Transit Oriented Development (TOD) Policy : Case Study-

East Delhi Hub - Kadkadooma TOD project, New Delhi (India).

P.S. Uttarwar,
Consultant (Planning) & Former Addl. Commissioner, Delhi Development Authority, New
Delhi (India) , (psuttarwar@gmail.com)
Paromita Roy,
Dy. Director, UTTIPEC, Delhi Development Authority, New Delhi (India)

Introduction
Transit Oriented Development (TOD) is a planning strategy which integrates the land use
and transport system, thereby creating lively, sustainable, pedestrian and cycling friendly
areas and neighbourhoods, while encouraging people to choose transit over cars for their
long commutes. A widely accepted description of TOD is an urban environment with high
densities, mixed and diverse land uses, located within an easy walkable areas around a
transit node.TOD planning should have two sided approach -

i) TOD Retrofitting - bringing transit to those locations, where the development

already possesses the physical characteristics of that of a typical TOD i.e. having
high densities, but without having transit connectivity at that place.
ii) TOD Planning – this approach ensures that necessary planning interventions are
made to make urban development more transit oriented by introducing
appropriate planning policies and regulations in Master Plan & Land use plan.

Transit Oriented Development (TOD) 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.
TOD policy shall be a paradigm shift in the way neighbourhoods and city, in general, are
planned and heralds a new way of linking urban systems to day-to-day living such that the
average person can spend more quality time for social and recreational purposes rather
than getting stuck in traffic jams and decreasing ones productivity and health.

As per Master Plan for Delhi 2021, the TOD policy designates a maximum up to 500 meter
wide belt (i.e. approximately 5-minute walking distance) on both sides of centre line of the
MRTS Corridor as ‘TOD Zone’, with the exception of areas falling under Low Density
residential Areas (LDRA) or formerly called as ‘Farm Houses’. TOD zone is a new land use
category which allows flexibility in mix of various possible uses, with the exception of
polluting and potentially hazardous uses. .
1. The Goal of TOD

The goal of the TOD Zone is to promote low-carbon high density sustainable development in
the city. The policy has the following major aspects:

i) Increase in public safety especially for women and children using public transport or
walking at night, through changes in key Development Code aspects such as revised setback
norms, dispensing with boundary walls, having built-to-edge buildings with active frontages
which provide ‘eyes-on-the-street’.

ii) Strict planning and regulation of on-street parking to reduce private vehicle use.

iii) Approval of projects shall be given through a single-window software based system to
reduce processing time and enable faster-paced (re)development to take place in the city.

In addition to above the policy has the following major aspects:

a) Delineation of TOD Zone on respective Zonal Development Plans (ZDP).
b) Preparation of TOD Regulations/ Guidelines for submission and implementation of TOD
projects.
c) Developing Software for Single Window Clearance for approval of Layout/Building Plans.
d) Relaying of Services as per requirement of re densification scheme.

2. Planning and Design Parameters.

The Influence Zone of MRTS Corridors shall be designated as Transit Oriented Development
(TOD) Zone where the following development control norms shall apply:

a) FAR and Density: TOD norms of FAR and density may be availed through the preparation
and approval of comprehensive integrated scheme of minimum size 1 Ha,
b) Maximum ground coverage of 40%. In case of MRTS/ Government Agencies, the
minimum plot size for development shall be 3000 sq.m.
c) For Integrated Scheme, a max. FAR of 400
d) A maximum density of 2000 persons per hectare (PPH).
e) The entire amalgamated plot will be considered for calculating the FAR and density.
f) Mandatory EWS FAR of 15% over and above the maximum permissible FAR shall be
applicable. Additional FAR may be availed through TDR only, for schemes larger than 1
Ha.
g) All residents residing in that scheme area shall have to be accommodated within the
same scheme
h)Roads: Of the area taken up for development as integrated scheme, at least 20% of land
shall be handed over as constructed roads/ circulation areas to the local body/ road owning
agency for public use. However FAR can be availed on the entire amalgamated land parcel.

i)Green Public Open Space Provision: 20% of the area of the amalgamated plot shall be
designated as green Public Open Space which shall be designed, developed and maintained
by the DE/agency and will remain un-gated and open for general public at all times, failing
which it will be taken over by Public agency.

j)Social Infrastructure: Social Infrastructure may be allocated the required built-up area
within planned re/development schemes in the form of Accommodation Reservation,
instead of individual plots.

k)Green Buildings: The entire development has to be with minimum 3 star or gold rating as
per approved rating agencies and appropriate rebate in the property tax may be applicable.

l)Impact Assessment: Once the Influence Zone plans for TOD areas are prepared by DDA
indicating the street networks, indicative amalgamations areas, location of public spaces,
active edges, etc. a complete assessment of traffic generation and its dispersal, requirement
of services, mitigation measures for environment impact will be done and got approved
from bodies concerned so that the redevelopment process through TOD can be effective
and beneficial for general public.
3. Mix of Uses:

Landuse as per Indicative Mix of Uses within FAR Utilization

ZDP
(At Least 50%
Minimum Minimum Minimum Indicative Mix of Uses within
of total FAR to
Residential Commercial Facilities** remaining 50% FAR, as per ZDP
be as per ZDP
* ** landuse
Use)
RESIDENTIAL 30% 10% 10%  Of the remaining FAR, at
least 20% or more (upto
70% of total) is for
Residential use.
 Other uses are permitted
upto 30%.

COMMERCIAL 30% 10% 10%  Of the remaining FAR, at

least 40% or more is to be
for commercial use.
 Other uses are permitted
upto 10%.

INDUSTRIAL 30% 10% 10% Remaining 50% of FAR to be for

Industrial use.
GOVERNMENT 30% 10% 10% Remaining 50% of FAR may be
for any Government use.
TRANSPORTA- 30% 10% 10% Remaining 50% of FAR may be
TION for any use after meeting all
operational requirements for
transportation facilities.
Additional norms as per Table
12.7 are applicable.
PUBLIC AND 30% 10% 10% Of the remaining FAR, at least
SEMIPUBLIC 40% or more is to be for PSP
FACILITES (PSP) use. Other uses are permitted
upto 10%.
MIXED-USE 30% 10% 10% Remaining 50% of FAR may be
for any use.
4. EAST DELHI HUB - Kadkadooma TOD project – Case Study
I. Background
The proposed site of Karkardooma Pilot Project falls in the Zonal Development Plan of
Planning Zone-E and the land use of the proposed site is ‘Residential Use’.  The
Kadkardooma smart city hub spread over 74 acres of land would break away from the
traditional model of city growth by constructing a pro-pedestrian space where public
transport would be encouraged and routine lifestyle needs from recreation to utility would
be available within a walking distance of one’s home. More than 70% of the site area falls
within the 500 m influence zone of two MRTS stations at Kadkadooma, therefore the norms
for ‘Influence Zone along MRTS Corridors’ as per MPD-2021 shall be applicable once the
norms are notified. The development control norms and code for Transit Oriented
Development (TOD) as part of the revision of “Transportation (Chapter 12.0) and related
sections in Chapter 17.0 (Development Code) and 3.0 (Delhi Urban Area) has been
incorporated.

This  TOD project would fulfil the long standing needs of the local community for a hospital,
a recreation centre, a school for disabled children, community halls and a large 5-acre
community park. The tree-lined park shall be the heart of the community with a well
demarcated space for use by youngsters for active sports, as well as safe areas for relaxation
and exercise for little children and the elderly

II. Access and connectivity to the site

The site is currently accessible only from the

north side through a small stretch on Vikas Marg/
Baratendu Harish Chandra Marg. On the south
side, it is bounded by the railway line and Anand
Vihar station, a high tension line, and a proposed Kad ISBT
24m wide zonal plan road. The preliminary traffic kad
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impact assessment of the project recommends that a new road having capacity of at least
two+two lanes is needed to service the site as the existing junction capacities in the area are
not adequate to handle any additional traffic. The proposed new 24m zonal plan road along
the south-east boundary of the site would serve this purpose, besides providing an
additional entry/exit to the Anand Vihar railway terminal and helping decongest Vikas Marg.

III. Scenario Explored for Design option

During the concept phase, numbers of scenarios were explored. Out of many a few were
selected to discuss and compare, these are:

A. Business As Usual

Business as Usual i.e. as proposed in MPD-

2021
Residential population = 14060
Residential = 81.7 % of total FAR
Neighborhood & Community level facilities =
18 % of total FAR
Usable Open Space = 15% of land area
Ground Coverage = 15 %
Roads = 15% of land area
Density = 500 pph

B. Design Option-1

Densification by MPD-2021
Residential population = 30,375
Residential = 80 % of total FAR
Neighborhood & Community level facilities =
20 % of total FAR
Usable Open Space = 30% of land area
Ground Coverage = 20 %
Roads = 20 % of land area
Density = 1242 pph

C. Design Option-2

Densification by TOD principles

Residential population = 21,000
Residential = 50 % of total FAR
Neighborhood, Community & District level
facilities = 25 % of total FAR
Additional Commercial = 25 % of total FAR
Usable Open Space = 20% of land area
Ground Coverage = 35%
Roads = 20 % of land area
Density = 830 pph
Design option -2 found more acceptable.
IV. Stakeholder Consultation Process

Stakeholder consultations were conducted – for prioritizing of civic amenities

• RWAs and discussions with residents (formal and informal neighborhoods)
• Trader Associations
• NGOs and civil society institutions
• Schools – Workshop with private school children/ discussion with government
teachers
• Pradhans and local ward counselors

V. Characteristics of Planned Colonies in surrounding areas

 Mixed-use at main street level (banks, property dealers)

 Re-densifying into G+4 developer flats (with stilts)
 Gated Colonies with no thoroughfare
 Rental: Ownership Rate = 30:70
 Typologies: 100 sq.m. - 300 sq.m.
 Costs of home: Rs 2.2 crore +
 Rental costs: Rs 25,000+
 Staff: drivers, maids, gardener, guard, vegetable seller- live in informal settlements in
both ownership and rent
 RWA concerns: congestion
 MCD Site engineer concerns: Maintenance and infrastructure repair issues

VI. Characteristics of Informal Colonies in surrounding areas

• Urban Villages: Karkardooma Village

• Un-authorized Colonies:
• Slums: Anand Vihar JJ Slum
1. Mixed-use areas
2. Rental : Ownership rate = 70: 30
3. Rental costs: Rs 500-700 per person
4. Typologies: 16 sq.m. - 40 sq.m.
5. Issues: water quality, under-employment, no open spaces for
activity; under utilized areas

VII. TOD Concept adopted in Pilot Project

Primary Design Principles

i. Smaller Block Sizes for greater connectivity.

ii. Safety through Mixed Use and Eyes on street.
iii. Minimum 2-hour winter sun access to homes.
iv. Boundary Wall Elimination Setback Reduction/ Elimination
v. Minimised Setbacks and front entries opening on the street.
For Commercial/ Mixed Use Street

i. Streets designed with ZERO setbacks

ii. Parking Design
iii. Solar Access: minimum 2-hr direct solar access to all living
areas.
iv. Ground Coverage: Set high minimums

Primary Urban Design Guidelines

i. Maximum Block Length: 150m

ii. Building Height: Distance between buildings = 1.2: 1 (Min)
iii. For Residential Streets:
a. Maximum Setbacks = 2m
b. Minimum Setbacks = 0m
iv. For Commercial/ Mixed-use Streets – Setbacks = 0

VIII. Proposed Layout Plan

IX. Giving everyone a Home

Currently most conversations of housing delivery tend to focus on ownership housing for
the high income bracket (above 60,000 income per month) or the severely low income
bracket (below 10,000 per month). Little focus is given on planning and designing housing
typologies for the large majority (>70%) of middle income population of the city which
resides in the unauthorized colonies and slums, and struggles for basic amenities, security
and quality of life. TOD aims to accommodate the needs of this segment in the Housing
provision in the city.

Through increased FAR and density, TOD norms may provide a variety of housing types for a
range of income brackets and demographic types in the city. This demographic segment is
also most likely to use the MRTS system to work and walk/cycle for daily needs, given the
opportunity to a better quality of life.
To facilitate this, in all TOD integrated schemes, a minimum of 30% of overall FAR shall be
mandatory for Residential use. Additionally, this mandatory residential component shall
comprise of 50% units of size ranging between 32-40 sq.m.(1 BHK) and the balance 50%
comprising of homes ≤65 sq.m.(1-2 BHK). EWS FAR of 15% over and above the permissible
FAR will be applicable.

A minimum 10% of FAR for commercial use and minimum 10% of FAR for community
facilities is also mandatory. This component shall include the requirements of the residential
population in that land parcel and also serve the people visiting/ passing through the area.
Mix of uses and FAR utilization for the remaining 50% FAR shall be as per the land use
category designated in the Zonal Plan.

X. Water and Services

TOD development will also see a paradigm shift in the provision of water and sewer
infrastructure by making the recycling and reuse of water more feasible and efficient, and
reducing both – the overall potable water demand, as well as piping/infrastructure costs.
The aim would be to efficiently utilize existing water supply without putting external
pressure and accommodating more people to benefit from such strategies.

6.0 WAYFORWARD

High power committee set up by Ministry of Urban Development to suggest how to

decongest Delhi has recommended following -
1. Demarcation of Influence Zone in Zonal Plans of Delhi needs to be initiated as per
MPD-2021 so that ambiguities can be avoided. There could be a fully automated
self-evaluation system for any site/ scheme area, to be self-tested by potential
applicants based on the eligibility criteria provided in the MPD-2021, so that red-
tapism and timelines for development can be shortened.
2. Easy to use guidelines and design handbooks should be developed so that general
public can understand the interpretation of the policy easily and designers/
developers/ builders can come up with designs/ developments that are compliant
with the policy’s vision and intent.
3. Parking Management District Plans need to be prepared and implemented in
phases, as TOD schemes roll out gradually in the city.
4. In order to facilitate “ease of doing business” and fast-paced (re)development, a
computerized single window clearance system must be adopted for approval of all
TOD projects, the details of which should be included in the regulations for
operationalization of TOD policy which needs be notified by DDA.
5. Decentralized infrastructure systems including water recycling and reuse, use of
working landscapes and energy demand reduction strategies should be made
mandatory in all TOD developments. Further aspects such as co-generation, solar,
decentralized STPs etc. should be highly incentivized.
6. Process of preparation of the Influence Zone Plans (IZP) or integrated schemes
along MRTS corridors based on TOD norms should be initiated by the Delhi
Development Authority. All aspects regarding electricity, water, sewer, roads,
transportation, utilities, pollution, green areas etc. and disposal or reuse of debris
etc. should be suitably dealt with by involving concerned agencies/ local bodies,
during the preparation of the IZP.
7. Urban Design and connectivity aspects are the key to success of TOD. Therefore the
Authority should prepare/approve integrated TOD schemes and/or influence zone
plans, indicating the ROW’s, public spaces, build-to lines and connectivity links to
Metro Stations and probable areas where amalgamation can take place with land
parcels of 1Ha or more. The guidelines for creating arcades, boulevards, paseos,
woonerfs and other active streets shall be tentatively indicated in the influence zone
plans prepared/approved by the Authority so that even if development takes place
gradually over time, the overall scheme and intent of the TOD-redevelopment
process is met over time.
8. Preparation of the comprehensive and integrated Landuse-Transport System with
Action Plan and Strategies for development of an integrated transport system and
infrastructure of the city should be taken up on priority basis by the GNCTD and
DDA.

Figure 1-TOD Zones within National Capital Territory of Delhi.