Transit Oriented Development Policy

(DRAFT)

2018

Madhya Pradesh

Government of Madhya
Prepared by -

Department of Urban Development and Housing,

Government of Madhya Pradesh
Pradesh
 Transit Oriented Development Policy (DRAFT) 2

Transit Oriented Development

Policy (DRAFT) 2018

Department of Urban Development and

Housing,
Government of Madhya Pradesh
With Technical Support from
Mehta and Associates Indore
 Transit Oriented Development Policy (DRAFT) 3

Table of Contents

TABLE OF CONTENTS ............................................................................................................................ 3

1 BACKGROUND ............................................................................................................................ 4

2 NEED OF THE POLICY ............................................................................................................... 4

3 PURPOSE & APPLICATION/APPLICABILITY OF THE POLICY .................................... 5

4 TRANSIT ORIENTED DEVELOPMENT ................................................................................. 6

4.1 Vision ............................................................................................................................................... 6

4.2 Objectives ........................................................................................................................................ 6

4.3 Benefits............................................................................................................................................. 7

5 TRANSIT ORIENTED DEVELOPMENT (TOD) AREAS AND TRANSITION AREA ..... 9

5.1 Definitions ........................................................................................................................................ 9

5.2 Demarcation of TOD Areas/Transition Areas............................................................................ 10

6 APPROACH TO REALIZE THE POLICY OBJECTIVE........................................................ 10

6.1 Transit-supportive Uses................................................................................................................ 10

6.2 Densification and Mixed Income Development around Transit Stations/Corridors .............. 11

6.3 Ensure connectivity and Manage Vehicular Traffic & Parking ............................................... 12

6.4 Pedestrian and NMV-Oriented Design ....................................................................................... 14

6.5 Make each Transit Station/Corridor Area a “Place” ................................................................ 16

6.6 Plan in Context with Local Communities ................................................................................... 17

7 KEY ACTION AREAS ................................................................................................................ 17

7.1 Land ............................................................................................................................................... 17

7.2 Finance ........................................................................................................................................... 18

7.3 Infrastructure ................................................................................................................................ 18

8 ROLE & RESPONSIBILITIES OF VARIOUS AGENCIES ................................................... 18

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1 Background
Madhya Pradesh has a population of 72.6 Million (2011 Census) and is spread on
308,252 sq km area. Though the economy of the state is largely agrarian, which
employees 77% of the total work force and contributes 40% to the state domestic
product. Like other states, Madhya Pradesh is also rapidly urbanizing. Madhya Pradesh
has registered 27.63% of urbanization level in 2011 and has 476 towns. Out of which 4
cities (namely Indore, Bhopal, Jabalpur and Gwalior) have million plus population and
28 other cities have population more than 1 Lakh.
Cities and towns have a notable role in India’s socio-economic transformation and
change. Apart from their contribution to the country’s gross domestic product (GDP),
which is currently placed at about 60-65 %, and their growing role in the global
markets, cities in India are the center-point of innovations and hub of many activities.
At the same time, most cities and towns in India are severely stressed in terms of
infrastructure and service availability.
Cities in Madhya Pradesh are witnessing rapid growth not only in terms of population
but also in their spread leading to low density urban sprawls. The urban sprawl is
leading to stress on limited urban infrastructure and urban local bodies are often
trying to catch up with providing extended urban services to the ever expanding urban
sprawl. This has also drained their financial capacity in providing access to urban
services to the highly populated, sparsely distributed and largely spread cities.
Further with increase in urban spread the travel lengths and time are also increasing
which is leading to use of un-sustainable means of transport. This together with the
increased number of trips have made sustainable modes of transport such as public
transport unviable and often falling short to meet the huge travel demands.
Government of Madhya Pradesh intends to promote smart growth in the urban areas to
deal with the problems related to urban development and transport faced by cities by
way of developing these cities on Transit Oriented Development principles.
The Transit-Oriented Development (TOD) concept is a growth strategy to assist the
cities in implementing the guiding principles of the land use element. In the TOD
strategy, new moderate and high density housing as well as new public uses and a
majority of neighborhood-serving retail and commercial uses will be concentrated in
mixed-use developments located at strategic points along the transit system.
2 Need of the Policy
Land use planning creates livable environment for balancing the human needs such as
housing, working, social interaction, leisure and mobility of persons and goods. Land
use planning is important for balancing of competing demands (of human needs) on
limited urban space. While transportation is one of the human needs for mobility of
persons and goods, often mobility has been considered to be limited to movement and
also seen in isolation from other human needs. Mobility is not just movement but other
dimensions attached to the mobility are flexibility and accessibility. Flexibility in the
mobility is attributed to the lesser travel distances and accessibility in the mobility is
attributed to the access to various human needs (Land uses).
The linkage between land use and transit results in an efficient pattern of development
that supports a transit system and makes significant progress in reducing traffic
congestion and urban sprawl. TOD policies may perform crucial role in improving the
work to home relation as well as improving the efficiency and sustainability of public
transport.
Madhya Pradesh has been pioneer in operation of public transport system through
private bus operators, where Govt. owned special purpose vehicle plays as facilitator in
Public Transport operations. Starting from Indore, 19 other cities in the state have
 Transit Oriented Development Policy (DRAFT) 5

established the special purpose vehicle, out of which some have started and others are
in process of starting the Public Transport operation. To further capitalize on Public
Transport initiative TOD policies are needed to be implemented to increase ridership of
the Public Transport system and making it a feasible mode of transport. Govt. of India
has formulated National Transit Oriented Development (TOD) Policy and has desired
states to formulate TOD Policies and ensure Transit Oriented Development.
A State level TOD Policy is required as cities of Madhya Pradesh are losing its grace and
beauty under the growing pressure of urbanization and increasing traffic and
transportation related problems. Thus there is an urgent need to address the issue of
urban transport by way of
• Effecting shift to new urban planning and development philosophy of land use
and transport integration.
• Making cities livable by improving access of citizens to the enhanced public
transport facilities.
• Financing extension of urban infrastructure and public transport projects
through land development.
Thus Transit Oriented Development Policy will be a guiding tool for Unified
Metropolitan Transport Authorities (UMTA), Mass transit agencies, urban local bodies,
government para-statal agencies, enforcement agencies and public for promoting
Transit Oriented Development.
3 Purpose & Application/Applicability of the Policy
This Policy applies to whole of urban areas in Madhya Pradesh as a guiding tool for
preparation/revision of development plans (DPs) under Nagar thatha Gram Nivesh
Adhiniyam, formulation/amendments of Bhumi Vikas Niyam and other allied rules,
formulation of development control norms and regulations and regulating urban
development in Madhya Pradesh. This Policy shall be specifically meant for promotion
and control of development around Transit Stations and along Transit Corridors in all
the cities in Madhya Pradesh.
The TOD Policy will assist
• Government Departments, Directorate of Town & Country Planning and
Directorate of Urban Administration and Development for making relevant
amendments in Acts, Rules & Regulations for urban development in Madhya
Pradesh.
• Directorate of Town & Country Planning, Municipal Corporations/Municipalities
/Municipal Councils and Mass Transit Agency in preparation and revision of
DPs, Zonal Plans and TOD Area Zonal Plans for urban development in Madhya
Pradesh.
• Directorate of Town & Country Planning, Municipal Corporations/Municipalities
/Municipal Councils and Mass Transit Agency in issuing planning/development
permissions and building permission in response to applications for
development of land and construction of buildings within the vicinity of a
Transit Stations and Corridors.
• Development Authorities/Mass Transit Agency/Housing and Infrastructure
Development Board/Audyogik Kendra Vikas Nigam and other para-statal
agencies in formulation of TOD Layout Plans/Town Development
Schemes/Affordable Housing Schemes/Industrial Development Schemes within
the vicinity of a Transit Stations and Corridors.
• Developers and Land owners in formulating their applications for development
of land and construction of buildings within the vicinity of a Transit Stations
and Corridors.
 Transit Oriented Development Policy (DRAFT) 6

• Registered Architects, Urban Planners and Engineers in providing consultancy

to Developers and Land owners in formulating their applications for
development of land and construction of buildings within the vicinity of a
Transit Stations and Corridors.
This TOD Policy is intended for Transit Oriented Development of TOD Area (Transit
Station and Corridor Area) and Transition Area planning modalities, both in respect of
new Transit Stations and Corridors as well as redevelopment plans that may be
prepared for existing Stations, Corridors and neighboring communities. Such TOD Area
(Transit Station and Corridor Area) and Transition Area shall be identified in the
Development Plans (DPs) and demarcated in the Zonal Plans/TOD Area Zonal Plans.
Where DPs, Zonal Plans and Urban Development regulations are in place, this
document will provide basis for the revision/amendments of these existing Statutory
Plans and documents. And all future DPs, Zonal Plans and urban development
regulations and other documents shall be formulated on the basis of this document.
4 Transit Oriented Development
Transit Oriented Development (TOD) is defined as compact, pedestrian and NMV
friendly development of transit supportive uses having moderate to high density
residential, offices and retail uses within walk-able distance from public transport. TOD
is mixed-use, mixed-income residential and/or commercial area designed to maximize
access to public transport, and incorporates features to encourage transit ridership
such as pedestrian and NMV oriented design, multi-modal integration and connectivity.
TOD is widely considered as one of the most sustainable form of development and is
being practiced in many part of the world. It reduces the dominance of private
motorized vehicle usage and promotes development which is more conducive to transit
usage. TOD encourages residents, workers and shoppers to use Mass Transit and
reduces their dependency on private motorized vehicles by compact, mixed-use and
pedestrian friendly development around Transit Station and along Transit Corridor.
4.1 Vision
• Smart and livable growth in urban areas by making public transport a preferred
mode of transport through high density, mixed-use development. To ensure
pedestrian safety, comfort and convenience.
4.2 Objectives
Transit Oriented Development Policy has been developed on following key Policy
Objectives that apply to Transit Station and Corridor Areas:
1. Ensure Transit supportive uses
Ensuring land uses around Transit Stations and Corridors such that they support
ridership by generating high levels of transit use and provide a mixed-use activity node
for the local community and city-wide transportation network benefits. This provides
the local community with increased services, employment, and housing options within
their community area.
2. Densification and Mixed income development around Transit
Stations and Corridors
Densification will promote; high frequency rapid transit service and also provide a base
for a variety of housing, employment, local services and amenities that support a
vibrant Station and Corridor area community.
Mixed income development will include; diverse types of housing units for people with
various income levels. It should also include a range of affordable housing options for
lower income residents and incorporate diverse commercial developments
complementing various income levels.
 Transit Oriented Development Policy (DRAFT) 7

3. Ensure connectivity and manage vehicular traffic and parking

Ensure connectivity through comprehensive transportation network planning in the
city with special focus on Mass Transit Corridors. Accommodate transit services and
private motorized vehicle circulation and parking needs, while creating a comfortable
pedestrian environment with proper integration of various mode transfer options.
4. Create Pedestrian and NMV-oriented design
Create convenient, comfortable, pedestrian and Non Motorized Vehicles (NMV) linkages
to and from all Transit Stations/Corridors in order to support a walk-able Transit
Station/Corridor Area and promote the use of transit.
5. Make each Transit Station/Corridor Area“a Place”
Each Transit Station/Corridor Area shall be developed as a unique environment,
transforming a functional transit node into a community gateway and a vibrant mixed-
use hub of activities. Create safe, usable shared public spaces through design and
make existing parks accessible.
6. Plan in context with local communities
Through consultation with local communities, TOD shall provide a wide range of
supporting benefits for local communities, including increased uses and services, a
variety of housing, increased transportation options, increased community amenities
and a more walk-able environment.
7. Promote use of Public Transport and reduction in Private vehicles
Promoting the use of public transport by developing high density zones in the TOD Area
and Transition Area as applicable, which would increase the share of transit and walk
trips made by the residents/ workers to meet the daily needs and also result in
reduction in private vehicle ownership, traffic and associated parking demand,
pollution and congestion in the TOD Area and Transition Area as applicable.
8. Densification of Road Network
Establish a dense road network within the development area for safe and easy
movement and connectivity of NMV and pedestrians between various uses as well as to
transit stations.
9. Developing safe society
Ensure development of safe society with special attention to safety of women, children,
senior citizen and differently abled by making necessary amendments to the building
bye laws such as abolishing provisions of boundary walls, provisions of active frontage
on the road, public use of marginal open space in the form of walkable streets etc.
10. Controlling urban sprawl
Prevent urban sprawl by accommodating the growing population in a compact area
with access to the transit corridor, which would also consolidate investments and bring
down the infrastructure cost for development
11. Eco friendly and livable city
Reduce carbon footprints by shifting towards environment friendly travel options for
the line haul as well as for access and egress trips and by provisions of open spaces,
play grounds and green belts.
4.3 Benefits
TOD shall provide the following benefits to Cities:
i. 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.
 Transit Oriented Development Policy (DRAFT) 8

ii. 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 Mass Transit Station– 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.
iii. Housing For All - Increase the supply of housing stock for all kind of Income
group including range of affordable housing and commercial space in the city
which would bring down prices and make living and working in cities more
affordable.
iv. Market Participates in Better City - Open up development opportunity to the
private sector to bring in investment into the city’s 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.
v. 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.
vi. Cheaper Public Transport - Provide a significant source of non-fare box
revenue for a public transport fund, which may help reduce ticket prices and
increase provision of public transport facilities.
vii. 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.
viii. 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.
ix. Multi-disciplinary Integrated Approach - Provide a shift to a more holistic
paradigm of planning where all sectors– mobility, planning policy, urban design,
infrastructure and economics work together in unified manner– to deliver
integrated development.
Benefits to Transit Agencies:
x. Increased ridership due to larger population living/working within walking
distance.
xi. Value Capture of increased land values for long term cross-subsidy &
maintenance of public transportation.
Benefits to Land, Road & Service Owning Agencies:
xii. Potentially increased revenue from land due to increased development with
lesser public money investment.
xiii. 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.
xiv. Increased feasibility for sustainable decentralized physical infrastructure.
xv. Increased and more efficient use shared social infrastructure facilities.
 Transit Oriented Development Policy (DRAFT) 9

5 Transit Oriented Development (TOD) Areas and

Transition Area
5.1 Definitions
5.1.1 TOD Area
Mass Transit Station: - All the existing and proposed Mass Transit Stations in the
Mass Rapid Transit System (MRTS) Corridor/Network which has been approved by
competent authority for development and operations. (referred to as "Transit Station")
Mass Transit Corridor: - All the existing and proposed public transport routes like
Metro Rail/Light Rail/Mono Rail Corridor/Network and Bus Rapid Transit (BRT) or
High capacity Public Transport* Corridor/Routes/Network, which has been approved
by competent authority for development and operations. (referred to as "Transit
Corridor")
Illustration of Transit Station/Corridor Areas (TOD Areas)

TOD Area (Transit Station/Corridor Area): - Area within the 500m wide belt (5-10
Minute Walk) on both sides of centre line of Metro Rail/Light Rail/Mono Rail, Mass
Transit Corridor and Area within a 300m wide belt on both sides of centre line of High
capacity Public Transport*, Mass Transit Corridor or centre line of it's Right of Way
(ROW). Such width of the belt on both sides from the centre line of Metro Rail/Light
Rail/Mono Rail, High capacity Public Transport and Mass Transit Corridor may be
increased or decreased by GoMP.
Note: *To be able to consider High capacity Public Transport Corridor/Route/Network as
Mass Transit Corridor in the purview of TOD Areas such High capacity Public Transport
Corridor/Route/Network shall be designed with a carrying capacity of more than 5000
passengers per hour per direction.
 Transit Oriented Development Policy (DRAFT) 10

5.1.2 Transition Area

Transition Area : - Area within the1000 meter wide belt on both sides of centre line of
Metro Rail/Light Rail/Mono Rail Corridor/Network and Bus Rapid Transit (BRT) or
High capacity Public Transport* Corridor/Routes/Network which has been approved by
the competent authority for future transportation/TOD based planning. Such
Transition Area may be increased or decreased by GoMP based on the requirements of
projects.
5.2 Demarcation of TOD Areas/Transition Areas
The demarcation of TOD/Transition Areas and zones pertaining to these areas will be
done in the TOD Area Zonal Plans under the provisions of the DPs prepared for any
specific Transit Station/Corridor Area (TOD Area). Such TOD Area Zonal Plans shall be
prepared by Mass Transit Agency. Madhya Pradesh Metro Rail Co Limited
(MPMRCL)/Mass Transit Agency may seek support of Municipal Corporation/Councils
and technical support from urban planning and development experts in the
preparation of TOD Area Zonal Plans, Layout/TD scheme and identification and
implementation of projects.
The actual demarcation of the TOD/Transition Areas and zones pertaining to these
areas may be done on area within/beyond the TOD/Transition Areas defined in the
Clause 5.1, where the land outside the specified distance share specific Transit
Station/Corridor Area characteristics and is not physically separated from the Transit
Station/Corridor Area or may have direct pedestrian connectivity in the designated
time as per Clause 5.1, and could accommodate transit-supportive land uses or as per
requirement and sustainability of TOD, Zonal Plan and planned development in the
city. Similarly such actual demarcation of TOD Areas may exclude existing stable
residential communities or other use zones around Transit Stations/Corridors, which
don’t share specific Transit Station/Corridor Area characteristics and are separated by
physical barriers that prevent pedestrian access to a Transit Station/Corridor in the
designated time as per Clause 5.1.
6 Approach to Realize the Policy Objective
One of the purposes of this document is to set out strategies to realize policy objectives
for Transit Oriented Development.
These Strategies reflect the GoMP’s strategic policy, with specific reference to
development around Transit Stations and Corridors.
6.1 Transit-supportive Uses
1. Transit- supportive uses
Transit-supportive land/building uses encourage transit use and increased
transportation network efficiency. The pattern of land/building use around transit
stations and corridors shall be characterized by:
• Higher Employment Densities and/or Residential Densities
• Promoting Travel Time other than Peak Periods
• Attracting reverse-flow travel on Roads and Transit Stations
• Encouraging extended hours of Activity, throughout the day and week
• Attracting Pedestrian Users and Generates Pedestrian Traffic
2. Mix of Uses
A TOD Area shall allow for a mix of residential, commercial, employment, public semi-
public, supporting retail, entertainment and service uses. The mix of uses shall be
vertically and/or horizontally; that is, the mix of uses shall be found within a particular
building, or incorporated in multiple buildings throughout the TOD Area. This provides
 Transit Oriented Development Policy (DRAFT) 11

a variety of uses within a compact, walk-able TOD Area and creates a synergy between
the varying types of development.
3. Limit non-transit supportive uses
As the focus of TOD is on the transit rider and pedestrians, it is important that private
motorized vehicle oriented development does not overwhelm the TOD Area. Non-transit
supportive land/building uses are those which are oriented primarily to the private
motorized vehicles and not the pedestrian or transit user. These types of uses
• generate high levels of private motorized vehicle activity
• Creates area oriented towards private motorized vehicle use
• consume a large amount of land through low-density urban form
• require extensive surface parking areas
• Create negative impacts for pedestrians such as isolation from building
frontages, long and tedious walks, and numerous vehicle crossings on
footpaths, and/or typically does not attract extended hours of activity.
Non-transit supportive uses shall not be located in the immediate vicinity of Transit
Stations/Corridors, where there is high pedestrian activity and bus traffic. These uses
shall be considered to be located outside the TOD Area or towards the edge of a TOD
area where higher intensity uses may not be feasible, or shall be considered as part of a
larger comprehensive transit-supportive development.
6.2 Densification and Mixed Income Development around Transit
Stations/Corridors
1. Densification
a. Optimize Density around Each Transit Stations/Corridors
• Density shall be increased in and around Transit Stations/Corridors,
considering the surrounding context and particular Transit Station/Corridor
type. High density shall be placed in locations with the best access to transit
and the local public systems.
• Locate the highest density uses and building forms (e.g. apartments, office
towers etc.) as close as possible to the Transit Stations/Corridors.
b. Minimize the Impacts of Density
• The highest densities in a TOD Area shall occur on sites immediately adjacent
to the Transit Station/Corridor. In addition, minimum density norms may be
established on parcels adjacent to the Transit Stations/Corridors to ensure that
the desired intensity of development is achieved.
• Create transition between higher and lower intensity development by stepping
down building heights and densities with distance from the Transit
Stations/Corridors.
• Use transit facilities, public spaces and roadways as organizing elements for
placement of density, height and shadow.
• Create proper edge treatments such as compatible building scale, parking
location, and landscaping between new developments and existing communities
to ensure integration and minimize impacts of development.
2. Mixed income development
Mixed income development shall include diverse types of housing units for people with
various income levels. It shall also include a range of affordable housing options for
lower income residents. It will also incorporate diverse commercial developments
complementing various income levels. The mixed income developments have a positive
impact on the density of the development due to -
 Transit Oriented Development Policy (DRAFT) 12

• Lower income and economically weaker section housing have smaller dwelling
units sizes.
• Informal sector and other such commercial establishments have high
employment density. Mixed income development will be inclusive and high
density development which will have positive impact on ridership along the
Transit Corridors.
6.3 Ensure connectivity and Manage Vehicular Traffic & Parking
Comprehensive transportation network planning shall be done in the DPs and Zonal
Plans to ensure connectivity in urban areas. TOD area proposals shall accommodate
transit services, private motorized vehicle circulation and parking needs, while creating
a comfortable pedestrian environment.
1. Connectivity
The transportation proposals under the DPs and Zonal Plans shall be prepared/revised
as below: -
• Create dense networks of streets and paths for all modes of transport.
• Disperse high traffic volumes over multiple parallel streets rather than
concentrating traffic on fewer major arterial roads.
• Create fine networks of streets that provide choice of routes, for all modes of
transport, while reducing distances between places.
The development proposals/Layout Plan/TD Scheme etc. in the TOD Area shall provide
shortest direct route for pedestrians and NMV modes up to Transit Stations/Corridors
as well as between individual buildings/complexes.
2. Multi-modal integration
Public transport operations planning shall be carried out to ensure multi-modal
integration. Some of the key considerations in such planning are: -
• Provide fast and convenient interchange options for various modes of transport
with a priority to public transport including intermediate public transport,
pedestrians and NMV.
• Mass transportation options such as Metro/Light/Mono Rail, BRT, High
capacity Public Transport services and other modes of Public Transport shall be
integrated with each other as well as with pedestrian and NMV networks, so
that time spent in mode transfers is reduced.
• Multi-modal integration shall minimize travel time and cost for majority of
commuters along with provision of safe, affordable and multiple transit mode
options in developed areas as well as along growth corridors. Such mode
choices for last-mile connectivity shall be provided based on various prices and
comfort levels.
• Major transit interchanges shall be planned as Multi-modal Transit Hubs
integrating various modes of transport, while providing seamless interchange
between all modes.
• Multi-modal integration shall not be just the physical integration but also
involve other integration elements relevant to public transport such as fare,
communication, passenger information etc.
The development proposals/Layout Plan/TD Scheme etc. in the TOD Area shall: -
• Prioritize pedestrians, public transport, NMV modes over private motorized
modes in design, management and planning of public spaces.
• Integrated public systems are essentially to ensure a fully integrated TOD area.
Elements of the public systems shall include primary and secondary pedestrian
 Transit Oriented Development Policy (DRAFT) 13

routes, bicycle routes, road ROWs, pedestrian/cycle overpasses and

underpasses, public open spaces, public toilets, transit stations and bus stops.
3. Parking
a. Reduced parking requirements
TOD, through the transit-supportive uses, increased density and pedestrian oriented
designs provides sustainable mobility options, increasing transit ridership and
reducing private motorized vehicle trips. As TOD has potential for decreased vehicle
ownership, so reduction of parking requirements should be strongly considered in TOD
Areas. Rationalization of parking norms shall be done for TOD Areas considering
following Strategies.
• Appropriately limiting and differential pricing of private motorized vehicle
parking to discourage private motorized vehicle use in the TOD Areas.
• Public parking supply (be it on-street or off street) as well as ECS requirements
for private motorized vehicles shall be restricted in immediate vicinity of transit
stations/corridors and such parking provision shall be based on
location/distance from transit stations/corridors.
• Higher and Differential parking prices in TOD Area shall be considered as part
of a parking management strategy. The prices shall vary as per following order:-
o On-Street (within ROW) - Highest
o Off-Street at Grade
o Off-Street Multi Level - Lowest
Similarly the parking charges shall increase with proximity to the Transit
Station/Corridor.
• Parking for transit buses, IPT modes and NMV shall be prioritized to be on-
street and/or at-grade in the immediate vicinity of Transit Station/Corridor.
• Mandatory share of parking for NMV, transit buses, IPT modes and 2-wheelers
shall be part of ECS requirements for any development in the TOD Areas.
• On-street parking shall be limited to be short term and highly priced in the TOD
Areas.
• Off street public parking shall be discouraged in the immediate vicinity of the
transit stations/corridors, it shall be restricted to the edge of the TOD Areas.
• Park and ride facilities for private motorized vehicles may only be provided in
the transit station premises, whereas such facility for NMV may be provided on-
street or off-street within the TOD Areas as well as within transit station
premises.
• Park and ride facilities should be encouraged in the Terminal Stations and
Multi-modal Transit Hubs.
• All the parking supplies (be it on-street, off-street or on-site) shall be shared
parking spaces in the TOD Areas. Such supplies may be developed by the public
agencies or private developers/land owners/traders associations etc.
b. Parking placement and parking form complementing the pedestrian nature
of the TOD area
Parking spaces shall be designed appropriately in order to maintain pedestrian comfort
in the TOD Area.
• Public off-street parking spaces and on-site parking spaces should be accessed
from lowest hierarchy road abutting any development in the TOD Areas, without
impacting existing communities or the pedestrian environment of the area.
Direct and convenient pedestrian connections shall lead from these parking
 Transit Oriented Development Policy (DRAFT) 14

areas to primary destinations such as the transit station, major office areas,
high-density residential, etc.
• On-site, at grade parking in the TOD Area should be discouraged and if
provided shall be located on the rear side of the building and shall not face
main ROW. On-site, multi-level parking access ramps should not be provided
directly on main ROW.
• All parking spaces shall be designed and located to minimize the number of
vehicle crossings over primary pedestrian routes. At such crossings all
driveways/vehicular entries shall be raised to finished footpath and cycle track
level.
• All the surface parking shall be broken into smaller cells through landscaping
and walkways and shall accommodate safe, direct pedestrian traffic through the
provision of landscaped walkways to and from, as well as through the site.
• Use of public open spaces, parks, footpaths, cycle tracks and other spaces in
the road ROW as parking (unless designated as on-street parking) shall be
strictly prohibited in the TOD Areas.
4. Encourage employer based transportation demand management
(TDM)strategies
Employer based TDM strategies may assist in reducing private motorized vehicle use,
enhancing transit ridership as well as reducing the need for parking in the TOD Areas.
Such strategies are
• Encouraging local shuttle service for employment centers or shopping centers to
connect to Transit Stations and Major Interchanges.
• Facilitating community car-sharing and car-pooling by providing preferential
parking spots for car-share/car-pool vehicles
• Promoting TDM initiatives such as flex-time hours, tele work, bike/walk to work
programs, etc.
• Work with employers (such as government offices, private offices, business
groups etc) to encourage transit ridership programs among employees by
providing them with universal transit passes/subsidized fares valid on all mode
of transit as part of remuneration package.
6.4 Pedestrian and NMV-Oriented Design
Pedestrian and Non Motorized Vehicle (NMV) friendly environment is most essential
and fundamental requirements of TOD. To materialize high investments in the public
transport system pedestrian and NMV access to the public transport shall be given
high priority.
1. Pedestrian & NMV connectivity
• Direct connectivity for pedestrians and NMV up to the Transit Station/Corridor
shall be ensured in every development proposals in the TOD Areas.
• TOD Areas, development proposals shall incorporate identification of primary
and secondary pedestrian routes.
o Primary Pedestrian Routes – These routes run directly between the
Transit Station Platforms/Transit Corridor Bus Stops and major
pedestrian destinations in the TOD Area. Primary routes would include
wider sidewalks and Station/Corridor access foot over bridges/under
passes, Skywalks etc.
o Secondary Pedestrian Routes – These routes do not provide a direct
link to the Transit Station/Corridor but feed into the primary routes.
 Transit Oriented Development Policy (DRAFT) 15

These routes would include standard sidewalks and private

accesses/links to/between individual buildings.
• The Pedestrian connectivity shall be ensured with all the elements of the public
system mentioned in the Clause 6.3 (2) above, which will create pedestrian
comfort within the TOD Area.
2. Pedestrian and NMV-oriented design
Significant number of trips in our cities such as education, local shopping, leisure trips
within neighbourhoods and local job centers are short trips, less than 3 Kms. Good
walking and cycling environment encourages users to walk and use bicycles longer to
have access to public transport and cater for short trips. Use of cycling and walking for
such trips, reduces overall cost of travel and also reduces dependency on motorized
transport.
• A convenient, comfortable and safe pedestrian or NMV route shall have the
following qualities like short, continuous, barrier-free, easily navigable and
designed for local climate.
• Primary pedestrian routes shall incorporate climate and weather protection
elements. These elements can include covered waiting areas, building
projections and colonnades, covered walkways or over passes/under passes up
to Transit Station/Bus Stops, use of landscaping etc. These design elements will
make waiting and getting to and from Transit Station/Bus Stops more
comfortable.
• NMV routes and bicycle routes shall be located close to, but physically
separated from a Transit Station/Corridor vehicle drop-off zones or bus stops to
avoid potential conflicts with cyclists and transit passengers. This will allow for
through traffic by cyclists and NMV route users, with local linkages connecting
directly to the transit station, NMV parking and bicycle parking.
• TOD Area, development proposals shall provide adequate amenities for
pedestrians, cyclist, NMT and public transport users
• Buildings shall be grouped together to allow for easy pedestrian access between
buildings at grade or above at intermediate floor level and to frame the
pedestrian spaces, for easily walkable routes.
• Buildings along these routes shall be oriented to the street and shall have
minimal road side marginal open space (MOS), direct building entrances
oriented and connected from the sidewalk. In case of arcade no road side MOS
shall be provisioned.
• All the road and street infrastructure proposals and designs shall be
mandatorily approved by MPMRCL/Mass Transit Agency under the provisions
of DPs, even if the implementing agency is government agency.
3. Safety and Security
• TOD Area, development proposals shall create street level activities, like
hawking zones, ground floor retail etc. to encourage walkability, increase street
level activity and provide safety.
• The ground floor of building in the TOD Areas shall contain uses that are
appealing to pedestrians, such as retail, personal service, restaurants, outdoor
cafes, and residences.
• All the developments in the TOD Areas shall discourage boundary walls to
create eyes on the street.
 Transit Oriented Development Policy (DRAFT) 16

6.5 Make each Transit Station/Corridor Area a “Place”

Each Transit Station/Corridor area shall be developed as a unique environment,
transforming a utilitarian transit node into a community gateway and a vibrant mixed-
use hub of activities.
1. Activities & Uses
a. Encourage “Round the Clock Activity”
• The development proposals in the TOD Area shall create a safe, vibrant,
comfortable urban “place”, by encouraging round-the clock active streets and
incidental places to relax.
• All streets, public open spaces, parks, parking and other elements of public
system as per Clause 6.3 (2) above in the TOD Area shall be universally
accessible with special focus on needs of differently-abled citizens.
b. Create “Eyes on the Street”
• The development proposals in the TOD Area shall create “eyes on the street” by
removing boundary walls or compounds and building to the edge of the street
ROW and by having uniform building line. This would discourage misbehavior,
shady corners, urinating in public places, etc.
• Mixed use without boundary walls, built-to-edge buildings with minimum/no
road side marginal open space (MOS) and non-opaque fences along with other
informal on-street activities like hawker’s zone in the TOD Area, shall help
provide natural surveillance of public spaces.
• Arcades and colonnades along such built-to-edge mixed use buildings should be
encouraged
c. Creative Use of Public Open Space
• Public open space shall be developed to complement TOD Area development.
This would emphasize the Station/Corridor as a public place, while providing a
comfortable and interesting waiting/drop-off area, and giving the community a
gathering place.
• The development proposals in the TOD Area shall create climate-sensitive
streets and public open spaces through adequate street tree planting, building
edge treatments to facilitate shading of public realm, orientation of open spaces,
etc.
2. Emphasize Important Buildings
• Public or high profile buildings (i.e. stations, large commercial, prominent
residential buildings) shall be visible landmarks within the TOD Area. These
buildings shall have distinctive design features (facade, rooflines etc) that can
be easily identified.
3. Design & Aesthetics
a. Street and Block Layout
• While designing the TOD Area development proposals, new streets and
walkways shall be incorporated into the existing local road pattern.
• All the streets in the TOD Areas shall have sidewalks on both sides of the road
that can accommodate high-volume pedestrian activity and their layout shall be
oriented towards the Transit Station/Corridor.
• Wherever possible, street and building configuration shall be designed to create
vistas, or to terminate views with a landmark feature, building, or public space.
 Transit Oriented Development Policy (DRAFT) 17

b. Building Design Details

Buildings in the TOD Area shall be designed to ensure that pedestrian comfort is of
prime importance.
• Doorways and windows shall be oriented towards the street in order provide
ease of entrance, visual interest and increased security through informal
viewing.
• Variety of architectural features shall be used on the lower storey of a building
in TOD Areas in order to provide visual interest to the pedestrian.
• Buildings higher than 4-5 storey shall step back higher floors in order to
maintain a human scale along the sidewalk and reduce shadow impacts on the
public street.
6.6 Plan in Context with Local Communities
1. Community participation
Local communities can provide valuable local knowledge on services and amenities
needed by the community, housing forms, key pedestrian destinations, current
pedestrian habits, parking management etc.
• It is essential to consult with local communities early in the planning process
(be it DPs, Zonal Plans or Public Agency/Private Developer initiated TOD
Layouts Planning) to ensure a common understanding of important community
issues related to a particular site or area.
• Local land owners and communities should participate in TOD Area plan
planning process.
2. Needs of the community
• New development in TOD Areas should provide services and amenities needed
by local communities. These could include new housing forms to support
community demographics, employment options, convenience retail and personal
services, public gathering spaces, etc
• Any development in the TOD Area shall complement the existing development
and help to enhance the local character while creating a walkable and vibrant
TOD Area.
7 Key Action Areas
7.1 Land
The Planning, Development and Regulatory Agencies shall devise efficient land
acquisition models such land sharing, land pooling, land amalgamation, plot
reconstitution and other alternatives for provision of housing, employment and other
urban services in TOD Areas.
The Planning, Development and Regulatory Agencies shall earmark a certain portion of
land at affordable rates for housing for EWS/LIG based on the TOD Rules and
Regulations.
Considering land as a scarce resource there is need for regulating use of urban land in
TOD Areas up to optimum levels; penalizing under utilization and incentivizing
optimum utilization within a specific time period.
The TOD Areas shall be notified as TDR Receiving Areas and Influence Areas in the
purview of TDR Rules and Regulations. Separate TDR regulations shall be formulated
by competent authorities and TDR policy should have relevant provisions
 Transit Oriented Development Policy (DRAFT) 18

7.2 Finance
The TOD Layouts on government land shall be prepared so as to mobilize finances for
strengthening/extension of transit services and capital expenses thereof by way of
using land as a resource. The financial model for such projects shall ensure delivery
mechanism for public infrastructure, public transport facilities as well as affordable
housing in such projects.
The TOD areas shall encourage unlocking land value and attract private investments in
infrastructure development and service delivery through land value capture finance
mechanisms including but not limited to FAR benefits, land value tax, fees for changing
land use, Betterment levy, Development charges (Impact fees), Transfer of Development
Rights (TDRs), Vacant Land Tax, Tax Increment Financing, Land Acquisition and
Development , Land Pooling System or any other possible benefit that the regulatory
authorities can give.
Income generated through aforesaid financing mechanism shall be accrued to the
Dedicated Urban Transport Fund (DUTF). These revenue streams shall be identified
based on the benefits enjoyed by a piece of land lying within the TOD Area.
7.3 Infrastructure
The urban service delivery agencies such as Municipal Corporation/Municipalities/
Municipal Council or Mass Transit Agency etc. shall ensure:-
• Strengthening of trunk infrastructure in brown field TOD Areas so as to effect
desired mixed use and density levels.
• Integrated infrastructure and services system Plans for green field TOD Areas
indicating space requirements for all urban services based on desired mixed use
and density levels.
• The infrastructure provisions in the TOD Area development proposals shall as
far as possible ensure decentralized infrastructure, so that impact on existing
Trunk Infrastructure is minimized as well as long term sustainability and
resource efficiency is achieved.
Such strengthening of trunk infrastructure proposals and integrated infrastructure and
services system plans shall be prepared and implemented based on the DP proposals
and TOD Area Zonal Plans.
• The TOD Rules and Regulations shall ensure
• Sustainable water, energy, waste water, storm water and solid waste
management and communication systems in the development proposal in/along
Transit Station/Corridor areas.
• Rain water harvesting, to be integrated with the landscape and public open
space strategy.
8 Role & Responsibilities of various Agencies
1. Department of Urban Development and Housing
• Formulation of TOD Policy
• Amendments in Madhya Pradesh Nagar Tatha Gram Nivesh Adhiniyam 1973
and rules there under.
• Amendments in Madhya Pradesh Bhumi Vikas Niyam 2012.
• Prepare/revise various Development Plans incorporating separate chapter for
TOD, enabling provisions and amendments for implementation of TOD, zoning
regulations, development controls and subdivision/amalgamation regulations
for various uses/activities, building bylaws for various uses/activities and
design guidelines for TOD Areas.
 Transit Oriented Development Policy (DRAFT) 19

2. Directorate of Town and Country Planning

• Amendments in various sections of Madhya Pradesh Nagar Tatha Gram Nivesh
Adhiniyam 1973 and Development Plans/Rules there under, in consultation
with MPMRCL /Mass Transit Agency.
• Prepare/revise various Development Plans incorporating separate chapter for
TOD, enabling provisions and amendments for implementation of TOD, Transit
Oriented Development zoning regulations, development controls and subdivision
regulations for various uses/activities, building bylaws for various
uses/activities and design guidelines for TOD Areas in coordination with
MPMRCL/Mass Transit Agency.
• Promote, Control and Regulate the Developments in the TOD Areas in
coordination with MPMRCL/Mass Transit Agency.
3. Development Authorities, Housing and Infrastructure Development
Board, MPMRCL, Mass Transit Agency and other Para-statal
Agencies
• Preparation and implementation of TOD Area Zonal Plans, TOD Layout Plan/TD
Schemes/TP Schemes/Redevelopment Schemes etc. in TOD Areas in sole
capacity or in partnership with land owners/developers as applicable.
• Preparation and implementation of proposals for strengthening of trunk
infrastructure and integrated infrastructure and services systems plan for
infrastructure components in TOD Areas based on the TOD Area Zonal Plan as
per their respective jurisdiction
4. Municipal Corporation/Municipality/Municipal Council
• Preparation/revision of Zonal Plan by incorporating TOD Areas and subsequent
zoning regulations.
• Preparation and Implementation of TOD Area Zonal Plans for TOD Areas
through Mass Transit Agency.
• Promote, Control and Regulate the building construction activities in the TOD
Areas.
• Preparation and implementation of proposals for strengthening of trunk
infrastructure and integrated infrastructure and services systems plan for
infrastructure components in TOD Areas based on the TOD Area Zonal Plan.
5. Madhya Pradesh Metro Rail Co Limited (MPMRCL)/Mass Transit
Agency (Metro Rail/Light Rail/Mono Rail/BRT/High capacity public
transport services)
• Preparation and implementation of TOD area zonal plan with the assistance of
Municipal Corporation/Municipality.
• Approval of layout plan in TOD area.
• Planning, enforcement and regulating urban transport including public
transport (Metro Rail/Light Rail/Mono Rail/BRT/High capacity public transport
services), IPT, parking, pedestrian & non-motorized transport facilities and
private motor vehicles.
• Promote, Control and regulate the building construction activities in the TOD
Areas.
• Preparation and implementation of integrated Multi-modal Public Transport
operations service plan.
• Ensuring and managing Multi-modal integration of PT Services through
integrated service planning.
 Transit Oriented Development Policy (DRAFT) 20

• Regulate roads, street and building construction/development in TOD Areas

and ensure that Codes applicable for Urban Roads and Building are being
complied during such construction/development.
• Preparation and implementation of TD scheme/TP scheme and approval of
layouts prepared under aforesaid schemes in TOD Areas in sole capacity or in
partnership with landowners/developers.
• Administration and management of Dedicated Urban Transport Fund (DUTF).