Things To Know About Delhi's Transit-Oriented Development Policy  

Things To Know About Delhi's Transit-Oriented Development Policy  

Things To Know About Delhi's Transit-Oriented Development Policy   

Chapter 19 of the Delhi Master Plan 2012, which deals with the Transit-Oriented Development (TOP) policy, begins on a candid note. The document starts off by admitting that despite a successful Delhi Metro network and a Bus Rapid Transit (BRT) system, the national capital has not been able to tackle its growing traffic woes.

“The current lack of connectivity (in particular to Metro stations), abundant subsidised parking options, as well as a lack of safety for walkers, cyclists and women in the city, has resulted in public transportation being relegated to second or even last choice of travel”, points out the Master Plan.

An “exceptional growth in private vehicle ownership” has made the matters worse and it is “imperative” for Delhi to adopt a TOD policy, and by way of that provide its citizens the twin benefits of better housing and better transportation, while cutting down the city's carbon footprint, says the Plan.

The Central Urban Development Authority, with an aim to solve the "growing problems of pollution, congestion and shortage of housing stock for the poor and middle-class in Delhi", approved this policy in 2015.

What is TOD policy?

To achieve its target, the TOD, according to the government, would promote “low-carbon, high-density, compact, mixed land-use and sustainable development by minimising travel time for citizens, promoting use of public transport”. Through TOD, the government also plans to create “more homogeneous neighbourhoods, having work places near residences, creating public amenities within walking distances and providing safe environment through redevelopment along MRTS (Mass-Rapid Transport System) corridors”.

It was recently reported that the Aam Aadmi Party government in Delhi criticised the Delhi Development Authority (DDA) for modifying the TOD norms. According to media reports, the Delhi government is of the view that the modifications made in the clause defining the use of public and semi-public plots is pro-real estate developers. Later, the DDA clarified that the tweaks in the policy, in fact, strengthened the government's arm, and not developers'.

While the debate on the policy and its various provisions goes on, we look at the five key features of the Delhi TOD policy:

  • For developing areas along the MRTS -- 500 metres of area on both sides, to be known as influential zones -- a floor area ratio (FAR) of 4 will be allowed. (FAR is the ratio of the floor area in a building to the area of the plot on which it stands.) However, the TOD norms will not be applicable to areas such as the Lutyens' Bungalow Zone (LBZ), the Civil Lines Bungalow Area, the monument-regulated zone, the zone around the Yamuna and the low-density residential area. In a nutshell, the policy will cover about 20 per cent of the national capital's total area.
  • Projects within the influential zone will have to use at least 30 per cent of the FAR for residential use and 20 per cent for commercial and industrial use. The remaining FAR will be used as per the zonal plans of a particular area. Under the residential FAR, all the units will be built in 65 sq mt or less, and half of these should be units ranging between 32 and 40 sq mt. On top of that, an additional FAR of 15 per cent has to be used to build for the economically weaker sections of the society. Through these measures, the government will be able to achieve its goal of Housing for All by 2022 mission. It is to be noted that the MRTS agencies are exempted from following the residential FAR rules. 
  • To provide housing for all sections of the society, projects along the influential zones would provide a variety of options and promote community living by offering shared spaces and amenities.  
  • To promote a healthy living, the policy directs 20 per cent of the area under a project to be developed as a green space that will be enjoyed by everyone; while 10 per cent of this could be for exclusive use. A developer constructing a green building on a plot of 5,000 sq mt and above will be allowed an additional FAR. 
  • Development of car-sale showrooms, automobile repair & servicing shops, banquet halls, LPG godowns, electric substation, bus depot, cremation ground, standalone multi-level parking without on-site mixed use and open ground parking will not be permitted.
Last Updated: Mon Jul 25 2016

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