TOD CASE STUDY

UNIT 5
 NATIONAL TRANSIT ORIENTED DEVELOPMENT (TOD) POLICY

Cities are experiencing rapid growth, transit systems like metro rail, BRTS, etc. are being
implemented to cater to the growing travel demand

Responsibility of the state government to manage the urban spaces (National TOD policy
would serve as guidelines )

Community-based organizations,practitioner, urban local bodies, state/ union territory

(UT) governments, Central Government ministries/ departments/ agencies and all other
stakeholders involved

States and cities to recognize public transport infrastructure as the core around which
the future expansion of urban areas should be planned

State/ UT governments and urban local bodies in formulation of TOD planning strategies.
 1. Enable Transformation: to assist in
transformation of cities from private
vehicle dependent city to public transport
oriented development
2. Accessible Public Transport: to
THE VISION OF THE promote the usage of public transport by
making it accessible, encourage green
POLICY IS THREE mobility by encouraging people to walk
and cycle and at the same time curb
FOLD pollution and other negative impacts of
motorization
3. Compact Walkable Communities: to
create livable and affordable communities,
which are compact and walkable
APPROACH FOR TOD
IMPLEMENTATION
INFLUENCE ZONE
 Immediate vicinity of the transit
station (walking distance, high
density compact development
with mixed land use)
 Radius of nearly 500-800m of the
transit station
 Distance between the transit
stations is less than 1 km and
there is overlap in the influence
area, it can be identified as a
delineated zone (around 500m)
on either side of the transit
corridor within 10 - 12 minutes
walking distance.
HIGH DENSITY COMPACT DEVELOPMENT

It is not necessary to keep the

Higher Floor Area Ratio (FAR)/ density and FAR norms
Floor Space Index (FSI) and The minimum FAR should be consistent for the influence
higher population & job density 300 - 500%, and can be higher, areas across the city. It can vary
as compared to the area around depending on the city size depending on the infrastructure
and beyond the influence areas. available, land use zoning, transit
capacity etc.
  A blend of land-uses help in the
MIXED USE optimization of physical infrastructure and
resources, as all components like roads,
DEVELOPMENT parking, water, sewerage etc., remain
functional at all times of the day.
 The cities should fix a
To ensure provision of EWS minimum percentage (30%
housing, a 10-15 percentage or higher) of allowed FAR
of built up area in the for affordable housing (for
influence zone should be example up to 60 sq.mt.
defined. This could be
ensured by providing
area) in all
development/redevelopment MANDATORY
mandatory incentive of in the influence zones
additional FAR for EWS
housing.
AND INCLUSIVE
HOUSING

The development control regulation

should stipulate housing for
Economically Weaker Sections (EWS)
as well as LIG/MIG, or other types
based on Census definition, in the
influence area to give an opportunity
to the people who depend on public
transport for daily commuting to live in
walkable neighborhoods.
 1 2 3 4 5

The transit system, The citizens should The hierarchy of the The transit stations Intermediate Public It is important to
including its stations, have barrier free facilities at the transit should have ample Transport (IPT), provide adequate
should be designed to access to all the system should bicycle parking spaces Non-Motorized parking and pickup/
provide high quality required amenities in prioritize pedestrians with scope for future Transport (NMT) and drop-off facilities for
services that assure the transit system as followed by bicycle, expansion if need feeder buses perform the above modes at
user satisfaction in well as around the feeder buses, drop-off arises. a significant role in suitable locations at
terms of safety and transit centers. facilities and park and providing first and last the stations and in the
comfort. ride facility in the mile connectivity to influence zone.
given order. the populace beyond
the influence zone.

MULTIMODAL INTEGRATION
  The streets should be designed for users of all age groups
FOCUS ON and for all types of commuters including pedestrians,
bicyclists, motorists and transit riders.They should be safe
PEDESTRIANS, and accessible by all.
 Universal Accessibility: All streets should be designed to
CYCLISTS AND meet or exceed the minimum standards stipulated for
barrier free environment by Government of India1 to ensure
NMT USERS universal accessibility for people with reduced mobility
including visually and hearing impaired persons.
 Traffic Calming: To promote a safe and secure
environment for pedestrian and NMT users, necessary
measures should be taken to reduce speed as well as volume
of motorized traffic in the influence zone.
  Retail and other ‘active uses’ should be supported
on the ground floor along the main streets, key
intersections, stations and parking garages to ensure
high quality pedestrian environments.

STREET ORIENTED  The streets should have a natural surveillance

system by providing mixed-use active frontage,
vending zones and avoiding opaque wall, which
BUILDINGS AND would ensure a safe environment for pedestrians,
especially women, children and elderly.

VIBRANT PUBLIC  Ground floor should support commercial activity,

with at least 50% untinted transparent frontage.

SPACES  The height of compound wall, if present, should be

transparent above 100 cm, with exception of high
security government buildings
 The frontage of all parking structure/podiums or
stilts on the ground floor should support active
frontage on all primary streets
 Street Vendors, Preserve Open Spaces, Safety and
Security
  On-street parking should be prohibited within 100 m of the transit
MANAGED station, except for freight delivery and pickup or drop-off of the
differently abled.

PARKING 

TOD aims to promote NMT which includes use of bicycle.
Therefore, bicycle parking facilities should be provided at regular
intervals and suitable locations within the influence zone.
 Public bicycle sharing systems may also be planned to promote the use
of bicycles.
 To restrict unauthorized parking and to avoid congestion caused due to
on-street parking, it is important to have an enforcement mechanism in
place.
 Cities should have a parking policy with heavy penalty for unregulated
parking in the influence zone and ensure that the same is implemented.
 Also the parking should have price variations according to time of day
and duration of parking
  Value Capture is based on the principle that
VALUE CAPTURE private land and buildings benefit from public
investments in infrastructure and policy
FINANCING (VCF) decisions of the Government
 Part of the increment in value of land and
FOR TOD building should be captured to fund projects
being set up for the public by the Central/ State
government and the ULBs
 Value capture financing is an opportunity for the
private sector because the projects are planned
for the overall development, thus increasing the
value and are also backed by the government
STATUTORY FRAMEWORK

 TOD policy should be notified as part of the Master Plan/Development plan of the city.
 The policy document should clearly outline the importance of the high capacity transit
networks in the city’s development.
 To ensure that the infrastructure created in the influence zone is provided in a planned
manner, the ULBs and the concerned authorities/agencies should prepare a comprehensive
plan integrating all the utilities, physical infrastructure and essential facilities such as roads,
sewers, drainage, electric lines, green spaces, police post, fire post, electric sub-stations, etc.
 The plan would be useful to assess the carrying capacity of the existing infrastructure and
the upgradation needed to meet the increased demand once TOD is implemented.
  Adequate capacity building measures may also
COORDINATION be taken by the state governments and urban
local bodies to familiarize the officials with the
AND tenets of TOD

IMPLEMENTATION  To ensure that TOD does not merely become a

high density development along the transit,
which may result in higher concentration of
private vehicles and congestion
 For long term commitment of public agencies
and private sector in implementing TOD, cities
should create clear and fair rules for sharing of
costs, benefits, and risk among the stakeholders.
  TOD, on wider board, needs the involvement of multiple
COMMUNICATIONS agencies, both from the private as well as the public
sector.

AND OUTREACH  It is important for all stakeholders to have a clear vision

by which collective actions can be taken for successful
implementation of TOD.
 It is therefore essential to create awareness about TOD
as it would enhance the success of its implementation
 Cities may launch awareness program about the
components of TOD, its benefits, incentives to be reaped
by the land owners, developers, infrastructure agencies
and other bodies, reduced per unit cost for creating and
maintaining infrastructure etc. and provide improved
quality of life.
  Response to the massive issues of congestion
NATIONAL URBAN and resultant loss of productivity in Indian cities

TRANSPORT POLICY  Concepts like “cities for people” and

“encouraging greater use of public transport
and non motorized modes
(NUTP) OF 2006  Land as a resource for financing investments
 High density urban growth with a view to
promoting high levels of accessibility and
shortening trip lengths
 Need for Transportation Demand Management
(TDM) and controlling the use of personal
vehicles in line with the philosophy behind TOD
  The National Mission for Sustainable Habitat

NATIONAL URBAN (Ministry of Urban Development 2011) and

Sustainable Urban Transport Project (COE UT
CEPT University 2013) also stress on the need
TRANSPORT POLICY for greater integration of land use and transport
towards achieving sustainability and signal the
(NUTP) OF 2006 government’s keen resolve in this direction
 Cities like Delhi have had the lead in the
adoption of mass transit from the early 2000s.
 TOD plans through development plans or
standalone local area plans has not been
explored in most cities.
 Among the cities where some amount of
progress has been achieved are Delhi,
Ahmedabad and Bengaluru
 AHMEDABAD
COMPARISON OF TOD DELHI
BANGALORE
ATTEMPTS IN INDIA
  Indian cities attempted metro rail and BRT but not exactly
DEVELOPMENT the TOD
PLANNING  Delhi: Master plan has an entire section dealing with TOD
provisions (UTTIPEC 2012)
PROCESSES IN  Ahmedabad: Delineated Transit Oriented Zones (TOZ) as
CASE CITIES part of the development plan and is in the process of
preparing detailed Local Area Plans (LAP)
 Bengaluru: Process of preparation of Station Area Plans
(SAP)
 DELHI

 Master Plan for

Delhi prepared by Delhi
Development Authority 2005
 Key for low-carbon, compact
development with mixed land
use that allows for optimized
development along transit
corridor.
 TOD increases densities and
places high-rises along the
transit corridors to
accommodate a wide variety of
uses.
MRT NETWORK OF
DELHI
 It is an ideal tool for
governments to address
inclusivity by citing minimum
caps for housing for
various segments.
 With the policy capturing the
essential elements of mixed-use
development, non-motorized
transport and pedestrian priority,
and encouraging a walk-to-work
culture, Delhi in particular is
looking at TOD as a solution to
its mobility and air quality
challenges by developing the
areas around metro stations.”
(WRI 2014)
AHMEDABAD: BRT AND
MRT (PROPOSED)
NETWORK
 Ahmedabad Urban Development
Authority (AUDA) which is responsible
for planning and development functions
in its jurisdiction.
 As of 2011, the area within AUDA’s
jurisdiction has a population of 6.35
million in an area of 2,433 square
kilometres.
 Currently, the 2021 Comprehensive
Development Plan (Second Revised)
(Ahmedabad Urban Development
Authority 2013; AUDA 2013a, 2013b) is
in force.
 It presents immense opportunities for
inner city densification and compact
development centred on the BRT
network in place and proposed metro
rail alignment.
BENGALURU: MRT
NETWORK

 The Bangalore Development

Authority (BDA) is responsible
for planning and
development functions in BMA.
 Bengaluru Metropolitan Region
Development Authority
(BMRDA) plans and
coordinates development in
the Bengaluru Metropolitan
Region (BMR) measuring 8,005
square kilometres comprised
of Bengaluru urban, Bengaluru
rural and Ramanagara districts.
COMPARISON OF TOD
DENSITY IN DELHI

 Density is one of the most essential factors for the success of a TOD.
 “Density is a key determinant for modal choice: High densities tend to
be associated with lower average trip distances for all modes”
 In the case of Delhi, about 500 m wide belt on both sides of centre line
of the existing and planned/approved MRTS Corridors is designated as
Influence Zone which has been identified in the respective Zonal
Development Plans, along with stations.
 Entire approved plan of a TOD integrated scheme will be included in
the zone if more that 50% of the plan area falls inside the influence
zone
 The Delhi Metro has been running for over a decade, but the adoption
of policies for TOD implementation in its masterplan is quite recent.
 The current scenario of Delhi in terms of density is quite low on the
Relative densities along Delhi Metro corridor, 2017 end of the transit lines.
 Maximum density we found were Nehru place, Escorts Mujesar and
Mundka which have high commercial areas and are booming business
areas
DENSITIES IN AHMEDABAD, 2011

In Ahmedabad, while the base FSI is 1.8, a 400m wide

band around the BRT network and proposed metro
rail is termed as Transit-Oriented Zone (TOZ) and
allowed higher FSI of 4 and the central business
district in close proximity to the two networks is
allowed a much higher FSI of 5.4
These areas currently consume an FSI of less than
one on an average (Ballaney et al. 2013)
These areas currently consume an FSI of less than
one on an average (Ballaney et al. 2013).
In order to realise an FSI of 4 or 5.4, these areas will
require rapid infill development.
BENGALURU

"In all the three cases,

 The new master plan of Bangalore is under revision and is said to densities have been
have provisions in the form of TOD policies. However, these are not increased quite a lot
yet in the public domain. within a certain range of
 Maximum permissible FAR is increased to 4 for all land uses with the mass transit
the exception of Traffic and Transportation Zone within a distance of corridors or stations but
150m from the outer edges of the Metro Station. have not been regulated
 Blanket rule cannot be applied to all areas without assessing their or supported by other
potential and limitations in supporting these new developments infrastructure"
DIVERSITY IN
LANDUSE: DELHI

Clearly shows diverse land uses

around MRT at the policy level
however the current situation
does have various uses in some of
the stations, but a lot needs to be
improved in terms of diversity and
inclusivity in most of the stations

Proposed land use break up in Delhi in TOD zone

DIVERSITY IN LANDUSE: AHMEDABAD

 The LAPs mention the use of mixed development

in buildings along the transit corridor with
residential and commercial uses.
 Not much has been analysed in terms of the LAP as
they are still under scrutiny with the state.
 As of now, the corridor along the BRT has various
uses like big institutions and universities, residential
and commercial as well as civic uses.
 There is a fair mix of uses, although inclusivity is a
persistent issue as well because of the high land
prices along the corridor.
TOD AREAS IN BANGALORE OVERLAPPED WITH POPULATION
DENSITY

 The existing uses around the metro stations in

Bangalore are diverse and of varying densities.
 Very few stations will be able to
accommodate additional density.
 Institutional uses, large commercial uses, large
industrial uses and existing older commercial
areas will remain.
 Depending on the station, the opportunities
for densification of land uses and
transportation connectivity will vary and in
some cases, will be very limited.
COMPARISON

 Delhi: The policy does not specify that the social infrastructure ought to compliment the larger catchment area or
neighbourhood and the missing services need to be provided. Setback: Of the area taken up for development as
integrated scheme, at least 20% of land shall be used as ungated constructed roads/ circulation areas for common use
versus Setback to be handed back to local body as public roads (at least 20% of plot/scheme area): should this 20%
public road area be restricted to the setbacks only. To what extent can the basement be utilized for parking purposes
when there is zero setback
 Ahmedabad: Lack of NMT infrastructure around the BRT corridor hampering last mile connectivity. Very few stations
have footpaths, although not shaded and most of the stations do not have cycling tracks altogether failing one of the
major aspects of TOD to increase transit ridership. In the existing situation, the density is quite low even when FSI is
permitted although at a premium. It is essential to address these issues as higher densities with inclusivity are one of the
major factors indicating the success of TOD.
 Bengaluru: Incompatibility with smaller plots, Lack of light and ventilation, Insufficient pedestrian infrastructure like
pavements to support increased densities, Area Character, Concentration of densities, Parking,Visual aesthetics
CONCLUSION

 Differential FSI may be explored to adjust for variations in context

 For densification and redevelopment, especially in the inner city, land pooling may be explored
 Incremental addition of FSI and promotion of mixed use development is recommended.
 Parking reform is also essential in order to encourage walkable TOD neighbourhoods.
 Overall, policymakers must realise that unlike housing,parking need not be thought of as an unalienable right but a
commodity that can be bought, albeit at high prices.