Latest news with #Transit-OrientedDevelopment
Barnama
2 days ago
- Business
- Barnama
PTKL2040 Spurs Sustainable Transportation, Transforms Urban Living
GENERAL By Nurhafizah Tan KUALA LUMPUR, July 29 (Bernama) -- Enjoying a more efficient and comfortable living space -- complete with improved infrastructure, sustainable public transport, and a vibrant social environment -- is the future vision outlined by the Kuala Lumpur City Hall (DBKL) under the Kuala Lumpur Local Plan 2040 (PTKL2040). In the next 15 years, city dwellers in the heart of the metropolis can expect a lifestyle where working, commuting, and relaxing all happen within walking distance, thanks to comprehensive urban planning aimed at promoting sustainable and inclusive development. Kuala Lumpur Mayor Datuk Seri Dr Maimunah Mohd Sharif said PTKL2040 is focused on developing an integrated, people-oriented, and efficient public transportation system, making public transit the preferred mode of movement for city residents by 2040. 'This vision is further strengthened by the implementation of the Transit-Oriented Development (TOD) Concept, which will reshape the character of areas surrounding transit hubs, influencing land use, development intensity, and mobility patterns,' she said. She added that TOD initiatives are designed to ensure seamless access to workplaces, homes, and community facilities while enabling smooth integration across multiple modes of transport. "It also involves the harmonisation of ticketing and payment systems across Light Rail Transit (LRT), Mass Rapid Transit (MRT), buses and alternative transport (such as e-scooters) through a single digital platform, in addition to the creation of multimodal integration hubs in strategic areas," she told Bernama. In line with efforts to promote active mobility, Maimunah said the capital would also be developed as a pedestrian-friendly city with features such as shaded walkways, lighting, and accessibility for wheelchairs and other mobility aids. 'To create a truly walkable city, we will expand Car-Free Zones in the city centre and heritage areas, as well as design areas around TODs with human-scale principles to make foot travel between buildings, parks and stations intuitive and safe,' she added.
Time of India
3 days ago
- Science
- Time of India
Chandigarh's celestial leap: A planetarium to light up Sec 53
1 2 Chandigarh: In a city known for its meticulous planning and modernist architecture, Chandigarh is now preparing to add a new feather to its cap — a state-of-the-art planetarium, the first of its kind in the Tricity region. Designed to simulate the night sky on a domed ceiling, this futuristic facility will serve as both an educational hub and a space for public engagement with astronomy and space science. The planetarium is set to rise on a two-acre plot in Sector 53, recently vacated following the demolition of the iconic Furniture Market that once lined the Sector 53/54 dividing road. With its glass ceiling, immersive screen, and ultra-modern design, the structure promises to be a visual and intellectual landmark, offering visitors a chance to explore the cosmos without leaving the city. According to sources in the Chandigarh administration, the planetarium will feature multiple educational components focused on astronomy and space science. "It will be an attractive building with glass architecture and cutting-edge equipment. The location, surrounded by greenery and free from major constructions except a nearby Gurudwara, will lend it a serene and natural ambiance," an official said. While the planetarium will occupy the Sector 53 side, the land on the opposite side — Sector 54 — is earmarked for commercial development under Transit-Oriented Development (TOD). Sponsored Links Sponsored Links Promoted Links Promoted Links You May Like Live Comfortably: 60m2 prefabricated bungalow for the elderly in Kuta Pre Fabricated Homes | Search Ads Search Now Undo by Taboola by Taboola Additionally, a significant portion of the reclaimed land belongs to the Chandigarh Housing Board (CHB), which plans to develop a housing society there in the future. To safeguard the newly vacated land, the engineering department has begun fencing the area with concrete poles and iron wiring. The estate office is also maintaining strict vigilance to prevent any further encroachments and ensure the land is used strictly according to the city's development blueprint. Cycle track on Sec 53/54 road In a complementary move, the administration has also kickstarted the construction of a dedicated cycle track along the Sector 53/54 dividing road. This project, long delayed due to encroachments by market shopkeepers, is now finally underway. "The plan was ready, and the work allotted earlier, but couldn't be executed. With the land now cleared, construction has begun under the supervision of senior engineering officials," an official confirmed. Prime land unlocked The demolition of the furniture market has not only cleared space for new development but also unlocked 10–12 acres of prime urban land, estimated to be worth Rs 400 crore. Chandigarh deputy commissioner Nishant Kumar Yadav emphasized the importance of preserving the city's planned character. "I urge all citizens to refrain from unauthorized occupation of public land. Initiatives like this are essential for Chandigarh's holistic development and ensure public resources serve the greater good," he said after the demolition of the furniture market.
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Business Standard
6 days ago
- Business
- Business Standard
Policy soon to allow high-rises in Delhi, connect them to metro: Khattar
The Centre is preparing a policy to allow high-rise residential construction in Delhi, aiming to link multi-storey buildings directly to metro stations through elevated walkways, Union Housing and Urban Affairs Minister Manohar Lal Khattar said on Thursday. Speaking at the NDTV Real Estate Conclave 2025, Khattar said the proposed linkways — described by him as a 'hanging way' — would ease road congestion by enabling residents to access metro stations without using surface transport. 'For Delhi, we will soon introduce a policy to construct high-rise buildings. High-rise buildings will be connected directly to metro stations with a hanging way, and residents will not need to use roads,' he said. Vertical expansion necessary Khattar added that urbanisation is accelerating while land remains finite, making vertical expansion essential. 'We need to use vertical space. Many cities are adopting Transit-Oriented Development (TOD) under which they are allowing multi-storey buildings along metro lines,' Khattar said. He added that around 60 developers in Gurugram and Faridabad have already secured licences to build such high-rises at key transit points. Currently, under Delhi's Master Plan 2021, residential plots can accommodate buildings up to three storeys without a lift. For taller structures, including high-rises, developers require special permissions from the Delhi Development Authority (DDA), which has constructed such projects in locations like Kidwai Nagar and parts of Outer Delhi. The upcoming Master Plan of Delhi 2041 proposes to expand vertical construction through the DDA's land pooling policy, allowing ground coverage between 33 per cent, and 50 per cent for residential plots earmarked for vertical development.
News18
6 days ago
- Business
- News18
Will bring policy to allow construction of high-rise buildings in Delhi: Khattar
Agency: New Delhi, Jul 24 (PTI) Union Housing and Urban Affairs Minister Manohar Lal Khattar on Thursday said that the government will soon bring a policy to allow the construction in Delhi of high-rise buildings and also that the multi-storey buildings will be connected to metro stations with a 'hanging way". By 'hanging way", the minister referred to an elevated passage which will decongest the city's roads. Speaking at the 'NDTV Real Estate Conclave 2025', Khattar said that urbanisation is rapidly increasing and land is a limited resource, adding that there is a need to make the best utilisation of the limited space. 'We need to use vertical space. Many cities are adopting Transit-Oriented Development (TOD) under which they are allowing multi-storey buildings along metro lines," he said. The minister said that around 60 developers have got licences in Gurugram and Faridabad to construct such buildings at the 'nodal point". 'For Delhi, we will soon introduce a policy to construct high-rise buildings. High-rise buildings will be connected directly to metro stations with a hanging way, and residents will not need to use roads," he said. According to the existing Master Plan 2021, only ground plus three-storey buildings can be constructed on a residential plot without a lift. If the plot size is more than 2,000 sqm, the Delhi Development Authority (DDA) then gives permission to construct high-rise buildings. For high-rise construction, special permission is also granted by the DDA to private players. The DDA has constructed several high-rise residential projects recently in Kidwai Nagar near AIIMS and some projects in Outer Delhi. Under the draft Master Plan of Delhi (MPD) 2041, the DDA, in its land pooling policy, has proposed maximum ground coverage for vertical mixing plots for residential areas ranging between 33 per cent and 50 per cent ground coverage. PTI BUN 1.0.0 KSS KSS view comments First Published: July 24, 2025, 21:15 IST Disclaimer: Comments reflect users' views, not News18's. Please keep discussions respectful and constructive. Abusive, defamatory, or illegal comments will be removed. News18 may disable any comment at its discretion. By posting, you agree to our Terms of Use and Privacy Policy.
New Straits Times
20-07-2025
- Politics
- New Straits Times
We built the rail. But where's the city?
LETTERS: We've built trains. Modern, comfortable, world-class urban rail that connects homes to workplaces, suburbs to city centres, and now, even countries. Over the past 10 years, billions have been invested in rail infrastructure: MRT lines through Kuala Lumpur, LRT extensions, and now the RTS Link to Singapore. There's even talk of reviving the high-speed rail to connect Kuala Lumpur and Singapore again. Alongside this transport revolution, Malaysia has published impressive policies. The National Transport Policy champions sustainable mobility. The Kuala Lumpur Structure Plan 2040 lays out a bold vision for walkable, liveable districts. The National Low Carbon Cities Masterplan imagines a future where urban living means less traffic and more people-friendly spaces. These plans all have one thing in common: they promise to centre urban life around rail or what planners call Transit-Oriented Development, or TOD. But if you walk around many of our MRT stations today, what do you see? You'll likely find massive car parks, fenced-off lots, wide arterial roads, and disconnected buildings. Often, the nearest café or daycare is a 10-minute walk and not the nice kind of walk. You'll pass concrete, noise, and sometimes nothing at all. And if you're a wheelchair user or pushing a stroller, good luck. This isn't TOD. This is transport infrastructure without city-building. We've built the rail but not the city. Malaysia doesn't suffer from a lack of vision. Our policies and blueprints are aligned with the global best. The real issue is execution. Institutions remain fragmented. Rules are outdated. Projects are often planned in isolation. And the result is a disconnect between the rail we're building and the lives we're trying to improve. The problem starts at the top. Transport policy is led by the federal government. Land use, however, is controlled by the states. Local councils are caught in between; asked to enforce zoning and approve development, but without the authority or resources to shape big-picture outcomes. Everyone has a role to play, but no one is truly in charge. The federal agencies build the rail. The state decides what happens around it. The local council worries about drains, parking, and complaints. It's a well-intentioned system, but one where integration is often the first casualty. There are processes in place, like the One Stop Centre system, to streamline approvals, but these platforms focus more on form than function. They approve building plans and assess technical documents. What they don't do is get everyone, transport planners, housing authorities, local councils, developers, and the public around the same table from the beginning. Without that kind of early collaboration, we end up with trains that don't connect to homes, and homes that don't connect to anything at all. Then there's the policy gap between what's written and what's enforced. Our national plans are progressive and ambitious. But most are not legally binding. For instance, the Uniform Building By-Laws (UBBL) from 1984 still govern building design in most councils. It mandates high parking requirements even next to MRT stations. It doesn't account for mixed-use developments or reduced car ownership. Developers must comply with outdated rules that run counter to everything TOD stands for. So even if they want to build something better, like car-lite homes, integrated shops, and walkable public space, the regulations pull them back. The housing sector and the transport sector also don't always speak the same language. While rail lines are being planned, land allocation for affordable housing or integrated development often comes later, if at all. Prasarana, for example, sometimes has to purchase land at market rate to build station-area development. In other cases, land is alienated by the state through political channels. There's no clear system. No guaranteed way to say, "This station will anchor a thriving neighbourhood." Instead, every project becomes a negotiation. This ad hoc approach creates uncertainty. For example, why is one station surrounded by condos and a mall, while another is next to an empty field and a highway off-ramp? The answer isn't always technical. It's institutional. In cities like Hong Kong, the rail operator is also the property developer. In Shenzhen, land use rights are tied to metro expansion. But in Malaysia, our agencies operate separately, with separate incentives and separate budgets. So instead of unlocking the full potential of public transport, we leave that value on the table. Even the siting of stations often misses opportunities. Ideally, stations should be located where they can do the most good, like in dense areas, with high walkability and economic activity. But too often, they end up in areas chosen for engineering ease or land availability. This might save costs in the short term, but it weakens long-term city-building. A well-placed station can transform a neighbourhood. A poorly placed one becomes a white elephant. And then there's the quiet, unglamorous issue of parking. You may not think about it much, but parking rules shape our cities more than we realise. In Malaysia, most councils require developers to provide two parking bays per unit, even next to MRT stations. That means more basement levels, higher costs, and more cars. It's a silent subsidy for car use, built right into the planning system. Some leaders have proposed changes, including Transport Minister Anthony Loke, but without coordination between federal and local authorities, reforms stall. Meanwhile, we keep building homes with parking but without access. Even pedestrian access is an afterthought. While major roads get generous budgets and long-term plans, sidewalks are often inconsistent, narrow, or absent altogether. The logic is backwards: we build for cars first, then try to squeeze in pedestrians and cyclists. But in a TOD city, walking is the first mode, not the last. Until we shift this mindset, no amount of rail investment will deliver the urban outcomes we want. And finally, the money. Infrastructure creates value; land around stations appreciates, tax revenues rise, and congestion drops. But we don't capture that value in any structured way. There's no national system for land value capture, no reinvestment framework, and little fiscal incentive for councils to support TOD. Prasarana's "rail plus property" projects like Jelatek or Ara Sentral are promising, but they're not standardised. Local councils, meanwhile, often lack the tools or financing to reinvest the gains from TOD back into the neighbourhood. So what do we do? We need to stop thinking of TOD as a design choice or a real estate model. It is a governance challenge. A legislative challenge. A budgetary challenge. And yes, a cultural one. If we want to get serious about TOD, we must do seven things. We need a dedicated TOD authority, not just for KL but for every urban region where rail investment is happening. We need to modernise the UBBL and introduce zoning overlays that support TOD principles. We need inter-agency housing-transport plans that start from day one and not year five. We need readiness audits to evaluate TOD performance by node, not by district. We need to create fiscal incentives for local councils to lead, not follow. We need a value capture framework that channels land appreciation back into public infrastructure. And most importantly, we need to put people, not cars, at the centre of how we build. TOD is not just about density or design. It's about dignity. It's about giving people the choice to live better; to walk to school, to cycle to work, to spend less on transport, and more on life. We have the policies. We have the rail. What we need now is the political will and the institutional courage to connect the dots. Because the train has arrived. But the city, not quite yet. Wan Agyl Wan Hassa n
