The Union urban development ministry has formulated a policy framework for transit oriented development, which promotes living in proximity to mass urban transit corridors such as metros, monorail and bus rapid transit corridors. The Centre is also holding a workshop on February 28 to brief the states and Union Territories on the 'National Transit Oriented Development Policy'.
This new urban design & planning in the form of TOD is being incentivised by the ministry under two more initiatives -Metro Policy and Green Urban Mobility Scheme -which will be discussed with states and UTs for taking them on board.
TOD has been mandatory under the new Metro Policy, while it has been made an essential reform under the Green Urban Mobility Scheme, and is put on priority for receiving central assistance. Though the Centre had notified the TOD policy in early 2015, there was no clarity on the process for various sanctions management of open spaces, parking space, water requirement, etc.
States and UTs are required to incorporate TOD in the master & development plans of cities besides identifying `influence zones' from transit corridors for tapping revenue streams. Though all states are drafting their own TOD policy, the new policy framework by the urban development ministry is expected to provide basic guidelines for finalising it. Development, or redevelopment, in a TOD zone will be incentivised by providing significantly higher floor area ratio, which will enable vertical construction that is required to address shortage of land availability. TOD also promotes integration of land use planning with transportation and infrastructure development to avoid long distance travel in cities through compact development.
The policy will be financed by channelising a part of rise in property values resulting from investments in transit corridors through betterment levies & financing tools.
This new urban design & planning in the form of TOD is being incentivised by the ministry under two more initiatives -Metro Policy and Green Urban Mobility Scheme -which will be discussed with states and UTs for taking them on board.
TOD has been mandatory under the new Metro Policy, while it has been made an essential reform under the Green Urban Mobility Scheme, and is put on priority for receiving central assistance. Though the Centre had notified the TOD policy in early 2015, there was no clarity on the process for various sanctions management of open spaces, parking space, water requirement, etc.
States and UTs are required to incorporate TOD in the master & development plans of cities besides identifying `influence zones' from transit corridors for tapping revenue streams. Though all states are drafting their own TOD policy, the new policy framework by the urban development ministry is expected to provide basic guidelines for finalising it. Development, or redevelopment, in a TOD zone will be incentivised by providing significantly higher floor area ratio, which will enable vertical construction that is required to address shortage of land availability. TOD also promotes integration of land use planning with transportation and infrastructure development to avoid long distance travel in cities through compact development.
The policy will be financed by channelising a part of rise in property values resulting from investments in transit corridors through betterment levies & financing tools.
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