The central government has formally notified the Transit-Oriented Development (TOD) policy for Delhi, signalling a significant shift towards transforming the capital’s urban landscape. This policy aims to optimise land use and promote sustainable development around public transport infrastructure.
Information was available with The Chenab Times indicating the notification was issued by the Ministry of Housing and Urban Affairs. The policy amends the Master Plan for Delhi-2021 and establishes a detailed framework for compact, mixed-use developments within a 500-metre radius of Metro corridors, railway stations, Regional Rapid Transit System (RRTS) stations, and High Speed Rail (HSR) terminals across the city.
The long-awaited policy is expected to benefit urban planners, real estate developers, and housing advocates by leveraging the expanding public transport network. The core objective is to reduce reliance on private vehicles and foster walkable, self-sufficient neighbourhoods that integrate living, working, and commercial activities around transit hubs, drawing inspiration from global urban planning models in cities like Tokyo and Singapore.
A TOD Zone is defined as a 500-metre wide corridor along the centreline of existing and planned metro routes. It also encompasses a 500-metre radius around regional and interstate mass transit stations, including RRTS, railway stations, and high-speed rail terminals. For a plot to be eligible, it must fall fully or at least 50 per cent within this zone and possess a minimum area of 2,000 square metres. Participation in the TOD scheme is voluntary.
A pivotal aspect of the policy is the generous Floor Area Ratio (FAR) permitted, which significantly exceeds conventional Delhi norms. A base FAR of 400 will be allowed upon payment of TOD charges, which are yet to be notified. The maximum permissible FAR is capped at 500. FAR beyond 400 will be accessible only after paying additional FAR charges to the Delhi Development Authority (DDA), designated as the nodal agency for implementing the policy. A minimum FAR utilisation of 400 is mandated, preventing developers from underutilising the density potential of TOD plots.
The policy stipulates a specific mix of land uses within each TOD plot. At least 65 per cent of the total permissible FAR must be allocated for residential dwelling units measuring less than 100 square metres of built-up area, including guest houses and studio apartments. This provision is designed to stimulate affordable and mid-segment housing options in proximity to transit points. A minimum of 10 per cent of FAR is required for neighbourhood commercial establishments, social facilities, and amenities. The remaining 25 per cent can be flexibly used for larger residential units, office spaces, guest houses, or studio apartments.
Eligibility for TOD plots also requires access from a road with a minimum right-of-way of 18 metres. In instances where such a road is not currently present, TOD schemes may still be considered if a proposed continuous 18-metre road connects the plot to an existing road of that width. In such cases, the land required for road widening will be demarcated outside the TOD scheme area, and developers who surrender land for this purpose will receive FAR benefits.
Regarding physical development constraints, the maximum ground coverage on a TOD plot is restricted to 40 per cent. For plots ranging from 2,000 to 10,000 square metres, front setbacks of 9 metres and rear and side setbacks of 6 metres each are prescribed. Larger plots exceeding 10,000 square metres will require front setbacks of 15 metres and rear and side setbacks of 12 metres each. A minimum of 10 per cent of the amalgamated plot area must be developed as green space, with a permissible variation of up to 2 per cent at the discretion of the TOD Committee. The policy mandates one equivalent car space per 100 square metres of FAR area. For mixed-use schemes on plots larger than 1 hectare, at least 30 per cent of all parking facilities must be designated for public use.
A significant procedural reform introduced by the policy is a strict 60-day timeline for approvals. A dedicated TOD fund is to be established, and an online portal will be created for managing policy-related processes. A high-powered TOD Committee, chaired by the Vice-Chairman of the DDA, will be constituted to review and approve TOD proposals before they are sanctioned through the Municipal Corporation of Delhi’s (MCD) Online Building Plan Sanction Portal (OBPS). If the authority fails to communicate approval or rejection within 60 days of receiving a proposal via OBPS, the project will be considered automatically approved, aiming to streamline bureaucratic processes.
Certain areas have been excluded from the policy’s applicability. These include zones designated for environmental protection, Zone ‘O’ and its buffer areas, villages within the Green Belt, Monument Prohibited Areas and Heritage Buildings, the Civil Lines Bungalow Area, Lutyens Bungalow Zone, and cantonment or defence areas.
The financial mechanism for the policy involves TOD charges. Developers seeking to build under TOD rules near metro stations must pay Rs 10,000 per square metre of construction. This charge is comprehensive, covering fees for building plans, water, and sewer approvals, which were previously paid separately. For a medium-sized building project, this can amount to substantial costs. If a builder opts for higher FAR, additional charges based on circle rates will apply. Both the base Rs 10,000 charge and the extra FAR charges will be deposited into the dedicated TOD fund.
Key provisions of the notification include approval for FAR up to 500 near Metro and RRTS stations, amendments to the Master Plan for Delhi-2021, and the deemed approval clause for projects that do not receive a response within 60 days.
The Chenab Times News Desk