Transit Oriented development Manual: Delhi TOD policy and regulations interpretation

Abstract

The goal of the project was to prepare a graphical manual for stakeholders involved in adopting and implementing TOD, develop the understanding of the processes and provisions as defined in MPD – 2021 for facilitating TOD in Delhi and hence bring in common interpretation language for various stakeholders.

The Manual is available on the following link:

https://wricitieshub.org/publications/transit-oriented-development-manual-delhi-tod-policy-regulations-interpretation

Full text

TRANSIT ORIENTED
DEVELOPMENT MANUAL
Delhi TOD Policy & Regulations Interpretation

This work is undertaken under the
auspices of the MoU between Unied
Trac and Transportation Infrastructure
( Planning & Engineering) C entre
(UTTIPEC) and EMBARQ - The WRI
Centre for Sustainable Transport (now
WRI India) dated 14th October 2014.
Manual prepared, edited and layout
designed by:
Prerna V. Mehta, Manager; WRI India
prerna.mehta@wri.org
Neha Mungekar, Senior Project Associate;
WRI India
neha.mungekar@wri.org
Merlyn Mathew, Consultant; WRI India
merlyn.mthw@gmail.com
Inputs from:
Nikhil Chaudhary, Senior Project
Associate; WRI India
nikhil.chaudhary@wri.org
Key guidance from:
Madhav Pai, India Director; WRI India
madhav.pai@wri.org
Jaya Dhindaw, Strategy Head; WRI India
jaya.dhindaw@wri.org
Photo courtesy: Prerna V. Mehta

WHY DO WE NEED THIS MANUAL?
GLOSSARY
ABBREVIATIONS
DEFINITIONS
1 TRANSIT ORIENTED DEVELOPMENT PRINCIPLES
1.1 Principles
1.1.1 Pedestrian and NMT Friendly Environment
1.1.2 Connectivity and Network Density
1.1.3 Multi-modal Interchange
1.1.4 Inducing Modal Shift
1.1.5 Place Making
1.1.6 High Density, Mixed Use, Mixed Income Development near Stations
1.2 Inuence Zone
2 METHODOLOGY
2.1 Roles & Responsibilities of Stakeholders
2.1.1 Local Authority
2.1.2 Competent Authority
2.1.3 Developer Entity
2.2 Process of TOD
3 GUIDELINES FOR TOD COMPONENTS
3.1 Inuence Zone Demarcation
3.2 Amalgamation
3.3 Edges
3.4 Far & Density
3.5 Landuse Mix
3.6 Parking Standards
3.7 Roads
3.8 Street Design Regulations
3.9 Green Public Space
3.10 Social Infrastructure
3.11 Green Buildings
3.12 Public Participation
3.13 Development Controls for Metro Stations & Railway Stations/ Terminals
3.14 Impact Assessment
GENERIC SIMULATION
CONTENTS
3
5
7
9
13
14
14
15
16
17
17
18
19
21
22
23
26
29
33
37
38
42
43
46
49
52
55
59
65
66
67
67
68
69
71

2
Maer Plan for Delhi - 2021
Source: UTTIPEC, DDA

3
WHY DO WE NEED THIS MANUAL?
Transit Oriented Development Policy for Delhi
Delhi is at a dening moment in terms of preparing itself for the next few decades with the Maer
Plan 2021. With the MPD-2021 looking at innovative concepts to tackle urbanization, Transit Oriented
Development (TOD) is very relevant. TOD is an urban design paradigm that has the potential for
achieving urban competitiveness, environmental suainability, and social equity. With more than
10 Indian cities opting for metro rail and about 7 opting for BRT, it is imperative that the involved
akeholders develop a clear underanding of the concept, its application and involved procedures.
TOD is the key for low-carbon and compact development with mixed land uses and allows for
optimised development along a transit corridor to maximize the return on invements. It rategically
increases densities and places high-rises along the transit corridors to accommodate a wide variety
of uses. 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 pederian 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 ations.
Recognising the urgent need for Delhi to be prepared to receive huge in-migrations by 2021, the
TOD Policy was created and approved by the Miniry of Urban Development on July 14, 2015. The
norms will combine design, density and diversity to facilitate more people to live, work and seek
entertainment along a well-connected and ecient mass transit syem.
Purpose of the manual
This manual presents a concise means for the underanding of the various rules and regulations
under the TOD Policy for Delhi. The use of illurations and pictorial representations is to simplify the
language of the policy since the implementation process involves several actors from varied technical
and non-technical backgrounds. It is necessary that all akeholders who are involved in the planning
and coordination of implementation of projects under the TOD Policy have the same underanding
even if it translates into multiple interpretations. The Manual is not intended to be denitive but to
capture the ‘essentials’ in the process to develop and implement a TOD project that ts within the
exiing Policy and agreed set of Principles, which can go a long way in creating an underanding
of the important codes of TOD including guidelines, targets, means of delivery and framework for
monitoring and evaluation.
Documents referred
The manual uses the following notied documents and public notices on the TOD Policy for reference:
• Maer Plan of Delhi 2021
• Gazette of India – Modications in MPD 2021 as part of review exercise Dt. 14 – 7 - 2016
• Public Notice - Draft TOD Regulations Dt. 23 – 2 - 2016
• Public Notice - Draft TOD Regulations. Dt. 24-4-2016
• Public Notice - Proposed MPD 2021 Modications Dt. 24-4-2016
Scope and limitations
The MPD-21 contains the provisions for the planning of the entire city and TOD is only a part of
this. Care has been taken to shell out the key points that are relevant to a TOD project. For any
clarications regarding concepts not mentioned in this manual, the MPD-21 has to be referred. In
case of any conicting provisions between the redevelopment/other norms and TOD norms within the
MPD-2021, the norms (and development code) of TOD shall prevail, for any site/scheme falling within
TOD Zone.

66
GLOSSARY

5
Glossary
“Competent Authority (CA)”; the competent authority shall be appointed by the concerned local
bodies under their respective acts for implementation of these regulations.
“Authority” or “Delhi Development Authority” means the Delhi Development Authority conituted
under section 3 of the Delhi Development Act, 1957.
“Developer Entity (DE)” means an individual land owner, group of land owners, cooperative
societies, / Government Agencies voluntarily agreeing to participate in a TOD scheme.
Right of Way (RoW): The legal right eablished by the local government to pass along a specic
route.
External development charges (EDC): EDC is the charge paid by the applicant of a scheme to the
concerned local body for the upgradation of infraructure within the TOD scheme area.
FAR Charges: Charge imposed on landowners/ developers in order to capitalise on the widfall gain
enjoyed by them on the provision of TOD infraructure which leads to an appreciation in land prices
in the vicinity of the projects.
Ground coverage: Ground coverage is dened as the ratio of the Building footprint (area) divided by
the plot area.
Setback: Property setbacks are those boundaries eablished by the local government that outline the
conruction/ building footprint.
Floor Area Ratio (FAR): FAR is the ratio of a building's total oor area (gross oor area) to the size of
the plot of land upon which it is built. It also refers to the limits imposed on such a ratio.
Intermediate Public Transport (IPT): IPT are hired / shared modes of transport that may serve
as feeders to trunk public transport syems or as another alternative to private transport use. IPT
includes cycle-rickshaws, auto-rickshaws, e-rickshaws, taxis and any other vehicle type serving as
a shared mode / feeder service that is also prescribed under the Motor Vehicle Act. Taxis play an
important role in providing an integrated transport service which should also be available on road like
all other metro cities for people who choose not to use a car and combine taxi with public transport for
certain trips. Autorickshaws also play an essential role as a shared or hired mode of public transport
which provide door-to-door connectivity for a variety of trips and provide an aordable alternative to
private modes.
Mass Rapid Transit Syem (MRTS): MRTS may be dened as any public transit syem having the
capacity to carry more than 10,000 peak hour per direction trips (PHPDT). In all inances, the term
MRTS includes Metro/ RRTS/ Railway.

6866
ABBREVIATIONS

7
Abbreviations
AAI - Airports Authority of India
ASI - Archaeological Survey of India (ASI)
BRT - Bus Rapid Transit
CA - Competent Authority
CPWD - Central Public Works Department
CW - Carriageway
DCR - Development Control Regulations
DDA - Delhi Development Authority
DE - Developer Entity
DMRC - Delhi Metro Rail Corporation
DU - Dwelling Unit
ECS - Equivalent Car Space
EDC - External Development Charges
EIA - Environment Impact Assessment
ESS - Electric Subation
EWS - Economically Weaker Section
FAR - Floor Area Ration
GNCTD - Government of National Capital Territory of Delhi
HIE - Heat Island Eect
HOV - High Occupancy Vehicles
IPT - Intermediate Public Transport
IZP - Inuence Zone Plan
LCV - Light Commercial Vehicle
LDRA - Low Density Residential Area
LoS - Level of Service
MPD - Maer Plan of Delhi
MRTS - Mass Rapid Transit Syem
MUZ - Multi Utility Zone
NDMC - New Delhi Municipal Council
NMA - National Monuments Authority
NMT - Non Motorised Transport
NMV - Non Motorised Vehicle
PCU - Passenger Car Units
PHPDT - Peak Hour per Direction trips (PHPDT)
PMD - Parking Management Diricts
PPH - persons per hectare
PPP - Public Private Partnership
PSP - Public and Semipublic
RoW - Right of Way
RRTS - Regional Rapid Transit Syem
sq.m - square meters
TDM - Travel Demand Management
TDR - Transfer of Development Rights
TIA - Transport Impact Assessment
TOD - Transit Oriented Development
TODIS - Transit Oriented Development Integrated Scheme
UTTIPEC - Unied Trac And Transportation Infraructure (Planning & Engineering) Centre
WRI - World Resources Initute
ZDP - Zonal Development Plan

5
DEFINITIONS

10
Transit Oriented Development is essentially any
development, macro or micro, that is focused around
a transit node, and facilitates complete ease of access
to the transit facility, thereby inducing people to prefer
to walk and use public transportation over personal
modes of transport. It results in the creation of compact,
walkable and liveable communities with easy access
to amenities and is centred around high quality mass
transit ations (MPD 2021).
Edges:
The urban edge can be dened in terms
of the visual boundary of a space. It
is essentially a transition zone that
facilitates exchange of information
between territories. Within the TOD
policy, the idea is to have permeable
edges, thereby reducing the emphasis on
the concept of setbacks.
Figure 1 - Generic simulation based on TOD principles

11
Density allocation:
Unplanned increase in population and
mismatch of infraructure has led to slums
in cities, trac chaos, rise in pollution levels
and the degradation of natural environment.
When considering TOD infraructure, density
could be an important tool to increase the
ridership of the public transport and thereby
increase revenue. Dense ructures along the
transit routes is preferred in TOD for a compact
development.
Natural
Surveillance:
A design rategy
that provides ample
opportunity for users,
engaged in normal
activities to observe
the space around
them.
Connected Greens
The open spaces are
interconnected to provide
same commuting space
for walking and cycling.

1
8
CHAPTER 1 -
TRANSIT ORIENTED
DEVELOPMENT
PRINCIPLES

14
• The policy Design for pederian safety, comfort and convenience
• Create reet-level activity and vibrant urban spaces.
• Provide amenities and infraructure for pederians, cyclis, NMT and
public transport users.
• All reets and public spaces shall be universally accessible.
Street Furniture Street VendorPederian Ramps
Segregated and
connected NMT
routes
Safe Bicycle parking Trac signalsRefuge area
CHAPTER 1 - Transit Oriented Development Principles
The impacts of TOD through various land use mixes, reet network characteriics and urban design
parameters could be seen on ground through the following principles.
A - PRINCIPLES
Principle 1: Pederian and Non-motorised Transport (NMT) Friendly Environment
Figure 2 - Pederian and NMT Friendly Environment

15
• Disperse high trac volumes of trac over a network of reets rather
than concentrating trac on few major reets and junctions.
• Provide the shorte direct route to pederians and non-motorized
modes to ation as well as between individual buildings/ complexes.
• Integration of infraructure development and travel demand
management (TDM) rategies e.g. bus lanes, ation plazas,
intersections improvements, etc.
Principle 2: Connectivity and Network Density
Figure 3 - Road Network Density

16
Principle 3: Multi-modal Interchange
• Minimize travel time and co for majority of commuters. Provide multiple
mode options for all sections of society with safety and aordability.
Ensure reliable, frequent and aordable public transport syems/
networks across the city.
• Minimize the number and time required for mode transfers for maximum
number of commuters.
• Prioritize pederians, public transport, Intermendiate Public Transport
(IPT) and NMT modes over private modes in design and management of
urban spaces.
Metro
Staircases
High Frequency
Feeder Bus
Cycle Rickshaw
Stand
Private Drop-
o/ Pick-up
Para transit
Parking
Safe Bicycle
Parking
Figure 4 - Multi-modal Interchange

17
• As far as possible, locate public transport ations, homes, jobs and civic facilities within easy
access of each other, to incentivize walking and cycling/ NMT use especially for short diances.
• Dis-incentivize private motor vehicle use. Limit supply and appropriately price private parking
spaces to discourage private vehicle use in TOD Zones.
Mix use
Principle 4: Inducing Modal Shift
• Create a safe, vibrant, comfortable urban “place”, by providing round-
the-clock active reets and incidental spaces to relax. Introduce mixed
land use and other informal reet activities like vendors, etc. to promote
round-the-clock activity and also promote informal surveillance.
• Minimize boundary walls and setbacks of compounds, and build to the
edge of the reet RoW. Street walls with transparency, built-to-edge
buildings, minimum setbacks and non-opaque fences help provide
natural surveillance of public spaces.
Principle 5: Placemaking and Ensuring Safety
Figure 5 - Elements of Placemaking
Figure 6 - Inducing modal shift
Priced private parking
spaces
Locate public transport ations, homes,
jobs and civic facilities within easy access
of each other, to incentivize walking

18
• Maximize densities within TOD, in order to facilitate maximum number of
people walking or cycling, or use NMT or feeder services easily to access
public transit facility.
• In greeneld development, higher the density, lower the per kilometre
infraructure co.
• Enable a balanced mix of jobs and housing along MRTS corridors coupled
with caps on parking supply, higher housing aordability through design
and technology options, and improved eciency and equity in the resulting
developments.
Residential Commercial/
retail
Public/ semi-
public
Principle 6: High Density, Mixed Use, Mixed Income Development near Stations
Figure 6 - High Density, Mixed Use development

19
B - Inuence Zone
Redevelopment rategy is categorised under 3 parts namely -
A). Inuence Zone along MRTS Corridor
B). Re-densication of low-density areas
C). Redevelopment of Other Developed areas
This manual will elucidate redevelopment rategy under - Inuence Zone along MRTS Corridor
Inuence Zone along MRTS Corridor
The growth of Delhi has over the years has been on the ring and radial pattern with reliance on
road based public transport. The development envisaged by the previous Plans was poly nodal with
hierarchy of Commercial Centres located either on ring or radial roads. The proposed MRTS network
will bring sizable urban area within walking diance from the proposed ations. This will have an
impact on the exiing ructure of the city and consequently, its development. This changed scenario
provides opportunities for city reructuring and optimum utilization of the land along the MRTS
corridors. In this process, a sizable proportion of the additional population with requisite facilities and
employment can be absorbed along these corridors.
Figure 7 - Inuence Zone

1
CHAPTER 2 -
METHODOLOGY

22
“Authority” or “Delhi Development
Authority” means the Delhi Development
Authority conituted under section 3 of the
Delhi Development Act, 1957.
“Competent Authority (CA)”; the competent
authority shall be appointed by the concerned
local bodies under their respective acts for
implementation of these regulations.
“Developer Entity (DE)” means an individual
land owner, group of land owners, cooperative
societies, / Government Agencies voluntarily
agreeing to participate in a TOD scheme.
This chapter illurates the methodology to demorate TOD scheme on ground. The roles
and responsibilities of each akeholder is explained in 4 eps namely; Pre-approval age,
preparation, implementation and certication. The chapter then sums up the entire method in
21 Steps.
Chapter 2 - Methodology

23
Delhi
Development
Authority (DDA)
1 - To make available geo-
spatial reference les to
underand location
2 - To prepare the monitoring
and enforcement guidelines
including penalty charges etc.
3 - To conitute & notify
Competent Authority
4 - To upload atus of TOD
schemes daily on centralized
database
5 - To notify about submission
formats for approval of TOD
schemes & sanction of
building plans
6 - To set up TOD Fund and ring
fence the same for maintaining
and upgrading the services
within the TOD scheme area
To make available geo-spatial reference (kml) les containing the
following information:
• Delineated TOD Zone on ZDP
• Road Network data of Delhi with ROW width information
• ‘Exception’ Areas where TOD is not applicable (as per MPD-2021)
• Areas where ‘special regulations’ are applicable.
• Agency responsible for layout plan approval/ building sanction.
ROLES AND
RESPONSIBILITIES
STEP 1
Pre-
approval
Stage

24
1 - To ensure TOD
scheme follows
the norms (and
development code)
of TOD before
approval
1 - To ensure that
exiing movement
patterns through
the site are kept
functional during
the course of
conruction/
completion of the
project.
2 - To renew
approvals based
on review if
conruction not
completed within
ipulated time
3 - To use its
discretion to reject
any application
considering the
overall ecacy
of TOD in a
particular zone
based on planning
parameters and
requirements
2 - To adopt
computerized
single window
clearance syem
for approval of
TOD projects
3 - To lend
assiance during
preparation of
IZP regarding
electricity, water,
sewer, roads,
transportation,
utilities, pollution,
green areas etc.
and disposal or
reuse of debris etc.
STEP 2
Preparation
STEP 3
Implementation

25
To ensure
actual transfer/
transaction
of saleable
component
under its share/
ownership to the
prospective buyers
only after the
prescribed land
and EWS housing
component is
handed over
To issue
completion
certicate only
once public
spaces, public
roads, public
parking, etc is
handed over
To subject
project to quality
assurance checks
STEP 4
Certication

26
5 - To amend any terms and
conditions of the scheme
and TOD Policy s as may be
necessary from time to time
External development charges
(EDC) is a charge paid by the
applicant to the Government of
National Capital Territory of Delhi
(GNCTD). The local body (DDA)
maintains a separate account
for the funds and allocates the
required funds to the respective
service providing agencies
for upgrading infraructure within
the TOD scheme area. The
competent authority is responsible
for collecting the EDC from the
developer entity in inalments. The
developer entity should have paid
all the outanding EDC amounts
before the completion certicate is
issued.
3 - To acquire any land
required for eectuating
eective TOD
Land for
TOD zone
TOD 15'
TOD 16'
1 - To create a single
window syem to fa-track
clearances and approval of
plans.
2 - To x EDC rates, parking
rates etc. and eablish
mechanism of fund transfer
4 - To conitute & notify
about Grievance Redressal
Committee and all its
members
ROLES AND
RESPONSIBILITIES
Competent
Authority
STEP 1
Pre-
approval
Stage

27
1 - To examine the submitted
TOD scheme, and approve
once all the aspects have
been met.
To specify the details of the
land to be handed over to
the local body (DDA) po
completion. The approval
is subject to payment of
the 25% of EDC charges
(this means EDC charges is
collected in 4-6 inalments,
at the time of approval of
scheme, 25% of the charge
is supposed to be paid)
Residential
1 - To recover penalty from
the developer entity in case
of delay
2 - To review renewal of
approvals if extension is
required
To examine the submitted TOD
scheme (po receipt of the
complete application in the
prescribed form) from the point
of view of all relevant aspects
including:
1. location and extent of the
land;
2. conformity with the land
use, TOD norms and
development controls;
3. proposed layout plan of
the area with respect to
the Maer Plan/ Zonal
Plan;
4. proposed plan regarding
infraructure development
works to be executed.
2 - To refer for fa track
approval if applicant is
seeking building sanction
as part of the application of
layout plan/ TOD scheme
approval
STEP 2
Preparation
STEP 3
Implementation

28
1 - To recover additional
FAR charges and EDC
from the DE in a aggered
manner in 4-6 inalments,
before the issue of
completion certicate.
3 - To issue part completion
certicate for premise/
building level plan within
any approved phase of
development, subject to
obtaining the part / full
completion certicate for
infraructure development
works of that phase.
2 - To ensure that exiing
service lanes/ public roads/
public drains/ public parks,
etc., to be retained and
improved and used only as
public area.
STEP 4
Certication

29
3 - To pay EDC and
additional FAR charges
4 - To apply for approval
of TOD schemes to the
competent authority in 3
ages
2 - To obtain Environmental
Impact Assessment (EIA)
clearance
1 - May self-evaluate land
owned online to determine
whether it is applicable for
TOD
STEP 1
Pre-
approval
Stage
ROLES AND
RESPONSIBILITIES
Developer Entity
(DE)

30
• Developer Entity shall submit an application in
the prescribed format to the concerned local body
for participation in TOD scheme either online or
in hard copy along with the following self-atteed
documents:
• At lea 2 sets of the prescribed application
form along with payment of the fee and
certied copies of the documents as may be
prescribed.
• Scrutiny / processing fee of the prescribed fee based on the area of the scheme (on which
FAR shall be availed) as prescribed by the local body;
• Bank Guarantee from a Nationalise bank equivalent to 25% of the External Development
Charges (EDC) as may be prescribed;
• Undertaking to pay the r inalment equivalent to 20% of the EDC as may be prescribed
before the approval of the Layout Plan/ TOD scheme;
• At lea two sets of drawings in the following submission format (along with digital les):
• Dimensioned plan of the land/ scheme area under the proposed TOD scheme on a
scale of 1:1000 showing the boundaries, dimensions, the locations of exiing reets,
exiing buildings/ plots/ premises that shall be participating in the scheme, and relevant
physical features, etc.
• Base map with site surroundings/ context, main access roads (Including min. 18m
mandatory road access), Metro ation, bus ops, etc. on at lea 1:1000 scale at A1-
size or on any sized sheet showing the neighbouring context up to approx. 1km around
the site.
• Photo-documentation of site and surroundings, main access roads, nearby parks, etc.
• Multi-modal Integration plan at 1:500 scale or larger (applicable only for MRTS ation
sites)
• Conceptual TOD scheme at 1:1000 or larger, showing the following:
• Public Open Spaces: location and design
• Street network including for vehicular and pederian/ NMT movement, use of
setbacks for providing connections to surrounding neighbourhoods and transit
ops/ations, etc.
• Location and type of Active Frontages
• Diribution and planning of uses including locations of retail and commercial
dominated buildings, various residential typologies (and mix, including EWS
housing) and Social Infraructure
• Decentralized infraructure and suainable design rategies including energy
eciency/ demand reduction, zero-wae, water budgeting/ reduced water demand
and balance supply-demand, zero-discharge plan, working landscapes plan,
proposed services plan including infraructure development works and explanatory
note/ report indicating physical infraructure development works to be executed in
phases including arrangements and sites for disposal and treatment of orm and
sewage water, rain water harveing, solid wae management, water recycling, etc.
• Trac Impact Assessment and mitigation rategies
• Seismic protection rategies as per location of TOD scheme on micro-zonation
plan;
• Phasing Plan along with infraructure development works of each phase.
• The documents shall be self-atteed by Developer Entity who shall at all times
remain liable for any false information, misrepresentation, or error of any nature
whatsoever and in addition to being proceeded again in accordance with law,
the application of Developer Entity shall be deemed to be void ab initio and shall
automatically and rejected and any action that has been taken pursuant to the
such application shall and automatically revoked.
Submissions Requirements

31
1 - To prepare plans for approval
based on:
• reet grid enhancing
connectivity
• Provision for parking facilities
• focussing on prioritising
pederians and ensuring
universal accessibility,
• EWS housing unit provision
• provision of green/
recreational area, Setbacks
and Frontage
• providing for solid wae
management, rainwater
harveing, wae water
recycling and orage of
surface run-o
1 - To complete conruction
within 5 years for projects ≤10
Ha, or within 7 years for all larger
projects counted from the date of
its issuance of all approvals
5 years!
2 - To make appropriate site
arrangements to ensure that
exiing movement patterns
through the site are addressed
and kept functional even during
the course of conruction/
completion of the project.
2 - To prepare a single
contiguous scheme of minimum
1Ha based on criteria specied
under MPD 2021 and TOD
regulations document
1 Ha
STEP 2
Preparation
STEP 3
Implementation

32
2 - To retain 50% of DUs
meant for EWS housing
purpose and sell remaining
50% to DDA at base co
as per prevailing CPWD
index rates (plus co of
EWS parking) which shall
be enhanced as per CPWD
escalation index at the time
of actual handing over and
can be developed at an
alternate nearby site.
1 - To submit additional FAR
charges and balance EDC
in 4-6 inalments in order to
obtain completion certicate
COMPLETION
CERTIFICATE
50% EWS 50% DDA
STEP 4
Certication

33
2 - CA is appointed by
the concerned local bodies
under their respective acts
for implementation of TOD
regulations.
CA
1 - DDA delineates TOD
Zone in the ZDP and noties
the same. DDA conitutes &
notify CA.
5 - Applicant self-
evaluates the site on a geo-
spatial interface to check to
ascertain eligibility
4 - DDA sets up TOD
Fund to be used exclusively
for maintaining and upgrading
the services within the TOD
scheme area
DDA DE
3 - Competent Authority
along with assiance from
DDA to prepare/ approve
conceptual Inuence Zone
Plans (IZP)
STEP 1
Pre-
approval
Stage
21 Step process for TOD

34
8 - Competent Authority
reviews and processes
submitted application
under computerized single
window clearance syem
m
7 - DE submits
scheme and other
required documents in
the prescribed format for
approval of Competent
Authority
9 - Competent issues
the approval of scheme to
the DE
11 - Status of TOD
schemes updated daily on
centralized database
10 - DE to pay CA, r
inalment equivalent to 25%
of the External Development
Charges (EDC) as may
be prescribed before the
approval of the Layout Plan/
TOD scheme
12 - DE to complete conruction within 5 years for projects
≤10 Ha, or within 7 years for all larger projects counted from the
date of its issuance, failing which all approvals would need to be
renewed
STEP 2
Preparation
6 - Developer entity
(DE) prepares TOD
scheme based on the
criteria specied in the
MPD-2021 and the TOD
regulations

35
15 - The CA shall
recover the additional FAR
charges and balance EDC
(excluding the r inalment
equal to 20%* of EDC) from
the DE in a aggered manner
in 4-6 inalments, before the
issue of completion certicate
to the DE.
13 - Penalty
is imposed on the
developer entity in case
of delay in completion of
development; DE has to
re-apply for approval.
14 - In the event of
non-completion of the project
beyond the deadline, the
validity of the sanctioned
TOD integrated scheme /
building plan shall be deemed
cancelled, and re-approvals
have to be taken by DE before
any work is taken up.
16 -
A - Competent Authority
issues completion and
occupancy certicate.
B - Completion certicate
can be issued for premise/
building level plan within
any approved phase of
development, subject to
obtaining the part / full
completion certicate
for infraructure
development works of that
phase.
STEP 3
Implementation

36
21 - Accrued intere, Public parking charges shall
be used locally by Local body also be utilized for creation,
upgradation and maintenance of public roads, especially
footpaths, cycle tracks, public transport syems and all public
amenities available/ to be provided within the public RoWs
within TOD zone.
20 - Surplus funds
received by local body
by way of EDC charges,
FAR charges, auction
of advertisement rights
and donations received
for upgradation of the
amenities shall be
inveed in high intere
yielding government
securities
TOD COMPLETE
19 - Monitoring
mechanism for public
spaces, public roads,
public parking, etc. po
completion and take
appropriate penal action in
case of violation of norms
STEP 4
Certication
18 - The EWS
housing component
created by the DE shall
be subject to quality
assurance checks, as
prescribed in this regard
by Govt./DDA.
17 - DE can sell
or transfer saleable
component under its
share/ownership to the
prospective buyers only
after the prescribed land
(public spaces, public
roads, public parking,
etc ) and EWS housing
component is handed over
to the DDA/Delhi Govt.

33
CHAPTER 3 -
GUIDELINES FOR
TOD COMPONENTS

38
Chapter 3 – Guidelines for TOD components
The Delhi Maer Plan, 2021 has been amended to include the provisions of the TOD policy. At
the core of the policy is the aim to promote high density development within 500 meter radius that
translates into a walking environment around a metro ation. Termed “inuence zones”, these areas
will see a growth in population with the increase in oor-area ratios (FAR), mixed use development
that will produce housing units as well as increase concentration of jobs and encourage people to
either walk or use public transit. The focus would be on creating interactive edges between buildings
and reets with activity thereby ensuring safety, which is a high priority for the city of Delhi. By
creating walkable environments, the policy aims to create an equitable space for movement of all.
With one of the highe percent of land dedicated to road network among cities in the world, Delhi’s
TOD policy will need to provide convenient world class infraructure in order to shift people from
their personal vehicles. To address this, the Policy uses deterrents to use of personal vehicle by
introducing maximums on the provisions of parking spaces within the inuence zone. In order to
improve access to the inuence zone, improved connectivity through arterial roads.
1 – INFLUENCE ZONE DEMARCATION
Inuence Zone along MRTS corridor is developed as an intensive development zone with an
opportunity to reructure the city and plan ation areas better. The idea is to bring a sizable
population into the MRTS Corridor while at the same time provide facilities and employment
opportunities that would improve their quality of life. The concept of Transit Oriented Development
shall be adopted for development within the Inuence Zone, such that maximum number of people
can live, work or nd means of recreation within walking / cycling diance of the MRTS corridors /
ations.
Inuence Zone plan
Source: UTTIPEC, DDA

39
The scheme for Development / Redevelopment of Inuence Zone shall be prepared on the basis of
the following:
i) About 500 m. wide belt on both sides
of centre line of the exiing and planned/
approved MRTS Corridors is designated as
Inuence Zone which has been identied in
the respective Zonal Development Plans,
along with ations, except for the exclusions
mentioned in para (vi) below. The same will be
updated by DDA from time to time.
ii) 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 inuence zone. The TOD
integrated scheme to be submitted by DE
will be of the area under his ownership/
entitlement and not of the adjoining area.

40
v) The approval of schemes will be granted
after the approval / notication of the
respective phase of MRTS
vi) Higher FAR and height can be availed
through the preparation and approval of
comprehensive TOD integrated scheme.
Wherever height is rericted by any
regulatory authorities like AAI, NMA; in order
to enable the DE to utilize the permissible
FAR, a relaxation in ground coverage and
setbacks, without compromising the green
public open space viz 20%, in such TOD
integrated scheme shall be allowed subject
to the clearance from Fire department as
per Delhi Fire Services Act.
iii) Development Controls applicable will be
as permissible under TOD Zone specied in
Delhi Maer Plan 2034. iv) This TOD zone may be also used as TDR
absorption zone and the TDR regulations for
the same will be prepared by DDA.

41
Note:
i) Transit Oriented Development (TOD) policy would not be applicable to the inuence zone
of MRTS corridors lying within the villages falling in Low Density Residential Area.
ii) Low Density Residential area in 5 villages mentioned at Sr. No. 1 to 5 shall be subject to
relevant ipulations imposed by the Authority arising from Supreme Courts orders.
iii) *Villages where low density residential development may be allowed in the areas other
than those falling under Regional Park.
iv) Any approved Layout/ Scheme falling in the above villages shall be deemed to have been
approved under clause 3(4) of Development Code of MPD-2021.
v) The term “Village” refers to “Revenue Village Boundary.”
Areas exempted from applying TOD
- Lutyens' Bungalow Zone, ChanakyaPuri (as per layout plan of New Delhi Municipal Council,L&DO).
- Civil Lines Bungalow Area (as per layout plan of North Delhi Municipal Corporation,DDA).
- Monument Regulated Zone (As per ASI guidelines Development in Monument Regulated Zones
shall be allowed under TOD Policy, subject to compliance of
NMA’s rerictions, if any. If part of any scheme contains a Monument Regulated Zone, the benet of
the FAR can be taken within areas outside the regulatory boundaries within the scheme).
- Zone-O (as notied by DDA)
- Low Density Residential Area (as notied by DDA).
Bhatti
Asola
Fatehpur
Beri
Chandan Hula
Satbari
Gadaipur
Jounapur
Devli
Khanpur
Bamnoli
Bijwasan
Samlakha
Holambi
Khurud
Bakoli
Bakatawarpur
Hiranki
Rajokri
Mehrauli
Chattarpur
Sultanpur
Ghitorni
Rangpuri
Li of villages declared as LDRA and exempted from TOD

42
“Contiguous scheme” means any TOD scheme which may comprise of two or more parcels of land
touching along any side with a minimum overlap of 30 metres (100 ft.), to allow for continuity in
circulation networks, green spaces, etc. subject to at lea 50% of total scheme area, comprising of
two or more parcels, falling within the inuence zone as dened above.
In case of TOD schemes falling on Road RoW less than 18m, the local body shall consider the
approval of the scheme if the DE/ group of DE’s surrender the land for road widening with contiguous
connectivity, such that road widening can take place from junction to junction at the same time. The
widened RoW mu meet the neare exiing Road RoW of 18 m width or above. In such cases, DE
will have to surrender the land to the road owning agency after the approval of TOD integrated
scheme and before the submission of building plans for sanction.
Local body will simultaneously modify the
layout plan.
2 - AMALGAMATION
Amalgamation and reconitution of the plots for planning purpose will be permitted in all
redevelopment schemes, including TOD. In order to participate in TOD, individual/ group of owners
may need to partner with other adjoining land owners/ property owners to form a Developer Entity
(DE), and prepare a single contiguous scheme of minimum 1 Ha.
Contiguous Scheme
>30 m
Atlea
50% of total
scheme
area
Metro
ation
Metro
ation
Metro
ation
Road less
than 18 m
Road
widening
18 m
Road

43
3 - EDGES
Minimum Setbacks for integrated TOD schemes
Setback to be handed back to local body as public roads- at lea 20% of plot/ scheme area
The urban edge can be dened in terms of the visual boundary of a space. It is essentially a transition
zone that facilitates exchange of information between territories. Within the TOD policy, the idea is to
have permeable edges, thereby reducing the emphasis on the concept of setbacks.
Plot size >3,000 up to 10,000 sq m Plot size >10,000 sq m
Minimum setback for all other edges
(Rear, side) - 6m
6 m
6 m
6 m
12 m
12 m
12 m
Road
Road
0 m
'Front'
'Front'
0 m
Minimum setback for all other edges
(Rear, side) - 12m
i) In case the permissible
coverage is not achieved with
the above given setbacks,
the setbacks of the preceding
category may be allowed.
Setback – 12 m
But Ground coverage
less than 40% !!!
Reduce Setback to
accommodate Ground
coverage to 40%
12 m 6 m

44
18 m wide road - Metro Corridor
12 hr solar access
" SETBACK RELAXATION
NOT ALLOWED IN TOD
ZONE "
SETBACK
RELAXATION
'Front'
ii) TOD schemes shall be
located on exiing roads
having a minimum width of
18m RoW. In TOD schemes,
any edge of plot facing an
exiing public ROW >18
m shall be considered as
“front”.
NOTE:
• Access and all other provisions shall be made as per Delhi Fire Service Act.
• In the new layouts, underground pipelines for re hydrants on the periphery, exclusively for
reghting services shall be provided. Necessary provisions for laying underground/ over ground
reghting measures, water lines, hydrants etc. shall be made by local body.
• In all TOD projects, boundary walls along any edge facing a public open space viz. pathway, road,
park, etc. shall be prohibited. In case enclosure of sites is required, translucent fencing shall be
used.
• In case a layout is sanctioned with more than the minimum prescribed setbacks, the same shall
be followed in the sanction of the building plans.
iii) The setbacks are
subject to requirements of
height and ventilation as
per building byelaws. TOD
schemes shall be planned
as per above setback
norms, while endeavouring
to ensure that all dwelling
units get a minimum 2-hour
solar access in at lea
one habitable room on the
shorte winter day, and
have the option for natural
ventilation.
iv) The Technical Committee
of DDA will not relax
setbacks, ground coverage
and height in special
circumances except in
TOD integrated schemes.
v) ESS wherever required to
be provided within the plot
setbacks.
[ESS:Electric Subation]

45
The ground oor of all parking ructures / podiums or ilts mu be lined with active frontage facing
the main reets.
Active Frontage
For TOD integrated schemes, the main building facade(s) shall face the public reet(s) without
setback and have an active frontage to facilitate visual surveillance of reets. ≥ 50% building frontage
at built-to RoW line to have active frontage. There is no minimum active frontage requirement when
RoW is ≤12 m.Active frontages include arcades, shop-fronts, entrance doorways, access points, entry
/ exits and transparent windows of active areas facing the main reet. Commercial frontages shall
have minimum 50% transparency (untinted) at ground oor level.
Facing reet
RoW ≥12 m
Front facade
18 m
Street
Parking
Arcade Shop-front Entrance doorway Entry /ExitTransparent Window

46
4 – FAR AND DENSITY
The oor area ratio (FAR) is representative of the total oor area of the building as a fraction of the
total area of the plot the building is located on. It is used by government bodies in zoning regulations
as an inrument to control the density of a place by imposing permissible FAR norms.
a. TOD norms of FAR and density may be
availed through the preparation and approval of
comprehensive integrated scheme of minimum size
1 Ha, with maximum ground coverage of 40%. In
case of MRTS/ Government Agencies, the minimum
plot size for development shall be 3000 sq.m.,
but all other development norms apply as per this
Chapter.
b. For any integrated scheme, a max. FAR of
400 and a maximum density of 2000 persons per
hectare (PPH) i.e. approx. 450 du/ha is permissible.
The entire amalgamated plot will be considered
for calculating the FAR and density. FAR utilization
shall not be less than 200. Mandatory EWS FAR of
15% over and above the maximum permissible FAR
shall be applicable.
c. All residents residing in that scheme area shall
have to be accommodated within the same scheme
only, with no induced displacement of exiing
residential population.
1 Ha
FAR 400
(MAX)
DENSITY
2000 PPH
FAR 200
(MIN)
450 DU/HA
3000
sq m
40%
Ground
Coverage
‘X’ nos. people ‘X’ nos. people +
Saleable Component

47
Case 1 - Applying TOD regulation on minimum 1 Ha. land.
Exiing scenario: Area around metro
ation with various typologies.
TOD zone of 1 Ha demarcated around
metro ation.
Integrated scheme with road network.

48
Exiing Scenario: Area around metro
ation with various typologies.
TOD zone of 3000 sq. m demarcated
around metro ation.
Integrated scheme with road network.
Case 2 - Applying TOD regulation on min. 3000 sq. m. land belonging to MRTS/ Government
Agencies

49
5- LANDUSE MIX
In all integrated schemes, a minimum of 30% of overall FAR shall be mandatory for Residential use,
a minimum 5% of FAR for commercial use and minimum 10% of FAR for community facilities. At lea
50% of the total FAR shall be as per ZDP use.
Indicative mix of uses within TOD Zone
i. Residential land use
ii. Commercial land use
Total Mix
Land use
45 %
Mandatory Mix
30%
Residential Use
5%
Commercial
Use
10%
Community
Use
55%
Flexible Mix
45 % Mandatory Mix
Residential Use 30%
Commercial Use 5%
Community Use 10%
45 % Mandatory Mix
Residential Use 30%
Commercial Use 5%
Community Use 10%
55 % Flexible Mix
Residential Use 25%
Others 30%
55 % Flexible Mix
Commercial Use 45%
Others 10%

50
Unit Size ≤ 93 sq. m
(1000 sq.ft.)
45 % Mandatory Mix
Residential Use 30%
Commercial Use 5%
Community Use 10%
45 % Mandatory Mix
Residential Use 30%
Commercial Use 5%
Community Use 10%
55 % Flexible Mix
Others 55%
55 % Flexible Mix
Indurial Use 55%
a) The minimum component of 30% residential shall comprise of units not more than 93 sq.m. (1000
sq.ft.).
b) Within the 55% exible use, in case Residential use is provided, DE would have the option to
provide homes of any/larger size, as per the demand.
NOTES
iii. Mixed Use land use
iv. Indurial land use

51
The mandatory facilities and commercial component
shall include the requirements of the residential
population in that land parcel.
d) Minimum requirements for 30% Residential and 5% Commercial will not be binding on
transportation,Government and PSP land uses.
e) The mandatory facilities and commercial component shall include the requirements of the residential
population in that land parcel.
f) In case of transportation and public and semi-public facility plots, the development control norms
shall be as per lease conditions.
g) In case of residential land use, activities prohibited are as follows:
i. Retail shops of building materials [timber, timber products (excluding furniture), marble, iron
and eel, (gravel, cement and sand], rewood, coal and any re hazardous and other bulky
materials.
ii. Repair shops / workshops of automobiles, tyre resoling and re-treading, and battery charging.
iii. Storage, go-down and warehousing.
iv. Junk shop (except paper and glass wae)
v. Liquor shop
vi. Printing, dyeing and varnishing
vii. Any other activity that may be notied from time to time by Government.
Also will not include:
i. Business of nished marble products where cutting and polishing activity of marble is not
undertaken
ii. Retail shops of gravel, sand and cement shall be permissible in residential plots of atlea 50
sq.m., in notied mixed use reets in E, F and G category colonies, provided that the material
is kept entirely within the plot premises.
iii. Repair shops and workshops in case of automobiles shall not be prohibited on plots abutting
mixed use reets or commercial reets of right of way (ROW) of 30m or more.
15% over and above the
permissible FAR
‘EWS’
FAR
c) EWS FAR of 15% over and above the permissible FAR will be applicable.

52
Area ≤ 2000 sq. m
Additional parking may be created within
integrated schemes only as paid, shared
parking facilities accessible to general public at
all times.
In TOD zones, the permissible ECS (Permissible Equivalent Car Spaces) per 100 sqm. of oor area is
1.33.
Equivalent Car Space (ECS) is the land required to park a car including the space occupied by the
vehicle as well as the minimum space needed to move it into and out of the space.
Planned commercial centres may be developed/ redeveloped as per integrated schemes, in which
mixed use component may be introduced along with comprehensive Parking Management Diricts
(PMD) plans, feeder syems, public spaces, etc.
6 - PARKING STANDARDS
Integrated Scheme
100 sqm oor area = 1.33 ECS
ECS : Equivalent Car space
100 sqm
oor area

53
30 sqm
16 sqm
Multi-level with ramps
Automated multi-level with lifts
23 sqm
28 sqm
32 sqm
Space Standards for Parking
Ground oor covered parking
Open Parking
Basement Parking

54
iii) In the use premises, parking on the above andards shall be provided within the plot.
iv) In case, where the building (except hotel) with sanctioned plan is exiing/ under conruction and
where building plans and sanctioned as per MPD-2001, the parking is to be provided for additional
FAR availed, shall be as per the parking andards prescribed in MPD- 2021.
v) Parking is one of the utilities permitted in all use zones except in regional park / ridge,
Recreational Open Space and parks as per the approved Zonal Plan/ layout plan.
vi) The andards given in Equivalent Car Space (ECS) shall include parking for all types
of vehicles i.e. cars, scooters, cycles, light and heavy commercial vehicles, buses etc. Parking
adequacy atement / udy for large projects like Stadia, Shopping Malls, Multiplexes will be
desirable. Mode-wise parking spaces are to be marked on drawings to be submitted for approval.
The above gures are indicative and may be cuomized on case to case basis. However minimum
proportion of cycle parking in mandatory.
Diribution by mode per 1 ECS / 100 sq. m of built up area within TOD Zone
Parking space for dierent modes of travel in relation to ECS
10%
10%
10%
10%
60%
1 ECS
23 sq. m
0.25 ECS
5.75 sq. m
0.1 ECS
2.3 sq. m
3.5 ECS
80.5 sq. m
3.5 ECS
80.5 sq. m

55
i. Of the area taken up for development as integrated scheme, at lea 20% of land shall be used as
ungated conructed roads/ circulation areas for common use. However FAR can be availed on
the entire amalgamated land parcel.
ii. The roads will be designed, developed, maintained and kept encroachment free by the DE
and will remain open for common use at all times. Eorts shall be made to provide appropriate
property tax rebates to Developer entities for keeping the roads/ public spaces accessible for
common use.
iii. Road Networks to be planned with a
vehicular route network of approximately
250m c/c and pederian network of
approximately 100m c/c. Additional
thoroughfares should be provided as
required.
Based on ground conditions, the reet grid (i.e. c/c spacing between ROWs) requirement within
the TOD scheme area may be relaxed by maximum 10%. Only pederian/ NMT networks can be
considered in the form of corridors which run though/ under buildings, as long as they are kept open
for general public at all times.
20% Roads
Plot demarcations
Vehicular reets at 250 c/c
Pederian reets at 100 c/c
7 - ROADS
250 m
100 m

56
Arterial Roads
RIGHT
OF
WAY
SUGGESTED
SPEED LIMIT
SPEED
CONTROL
BUSWAYS MOTORIZED
LANES
CYCLE/
NMV
TRACKS
SERVICE
LANES
MEDIANS
AND
JUNCTIONS
> 30 M 40-50 km/hr Enforcement
and Trac
Calming
required.
Segregated
busways
(3.5 M) per
direction.
2 to 3
motorized
lanes
(min. 3.3 m
wide each)
per direction,
excluding
busways.
Segregated
cycle tracks
required;
min. 2.5
m wide for
two-way
movement.
Service
lanes
required.
Continuous
median; all
openings and
intersections
accompanied
by signals
and trac
calming.
MotorizedNon-Motorized Non-Motorized
Metro
Footpath
Footpath
Dead Zone
Dead Zone
NMT Zone
NMT Zone
Motorized
Vehicle
Lane
Motorized
Vehicle
Lane
1.0 1.03.6 3.62.8 2.83.15 3.152.710.6 10.6
MUZ
MUZ
45.0 M

57
2.2 2.2
30.0 M
2.7 2.79.5 9.51.2
RIGHT
OF
WAY
SUGGESTED
SPEED LIMIT
SPEED
CONTROL
BUSWAYS MOTORIZED
LANES
CYCLE/
NMV
TRACKS
SERVICE
LANES
MEDIANS
AND
JUNCTIONS
>12 -
30 M
20-30 km/hr Enforcement
and Trac
calming
required.
Demarcated
bus-lanes
(3.3 M) per
direction.
1 to 2
motorized
lanes
(min. 3.1 m
wide each)
per direction,
excluding
buslanes.
Trac
calming
essential
where
segregated
cycle
lanes (min.
2.5 m) are
not
provided.
No
service
lane
required
Intermittent
or no
median;
openings/
intersections
accompanied
by signals
and trac
calming.
Collector Roads
MotorizedNon-Motorized Non-Motorized
Footpath
Footpath
Motorized
Vehicle
Lane
Motorized
Vehicle
Lane
Median
MUZ
MUZ

58
Local Streets
2.5 2.5
7.0
12.0 M
RIGHT
OF
WAY
SUGGESTED
SPEED LIMIT
SPEED
CONTROL
BUSWAYS MOTORIZED
LANES
CYCLE/
NMV
TRACKS
SERVICE
LANES
MEDIANS
AND
JUNCTIONS
9 - 12
M
10-20 km/hr Enforcement
and
Trac
calming
required.
No
segregated
bus lanes
required.
No minimum
lane
width
specication.
No special
provision
for
cyclis.
No
service
lane
required.
No medians;
trac calmed
crossings, or
mini
roundabouts.
MotorizedNon-Motorized Non-Motorized
Footpath
Footpath
Motorized
Vehicle
Lane

59
a) To Promote Preferable Public Transport Use:
b) For Safety of All Road Uses by Design
Prohibit reet parking or
enforce high parking charges
for private vehicles on public
reets and spaces, in order
to encourage use of other
modes.
Provide dedicated lanes for
high occupancy vehicles
(HOVs) and carpool during
peak hours.
Provide transit-oriented
mixed landuse patterns and
redensify city within walking
diance of MRTS ops,
wherever permissible.
Streets should be Retrot
for equal or higher priority
for Public Transit and
Pederians.
8 - STREET DESIGN REGULATIONS
Based on the overall mobility, safety and environmental goals for the city, the following regulations
mu be followed for design, execution, management and maintenance of all roads:
Walking
Diance
BUS ONLY
Multi-Utility Zone (MUZ)
of minimum 1.8 m width
should be provided on
all Collector and Arterial
Roads, to accommodate bus
ops, reet utilities, trees,
reet furniture, planting for
orm water management;
IPT/NMT ands, paid
idle parking, etc. so that
these don’t encroach upon
the carriageway or safe
pederian movement
spaces.
swept
path
sweep
radius
curb to
curb
31'3"
wheel
cut
55°
Corner radius of Kerb
should not exceed 12 m, in
order to control speeding
of vehicles at blind turns
and intersections, causing
accidents. No slip roads
or free left turns should be
provided on Collector or
Local Streets. In case slip
roads or turning pockets are
provided on Arterial roads,
safe at-grade pederian
crossings with trac calming
and signal should be
provided.
Secure parking facilities and
services for cyclis/ NMT
should be provided on all
Collector and Arterial Roads.
Provide Accessible Public
Toilets at every 500-800 M
diance – preferably located
close to bus ops for easy
access by pederians and
public transport users.
500 m -
800 m

60
Prohibit reet parking
or enforce high parking
charges for private
vehicles on public reets
and spaces, in order to
encourage use of other
modes.
Limit speed by design on
urban arterial roads and
sub-arterial reets to 50
kmph and on collector and
local reets to 30 kmph.
Street design should be
used as a means of limiting
speed where possible aided
by enforcement in the case
of higher speed limit.
Trac calming of all reets
with ROW of 12 m or
less, through narrowing of
driveway and meandering
path with use of trees,
islands and reet furniture.
Speed should be limited to
20 km/hr by design.
Maximum kerb height shall
not exceed 150 mm, as
higher kerbs are dicult
to climb for pederians
causing them to walk on
carriageways. Higher kerbs
are also dangerous for
speeding vehicles during
o-peak hours as they
may cause overturning of
vehicles, accidents, etc.
Final road level should
be xed for all reets in
the city. When repaving
roads, previous layers
mu be scraped such that
nal road level remains
the same. Footpath level
should never be more than
150 mm above adjoining
carriageway level.
30
50
Local
Streets
Speed bump
Top of footpath
Arterial Roads
Top of road
100-150 mm
(4"-6")

61
On reets with ROW of
18 m or less, if pederian
trac is greater than 8000
per hour in both directions
together, the entire ROW
should be notied for
pederianisation. Streets
may be considered for
pederianisation even
if pederian trac is
lower than 8000 per hour
depending on the potential
to improve economic
activity and/or safety and
convenience.
Pederians should
remain at ground
level with comfortable
and safe access and
minimum detours from
the mo direct path,
unless there is no
other alternative.
A continuous unobructed
footpath on each side of
all reets with ROW wider
than 12m. Minimum width
of footpath should be 1.8
m (with clear height 2.4
m.) in addition to space
for trees/greenery/vending
spaces and surface
utilities. Width of footpath
shall be determined based
on pederian volume and
have to be wider than 1.8
m wherever required.
Elevation of footpaths
over the carriageway
at all times should
be < 150 mm and
adequate cross slope
for orm water runo.
The elevation should
be low enough for
pederians to ep
onto and o of the
footpath easily.
Ramp
Ground
oor 8000 pederians per hour
~ 1.8 m min.
Planting Zone
Dead
Width Footpath
width ≥
1.8 m
PEDESTRIAN
TRAFFIC ONLY
c) For Pederian Safety, Comfort and Convenience on All Streets

62
250 m c/c
1. Pederian refuge with a minimum width of 1 m at each reet crossing location
after crossing 7 m of one way motor vehicle carriageway or 10 m of two way motor
vehicle carriageway at non signalized midblock crossings. Pederian refuge width
may be expanded to 1.75 m where possible to accommodate a bicycle.
2. Grade separated ructures (foot-overbridges and pederian-subways) should be
avoided to prevent unnecessary detours to reach deinations.
3. Grade-separated pederian crossings are unavoidable due to presence of
highways in peripheral zones of urban areas, then such crossings ructures should
be frequent. There mu be at lea 4 crossing opportunities per kilometre in areas
with development at edges. Every crossing should be universally accessible.
At lea 5 safe Street-Level
Crossing Opportunities per
kilometre of reet with 250
m being maximum spacing
between two crossings.
Depending on context, these
crossings may be signalized
and/or trac calmed (through
raising crosswalk over reet
level by 150 mm) to reduce
vehicular speed.
All facilities and amenities
should be barrier free for
universal access by all
persons with reduced mobility
including those with hearing
and visual impairments.
Provide Dubins, po-boxes,
signage and other public
amenities at reet corners for
high usability.
Frontage Zone or Dead
Width: For sidewalks in
shopping areas, an extra 1
m should be added to the
footpath width. In residential
areas, a dead width of 0.5 m
may be added.
Dead Width
Total footpath width

63
Provide adequate low-
ma Street Lighting
for pederians and
bicycles, in addition to
any high-ma lighting
provided for the
carriageway. Approx.
20 lux level is suitable
for non-shopping
areas and footpaths
and 25-30 lux-level is
required for shopping
areas, bus-ops,
Metro ation exits
and any areas where
pederians are
expected to gather or
wait. [Lux is SI unit to
measure light levels]
1. The main building facade should face the reet, located on the property line without
setback or with active use within set back and transparent edge that contribute to reet
safety. Commercial frontages should have facades with minimum 50% transparency
(untinted) to facilitate visual surveillance of reets.
2. In case enclosure of sites is required, transparent fencing should be used above 300 mm
height from ground level.
3. Vending spaces should be marked in addition and adjacent to the walking path,
especially along high pederian volume areas to activate the reet and make it safe.
Space to be planned for utilities including drinking water kiosks and toilets so that the
walking space is enhanced but not compromised.
Natural Surveillance
or “eyes on the reet”
should be enabled on
all roads by removing
setbacks and
boundary walls and
building to the edge
of the reet ROW,
wherever permitted
as per norms. This
would allow people
from inside to look out
on to the pavement,
thus discouraging
harassment of women
on footpaths, bus-
ops and public
spaces.
Built to Pavement Edge
Buildings with overhangs
and arcades provide
good protection to
pederians.
High albedo (diuse reectivity) materials should be used for
paving to reduce urban heat island eect.
At lea 125 trees
per km for reets
with ROW smaller
than 12 m. At lea
125 trees per km per
footpath on reets
with ROW greater
than 12 m. Spacing
of trees at no place
should be greater
than 12 m except at
intersections.
Trees are an essential component
for all reets – to provide shade
to pederians/cyclis and reduce
solar gain.
d) For climatic comfort for all Road Users:

64
Provide Accessible Public
Toilets should be provided
every 500-800 M diance,
preferably located close to
bus ops for easy access
by pederians and public
transport users.
All facilities and amenities
should be barrier free for
universal access by all
persons with reduced mobility
including those with hearing
and visual impairments, as per
Codes.
Continuous barrier free
pavement should be provided
for ease of movement
for elderly/ persons with
disabilities. Pavement height
of the footpath should be
maintained at a conant level
of 150 mm all along the ROW,
for proper provision of table-
tops / ramps, etc. at various
locations such as entry to
properties, crossings, etc.
Provide at-grade crosswalks
(and foot-over-bridges on
highways or BRT corridors)
at intervals of approx.70-250
M, aligning with location of
transit ops, type of reet
/ land use activities and
neighbouring building entries
and deinations.
e) To ensure universal accessibility and amenities for all reet users
500 m -
800 m
f) To reduce Urban Heat Island Eect and Aid Natural Storm Water Management
Decrease Heat Island
Eect (HIE) by increasing
greenery, planting trees,
using reective paving,
etc.
Decrease impervious
surfaces through permeable
paving, tree planting zones,
etc. to increase ground
water inltration & prevent
seasonal ooding.
Integrate natural
ormwater ltration and
absorption into reet
design through bioltration
beds, swales and detention
ponds.

65
9 - GREEN PUBLIC SPACE
20% of the area of the amalgamated plot in
TOD integrated scheme (TODIS) of 4 Ha and
above, shall be designated as green Public Open
Space which shall be designed, developed and
maintained by the DE/agency and will remain
ungated and open for general public at all times,
failing which it will be taken over by Public
agency.
Urban green space, such as gardens, parks, fores, green roofs, water bodies, provides
critical ecosyem services. Green space also promotes physical activity, psychological well-
being, and the general public health of urban residents.
The location and design guidelines for
such spaces shall be tentatively indicated
in the inuence zone plans prepared by
the Authority.
In addition to the above, at lea 10% of plot area
shall be in the form of Green/ Recreational area
for the exclusive use that includes circulation and
common areas.
In plots less than 1 Ha, this may be
provided in the form of accommodation
reservation i.e. as part of common
terraces, rooftops, podiums, etc.
Areas indicated as Maer plan level/ Zonal Level Recreational will remain unchanged.
Plot size <
1 Ha
TOD integrated
scheme ≥ 4 Ha
10% Greens + Circulation 10% Greens + Circulation

66
10 - SOCIAL INFRASTRUCTURE
Social infraructure includes those assets that provide a service to the society. Growth of
such infraructure is crucial to the development of a country as it helps in increasing the
quality of life and scoring high on human development indices.
i. Social Infraructure may be allocated the required built-up area within planned re/
development schemes in the form of Accommodation Reservation, inead of individual
plots.
ii. Open area requirement of the social infraructure uses shall be accommodated/
integrated into the multi-use Public Open spaces provided in the area. For example, school
playgrounds may be provided within the Neighbourhood Play Area.
iii. After approval of the integrated scheme and demarcation of civic/PSP sites and
recreational open space, change of use shall not be permitted.
School Police
Station Gymnasium Dispensary Play
school Salon

67
11 - GREEN BUILDINGS
i. The entire development has to be with minimum 3 ar or gold rating as per approved
rating agencies and appropriate rebate in the property tax may be applicable.
12 - PUBLIC PARTICIPATION
Stakeholders are the people on whom a particular project has a direct bearing- whether
during execution or when functioning. Due to the scale of infraructure projects, the
akeholders involved are many and diverse.
The detailed Regulations for operationalisation of the TOD policy including process and
timeframe for participation shall be framed separately in a time bound manner. In order to
make the Policy people friendly and transparent, the detailed Regulations shall be put up in
Public domain for inviting views of the akeholders giving 30 days time in the newspapers
and website since it involves development through participation.

13 - DEVELOPMENT CONTROLS FOR METRO STATIONS AND RAILWAY STATIONS/
TERMINALS
a) Maximum cap for composite development i.e. Metro ation + Property Development is
3.0 ha. For composite developments the use will be "all use zones" (mixed use zone) except
in Recreational and Regional Park/ Ridge Use Zone, Lutyens’ Bungalow Zone and Heritage
Zones.
b) This enabling provision of property development would have the following broad
development controls:
i. TOD norms as per Section 12.18 and 17.0 Development Code shall apply to all property
development of metro/ railway ations, except for those corridors lying within Low Density
Residential Area (LDRA) of Urban Extension.
ii. Within about 500 m of the metro ation, pederians, public transport users, IPT and NMT
modes need to be prioritized over private modes. The following guidelines for multi-modal
integration may be followed:
WITHIN 500m
WITHIN 100m
Delhi
Metro
100 m
Car-parking facility
for Metro users-
Park & Ride
Private care/ taxi
"drop-o" location
Bus ops
High occupancy
feeder op/
and
Cycle-rickshaw
and
Improved
lighting
IPT/ auto-
rickshaw and
Information for modal
interchange (between
Railway, Metro, RRTS,
etc.) and way-nding
Cycle-parking
and
Proper
signage
Vendor zones
Public toilets
Convenience
shopping
Pederian-only
plazas
100 m
BEYOND 100m
68

iii. The development shall be undertaken in a composite manner and DMRC shall obtain
approval of all the concerned local bodies/ agencies.
c). The following ructures shall be treated as operational ructures:
i. All Metro Stations and tracks supporting at grade, elevated and underground including
entry ructures, ancillary buildings to house DG sets, chilling plants and electric subation,
supply exhau and tunnel ventilation shafts etc.
ii. Depots and maintenance workshops.
iii. Traction sub-ations.
iv. Operational Control Centers.
v. Police Station.
vi. Recruitment and Training Centers for operational and maintenance a.
vii. Housing for operational a and Metro security personnel only.
viii. Rehabilitation work to be undertaken for the conruction of Metro Project.
ix. Shops in Metro Stations to cater to the public amenities.
x. Structures above platform over the foot print of the Metro Stations.
14 - IMPACT ASSESSMENT
The concerned local body will prepare, wherever required, and approve layout plans for TOD
Zones indicating the ROW’s, public spaces, dirict level social infraructure, etc.
69

1
GENERIC
SIMULATION

72
STAGE 1
The following simulation is demonrated for residential use.
Mall
Mall
Metro ation
Metro ation
Bus ation
Bus ation
School Plot
School Plot
Residential
Area
Residential
Area
Demarcating area for TODIS. The area should be within
500m corridor. Marking adjoining uses.
Structuring vehicular corridors at 250 c/c. Plotting desired
paths connecting the active and future uses.
STAGE 2

73
Mall
Mall
Metro ation
Metro ation
Bus ation
Bus ation
School Plot
School Plot
Residential
Area
Residential
Area
Structuring pederian corridors at 100 c/c by aligning them
to desire paths.
Shaping open spaces around vehicular and pederian
corridors.
STAGE 3
STAGE 4

74
STAGE 5
STAGE 6
Mall
Mall
Metro ation
Metro ation
Bus ation
Bus ation
School Plot
School Plot
Residential
Area
Residential
Area
Assigning commercial edges / areas around public right of
ways.
Allocating community uses around these public pathways.

75
STAGE 7
Mall
Metro ation
Bus ation
School Plot Residential
Area
Final design. Arriving to the nal proposal by assigning the
re of the uses complying to respective FAR and density
numbers in the re of the area.

About the Authors
Neha Mungekar
Senior Project Associate, Suainable cities
WRI India
Neha's work lies in developing inclusive public spaces by building capacity in local
akeholders and initutions, improving pederian accessibility across ations, developing
high quality walking environments within critical urban areas, and developing maer plans
and ructure-plans for green eld development using transit-oriented development. The
key projects she has worked on include ‘Decongeing hioric core of Ahmedabad’ and
‘ructuring Greeneld residential sector around open spaces at Naya Raipur’.
Neha has also demonrated rategies around water integrated management in various
projects, workshops and academic research. Prior to WRI, she was chosen to participate
in various national and international workshops on disaer management and suainable
practices. She has over 6 years of experience working in the elds of architecture and urban
design.
Neha holds a Bachelor's degree in Architecture from University of Mumbai and a Maer’s
degree in Urban Design from CEPT University, Ahmedabad. Beyond work, Neha is an avid
traveller and documentary photographer whose work has been published extensively.
Merlyn Mathew
Research Consultant, Suainable Cities
WRI India
Merlyn has been a part of the ‘Decongeing hioric core of Ahmedabad’ project,
interpretation of TOD policy of Delhi and research around nancing TOD infrarucutre and
drawing parallels between various policies in India that could impact TOD.
Prior to WRI, she has been involved in research around focused on public-private
partnerships in the road sector in India, globalization and livelihood adaptation, housing
policy aspirations of migrant labourers, and tracing the hiory and evolution of places and
udying the contexts of migration of people.
She holds a Bachelor's degree in Architecture from National Initute of Technology, Trichy
and a Maer’s degree in Urban Policy & Governance from Tata Initute of Social Sciences
(TISS), Mumbai.
Prerna V. Mehta
Manager, Suainable cities
WRI India
Prerna's work lies at the connection of urban planning and suainable transport. She
provides technical inputs in urban development & accessibility projects and helps form
and suain partnerships with government and non-governmental organizations involved in
urban development with objective to ensure on ground change. She is based in Delhi and
works on projects of Transit Oriented Development, scaling up of Raahgiri initiative in Delhi,
Neighbourhood Improvement Plans, toolkits, informing policy and design approach of large
developments for adopting suainable planning approach.
She has over 11 years of experience in the elds of urban planning and architecture. Prior to
WRI, Prerna worked for government, not-for-prot and private/corporate organizations with
experience in research, academics and implementing planning & architecture projects. Her
portfolio had projects such as Maer Plans, Area & Integrated Development Plans, feasibility
udies and conruction projects.
Prerna has a Bachelor’s degree in Architecture from Nagpur University, a Maer’s degree in
Planning (Housing) from School of Planning & Architecture, New Delhi, India and a diploma
in Principles and Practices of Real Eate from Indian Initute of Real Eate, India. Besides,
she has undertaken several courses on managing cities.

4