Transit Oriented Development
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.
The Primary Goals of TOD are to:
Reduce/ discourage private vehicle dependency and induce public
transport use through design, policy measures & enforcement.
Provide easy public transport access to the maximum number of
people within walking distance through densification and enhanced
connectivity.
TOD benefits to Delhi
Mobility Options for all - Change the paradigm of mobility by enabling a shift from use of private
vehicles towards the use of public transport and alternative modes.
Help in achieving Clean Air Quality targets for Delhi and the targeted 70-30 (public-private transport) modal share in favour of public
transportation by 2021
Better Quality of Life for All
Provide a variety of high-density, mixed-use, mixed-income housing, employment and recreation options within
walking/cycling distance of each other and of MRTS stations - in order to induce a lifestyle change towards healthier
living and better quality of life.
Integrate communities rather than segregating them and reduce social stigma and dissent.
Give Everyone a Home Increase the supply of housing stock and commercial space in the city which would bring down prices and make living
and working in Delhi more affordable. (current Need is to provide approx. 3 lakh new dwelling units per year, with more
than 50% of the new housing in the form of 1 and 2 room units with average plinth area of about 25 - 40 sq.m.)
Market Participates in Better City Open up development opportunity to the private sector to bring in investment into the citys growth and revenue, and
also help cross-subsidize social amenities, affordable housing and public transport, using a variety of possible
development models.
Low-income groups can be provided space and shared amenities in integrated mixed-income communities, thereby
reducing further proliferation of gentrified slums and unauthorized colonies.
TOD benefits to Delhi
Self-Sufficiency Creating high densities would make decentralized infrastructure provision and management
techniques more feasible, thus making it more economical to recycle water/sewage locally
to meet community needs.
Cheaper Public Transport -
Provide a significant source of non-farebox revenue for a public transport fund, which may
help reduce ticket prices and increase provision of public transport facilities.
Reduce Environmental Degradation Set a clear vision for the growth and redevelopment of the city in a compact manner, by
minimizing sprawl (low density spread out development).
Help save environmentally sensitive lands and virgin lands through high-density compact
development.
Save Public Money -
Provide savings in public money through reduction of investments in physical infrastructure
like additional road expansion, piping/cabling costs, time-cost of traffic congestion and other
larges costs associated with low-density sprawl.
Multi-disciplinary Multi-Departmental Approach Provide a shift to a more holistic paradigm of planning where all sectors work together
mobility, planning policy, urban design, infrastructure and economics to deliver integrated
TOD benefits to Delhi
Benefits to Transit Agencies:
Increased ridership due to larger population living/working within walking distance.
Value Capture of increased land values for long term cross-subsidy & maintenance of public
transportation.
Benefits to Land, Road & Service Owning Agencies:
Potentially increased revenue from land due to increased development with lesser public money
investment.
City level reduced infrastructure costs (reduced length of roads, pipes, cables, tunnels, etc.) due to
accommodating the overall planned population within lesser net land area, in a more sustainable
way.
Increased feasibility for sustainable decentralized physical infrastructure. xv. Increased and more
efficient use shared social infrastructure facilities
TOD INFLUENCE ZONE
A maximum up to 2000 m. wide belt on both sides of centre line of the MRTS Corridor is designated as TOD
Influence Zone
The entire influence zone shall be considered as white zone. Application of Development Control Norms in the
White Zone shall be based on the Influence Zone Plan (approved by competent Authority).
The overall Influence Zone further consists of three sub zones
Zone 1: Intense TOD Zone,
Zone 2: Standard TOD Zone, and
Zone 3: TOD Transition Zone.
Development Control Norms as per High Density Mixed Income Development shall not be applicable to the
TOD Transition Zone.
Zone 1: Intense TOD Zone
300 M influence zone of all
MRTS Stations
800m* (10-min walking)
influence zone of Regional
Interchange Station (i.e. Rail
-MRTS, or two MRTS lines.)
Zone 2: Standard TOD
Zone
800m* (10-min walking)
influence zone of all MRTS
Stations.
Zone 3: TOD Transition Zone
2000m** (10-minute cycling distance)
influence zone of all MRTS Stations.
300 M influence zone of BRT corridors.
Zones within Intense or Standard TOD
Zones which are not permitted for
redevelopment but need enhancements in
public realm and network connectivity.
*Walking speed is considered approx. 5 km/hour. **Cycling speed is considered approx. 12 km/hour
Development Types within Influence Zones
A.
Redevelopment/ Infill Sites within the Intense/ Standard TOD Zones which are
within Existing Urban Area of Delhi and suitable for development/ redevelopment.
A.1. Infill Sites are empty sites within Existing Urban Area which may have opened up for development.
A.2. Redevelopment sites could be any of the following:
i. Low density areas with gross density less than 250 du/ha
ii. Shopping/ Commercial centres
iii. Industrial areas/ clusters
iv. Resettlement Colonies
v. Unauthorized colonies
vi. Urban Villages
vii. JJ clusters
B.
Greenfield Sites within the Intense/ Standard TOD Zones which are in the Urban
Extension Area of Delhi i.e. Zones J, K, L, N & P-I & P-II, where provision of road
networks, services and social facilities has not yet taken place.
C.
Retrofit In addition to TOD Transition Zones, sites within Intense/ Standard Zones
which have existing gross density higher than 250 du/ha may not be suitable for
redevelopment, but may need retrofitting to meet TOD Zone requirements. The
following criteria may be used as benchmarks for selecting such dense sites for need
for retrofitting: