" TOD-Reimagined: Reimagining Sustainable Mobility in TOD Areas of Pune" A metro line succeeds only when people can live, work, and walk around it.

“ TOD-Reimagined: Reimagining Sustainable Mobility in TOD Areas of Pune” A metro line succeeds only when people can live, work, and walk around it..

Thoughts for the Sustainable Mobility Build cities around transit, not transit around cities. Good transit moves people; great TOD shapes daily life. The most sustainable trip is the one that never needs a Car. TOD fails when planned on paper and succeeds when lived on foot. Transit works best when life works nearby..

4.. “TOD-Reimagined: Reimagining Sustainable Mobility in TOD Areas of Pune”.

1. Vision & Strategy (What & Why): To promote Transit Oriented, Compact, Mixed-use development, integrated with Local Area Planning, within 400 - 800 m (400-600 m Without Local Area Planning) Transit Influence Zones of Pune Metro corridors, thereby supporting sustainable mobility and balanced urban growth..

(iii). Propose solutions aligned with broader goals Station-Area, Local Area Planning (LAP): Mandate the preparation of statutory Local Area Plans for each station's Transit Influence Zone to seamlessly integrate station design with walkable networks and public amenities. This ensures coordinated, place-based development that delivers spatial equity through accessible public spaces and improved neighborhood connectivity. Corridor-Based, TOD Zoning and Density Rationalization: Implement differentiated TOD zoning along both Metro Corridors, prioritizing high FAR/FSI and mixed-use at high-accessibility stations like Shivajinagar and Swargate. This directly achieves a compact, transit-led urban form and efficient land use. Pedestrian-First and NMT-Oriented Street Reconfiguration (Reduced private vehicle dependence, Sustainable mobility). Multimodal and Feeder System Integration (Modal shift, Accessibility, Inclusive mobility). Value Capture and Transit-Supportive Redevelopment (Financial Sustainability). Environmental Performance and Emissions Reduction (Sustainable Urban Development). Governance and Institutional Coordination (Long-term Urban Sustainability). Transit Infrastructure → TOD with LAP Interventions → Accessibility Gains → Mobility Shift → Sustainable Urban Outcomes..

2. People & Stakeholders (Who) (i). Public Agencies (Policy & Delivery) Pune Metro (Maha-Metro): Station planning, Multimodal integration, Ridership optimization. PMC / PCMC: Local Area Planning, TOD Zoning, Development Permissions, Local infrastructure. PMRDA: Regional Co-ordination, Development Plan - TOD alignment. State Govt. (UDD, Transport): Policy framework, Regulatory approvals, funding support (ii). Private Sector (Execution & Investment) Developers & Landowners: Mixed-use, high-density TOD projects. Transit-oriented Investors: PPP models, Station-area redevelopment. Mobility Service Providers: Feeder services, Shared mobility, Parking management. (iii). Community & Users (Demand & Acceptance) Daily Commuters & Residents: Ridership base, First & last-mile needs. Local Businesses / Informal Sector: Station-area economy activation, Authorised Vendor street development Vulnerable Groups: Inclusive access (elderly, Women, PwDs). (iv). Knowledge & Support Institutions (Quality & Innovation) Urban Planners & Consultants: TOD design, FAR optimization, Urban form (Compact/Dense). Academic & Research Bodies: Impact assessment, Data-driven planning. Civil Society / NGOs: Public participation, equity and sustainability advocacy..

3. Implementation Logic & Pune-Specific Challenges (WHY & HOW) (A). Why Pune Metro Needs a Structured Implementation Plan (i). Key Pune Metro Challenges Underutilized TOD potential despite high permissible FSI near stations. Fragmented institutional responsibility (Maha-Metro, PMC, PCMC, PMRDA). Weak first-last mile connectivity reducing ridership catchment. Predominance of single-use, low-intensity developments around stations. Absence of a unified TOD operations & monitoring framework. (ii). Global Best-Practice Insight Successful TOD systems treat Metro stations as urban engines, not transport assets. (iii). Implementation Philosophy Transit-led, not real-estate-led. People-first mobility, not vehicle-first access. Phased delivery with continuous feedback loops. (iv). Outcome Objective Convert Pune Metro stations into high-ridership, high-accessibility, mixed-use urban nodes within 10 years..

(B). Phased Implementation Roadmap (WHEN): Time-Based Execution Strategy (0-10 Years) Phase 1: Institutional & Regulatory Enablement (0 - 2 Years) Delineation of Station Influence Zones (400–800 m) for all Pune Metro stations. TOD overlay zoning integrated into PMC/PCMC DP & PMRDA regional plan. Establishment of a Unified Pune TOD Cell (Maha-Metro + ULBs + Traffic Police + PMPML+PMRDA). Standard TOD design codes for streets, plots, parking, and land use. Phase 2: Infrastructure & Access Transformation (2 - 5 Years) Continuous pedestrian & NMT networks connecting stations to neighborhoods. Feeder bus restructuring aligned with Metro schedules. Universal-access station precincts (shading, crossings, safety, lighting). Tactical urbanism pilots at high-footfall stations. Phase 3: Development & Value Capture (5 - 8 Years) High-density mixed-use redevelopment through PPP & Joint development. Affordable & Rental housing approx. 30% mandates within TOD zones. Parking reform: Unbundled parking, shared parking, Pricing mechanisms. Land value capture tools funding Metro O&M..

Phase IV: Operations, Monitoring & Adaptive Management (Ongoing) Integrated TOD-Metro operations and maintenance framework. Real-time monitoring of ridership, land-use change, and public space use. Periodic policy recalibration based on performance indicators. Community feedback loops and stakeholder audits. Key Instruments Policy reform | PPP models | Land value capture | Digital monitoring platforms. Vital Stats: Personal motorised vehicles (two-wheelers & cars): ~47% of trips dominated by private two-wheelers and cars. Public transport (buses, PMPML & autos): ~18-19% of trips. Non-motorised transport (walking + cycling): ~33-38% of trips..

(C). Operations & Management Framework (HOW). Integrated Station Area Management Single command framework for: Metro operations. Public realm maintenance. Traffic & parking management. Station Area Managers (global best practice from Japan & Singapore)..

(D). Monitoring, KPIs & Global Optimization Model (World Class Edge) Making Pune Metro TOD Adaptive & Performance-Driven.

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SAFE SCHOOL ZONE PILOT IN DELHI Mandir Marg, Gole Market, New Delhi BEFORE WRI INDIA.

Urban Highway/Road Vs Safe & Sustainable Model of Complete Streets.

4. Financial Resources (How Much) Financing Transit-Oriented Development for Pune Metro: A Sustainable Corridor-Based Model (A). Capital & Operating Cost Components (Pune Metro) (i). Station Influence Area (400–800 m) Investments Pedestrian-priority streets, shaded walkways, cycling tracks Multimodal interchange facilities (feeder bus bays, IPT zones) Public realm upgrades (plazas, crossings, lighting, universal access) (ii). Planning & Institutional Costs Station Area Plans (SAPs) for each Metro station. GIS-based TOD monitoring systems. Unified Pune TOD Cell (Maha-Metro + ULBs + Traffic Police + PMPML+PMRDA). (iii). Operations & Maintenance (O&M) Station-area public space maintenance. Feeder service operations and management. Parking enforcement and demand management systems. Key Reality: Fare-box revenue covers only a fraction of lifecycle costs, TOD-linked finance is essential for corridor sustainability..

Funding Sources A. Funding Sources (Blended Finance Model) (i). Public Sector Central & State Govt. Metro grants (Capital) in certain Proportion, Under the Metro Rail Policy 2017. Land Value Capture (LVC), Equity sharing model Financing. PMC / PCMC budgetary allocations for street infrastructure. PMRDA support for regional TOD integration, MRTS Financing by property development (5-10%) . (ii). Private & Market-Based Viability gap funding for Public Private Partnerships (PPP) for station-area redevelopment. Joint development of Metro-owned land and air rights. Private investment in mixed-use TOD projects along corridors. (iii). Climate & Development Finance Green finance for NMT and low-carbon mobility. Multilateral urban infrastructure funds (ADB/World Bank models). B. Bankable Revenue Streams (Pune-Specific) (i). Non-Fare Metro Revenues Station retail, kiosks, food courts, advertising. Station naming rights & digital media assets. Commercial development above stations and depots. ..

(ii). Land Value Capture (Corridor-Focused) TOD premium / additional FSI charges within 800 m. Betterment levy capturing land value appreciation. Transferable Development Rights (TDR) monetization. (iii). Mobility & Public Realm Revenues Dynamic parking pricing near stations. Feeder service concessions & shared mobility licenses. Principle: Convert accessibility created by Pune Metro into recurring revenue. Cost Recovery & Long-Term Financial Sustainability Model (World Best Practice Applied to Pune) A. Phased Cost Recovery Strategy (i). Short Term (0-5 Years) Capital recovery through PPP premiums and TOD charges. Reduced capex via phased street and public-realm interventions. (ii). Medium Term (5-10 Years) Non-fare revenue covers station-area O&M costs. Land value capture partially supports Metro system operations. (iii). Long Term (10+ Years) TOD-generated revenue contributes to corridor expansion. Reduced dependency on government operating subsidies..

Global Model Core Principle Direct Application for the Pune Metro along Transit Corridor Hong Kong MTR Rail + Property Station-linked mixed-use development. Tokyo Metro Retail-led revenue High-intensity station commercial hubs. Singapore Density + walkability Compact TOD with strict parking control. London Value capture Betterment levy & density-linked charges. Amsterdam Active mobility first, cars last Develop complete streets, continuous cycling networks, and highest priority to pedestrian & vulnerable road user safety within TOD areas. Shanghai High-density, rail-anchored growth Intensify mixed-use, high FAR development within 400-800 m of Pune Metro stations (Shivajinagar, Swargate, PCMC nodes) to maximize ridership. Beijing Transit priority with demand management Strengthen Metro + feeder bus + cycle integration and introduce parking restraint and access control near station areas. Zurich Public transport over road capacity Reallocate road space to Metro feeders, Buses, NMT. Vienna PT & Walking Metro the easiest choice through pedestrian-first streets, universal access, and affordable integrated fares..

5. Future Outlook Pathways for Future Expansion within Pune TOD-led Metro expansion to Hinjawadi IT corridor, Wagholi-Hadapsar growth belt, Talegaon–PCMC industrial axis, and PMRDA regional nodes. Uniform application of Station Area Plans (400-800 m) for existing and future Metro stations. Strengthening Metro-feeder-NMT integration to extend effective ridership catchment. Corridor-based densification through mixed-use zoning, parking reform, and value capture. Adaptability & Scalability to Other Cities Replicable TOD toolkit: TOD zoning overlays, LAP-based planning, value capture mechanisms, and integrated operations framework. Data-driven, people-first, low-carbon mobility model adaptable to varied urban scales. To implement Complete Streets within TOD influence zones, with the highest priority given to pedestrian safety and vulnerable road users (children, elderly, women, and persons with disabilities), ensuring safe, continuous, and universally accessible walking environments. Scalable across Indian metros and tier-2 cities, aligned with global best practices (Hong Kong, Tokyo, Singapore, London). Sheltered & Green walkway with unique pattern in the influence Zone Connect to the major Society & Institution/Commercial Hub, Recreation places (Adopted in Singapore Metro). Outcome: Pune Metro TOD can be becomes a model for sustainable, financially resilient, and inclusive urban mobility systems..

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