My NDTV Interview: 'India Matters - Why walking is difficult in Delhi'

"Only 30 per cent of Delhi's residents use private motorized transport but transport planners have been busy solving the problems of this minority. Here's a look."

Read more at: http://www.ndtv.com/video/player/india-matters/india-matters-why-walking-is-difficult-in-delhi/179372?cp

Source: NDTV weblink: http://www.ndtv.com/video/player/india-matters/india-matters-why-walking-is-difficult-in-delhi/179372

It ends on a positive note though, highlighting the work we are all trying hard to do at UTTIPEC, including the implementation of the Street/ Pedestrian Design Guidelines published in 2009. See link below:
http://uttipec.nic.in/StreetGuidelines-R1-Feb2011-UTTPEC-DDA.pdf

"PAVING THE WAY - Cutting red tape for Urban Transformation" - by Cordelia Jenkins

VIDEO: http://www.livemint.com/2010/11/16192936/Cutting-red-tape-for-urban-tra.html

CLICK IMAGE TO READ.

Source: http://epaper.livemint.com/ArticleImage.aspx?article=17_11_2010_225_004&mode=1

My Blog on the India Environment Portal - run by Centre for Science & Environment and National Knowledge Commission

http://www.indiaenvironmentportal.org.in/blogs/user/172

Will gradually graduate to more technical posts... but generally try to keep it simple aiming at a young audience.....

NDMC ignored warnings, rushed ahead with CP plan" - TOI 21 Aug 2010

NDMC ignored warnings, rushed ahead with CP plan - Abantika Ghosh | TNN

The Petition sent to the LG and CM to stop the CP disaster in Nov 2009 is at the post:

F Experts' Petition to Stop 8 new Subways: Outer Circle Connaught Place

Presentation (mentioned in the above article) that had been made to LG in Nov 2009:

"Reclaiming Connaught Place Delhi" to UTTIPEC, LG Nov 09

View more presentations from Romi Roy.

Where is Equity in our Country? And where is Democratic Media?

Ref: Times of India article dated 07 May 2010: "Pavement *stealing* road space to be razed"


According to the English-based electronic media of our country (not all of course, but mostly), any road infrastructure being constructed for the middle to low income majority population of Delhi - is supposedly a "WASTE OF MONEY"! 
This is what often happens when young reporters with little technical knowledge of the Beat they are covering attack Newsprint space and mislead an entire nation! Sure pathway to disaster, I tell you! Wonder if these reporters have ever heard of what "low carbon transportation" is all about, or are remotely aware of how many people in this City of Delhi actually use public transport, rickshaws and cycles as their only mode of travel!!?
I used to get angry earlier, now I just feel sad, for those who write such articles and the masses who read and get swayed by them due to sheer lack of information. This also has a lot to do with the general lack of transparency in the Government to share crucial data with the people of this city, which could really be eye-opening for all.... 
Anyway, contrary to this article, the NMV (non-motorized vehicle) tracks along this road are still very much built and in use. Some hiccups in design are being resolved progressively. And severe restrictions will hopefully be levied in the area soon to bring down motorized vehicle use, contrary to the dream of our reporter friends and much to the relief of common people like myself who would like to breathe cleaner air and get some physical exercise for a change!


Here is the response email I had sent out below, based NOT on opinion, but Facts:


From: Romi Roy
Date: Fri, May 7, 2010 at 3:25 PM
Email to: Hon'ble Lt. Governor of Delhi
Copy to: Hon'ble Chief Secretary of Delhi, Chief Minister of Delhi, Special CP (Traffic), OSD to LG Delhi, E-in-C MCD, Special Secy. to CM Delhi, Group Editor Times of India, Reporter Hindustan Times, Director UTTIPEC DDA.
Date: 07 May 2010
Subject: Concern + Information on Modal Split Data of Delhi: from 2008-RITES study


Dear Sir:

Ref: Times of India article dated 07 May 2010:: "Pavement *stealing* road space to be razed"

Being gravely concerned about the recent decision to demolish and reduce Footpaths and non-motorized vehicle Lanes in certain stretches of Delhi (where originally facilities for pedestrians and non-motorized modes were severely lacking), I am writing to send you the following data for your reference and information (kindly see attached):

Based on the attached Survey Data by RITES in 2008:

• 13.92% people of Delhi use cars; while 14.72% use cycles & cycle rickshaws. (slide 1)

• 34.67% people indulge in "Walk-Only" trips...... But 40% of total Road length in Delhi has NO sidewalks. (slide 2)

• Rickshaws & Pedestrians are the Major Feeders to Metro & MRTS Systems, as well as short local trips. As shown, 61-78% are pedestrians,  9-12% use cycle rickshaws & 1-3% use private car to access the Metro.  (slide 3)

• VEHICLE OWNERSHIP: 19.4% of people own cars, 43.4% people own two-wheelers, 47.9% own NO motor vehicles, 35% people own bicycles.

Sir, being a "democratic" country, my humble feeling is that we must give due amount of importance and space - as per requirement, to all legitimate road users - irrespective of their social strata, and whether they have an active voice in the decision making of the city or not....

As you have yourself mentioned in the last meeting, it is unfair to have 80% of road space in the city allocated to only car+auto users who comprise less than 20% of the total commuters in the city. (substantiating data attached)

In addition, an issue of gravest concern is the supply of public transportation in the city. As per Supreme Court orders, 11,000 buses were meant to be plying in Delhi by 2010. However, less than 50% of the required amount of DTC buses are currently plying on Delhi roads, possibly for the want of money. However, money in the bracket of 2000 crores (based on my calculations from News articles) seems to be readily available for investment on flyovers, underpasses and cloverleafs. Why cannot these funds be allocated to the purchase or import of high-quality buses? Moreover, not only do these kind of car-based infrastructure INDUCE MORE car use, but they also highly inconvenience people currently using public transportation and non-motorized modes, making them "reverse-shift" to the use of the private car!

Currently, I myself do not own a vehicle and most often use public transport and para-transport modes. But if the infrastructure and transport planning strategies of Delhi continue to prioritize infrastructure in favour of the minority private car users, I fear people like myself will I have no choice but to shift to the use of the private car soon, further ADDING to the congestion problems of our city.... just like many others are regularly doing.

Hoping for your kind deliberation on this issue,

--
Warm regards,
Romi Roy

Sr. Consultant, UTTIPEC DDA Delhi
http://www.linkedin.com/in/romiroy
"Sustainable Urban Design can be the foundation for Social Justice" - Enrique Peñalosa

The above data shows that an equal proportion of people in Delhi use Cars and Non-motorized Transport (cycles/ cycle-rickshaws) as their primary mode of transport. Yet we find that roads are dominantly designed for movement of private cars! And as seen in the above TOI article, road space allocated to NMV users is considered a "Waste of Money"!!

The above data suggests that if the correct incentives are planned, then in terms of journey length - the Metro is a good substitute for the Car; the Bus is a good substitute for a 2-wheeler; and cycle-rickshaws could be a good substitute for auto-rickshaws.  But for this, the latter options would have to be made highly frequent, cheap, reliable and comfortable.

The above data shows that walking and cycle rickshaws are the dominant feeder transport mode used to access Metro stations. Therefore providing car-parking at Metro stations is the most ridiculous idea, more so because it serves only one end of the journey!

This last table expresses the irony of it all! Yet we continue to dedicate all our road space and planning interventions to facilitate only the private car! And even our media campaigns!!!

Hail Democracy!

My friend Mary Frances Dunham from Shanghai - An Inspiration!

My friend Mary Dunham - who at the age of 75+ something... is flighting to get "free bikes" to be made an integral part of the Shanghai Expo happening later this year... She just got featured in the Shanghai Daily - for some of her efforts.

Needless to add.. I am really proud to be her friend.... she is quite an inspiration....

CLICK IMAGE TO READ...

A Dream... Pedestrianization of Chandni Chowk and Karol Bagh!

We are monitoring these two projects through UTTIPEC. Here's hoping this becomes a reality soon and sets new trends in our city and country......
CLICK IMAGE TO READ.
Also at: http://uttipec.nic.in/writereaddata/mainlinkFile/File240.pdf

Experts' Petition to Stop 8 new Subways: Outer Circle Connaught Place

Below is the letter sent by a group of experts requesting the stoppage of construction of the unnecessary and expensive Subways in CP, and suggesting alternative measures to improve 'mobility and pedestrian/ public transport accessibility' of CP.
The LG was very understanding of the issue and called for several presentations and discussions on the topic. However all was ignored by NDMC and Delhi can see the outcome.


See TOI Report on this issue on this post:
NDMC ignored warnings, rushed ahead with CP plan" - TOI 21 Aug 2010

The Petitioned Letter:
-------------------------------------------------------------------------------------------------------------------------------

Shri Tejendra Khanna                                                                                                       Date: 23 Sept 09
Hon’ble Lt. Governor,

LG Secretariat Raj Niwas,

Delhi-110054
Smt. Sheila Dikshit
Chief Minister of Delhi
Delhi Sectt. I.P. Estate, New Delhi - 110 001

Respected Sir, Madam:

The following letter/ petition is with respect to the following article published in The Times of India, Sept 16, 2009.

Subway Work set to shrink CP  [Enclosed with this letter]

We strongly oppose the construction of any new subways in Connaught Place and propose the construction of world class at-grade “signalized” pedestrian and bicycle crossings, and related amenities and infrastructure.

In addition, we propose the re-routing of DTC buses to the Central Metro Station, introduction of world-class eco-friendly streetcars or feeder service systems – that could connect all destinations in CP to the two Metro Stations, besides adding further iconic value to this historic City Centre.

Our detailed Observations:

• CP is a City Centre where Outer Circle is partly a Thoroughfare Road but also serves as a busy ‘High St’ where large volumes of people want to browse and shop without the inconvenience and effort needed to make tortuous journeys down subways to reach their destinations.
• All major cities around the world also have thoroughfare roads move through their Historic City Centres, but traffic on these roads, although heavy, is expected to move slow, and expected to STOP for pedestrians & cyclists to cross at grade. Some major thoroughfare examples from round the world:

	Street name, Location	Width	At-Grade Pedestrian Crossings:
o	Market Street, San Francisco	40 M major thoroughfare	Every 100 - 250 M
o	Huai Hai Road, Shanghai	30 M major thoroughfare	Every 250 M
o	42nd St, New York	30 M major thoroughfare	Every 250 - 300 M
o	Marylebone Road, London	40 M major thoroughfare	Every 100 - 250 M
o	Outer Circle, CP, New Delhi	35 M major thoroughfare	Every 170 – 300 M; but NO at-grade crossing in radial direction

• Separating the pedestrian and public transport user to a different grade ensures that traffic on Outer Circle will start moving even faster – in turn discouraging pedestrian and public transport activity and in a short time, creating even more severe congestion – as the flyovers of the city have already done.
• Moreover, we have already seen in Delhi that subways are not safe and do not get used; And especially in Connaught Place, where people actually desire to walk at grade to “enjoy” the experience of the historic city centre at all times.
• In cities of the world that have been used to large volumes of traffic, subways are now being removed due to the above factors, including the high costs of maintenance, cleaning and security provision associated with them.  In the UK for example, Transport for London have found that the benefits of removing subways exceed the costs seven times over.
• High costs lead to short cuts in maintenance and inspection which in turn means lifts and escalators are often not in use.  Disabled people, women with young children, the elderly become excluded from using these facilities. 

Shown above: [Source: YouTube Video of State of Pedestrians at CP]

Scindia House Intersection where a Subway already exists. But no pedestrian uses the subway because it is much more desirable and preferable to walk across the street at grade, even if it means fighting with obstacles and risking their life against “seamlessly moving” traffic!

And this is the situation at our historic city centre – which should undoubtedly be a pedestrian priority zone. How can we think of putting subways in Connaught Place?

Our Suggestions:

Connaught Place needs wide, even-surfaced, continuous pavements, hawker zones along pavements, at-grade pedestrian crossings, the provision of sun shade for the public on the street, new cycle and NMV lanes and a concentric streetcar/ feeder system - to connect to the Metro stops to-from all destinations; Not 8 new subways!

At CP Outer Circle:
A Continuous “at-grade” movement network should be provided for pedestrians, bicyclists and NMVs.

1. All multidirectional intersections on Outer Circle should be kept signalized, as they currently are or were originally planned.
2. Approximately 150 mm high mid-block table top crossings should be introduced between longer blocks, if the spacing between two ‘signalized’ at-grade crossings exceeds 200 M.
3. Cars should be allowed to circulate on all roads (otherwise business owners will suffer), but made to move slowly and respect pedestrians and cyclists – through good design.
4. Introduce an active pedestrian and NMV corridor as well as streetcar system to connect directly to the Railway station and circulate people between the Two Metro stations and destinations in CP.

At CP Inner Circle:

5. All buses MUST be rerouted to pick up/ drop-off passengers at the Central Metro Interchange.
6. Parking should be relocated into the new underground parking garages. One row of on-street parking could be allowed but charged high, and the revenue used for street improvements and maintenance.
7. Street and pavement space reclaimed from cars should be replaced by well designed Hawker Zones – as originally envisioned. Hawkers will make the area lively even after dark when offices and retailers in the area have shut down and only cultural centers are active. It will make the area vibrant, safe and active round the clock.   (Note: MCD is preparing a Hawker Zones Handbook)
8. In consultation with local businesses and shoppers public space could be used for resources such as playgrounds to attract families to the area.

Restoring Street Life on Outer Circle Roads:

The setbacks of the newer buildings (like LIC, Statesman, Gopaldas, and all other buildings on Barakhamba Road are totally INCONGRUOUS with the continuous pedestrian friendly and arcaded street walls of the historical Connaught Place buildings. These setbacks therefore should be reclaimed and the boundary walls replaced - with more pedestrian friendly retail and cultural activities. The proximity of the Metro and increased feeder service would ensure higher pedestrian movement without a corresponding increase in vehicular traffic.

Based on the above suggestions, we sincerely hope you will direct the concerned authorities to cease the construction of the proposed subways and redirect the available funds towards some of these proposed ideas - thereby improving the experience of this historic city centre for pedestrians, bicyclists, public transport users, and tourists.

With sincere regards,

THE UNDERSIGNED.


Romi Roy

Delhi Citizen. Sr. Consultant, UTTIPEC DDA

+91 97110 39349. romionly@gmail.com

---------------

My unambiguous support for this (not building the new subways). We do not need more subways in Connaught place. Increased speed in that area will take away from the character of the place.

Pradeep Sachdeva

Pradeep Sachdeva Design Associates

4 Windmill Place, Ayanagar Village

New Delhi 110 047

www.psda.in

----------------

Hamsini Shivakumar

President, www.behtardilli.org

B-314, Lok Vihar, Pitampura, Delhi - 110034

hamsini6@googlemail.com

---------------

We at Samarthyam express our solidarity to oppose all/ any project which affects rights of pedestrians particularly the transport disadvantaged such as persons with disabilities and reduced mobility.

Our vote goes for provision of at-grade crossings at intersections, table tops for traffic calming and pedestrian friendly infrastructure and amenities.

Anjlee Agarwal

Executive Director, www.samarthyam.org

Samarthyam, National Centre for Accessible Environments

B-181, Mansarovar Garden, New Delhi-110015

samarthyaindia@yahoo.com  

Can the poor ever be legal?

Monday, May 18, 2009 at 11:49pm

Many or rather most of the bureaucrats and people I have spoken to in the last 4 months have been unaware of the fact that 99% of of the Urban Poor of India currently do not have homes! (Source: JNNURM) - In other words - there is an unimaginably severe shortage of affordable housing supply in the country.

While developers have the right to keep making housing for the high income segment - its the job and the duty of India's PLANNERS to ensure adequate policies for providing affordable housing for the poor. And providing policies that actually would WORK contextually in India - not ideas lifted from New York or Curitiba...

I mentioned to a senior bureaucrat recently that squatters and slum dwellers should not be banished to the outskirts of Delhi... (as has been done for the last 60 years.... far away from their sources of employment - this makes them poorer and more deprived, not to mention the increased pressures on the transportation system of the city.)

- To this he replied - "Romi - these people are ILLEGAL. They are squatting on public land!"

- To which I replied - "But Sir, when these people arrived to work in Delhi 20 years back, in order to keep our economic growth engines running... did we have enough homes ready for them? How can we hope to keep increasing our growth rates when we refuse to acknowledge the "legal" right of existence of these workers who are helping this very growth rate?

How long will the rich of Delhi continue to thrive at the cost of "cleaning out" the poor?"

I also added for his information that 70-80% of the population of the "Developed Countries" lives in Urban Areas. With Development comes Urbanization!...

UN says - by 2050 - 55% of the population of India will live in Urban Areas. In other words, we will see a 25% increase in urban population, keeping in mind an already existing 99% shortage of housing for the urban poor....

ARE WE READY FOR THIS??"

To this - I was advised to go and enlighten the Indian Ministry of Urban Development. Passing the buck is a favorite with our leaders....

Though I have not done that yet... but I think Indian Ministries are already aware of this. But the policy makers and planners are not.

And even those who are... simply don't care.

But I do, and I think we all do. I am trying to work with several professors on incorporating guidelines for spatial inclusion of sustainable and affordable housing into our cities.

I have recently refused to work on "improvement projects" in any of the redesigned and over designed rich ghettos of Delhi.... I have refused to work anywhere in Delhi unless the project area includes a 2/3 ratio of a very low income population. We planners need to look beyond the GK-2s and Lajpat Nagars and Lodhi Colonys of Delhi and think about the Mongolpuri's, Seemapuris, Dakshinpuris and Nand Nagris of Delhi.... places where 80% of the working population of the city actually lives!

When I announced this - I was declared a communist.

But I did not take too much offense at that. I think I am somewhere between a socialist and a communist... I believe lifestyles should be according to the level of work performed by individuals, while public services must be equal to all....

• • 
    

Why should we be proud to be Delhities? Or Indians? What is a "WORLD CLASS CITY"?

Wednesday, May 13, 2009 at 5:30am

At a recent Interdisciplinary Group Meeting, I gave a presentation on the path that planners, engineers and designers in the government should/ could take to achieve the World Class City goals of Delhi. It was a technical presentation on how a Vision and Methodology for change needs to be prepared collectively - to achieve these dreams for Delhi.

Although I have spent several years in the US and China and also traveled in Europe & Russia - I am generally extremely careful about the recommendations I make from international sources. My general preference is to find benchmarks for Delhi - first in Bombay (community spirit, great public spaces); then China (organized, comfortable & enjoyable chaos); and then the US (which is also trying to mend some of the same mistakes Delhi has made in the last 60 years i.e. car oriented growth and design).

In other words, I generally talk after a lot of thought, research and reflection...

After the presentation, which was highly appreciated by most Senior people in the room, a gentleman commented - "We are Indians. We should not try to make India into Europe, US or China. What works there will not work here. Our 'situation' is unique and we have to work within that."

This is not something I was hearing for the first time, but nevertheless, my blood boils every time I do hear it.

Luckily before me... the Chairman of the meeting, a very senior IAS officer responded first - "We are aspiring to become a 'world class city'. So we cannot say that - we are Indians and we will remain like this only.... We have to ADAPT, not Compromise."

I thought that was a fantastic answer.... but I proceeded to add some thoughts:
Delhi males have the primary occupation of eve-teasing and harassing women on the street. Spitting and urinating at every available location is a national pastime. People are being killed every day under blueline buses or just while commuting on the street. Most people who are even in the middle income groups - treat lower income people like shit! We don't even know the names of our drivers and peons.... leave alone thank them occasionally.

Is this India?? Is this the Delhi we want to preserve and be proud of?

After this discussion, I now recommend a new Mantra for all decision makers - When faced with a dilemma on what choices or decisions to make - just go for the one that makes you feel proud of the outcome.

MY DEFINITION OF A 'WORLD CLASS DELHI':

1. SAFE DELHI:
- A woman can walk safely after 7 pm.
- A poor car-less man can feel proud and safe walking on the street or taking public transit.

2. WELL CONNECTED DELHI:
- It is Fast, safe, easy and comfortable to move around for the 80% non-car owners of Delhi.
- Emphasis is on moving people, not private vehicles.
- Walking + public transit is made the preferred choice.

3. CLEAN & GREEN DELHI - THAT IS USABLE & ACCESSIBLE:
- All public spaces and green areas/parks are made accessible, 'usable' and safe for the young, old, rich & poor of the city.
- Landscapes are made to "work a double shift" as Storm Water Treatment machines.
- Eliminate the concept of Waste. Recycle and Reuse to the maximum...
- Reduce Emissions from Transportation and Buildings.

4. DELHI THAT ALL CITIZENS ARE PROUD OF:
- Rich and poor have ‘equal access’ to transit and public amenities.
- Poor and rich ‘coexist’ symbiotically – benefiting each other.
- All citizens feel pride and a sense of ownership for the city due to active involvement in its decision making process.

----
In my PPT presentation which I have been sharing with leaders, bureaucrats and one & all in Delhi - I have demonstrated some ideas and methodologies we need to adapt (from a planning, engineering and design standpoint) - to achieve the above goals.

I have also now been given a chance to implement some of these goals. But its difficult to do this alone... we need help and support. And people who can work with dedication and produce these outcomes.... And there are VERY FEW capable brains and hands currently within the govt. organizations....

I hope my energies last.... and help arrives... :)

In my PPT presentation which I have been sharing with leaders, bureaucrats and one & all in Delhi - I have demonstrated some ideas and methodologies we need to adapt (from a planning, engineering and design standpoint) - to achieve the above goals.

Source: Flickr.com/ mybandra.com
Public spaces must be common and accessible to all age and income groups... and NOT ticketed!!
"Carter Road Promenade: developed by the Bandra West Residents Association (BWRA) - a common public space used by people of all age groups and income levels…."

Source: http://philip9876.files.wordpress.com/2008/05/delhi-metro1.jpg
Delhi Metro: One of the few new "Prides of Delhi"

Alternative Transport Options for Delhi? :)

A camel, 2 elephants and a Horse. Ring Road, 11 am on a Saturday, 2009

"Paradigm Shift" Proposal for Planning and Transportation in Delhi

The Letters to the LG and CM of Delhi, that started my Delhi journey again: sent around Jan-Feb 2009

The Governor's office summoned me for a meeting within a few days, before suggesting that I join UTTIPEC. They convinced me to give up my job in China and gave me the assurance of job satisfaction and the opportunity to "make change".... and that's ALL I needed. :)

(Though I must admit it was extremely hard to lose/give up the FAT US-China salary.... honestly. But definitely no regrets. :)

The Chief Minister's office called a multi-departmental meeting twice, under her Chairmanship but the same was rescheduled and cancelled twice, so I was never able to share my ideas with her.

But I met two of her right/left hand officers who were just such wonderful, polite, warm and respectful people that I was totally floored. I must say that Madam likes to keep an excellent balance.... one of her Senior officers is a young person who looks 35.... symbolizing youth, energy and spirit, while the other gentleman was relatively much older..... symbolizing experience and stability. I was very impressed and inspired.

The Letters:

___________________________________________________________________________________

To:

Tejendra Khanna

Hon'ble Lt. Governor of Delhi

Raj Niwas, Civil lines, Delhi 110006

Copy to:

Ms. Sheila Dikshit

Hon'ble Chief Minister of Delhi

Delhi Secretariat, I P Estate, Delhi 110002

Dear Sir,

I am an architect, urban designer and planner from Delhi. I represent a group of enthusiastic architects and planners who have worked in India, US, China, Russia, Middle East and other countries for over 10 years and are now deeply interested in "making a difference" in our own country. I currently work with a global firm (Arup) which specializes in Urban Planning projects that integrate efficient land use, infrastructure efficiency, economics, micro-climate, sociology, ecology, hydrology and energy efficiency into design, besides other contextual issues.

http://www.pnyv.org/index.php?id=34&tx_ttnews[tt_news]=277&tx_ttnews[backPid]=8&cHash=c0c03521e4

QUESTIONS:

- How can we make Delhi BRT an exemplary transit system for India?

- How can we reap the maximum financial and social benefits from the Delhi Metro?

- How can we "turn-around" Delhi from being the "Crime capital" of India?

- How can we "root out" smog, pollution, traffic and road rage from the streets of Delhi?

- How can we save people from continuing to be killed on Delhi streets by blue-line/ DTC buses?

ANSWERS:

- Through technically sound, GIS-based - LANDUSE planning and integration with all of Delhi's public transit and infrastructure systems put together.

- Utlize the private investments flowing into Metro Station areas - for public and social good - through smart policies.

- Restructure Delhi's Public Realm and the DDA+NCR Master plan - to convert Delhi from an "Automobile City" to a world class "Transit City".

- The Streets of Delhi are currently designed for the 20% car-users! They need to be redesigned for people, for pedestrians and bikers... The Zoning Code of Delhi must be changed immediately, to prevent further damage.

- The clear interrelation between good urban design in solving issues like crime, traffic, pollution and social apathy - must be recognized - both by the public, and by the leaders.... and therefore - implemented.

Delhi is trying to solve its challenges at a micro level, in a piecemeal way - WITHOUT a holistic Vision and macro level Methodology and Framework for growth & planning of the city. Just levying higher taxes on big cars and "saying" that the city wants to encourage use of public transport is not going to help.

PROPOSAL:

A Paradigm shift is URGENTLY needed in Delhi to move from an "Auto-oriented" City to a "Transit Oriented Sustainable City". In this regard, I wish to help.

Note: Sustainability = Design integrating NaturalResource efficiencies; Environmental sensitivity, Economic viability and Social Amenities and Inclusion.

The proposed paradigm shift would include the following 5-Tier Approach:

Step 1: Develop a 20-Year Transit Oriented Regional Growth Vision for NCR

- Urban development types based on Integrated Public Transit Network

- Outline where infrastructure and development investments should be prioritized.

- Set framework for NCT and Zonal plans.

Step 2: Redevelop Delhi Development Masterplan (NCT) taking full Advantage of Delhi’s Integrated Public Transit Corridors:

- Refine Integrated Public Transport Plan prepared by DIMMTS; Categorize “Rapid” Transit; Transit and Feeder transit; Rectify BRT issues.

- Design High-density Mixed Use places near transit – STOP allocating single use Landuse colors to the Masterplan.

- Design “Places” of various density mixes - NOT single use land use districts; Change morphology from large car-oriented districts to circular transit-oriented nodes. (Use GIS for this)

- Integrate Energy, Water and Waste Efficiency Strategies at the city level.

- Cost benefits of TOD-Planning demonstrated through a Case Study (personal project)

Step 3: Develop a Station Area Planning Strategy with a Matrix of TOD Typologies - to capture full value of transit investments for economic, environmental & social benefit, while being sensitive to local contexts.

- Define TOD Typologies base don local area studies – to define role and needs of each TOD (Station Area) – and accordingly what uses/functions & densities should be planned for each.

- Create “Specific Plans” for each Station Area – outlining proportions of commercial, civic, housing and open spaces and also incorporating “below poverty line” populations within walking distance of transit.

- Define required street network and urban design guidelines for each TOD typology.

- Define design guidelines and “cheap + quick” construction strategies to rehabilitate and upgrade existing slum dwellings into respectable and integrated social communities.

- Integrate Energy, Water and Waste Efficiency Strategies at the station area community level.

Note: Station areas are not just for malls, but to create community and civic destinations for the city.

Step 4: Develop a Form Based Development Code for buildings, public spaces, and streets – which provides Control of Public Realm, but allows flexibility of landuses.

- Change three critical zoning laws:

o Remove setbacks and boundary walls to enhance safety and provide “eyes on the street”

o Regulate maximum allowable block widths – no block should be longer than 120 M without a public pedestrian+bike cut-through. This would make walking easier and faster than car-driving.

o Design a palette of Street Sections to incorporate multi-modal and pedestrian-rights - integration in the public right of way. This would ensure pedestrian safety.

- Street Sections should include well-designed pedestrian and bike facilities and Natural Storm water management facilities (like swales, etc.)

- Regulate building envelopes and proportions, not land uses.

Step 5: Develop an Implementation Strategy Plan (document) and a Regulatory Body:

- Form a TOD-Strategic Body (“Livable Delhi”) that has representatives from all public bodies: infrastructure, transportation, landuse and financial bodies into one monitoring body. (Similar to UTTIPEC)

- Devise a Strategic Plan to help jointly monitor projects, prioritize public funds, speed up approval processes, outline “value capture” mechanisms for funding TODs and provide an updating framework through feedback loops.

- Select “Test sites” for pilot projects and implement all the above ideas.

I have prepared a graphic PowerPoint where the Design and Execution Ideas for all the above strategies are explained. Also included are data and statistics from research work, as well as Modeling results for executed projects – which quantify comparative savings made on infrastructure costs, time-costs and land-development costs – made through transit oriented development (vs. auto oriented development). A summary checklist will summarize issues to be addressed immediately for:

- Short term Target: Commonwealth Games 2010, timeframe = 1 year:

- Long term Target: 5 years.

_______________________________________________________________

I would like to share this with you in person if you can spare half an hour one day. My goal is to work with the City of Delhi to help achieve all its above goals, bringing back in all my technical expertise and international experience gained in the last 10 years.

I hope you will give me a chance to help transform my home city.

Thanks and best regards,
Romi Roy
architect . urban planner

http://www.linkedin.com/in/romiroy

"..be the change u wish to see in the world" – Gandhi