Impact of housing typology on mode choice around tod nodes: case of metro station in Hyderabad

Abstract

The world's leading planning technique for maximizing transit-land use synergy is called Transit-oriented development (TOD). By minimizing sprawl, lowering automobile use, enhancing urban design, and providing facilities for pedestrians, TOD surrounding a transit station improves quality of life and boosts property value.The TOD policy allocates a specified %tage of built-up land to the overall housing supply in order to incorporate EWS and affordable housing in the influence zone.Urban India's population growth has recently been spurred by people moving to the cities in search of jobs and a better life. After 1947, India's urban population grew quickly. In 2011, the urban population expanded to 377 million people, or 32% of the total population, as individuals moved to cities in search of work. According to the 2011 Census, India has 53 major cities. These 53 metropolitan areas are home to more than 40% of the world's urban population, of which 24% resides in the ten biggest cities. The influence of architectural surroundings on mode choice is becoming more and more prevalent. Atal Mission for Urban Transformation (AMRUT) and Smart Cities have pushed India's public transportation industry to the forefront of the country's growth. Increasing numbers of people are expecting this to happen in the near future. More than 751.5 kilometers of metro rail lines are now operational in the nation, with 22 projects currently in operation. In this scenario, land-use and transportation planning must be coordinated to ensure that public transportation, walking, and bicycling remain popular modes of transportation. Transit-oriented development (TOD) strives to create sustainable urban growth centers by integrating land use and transportation planning. According to research, nations that have previously implemented TOD policies are still dealing with a variety of concerns, complaints, and difficulties. A notable one is that it forces genuine transportation customers to relocate out of their service area because of the high bid rents (it could be considered as State Aided Gentrification). The vast majority of people who utilize public transportation are in the lower and moderate-income brackets, as shown by the likes of Bogota's Trans Milenio, Mexico's Metro bus, and Delhi's metro rail. To increase the number of people using publictrans portation, it is necessary to make it easier for people to get to and from their destinations. As a result of the Mixed Income Tod, both TOD and mixed-income neighborhoods would gain. The Delhi Development Authority (DDA) in India has drafted a TOD Policy for New Delhi that specifies a minimum mix of housing types based on unit size. Rentable and for sale dwellings with a maximum square footage of 25 square meters must get at least 15% of the total FAR for all TOD developments (UTTIPEC, 2012). As a city grows, its setting, public transportation use, and socioeconomic makeup are all distinct. As a result, each city's minimum dwelling unit area must be determined. the goal of boosting transit ridership via Transit Oriented Development cannot be achieved by enforcing a uniform minimum unit size across all communities. To study the housing development around the metro station and assess the relationship between housing typology and mode choice is the main aim of this study.