potential for economic value correction too in addition
to reducing the burden of greenhouse emissions to the environment.
14 IRSPSD International, in press

Quantification allows the various Government agencies dealing with Urban, Transport and
Economic planning to start a conversation and to synchronize high peaks of node value with
high quality place-making to create spikes in Market potential value.

The 3-V framework allows policy makers to assess development potential in a proactive and
dynamic way. Not only are the values of stations unevenly distributed, the different types of
values for each station may differ greatly.(22)

Table 1 Sustainable Development Goals

The above table clearly shows how dismal our cities perform when compared to the United
Kingdom, European nations or Hong Kong.

Integration of land-use and transit planning has put seventy five percent of people and eighty
four percent of jobs in Hong Kong SAR, less than one kilometer from the mass transit station.
The city has one of the highest rates of public transit use(98.8%) and lowest rate of car
ownership (56 cars for every 1000 people).

High density create more efficient land-use, makes it easier to provide public services and
facilities, reduces energy and infrastructure costs and maximizes the effectiveness of public
transit while minimizing the distance of travel to work.(23)

Forty five percent of population in Hong Kong live in areas with densities of more than fifty
thousand people per square kilometer. The negative effects of high density have been mitigated
by good design and inclusion of open spaces and community facilities. So a substantial
proportion of urban population does not view high density as a problem

(Fig.showing Residential density peaks in London, Newyork and HongKongSARSource: Sarge

Salat and Gerald Ollivier, Transforming the Urban Space through Transit-Oriented
Development, The 3-V approach)

Copenhagen has seamlessly linked transit, cycling and walking facilities. Copenhagen's
metropolitan regional economy grew thirty percent during 1993 to 2010 and the transport related
carbon emissions decreased by nine percent. It aims to be the best bicycle city and has set a
target that seventy five percent of all trips be by foot, bicycles, or public transit by 2025.

(Fig.6 Population and Employment Density along Major Transit Routes in Copenhagen
 Authors 15

Effective transit systems are hierarchically integrated in terms of services, fares and
information.)They should combine mass transit options for the densest corridor, regular bus
services for lower density corridors and last mile connectivity solutions at neighborhood level.

The TOD concept is not homogenous. It should respond to the local context(22)(23). So, an
overlay of land-use, activity generators and transport modes is vital in understanding the
classification of the hubs.(Table 2. Levers to increase Node, Place and Market Potential Values)

4.6 Strategies for Sustainable Communities:

The study previously addressed SDG Goal 11, which focuses on creating sustainable cities and
communities by encouraging individuals, corporations, and governments to use eco-friendly
transportation, promote waste reduction, support sustainable urban planning, and invest in green
infrastructure such as efficient public transportation systems, green spaces, and sustainable
building and zoning regulations.

The need of the hour, according to sustainable strategies, is an Integrated Interagency Approach
that helps establish ways for including TPAs in the regional planning framework to create
resilient and economically viable communities. According to the IPCC SIXTH ASSESSMENT
REPORT, recommendations for combining TOD principles and transit-oriented facilities are
urgent.

The Summary for Policymakers (SPM) from the IPCC compiles key findings of the report and is
structured in parts where SPM. A: Observed Changes and Impacts and the SPM A.1 states that

'Human activities, through emissions of greenhouse gasses, have unequivocally caused global
warming, with global surface temperature reaching 1.1° c. Vulnerable communities who have
historically contributed the least to current climate change are disproportionately affected.

Policies and laws addressing mitigation have consistently expanded, make it likely that warming
will exceed 1.5 ° and make it harder to limit warming below 2 ° c.'(24) (Fig. showing Net
Global Greenhouse Gas emissions)

4.7 Sustainable Development Goals

SDGs are a series of 17 global goals established by the United Nations in 2015 as part of the
2030 Agenda for Sustainable Development and intend to address a wide variety of social,
economic, and environmental concerns confronting countries worldwide, with the goal of
16 IRSPSD International, in press

establishing a more sustainable and inclusive future for everyone(25).They play an important
role in supporting sustainable urban development and transport systems when it comes to TOD
(Transit-Oriented Development). Goal 11 of the SDGs is dedicated to "Sustainable Cities and
Communities," emphasizing the necessity of building cities that are resilient, inclusive, safe, and
sustainable.

TOD correlates with multiple SDG 11 objectives, including:

- Target 11.2: Provide access to safe, affordable, accessible, and sustainable transport systems
for all, improving road safety and expanding public transport options.

- Target 11.3: Enhance inclusive and sustainable urbanization, ensuring access to basic services,
safe and affordable housing, and well-planned public spaces.

- Target 11.6: Reduce the adverse per capita environmental impact of cities, including air quality
and waste management, and pay special attention to the needs of vulnerable populations.

By promoting compact, mixed-use developments around transit nodes, TOD contributes to

reducing urban sprawl, improving accessibility, and fostering sustainable urban growth. It aligns
with the overarching principles of the SDGs by addressing environmental concerns, promoting
social equity, and supporting economic development in a manner that is inclusive and
environmentally responsible.

Also, the SDG Goal 9, which states that Resilient infrastructure, inclusive industrialization, and
innovation also relates to urbanization. That Applies to Individuals, Corporate action, and
Government.

Actions:
- Individuals: Use public transport or carpool to reduce CO2 emissions. Set personal targets for
emission reduction.
- Corporate: Optimize transportation and adopt sustainable technologies for resource
efficiency.
- Government: Invest in resilient infrastructure, promote small-scale industries, and foster
innovation for sustainable development.
5. Conclusion
 Authors 17

Given the challenges and obstacles discussed in the abstract, it is clear that implementing
Transit-Oriented Development (TOD) successfully necessitates a nuanced strategy that
takes into account the distinctive qualities of each metropolitan area. When it comes to
directing the creation of successful TOD initiatives, adopting the 3V framework—Cluster
Stations based on Nodal Value, Place Value, and Market Potential—becomes essential.
Cities can adjust their tactics to suit the various needs and opportunities within their
landscapes by evaluating transit nodes using these values. Hence in current assessments
conducted in Indian cities, the potential of Transit-Oriented Development (TOD) tends to
be disregarded due to a variety of barriers and factors. Beyond the previously mentioned
observation, the lack of communication between transportation agencies and urban
planning authorities is noted in many instances, leading to the emergence of disjointed
development surrounding transit stations (26).

Several challenges are identified as contributing to this situation:

Insufficient Infrastructure: The integration of public transit with neighboring areas is

hindered by inadequate infrastructure, including pedestrian walkways and last-mile
connectivity options.

Land Use and Zoning Regulations: Outdated land use and zoning regulations often
promote projects centered around private vehicles, thereby restricting the potential of
creating high-density, mixed-use developments near transit hubs.

Emphasis on Parking and Transportation Planning: An excessive focus on parking and

car-centric development within TOD regions can discourage public transportation use,
thereby diminishing the potential advantages of TOD.

Constraints in Funding and Implementation: The timely execution of TOD projects may
face obstacles due to limited financial resources and bureaucratic challenges, impacting
their overall effectiveness.

Socio-Cultural Considerations: Cultural preferences for car ownership and suburban

lifestyles may undermine the appeal of high-density, mixed-use TOD developments within
Indian cities.
18 IRSPSD International, in press

Socio-economic Disparities: It is imperative for TOD projects to address issues of social

equity, ensuring the integration of affordable housing options and opportunities across
income groups in the development. The failure to address socio-economic disparities can
lead to the gentrification and displacement of vulnerable communities.

Last-Mile Connectivity: While transit stations hold vital significance in TOD, the
convenience and connectivity of the surrounding areas also wield substantial influence.
Guaranteeing convenient and safe last-mile connectivity alternatives, such as pedestrian
infrastructure, cycling amenities, and feeder bus services, is crucial to promoting public
transportation usage.

Land Availability and Acquisition: The procurement of adequate land in close proximity
to transit stations for TOD projects can prove to be a challenge. Obstacles may arise from
existing land ownership patterns, fragmented parcels, and elevated land prices,
complicating the acquisition of suitable land for development.

Moreover, it is observed that public transit's prominence has been gradually diminishing in
recent years due to issues concerning Reliability, Cost, and Travel Time (27)(28)(29)(30).

In conclusion, the active focus on these challenges and barriers, along with the
implementation of strategic measures, is essential for fostering successful Transit-Oriented
Development in Indian cities.

1. Transit-Oriented Development (TOD) is a planning approach that focuses on creating

compact, mixed-use, and walkable communities centered around public transportation
hubs. While TOD can have numerous benefits, it also faces several challenges in
Hyderabad, India. Here are some common issues associated with TOD implementation in
Hyderabad:

2. Inadequate infrastructure: Many Indian cities lack proper pedestrian infrastructure,

cycling lanes, and dedicated last-mile connectivity options near transit stations. This
makes it challenging for commuters to access and use public transportation effectively.
 Authors 19

3. Reliance on informal modes: Due to inadequate public transportation options,

commuters often rely on informal modes of transport such as auto-rickshaws, cycle
rickshaws, or shared auto-rickshaws to cover the last-mile distance. While these modes are
convenient, they can be expensive and lack proper regulation.

4. Safety concerns: Lack of proper lighting, security, and pedestrian facilities can pose
safety risks for commuters during the last-mile journey. This can discourage people,
especially women and vulnerable groups, from using public transportation.

5. Limited integration: The integration between different modes of transportation, such

as buses, metro, and suburban trains, is often limited, resulting in disjointed last-mile
connectivity. Commuters may face challenges in travelling seamlessly between different
modes of transport.

6. Traffic congestion: Indian cities often suffer from severe traffic congestion, which can
further impact

7. Last-Mile Connectivity. Congested roads can increase travel time, making it less
convenient for commuters to reach their final destinations.

8. Lack of awareness: Many commuters may not be aware of the available last-mile
connectivity options or the importance of using sustainable modes of transport. This lack
of awareness can hinder the adoption of alternative transportation modes. To improve last-
mile connectivity in Indian cities, it is essential to invest in pedestrian-friendly
infrastructure, cycling lanes, and dedicated public transportation services.

9. Integration between different modes of transport should be prioritized, where the time
taken in shifting modes of transport should be given great importance and efforts should
be made to address safety concerns and increase awareness among commuters about
sustainable transportation options.
20 IRSPSD International, in press

10. Cities must gather data in need to build and implement a realistic evidence-based
integrated multimodal transportation strategy. However, with new technologies like
mobile phone data and data from smart cards, data may be created rather quickly. Regular
data will also enable continual monitoring and assessment of the strategy and its
execution, allowing for evidence-based system changes. Changes in how people travel, for
example, as a result of integration, should be reflected in the operation and design of the
transportation system. This will need an iterative procedure to accomplish optimization,
but it will necessitate data analytic capabilities.

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