**7. Implementing TOD in India: issues and directions**

The existing institutional framework in Indian cities is not adequate to tackle the issues associated with planning, financing and implementing TOD. The starting point for successfully implementing TOD in India is to devise an appropriate institutional framework along with clarity in financing mechanisms. Considering the investment and planning efforts demanded by TOD, an effective, extensive and robust institutional framework needs to be put in place. This framework is required at all three levels of governance: centre, state and local. The design, implementation of TOD and enforcement of urban transport pricing and regulatory measures require special attention. Proper co-ordination must be ensured between the several agencies involved at the different levels in order to prevent potential conflicts and delays.

The draft National Transit Oriented Development Policy paper takes into account the above internationally recognized principles and implementation guidelines for TOD. Keeping in view the international best practices and national debate and discussion on TOD as an instrument of sustainable and planned urban development, **Box 2** provides some broad directions for executing TOD in cities and towns of India.

TOD focuses on compact, mixed use development around transit corridors - metro rail, BRTS etc. International best practices have demonstrated that though transit system facilitates transit-oriented development, improving accessibility and creating walkable communities is equally important. Thus, to achieve the goals of TOD, the planning and development principles mentioned earlier in the study need to be adopted. The principles should also be supported by TOD-support policy tools such as right size infrastructure, technology integration, station area planning, land value capture, safety and security, universal accessibility etc. The following key aspects need to be considered for translating TOD principles and policies into practice in India:


1.1 Influence Zone:

Influence zone of any transit corridor or station is the area in its immediate surrounding. It is intended to be developed into a compact, high density structure with mixed land use to cater to the residents' basic needs. It is generally up to a radius of nearly 500–1000 mt of the transit station.

1.2 High Density Compact Development: TOD calls for the densification of the influence zone. This can be done by providing higher Floor Area Ratio (FAR)/ Floor Space Index (FSI) and higher job and population density in the influence areas.To ensure sustainable and financially viable development, the minimum FAR should be 300– 500 percent, and can be higher, depending on the city size.

1.3 Mixed Use Development:

Mixed land use in the TOD zone reduces the need to travel for work, shopping, leisure, education etc. The basic necessities of the residents can be provided within walking distance.

1.4 Mandatory and Inclusive Housing:

The cities should have minimum percentage (30 percent or higher) of allowed FAR for affordable housing in all development/ redevelopment in the influence zones. Housing in the influence zones should have a mix of all economic groups/ sections. The development control regulation should cater housing for EWS as well as LIG and MIG to give an opportunity to the people who depend on public transport for daily commuting to live in walkable neighborhoods.

1.5 Multimodal Integration:

An integrated multimodal network is required for availing various facilities in the influence zone. Seamless physical connectivity, integrated information system and fare integration can provide easy first and last mile connectivity.


Buildings should face the streets so as to define them better. Buildings should be oriented towards facing the pedestrian facilities. Public spaces should be developed to improvesocial interaction and strengthen community bonds and participation.

1.8 Managed Parking:

Use of private vehicles can be discouraged by reducing availability of parking spaces in influence zones and making it expensive. On-street parking should be prohibited within 100 mt of the transit station, except for freight delivery and pick-up or drop-off of the differently abled.

2. Value Capture Financing (VCF) for TOD:

The investment in the transit system as well as increase in FAR and provision for mixed use development would result in increase in value of land within the influence zone. Land Value Capture can be used as a mechanism to finance the required upgradation of infrastructure and amenities within the influence zone and expansion of the public transport system.

3. Statutory Framework:

TOD policy should be notified as part of the Master Plan/ Development Plan of the city whose vision should be resonated by all the stakeholders, especially those involved in infrastructure development and preparation of development plans. The policy document should clearly outline the importance of the high capacity transit network in the city's development.

4. Coordination and Implementation:

Successful implementation of TOD requires the various agencies involved in planning, design and financing to work in coordination with each other. UMTAs need to be operationalized and strengthened.

5. Communication and Outreach:

It is important to create awareness about TOD so as to increase its use. Multiple agencies including both private and public stakeholders must have a collective approach for successful implementation of TOD.

*Source:* National Transit Oriented Development Policy [22].

#### **Box 2.** *Implementing TOD in India.*

**Table 13** presents a summary of steps to convert the concepts of TOD to micro level implementation and undertake rapid transit station area and transit corridor development in India:

*Smart Growth and Transit Oriented Development: Financing and Execution Challenges in India DOI: http://dx.doi.org/10.5772/intechopen.95034*


**Table 13.**

*Summary of steps to execute TOD: station area and corridor development.*
