C.-Smarter TOD PDF

A SMART(ER)
TOD
Learnings from MoUD's
TOD Guidance Document
and Smart City Plans
National Institute of Urban Affairs

{2} A SMART(ER) TOD
A SMART(ER) TOD {3}
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A SMART(ER)
TOD
Learnings from MoUD's
TOD Guidance Document
and Smart City Plans

Acknowledgements
Prof. Jagan Shah
(Director NIUA)
Research, Compilation and Analysis

Rewa Marathe
Siddharth Pandit
Suzana Jacob
Neha Awasthi
Raman Kumar Singh
Sabina Suri
Divya Jindal
Anand Iyer
Technical Partners: RICS India

D. T. V. Raghu Rama Swamy
Ashish Gupta
Dr. Anil Sawhney
Sunil Agarwal
Expert Advisors
Akshima Ghate (The Energy & Resource Institute)
Arun Rewal (Arun Rewal Associates)
Banashree Banerjee (Institute of Housing & Urban Development Studies)
Dr. Divya Sharma (Oxford Policy Management)
Mriganka Saxena (Habitat Tectonics Architecture & Urbanism)
Graphic Design
Deep Pahwa
Kavita Rawat
Copy Editor
Razia Grover
Foreword
The Smart City Mission has directed the attention of the urban sector in India to the need and benefits of following an integrated approach
to the formulation of city development strategies and the preparation of purposeful projects which can be implemented with efficiency.
The Mission has also made us highly conscious of the interrelationships between planning, governance, finance and capacity; the fact that
all these aspects must be addressed while envisaging a project or a development strategy. The outcomes that are expected from such an
integrated and holistic approach are an improved quality of life, better quality of assets and enhanced efficiency and sustainability.
One of the fundamental principles of smart cities is the integration between land use and transportation. Urban historians will remind us
that this integration is at the heart of city planning. Even a cursory glance at the oldest cities, which we admire for their streets and public
places as much as their buildings, reveals the inherent bond between the spaces for movement and the spaces for rest. However, this bond
became weak during the late 20th century because of proliferating modes of personal transportation and rampant unplanned urbanisation,
which skewed the balance between density of population and land use and provision of basic services. The ‘smart’ city is one that aims to
restore the balance and to reclaim the public purpose of cities, which is expected to result in improved economic and social performance.
Over the last several months, NIUA was engaged in a research project on Transit Oriented Development in Indian Smart Cities. As a part of
this project, NIUA published ‘Transit Oriented Development for Indian Smart Cities — A Global Review of Transportation-Land-Use Integration’
in September 2016. This publication established five constructs-Urban Density, Urban Diversity, Urban Design, Housing and Mobility — as
the core themes in a TOD. This publication was followed up by interactions with over 10 Indian smart cities through national, international
workshops and an international immersion visit. NIUA is now pleased to published the final set of deliverables in this project. It includes
three Guidance Documents with the purpose of helping Indian smart cities in the process of implementing TOD. The three Guidance
Documents are:
• A Smart(er) TOD — Learnings from MoUD’s TOD Guidance Document and Smart City Plans is a study of TODs in 21 Smart Cities
with respect to the Ministry of Urban Developments’ TOD Guidance document.
• Game Changers in Transit Oriented Development discuss two important tools in operationalising TOD- Value Capture Financing for
financial sustainability and Form-Based Codes for community-driven urban design.
• Assessing TOD — A List of Indicators compiles indicators of TOD within the five constructs established in Transit Oriented Development
for Indian Smart Cities — A Global Review of Transportation-Land-Use Integration.
These publications illustrate the opportunity, role and scope of TOD in Indian Smart Cities.
We are thankful to the group of expert advisers — Arun Rewal, Banashree Banerjee, Dr. Divya Sharma, Mriganka Saxena, and Akshima Ghate
— who have shared their wisdom and experience with the NIUA team and our technical partners from RICS India, D.T.V. Raghu Ramaswamy,
Ashish Gupta, Dr. Anil Sawhney and Sunil Agarwal. The project has been made possible through the generous funding provided by the
Prosperity Fund of the Foreign & Commonwealth Office of the United Kingdom and the support and encouragement provided by Ms. Natalie
Toms, Mr. Sushil Rana and the team at the UK High Commission.
Prof. Jagan Shah
Director, NIUA
A SMART(ER) TOD {3}

List of Abbreviations
ABD: Area Based Development GSIDCL: Goa State Infrastructure Development Corporation Ltd.
AMRUT: Atal Mission for Rejuvenation and Urban Transformation HDMC: Hubli-Dharwad Municipal Corporation
ASSOCHAM: Associated Chambers of Commerce and Industry of HEC: Heavy Engineering Corporation Ltd
India HIG: High Income Group
BBSR: Bhubaneswar ICLEI-Local Governments for Sustainability — South Asia:
BPTSL: Bhubaneswar Public Transport Service Limited International Council for Local Environmental Initiatives
BIT: Birla Institute of Technology ICT: Information Communication Technology
BRT: Bus Rapid Transport IIM: Indian Institute of Management
BSUP: Basic Services for Urban Poor IPSCDL: Imagine Panaji Smart City Development Limited
CBD: Central Business District IPT: Intermediate Para Transit
CCP: Corporation of City of Panaji ITDP: Institute for Transportation Development Policy
CCTV: Close Circuit Tele-vision ITMS: Intelligent Transport Management System
CDP: City Development Plan IUT: Institute of Urban Transport
CNTA: Chota Nagpur Tenancy Act JICA: Japan International Cooperation Agency
CRZ: Coastal Regulation Zone JnNURM: Jawaharlal Nehru National Urban Renewal Mission
CSR: Corporate Social Responsibility JSUDP: Jharkhand Sustainable Urban Development Project
CTTP: City Traffic & Transportation Plan KIADB: Karnataka Industrial Areas Development Board
DCR: Development Control Regulation KRDCL: Karnataka Road Development Corporation Limited
DMA: Directorate of Municipal Administration KTC: Kadamba Transport Corporation
DPC: District Planning Committee KUIDFC: Karnataka Urban Infrastructure Development and Finance
DUTF: Dedicated Urban Transport Fund. Corporation
EDC: Economic Development Corporation Ltd LIG: Lower Income Group
EWS: Economically Weaker Section LRT: Light Rail Transport
FAR: Floor Area Ratio MIG: Medium Income Group
FSI: Floor Space Index MNRE: Ministry of New & Renewable Energy
FCO: Foreign & Commonwealth Office MoUD: Ministry of Urban Development
FMCG: Fast Moving Consumer Goods MRTS: Mass Rapid Transit System
GHAG: Goa Heritage Action Group NABARD: National Bank for Agriculture and Rural Development
GLDBCR: Goa Land Development & Building Construction Regulations NIFFT: National Institute of Foundry and Forge Technology
GoI: Government of India NIUA: National Institute of Urban Development
GoJ: Government of Jharkhand NKDA: New Town Kolkata Development Authority
GoG: Government of Goa NMT: Non Motorised Transport
GoMP: Government of Madhya Pradesh NWKRTC: North West Karnataka Road Transport Corporation
GoK: Government of Karnataka ODP: Outline Development Plan
GRP: Goa Regional Plan PBS: Public Bike Share
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PHPDT: Peak Hour Peak District Traffic SCP: Smart City Plans
PMAY: Pradhaan Mantri Awas Yojana SPV: Special Purpose Vehicle
PPH: Persons Per Hectare TERI: The Energy and Resources Institute
RAY: Rajiv Awas Yojna TOD: Transit Oriented Development
RCDP: Revised City Development Plan TOZ: Transit Oriented Zone
RIADA: Ranchi Industrial Area Development Authority UIDF: Ujjain Infrastructure development Fund
ROW: Right of Way ULB: Urban Local Bodies
RMC: Ranchi Municipal Corporation UMTA: Urban Metropolitan Transportation Authority
RRDA: Ranchi Regional Development Authority XISS: Xavier Institute of Social Service
SBM: Swachh Bharat Mission
A SMART(ER) TOD {5}

Contents
TOD AND INDIAN SMART CITIES............................................................................................... 8
Introduction
Smart City Mission Guidelines, TOD Guidance Document & the Global Review Document
Analysing the Smart City Plans
PART I: OVERVIEW ANALYSIS OF 17 SMART CITIES......................................................14

Gwalior..................................................................................................................................................................................................................................... 16
Bhubaneswar....................................................................................................................................................................................................................... 18
Bhopal.....................................................................................................................................................................................................................................20
Ajmer........................................................................................................................................................................................................................................ 22
Thane........................................................................................................................................................................................................................................ 24
Jabalpur................................................................................................................................................................................................................................. 26
Guwahati............................................................................................................................................................................................................................... 28
Chandigarh........................................................................................................................................................................................................................... 30
Chennai...................................................................................................................................................................................................................................32
Amritsar...................................................................................................................................................................................................................................34
Kochi........................................................................................................................................................................................................................................ 36
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Nagpur.................................................................................................................................................................................................................................... 38
Indore.......................................................................................................................................................................................................................................40
Agra........................................................................................................................................................................................................................................... 42
Faridabad.............................................................................................................................................................................................................................. 44
New Town Kolkata........................................................................................................................................................................................................... 46
Ahmedabad......................................................................................................................................................................................................................... 48
PART II: AN IN-DEPTH ANALYSIS OF SMART CITY PLANS...................................... 50

Ranchi..................................................................................................................................................................................................................................... 52
Panaji....................................................................................................................................................................................................................................... 66
Hubli-Dharwad..................................................................................................................................................................................................................80
Ujjain........................................................................................................................................................................................................................................90
Annexure I...........................................................................................................................................................................................................................100
Annexure II...........................................................................................................................................................................................................................112
Endnotes................................................................................................................................................................................................................................113
A SMART(ER) TOD {7}

TOD AND INDIAN
SMART CITIES
INTRODUCTION the preparation of Smart City Plans (SCP) by the participating
Rapid economic development in globalised India has led to an cities.
immense pressure on the urban infrastructure of the country. With • The Guidance Document presents a technical approach to
an ever growing population, the country needs to manage its growth planning and implementing TOD according to the needs of
through sustainable practices of land use and transportation. Transit each city; whereas the Guidelines for the Smart Cities Mission
Oriented Development (TOD) is a globally recognised approach recommends a broader city level strategic approach, where TOD
for achieving sustainability through land-use-transportation is one of the possible solutions. This limits the use of MoUD's
integration. It can be used effectively to create high density, Guidance Document in assessing the SCPs.
compact neighbourhoods supported by public transit, to reduce • The Guidance Document recommends identification of scale and
the dependence on private vehicles and the resulting pollution and site of a TOD based on the availability of resources and enabling
congestion. The Ministry of Urban Development's (MoUD) National environment. Site selection and selection of TOD as an approach
Smart City Mission presents a timely opportunity and support for in the Smart City Mission depends on the availability of suitable
many cities to adopt this approach. MoUD's document, the Smart land and expert opinion and citizen engagement.
City Mission Guidelines, recommends the use of a TOD as a means
of addressing some pressing issues of housing, mobility and In order to use MoUD's Guidance Document in the assessment of
infrastructure that Indian cities are struggling with. MoUD has also the SCPs, it is important to first identify where the TOD planning
published a Guidance Document for planning and implementing a and implementation process recommended under each of these two
TOD in an Indian city. Its purpose is to assist various government approaches aligns. This publication attempts to do so and presents
organisations, public authorities and development professionals in a method for assessing individual TOD projects that have been
India, in the process of integrating sustainable transport planning incorporated in SCPs. There are four parts to this process:
principles in diverse urban contexts. The document is also meant to
be used to evaluate the implementation of projects under the Smart 1. Understanding the TOD planning and implementation process
City Mission. However, it is important to note that there are several under the Smart City Mission Guidelines and the TOD Guidance
limitations to this due to the reasons listed below: Document.
2. Identifying and listing of projects proposed in the SCPs for TOD
• MoUD's Guidance Document for TOD was published about one implementation.
year after the publication of Smart City Mission Guidelines and 3. Analysis of the projects from SCPs using the recommendations in
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the TOD Guidance Document, based on the association identified MoUD's TOD Guidance Document
in 1. The approach recommended by MoUD's TOD Guidance Document
4. Illustrating use of the TOD Guidance Document to assess the is structured in the form of five Steps:
SCPs.
I. Assess: Examine a city’s preparedness for undertaking TOD
This publication is part of an ongoing research on TOD initiatives including defining the scale and scope of the planning
at NIUA with the support of Prosperity Fund, Foreign & area and identifying stakeholders for undertaking TOD projects.
Commonwealth Office, Government of UK. As part of the study, II. Enable: Create an enabling environment for creating successful
NIUA has previously published "Transit Oriented Development TODs prior to embarking on detailed TOD planning initiatives.
in Indian Cities — a Global Review of Transportation-Land- III. Plan + Design: Use planning principles and design components
Use Integration". The study organises the discussion on TOD to formulate TOD plans at various scales of intervention (city,
around five constructs of Density, Diversity, Design, Housing corridor, station area, and site).
and Mobility. It also recommends strategies for Indian Smart IV. Invest: Use financing tools to achieve the TOD planning policies,
Cities to adopt in the implementation of their TOD projects. projects and initiatives identified in the previous steps.
V. Implement: Implement TOD plans using institutional framework
and supportive public policies.
The next section explains the association between the Smart City
Mission Guidelines, MoUD's TOD Guidance Document and the Global Each Step is divided into Tasks. Each of these Tasks has a Purpose,
Review Document on Transportation-Land-Use Integration. a Sub-Task and Outcome. Some of the Sub-Tasks also include some
Tools. This structure is illustrated in the image below.
SMART CITY MISSION GUIDELINES, STRUCTURE OF MOUD'S TOD GUIDANCE DOCUMENT

TOD GUIDANCE DOCUMENT AND THE
GLOBAL REVIEW DOCUMENT
Smart City Mission Guidelines
The purpose of the National Smart City Mission is to drive economic

growth and improve the quality of life of people in Indian cities
by enabling local area development and harnessing technology,
especially technology that leads to "smart" outcomes. It proposes to
do so through projects implemented in the form of:
• Pan City Initiatives that are city level interventions, focusing on

smart solutions and technology.
• Area Based Development (ABD) projects for a specific site in
the city, which include interventions that focus on developing/
retrofitting/redeveloping the site. Area Based Development
presents an opportunity for the city to test some of its projects Step III: Plan + Design also lists 12 Guiding Principles and 9
before they can be replicated across the city. Supportive Principles.
A SMART(ER) TOD {9}

These Principles are as follows: environment to meet or exceed accessibility guidelines and
standards.
Guiding Principles: 3. High Quality Transit System: Encourage high-quality transit
system design including station/stop architecture and provide
1. Multi-modal Integration: Ensure efficient movement and provide a minimum level of customer amenity to enhance customer
seamless connectivity between local, regional, and rapid transit comfort, safety, and information.
services. 4. Land Value Capture: Use development based Land Value Capture
2. First and Last Mile Connectivity: Strengthen first and last mile as a financing mechanism for upgrading infrastructure along
connections. TOD corridors and station areas.
3. Interconnected Street Network: Develop an interconnected 5. Preserve and Create Open Spaces: Preserve open areas such as
network of streets and blocks. amenity spaces, green spaces, playgrounds, parks and natural
4. Complete Streets: Create a network of complete streets which areas as an integral component of TODs at all scales.
are designed to accommodate maximum pedestrian rather than 6. Green Building and Infrastructure: Prioritise and implement
vehicular movement. proven and innovative sustainable building, energy, water,
5. NMT Network: Create comfortable and attractive pedestrian landscape and waste management practices.
linkages to and from all transit stations in order to support a 7. Right Size Infrastructure: Gauge the carrying capacities of
walkable station area and promote the use of transit. existing infrastructure and accordingly propose increased
6. Traffic Calming: Reduce both vehicle speed and volume on densities in station areas or upgrade infrastructure as part of the
roadways. TOD project.
7. Mixed Land Uses: Allow mix of uses and activities. 8. Technology Integration: Integrate innovative technologies
8. Optimised Densities: Develop areas to optimum densities for within TOD plans from the beginning; this will provide an edge
sustainable infrastructure service delivery. for transit service to compete with automobiles. Smart parking
9. Street Oriented Buildings: Orient buildings towards pedestrian management, fare integration, information integration are a few
movement and streets with active uses located along the sidewalk. of the key project components.
10. Managed Parking: Organise and prioritise parking based on 9. Safety and Security: Incorporate design principles that optimise
distance from the TOD station area or corridor to disincentivise natural surveillance and enhance safety by creating safe refuge
use of private vehicles. points for women and persons with disabilities by introducing 24
11. Informal Sector Integration: Integrate spaces for street vendors x 7 CCTV surveillance and panic button.
into the urban fabric.
12. Housing Diversity: Increase the formal supply of housing stock The Guidance Document also enumerates Components and
along transit corridors and station facilities with increased Indicators under the 12 Guiding Principles. The Components are
options for different income groups in the city. further broken up into Sub-Components. These Sub-Components
can be used in the identification of appropriate projects for the city
Supportive Principles: and for the preparation of a Detailed Project Report (DPR) when the
Smart City Plan has already been selected.
1. Engage Private Sector: Foster private sector participation in
the TOD planning and implementation process, including
financing infrastructure upgrades related to real estate
development.
2. Barrier Free Environment: Build and retrofit the pedestrian
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Transit Oriented Development in Indian Strategies proposed in the Global Review align with the Components.
Smart Cities — a Global Review of Transportation-Land- This relationship is illustrated in the diagram below.
Use Integration
MAPPING TOD GUIDANCE DOCUMENT, GLOBAL REVIEW AND SCP
The document on transportation-land-use Integration provides a
theoretical framework for assessing Transit Oriented Development
in an Indian Smart City, based on learning from global best practices.
It follows the idea of integrating the concept of 3 Ds — Density,
Diversity and Design, with Housing and Mobility to create five
constructs of a TOD. The document further recommends Principles,
Strategies and Interventions under each Construct.
The projects proposed in the Smart City Mission align directly with
the Sub-Components listed in the TOD Guidance Document, and the
TOD PRINCIPLES
The Guidance Document derives the Principles, Components and

Sub-Components from a study of global best practice examples
of TOD design and planning fundamentals, contextualised for
application in Indian cities. They are also meant to be revised through
further research and implementation experiences. Following the
recommendation, this publication suggests some additional Sub-
Components in Annexure II based on inputs from expert advisors
and national & international best practices
ANALYSING THE SMART CITY PLANS

The extent to which TOD is addressed in an SCP varies across the
cities, but it can be broadly categorised into two types: cities that
specifically recognise TOD as a strategy, and cities that illustrate
land-use-transportation integration. So far, the MoUD has selected 60
cities in the Smart Cities Mission (Light House, Fast Track and Round
2). Among these, 41 have identified TOD or land-use-transportation
integration as an approach. The table on the next page shows the
classification of these 41 cities. This publication looks at some of the
cities from categories highlighted in table. These cities were chosen
Source: MoUD Guidance Document based on the projects proposed in their SCPs.
A SMART(ER) TOD {11}

EXPECTED OUTCOME OF THIS PUBLICATION
1. It will facilitate an understanding of the variety of ways in which TOD can be used by a city to enhance the quality of life for
citizens, such as redirecting growth within the city, and addressing the question of affordable housing.
2. It will help to identify the Constructs (Design, Density, Diversity, Housing and Mobility) that have been addressed by each city and
the Constructs whose adoption can be strengthened.
3. It will help to identify the Components that a city can add to improve its TOD.
4. It will provide an opportunity for cities to learn from each other based on the similarity of their project and progress in
implementation of various projects within the different constructs of a TOD.
5. It will provide an understanding of the level of detail required for preparation of the DPR for each city.
6. List of additional Sub-Components based on the results of the analysis, global best case examples, and the inputs from expert
advisors.
The next section explains the method of analysing the Smart City Plans on the basis of the relationship between the various documents
discussed earlier.
CITIES STUDIED in the city beyond the SCP in terms of the TOD Principles.
Category Cities that Cities that

recognise TOD as a illustrate land- 8. Identification of specific recommendations based on the
strategy use-transportation assessment thus far, combining the learning from the mapping
integration exercise with the MoUD Guidance Document and study of the
Light House Cities 8 4 city's policies and documents.
Fast Track Cities 4 4
Round 2 Cities 12 9 The purpose of this publication is to support the following cities:
Total 24 17
• Those which have proposed TOD/land-use-transportation
integration in the Light House, Fast Track or Round 2: to
Steps in the analysis of the SCPs are as follows: support the preparation of their Detailed Project Report (DPR)
for proposed projects in their Smart City Plans. For example, if a
1. Study of ABD in the SCP. city has proposed a project for building Non Motorised Transport
2. Identification of the Components and Sub-Components (from the (NMT) infrastructure within the TOD, this study will help identify
MoUD Guidance Document) which are proposed in the SCP and the various interventions that should be a part of the project
have a specific budgetary allocation. beyond the creation of segregated cycle tracks, such as designing
3. Identification of proposed projects on the ABD map of the city. intersections and reducing the spacing streets or size of block
4. Identification of any additional projects/policies contributing to reduce trip lengths. Inclusion of such details in the DPR will
towards implementation of the TOD. increase chance of success and improve in the quality of life for
5. Identification of the Principles addressed in the city. the cittns.
6. Contextualisation with respect to Master Plan, Development Plan, • Those which have not proposed TOD in the Light House, Fast
CMP and/or any other relevant documents in the city. Track or Round 2: it is observed that cities have without TOD still
7. Contextualisation of the projects proposed or being implemented have a significant number of their projects are geared towards

enhancement of transportation and housing. The results of this Four cities are presented at a greater level of detail, contextualising
study will provide them with an overview of interventions that the projects proposed by the city in its SCP against MoUD's
should be a part of such projects. Guidance Document and the city's overall vision for growth.
• Those which are participating in the next round: to support Specific Smart City Plans were chosen to represent a variety of
the preparation of their Smart City Proposals and selection of opportunities and gaps that an Indian Smart City might face in its
projects if they identify TOD as a relevant strategy. implementation of a TOD. The following chosen cities illustrate
land-use-transportation integration at different scales, through
The results of this analysis is presented in three parts: different modes of transportation and in different urban and
economic set-ups:
1. Part I: Overview analysis of 17 Smart Cities (following steps
1
1. Ranchi
from 1 to 5) 2. Panaji
These 17 cities were chosen for two reasons: 3. Hubli-Dharwad
• City's SCP and Master Plan or Development Plan articulate 4. Ujjain
a clear vision for using TOD to address a specific issue. Refer to Expected Outcome: 1,2,3,4 &5
• City's SCP includes projects (with budget line items
identified in its financial plan) for realising TOD on the 3. Part III: Annexure
ground, or it illustrates a clear integration of transportation • Annexure I: List of TOD related projects from the 21
and land-use. cities studied, classified by the 12 Guiding Principles. This
Refer to Expected Outcome 1, 2 & 3 includes the 17 cities from Part I, and 4 cities from Part II.
• Annexure II: List of additional Sub-Components for the
2. Part II: In-depth analysis of Smart City Plans (following steps MoUD's TOD Guidance Document.
from 1 to 8) Refer to Expected Outcome 6

Part I
OVERVIEW ANALYSIS
OF 17 SMART CITIES
This overview analysis of 17 Smart Cities focuses on the role of • The cities vary in size from 100 sq.km (Chandigarh) to 400 sq.km
TOD in these cities. Based on an analysis of each city's Master Plan/ (Ahmedabad).
Development Plan and Smart City Plan, this section discusses how • The total investment in ABD varies from ` 876 crore (Nagpur) to
TOD helps improve quality of life for citizens in each of these city. ` 5654 crore (Chandigarh).
The cities studied in this section are: Gwalior, Bhubaneswar, Bhopal, • The total area under ABD varies from 1.4 sq.km (Bhopal) to 6.92
Ajmer, Thane, Jabalpur, Guwahati, Chandigarh, Chennai, Amritsar, sq.km (Kochi).
Kochi, Nagpur, Indore, Agra, Faridabad, New Town Kolkata, • Percentage of area under ABD with respect to the area of the city
Ahmedabad. varies from 0.5% (Bhopal) to 6% (Kochi).
• Jabalpur, Agra and Ajmer have proposed adoption of TOD
principles, but they don't identify public transit corridors or
OVERVIEW stops within the ABD.
The 17 cities vary in scale, size and modes of transportation. Based • The variety of issues TOD addresses are:
on their availability, a review of the Master Plan, Development Plan, • Re-directing growth for densification within the core
Comprehensive Mobility Plan and other relevant documents along city area; reducing sprawl and improving quality of life;
with the Smart City Plan for each city is presented in this section. preserving cultural or natural heritage (Gwalior, Bhopal,
Bhubaneswar, Guwahati, Chennai, Amritsar).
Key observations from the analysis are: • Improving access to public transit for low income households
through strategic location of slum rehabilitation, affordable
• All the 17 cities have minimal bus based public transit. housing, and last mile connectivity infrastructure (Thane,
• 6 cities have BRT, 8 cities have an additional metro system under Chandigarh, Nagpur, Indore, Agra, Faridabad, Ahmedabad).
development, 2 cities have an upcoming LRT corridor, and 2 • Ensuring sustainable infrastructure service delivery (New
cities have a commuter rail. 1 city also has water-based public Town Kolkata).
transit. • Managing the city's built and open spaces for efficient land
• 16 cities have proposed a retrofit or Greenfield development. The utilisation (Ajmer, Jabalpur, Kochi).
only city that has proposed Greenfield is New Town Kolkata.

Projects proposed by each city were mapped to the 12 Guiding Each coloured box indicates the presence of a project(s) or an
Principles recommended by MoUD's Guidance Document. The intervention(s) under the respective guiding principle for the city. It
results of this exercise are illustrated below. should be noted that the information shared in this table is depends
on the availability of various documents for each city.
PRINCIPLES ADDRESSED BY CITIES
Optimised Densities
First and Last Mile
Housing Diversity
Managed Parking
Complete Streets
Mixed Land Uses
Traffic Calming`
Informal Sector
Street Oriented
Interconnected
Street Network
NMT Networks
Multi–modal
Connectivity
Integration
Integration
Buildings
Cities
Agra
Ahmedabad
Ajmer
Amritsar
Bhopal
Bhubaneswar
Chandigarh
Chennai
Faridabad
Guwahati
Gwalior
Hubli-Dharwad
Indore
Jabalpur
Kochi
Nagpur
New Town Kolkata
Panaji
Ranchi
Thane
Ujjain
Refer to Annexure I for an extended version

GWALIOR
and the local carpet manufacturing
CITY POPULATION ABD POPULATION industry (>1000 units)
10,54,420 1,02,883 • 45% of commute in the city is by foot and
20% by bicycle; remainder of the trips are
CITY AREA ABD AREA
by two-wheeler and car.
173.68 sq.km 3.24 sq.km
• FAR will be increased from 1.5 to 3 and sold
SLUM POPULATION IN THE CITY ABD BUDGET to developers at premium cost.
29.38% ` 1916.3 crore • The TOD proposed in the ABD is a clear
response to the pressure on the city's
AVERAGE HOUSEHOLD SIZE IN THE CITY PAN CITY BUDGET
infrastructure. It will create a new corridor
5 ` 334.3 crore
that is the focus of growth adjacent
1 sq.km = 100 hectare = 247.1 acre to the Bada, re-densifying wards with
lower density within the ABD. It will also
• Gwalior has proposed a 1.65 km BRT accommodate the slum dwellers already
corridor-based TOD in an inner city area residing in the area proposed for the ABD.
in its ABD. The ABD includes one of the • Employment generators/anchor institutions
city's two CBDs — Maharaj Bada. Existing — Bada, Amkho Bus Stand, Gwalior Habitat
characteristics of the area proposed under and Trade Centre, Jay Arogya Hospital,
the ABD are: High Court and MLB College — all are at
• High density but poor infrastructure a distance of 1 km or less from the BRT
(0.77% of city's land for 8.9% of city's corridor.
population) • There is a current shortage of 25,000
• Hub of public transit corridors in the housing units in the city (43% of the
city (bus and IPT) population lives in slums and 2% of the
• Slums on the banks of the housing stock is dilapidated). The proposed
Subarnarekha River, which passes ABD will accommodate a total of 10,194
through the ABD (15% of city's slum housing units within 1 km of the TOD
population living on 5% of the ABD's corridor. These units will include:
area) • 1493 affordable housing units
• Home to historical markets, shops • 709 affordable housing units in

DENSITY IN ABD
Gwalior Trade and Habitat Centre
• 3686 PMAY units
• Additional night shelters, women's hostels, care homes for
orphans, elders and physically challenged people
• The proposed TOD gives high importance to social inclusion
through provision of diverse housing options, universal access in
all public spaces (including sidewalks), and last mile connectivity
to provide access for affordable housing units to public transit.
• It proposes a vertical mix of use in the high density development
proposed along the BRT corridor. This will create round-the-clock
Source: Gwalior SCP
activity in the area, making it safer through natural surveillance.
AREA BASED DEVELOPMENT
Source: Gwalior SCP

BHUBANESWAR
Station Multi-Modal Hub and Satya Nagar
CITY POPULATION ABD POPULATION Institutional Core.
8,40,834 46,000 • Janpath Road (60 m wide) will be developed
as a BRT Corridor. It stretches for 4.8
CITY AREA ABD AREA
135 sq.km 3.98 sq.km km along the length of the ABD and it
is approximately 1 km from all the new
SLUM POPULATION IN CITY ABD BUDGET development proposed in the ABD.
36% ` 4095 crore • The area proposed for ABD currently
has low-rise development with a grid-
AVERAGE HOUSEHOLD SIZE IN THE CITY PAN CITY BUDGET
4.1 ` 442 crore iron pattern, where block sizes are about
100‒200 m.
AVERAGE TRIP LENGTH IN THE CITY • For Bhubaneswar, the purpose of the
5.55 km TOD is to contain sprawl in the city, while
organising parking, street vendors, road
PER CAPITA OPEN SPACE IN THE CITY
5 sq.m per person space and recreational open spaces.
1 sq.km = 100 hectare = 247.1 acre • City aims to densify growth centres
along priority transit corridors through
redevelopment projects which ensure:
• Bhubaneswar has proposed a CBD — TOD in • Promoting use of regulatory tools
its ABD, around the Bhubaneswar Railway such as TDR, density bonusing and
Station. The ABD is flanked by railway land pooling
tracks to the east and by Janpath (priority • Mandatory provisions for minimum
transit corridor) to the west. Bhubaneswar's 30% mix of uses in new developments
Railway Station is also proposed for under TOD regulation
redevelopment by the Indian Railways as • TOD Station Area Access Plans and
part of its programme to upgrade 400 A regulations to promote differential
and A1 stations across the country. densities based on plot sizes, road
• New mixed-use development proposed widths and infrastructure capacities
under the ABD include Janpath Government • Energy efficiency in at least 80%
Housing Redevelopment Project, Railway buildings (in redevelopment and

ROAD DIET
MODE SHARE
Bicycle
Public Transit 17%
11%
Two Wheelers
33%
Other
IPT
39%
12%
Walk Cars
21% 6%
Source: SCP
Greenfield) 5. Enhancement of the quality of public transit (bus):

• 6000 EWS housing units, with 1200 HIG and MIG units for • Integrated City Operations and Management Centre will
cross subsidisation provide integrated real-time tracking and management of
• 16.4 lakh sq.ft office space and 19.8 lakh sq.ft retail space the bus system, parking, inter-departmental coordination
• 2 homeless shelters and 2 working hostels • City-wide Automatic Vehicle Locater (AVL) platform
• Urban Regeneration through the BBSR Streets project will for tracking of BPTSL buses
transform 80 km of streets. • Depot and asset maintenance management
• Janpath — People’s Smart Path: • Crew and bus scheduling
• Street Vendors Improvement project (with dedicated space • Mobile application based journey planner
and quality improvement training for street vendors) • Passenger information systems on-board and at bus
• Parking management through no parking zones and shelters
variable pricing for on-and- off street parking 6. Improvement to last mile connectivity with enhancement of NMT
• BBSR Cycle Highway will transform the unused right-of-way infrastructure, Public Bike Share, Electric Cycle Rickshaw:
along the railway tracks into a dedicated, continuous cycle trail • Street diets, mid-block crossings, trees, street furniture,
connecting BTCD to Lake Neutral and Greenway trail. active retail frontage, multi-use vending zones
Source: Bhubaneswar SCP A SMART(ER) TOD {19}

BHOPAL
unsustainable, increasing vehicle
ownership and congestion.
CITY POPULATION ABD POPULATION
• The SCP proposes exclusion of all motor
23,71,061 45,630
vehicles from the site and limits access only
CITY AREA ABD AREA to pedestrians and bicycles. The site plan
450 sq.km 1.4 sq.km retains some major existing buildings such
as JP Hospital and Red Cross Society, which
SLUM POPULATION IN CITY ABD BUDGET
will act as anchor institute for the area.
35% ` 2565.2 crore
• The SCP supports mixed-use within the
AVERAGE HOUSEHOLD SIZE IN THE CITY PAN CITY BUDGET buildings, encouraging round-the-clock
4.54 ` 875.7 crore activities and ensuring safety through
natural surveillance.
AVERAGE TRIP TIME
• Currently the city has no affordable housing
21 minutes
and 35% of its population lives in slums.
1 sq.km = 100 hectare = 247.1 acre The ABD will have about 9126 housing
units, out of which 15% will be affordable.
• Bhopal has proposed a mixed-use TOD It will be a mix of public rental, affordable
in Shivaji Nagar area, close to Habibganj studio apartments and 1 BHK apartments.
Railway Station. The development will have • The city aims to advance industry, support
a density of about 323 PPH. LRT corridor local small businesses, leverage the existing
proposed in the city runs along the ABD educational facilities and promote tourism
to its south, while the BRT runs along its through the Smart City Plan. The ABD is
length on the north. meant to serve as a catalyst for future
• Transit stops for both the public transit growth through the development of various
systems are spaced to ensure that the entire clusters dedicated to knowledge-research,
site is within 5-10 minutes walking distance commerce, retail and digital innovation.
of a public transit stop. • The greatest challenge for Bhopal will be to
• The TOD is supposed to help mitigate integrate the ABD and its TOD characteristics
the continuous southwards sprawl into the city's urban fabric and replicate its
that is making infrastructure services success beyond the boundaries of the site.

WALKABILITY PUBLIC TRANSIT
Source: Bhopal SCP Source: Bhopal SCP
Source: Bhopal SCP

AJMER
Master Plan of Ajmer also lists the variety
of uses that can be permissible (after
5,42,321 approval) in a given land use.
91,454
• Given the existing high density in the area
CITY AREA ABD AREA selected for ABD, the proposed TOD focuses
55.76 sq.km 6.17 sq.km on management of open spaces to improve
quality of life. This includes reorganisation
of street space, protection of the Anasagar
14.60% ` 1574 crore
Lake, enhancement of public transit, and
AVERAGE HOUSEHOLD SIZE IN THE CITY PAN CITY BUDGET connectivity between key destinations
4.5 ` 196 crore within the ABD — the railway station and
the bus stand. It aims to activate its public
1 sq.km = 100 hectare = 247.1 acre spaces and prioritises pedestrians above
other users.
• Ajmer is a heritage city and a part of the
• Ajmer's TOD is a retrofit of a dense inner HRIDAY mission. It is a popular tourist
city area. Purpose of the TOD is to manage destination and has significant seasonal
the population density in the area and the tourist population. Enhancement of its
resulting pressure on infrastructure, to infrastructure to support this transient
reduce dependence on private vehicles, population and will improve quality of life
and increase the use of public transit from for its citizens.
the current 40% to 60%. • The city is struggling with chaotic street
• Average density of the developed area in spaces and has proposed the following to
the city is 186 PPH. address the issue:
• Ajmer's strategy, according to the draft of its • Complete streets
Development Master Plan, is to leverage the • Enhancement of street frontage for
underutilised land parcels in the city. The greater transparency
ABD already has high density and it aims • Off-street car parking in 5 places (400
to encourage mixed-use neighbourhoods cars in 2 multi-level car parks and 3
around transit hubs. The draft Development surface lots)

• Public bike share system travel distances shorter and the need for private vehicles low. The
• Up-gradation of railway station and bus station city also needs to explore the opportunity to extend its bike share
• Intelligent traffic and transit management system system and to create a network of bicycle lanes throughout.
• Lakefront promenade and recreational facilities around • The city should focus on capturing the maximum population
Anasagar Lake within a 5-10 minute walking distance of its bus network in order
• The greatest challenge in the implementation of the city's SCP to achieve its goal of 60% mode share of public transit.
will be to ensure mixed-use development in the ABD to keep
Source: Ajmer SCP

THANE
• The city aims to apply the learnings from
this ABD to its three other suburban railway
CITY POPULATION ABD AREA
18,41,000 stations and 12 proposed metro stations.
4.33 sq.km
• The city proposes higher density mixed-
CITY AREA ABD BUDGET use development with an FSI of 3 at Thane
128.23 sq.km ` 5235 crore Railway Station and an FSI of 4 for Kisan
Nagar.
SLUM POPULATION IN CITY PAN CITY BUDGET
• The project focuses on enhancing the
53.39% ` 169 crore
quality of public transit by:
AVERAGE HOUSEHOLD SIZE IN THE CITY • Development of a new railway station
4.2 in partnership with Central Railways
to reduce commuter load at the
AVERAGE ROAD TRAFFIC SPEED
existing Thane railway station by
18.9 kmph
about 25%, and to increase the area
1 sq.km = 100 hectare = 247.1 acre
served by sub-urban rail.
• Creating a multi-modal (NMT — IPT
• The site selected for Thane's ABD is located — BRTS) hub at the existing railway
in the city centre. It covers an area of 1070 station for smooth transition between
acres (1000 acres for retrofit and 70 acres modes and improved traffic dispersal
for redevelopment). at the station with 18 elevated bus
• The ABD includes a station area retrofit stops.
anchored at Thane Railway Station and • Creating public transit, NMT and IPT
redevelopment of Kisan Nagar, a residential routes, drop-off and parking spaces
area located 4 km west of Thane Railway within the station area; and cycle
Station. renting stations near the multi-modal
• Purpose of the TOD in case of Thane hub.
is to bridge the gaps in the existing • The project proposes enhancement of
infrastructure and to improve access to the quality of life and last mile connectivity by:
mass transit by enhancing through traffic • Widening of footpath and designing
management. them for universal access.

• Removing encroachments from the existing road spaces • The proposed redevelopment site of Kisan Nagar is beyond
• On-street and off-street parking management walking distance (4km to the west) from the existing Thane
• Teen Haath Naka junction improvement (at expressway) railway station, as well as from the upcoming new railway station.
with pedestrian underpass Thus the city will have to build a strong public transit system and
• 1.5 km waterfront development and lake rejuvenation NMT links between them.
• Identifying hawker zones within the station area
Source: Thane SCP A SMART(ER) TOD {25}

JABALPUR
through activity corridors developed using
the TOD principle of compact and mixed-
12,06,000 use pedestrian friendly development.
41,059
CITY AREA ABD AREA Hubs include:

263.49 sq.km 3 sq.km • Redevelopment of slums (55% of the
units for EWS and LIG) at Ranital with
recreational activities
24.79% ` 3604.7 crore
• Gol bazaar mixed-use development
AVERAGE HOUSEHOLD SIZE IN THE CITY PAN CITY BUDGET with mixed multi-functional transition
4.8 ` 203.4 crore zone to accommodate existing
informal market
• Civic centre as new CBD with priority
to pedestrians
• Jabalpur has proposed a TOD in the central • Madan Mahal station area as the
part of the city. It includes the Madan Mahal transit hub
Railway Station on its south and anchors
such as Gol Bazaar, Ranital and Civic Centre. Spokes include
It aims to create a high density mixed-use • Enhanced pedestrian and bicycle
area with 500 DU per ha (current density infrastructure between the different
is 137 DUs per ha). It also includes Napier 'Hubs'
town and Wright town. • Organised traffic lanes and up-
• Jabalpur aims to use TOD as a means of gradation of 48 vehicular road
improving accessibility and quality of life junctions
for its citizens by reducing the need to • Organised off-street parking with
travel and by enhancing pedestrian and multi-level car parking (6 locations;
NMT infrastructure. 1800 ECS capacity)
• ABD is planned using the ‘Hub and Spoke’ • Development of 43 smart bus stops
model. The various hubs will be connected within the ABD site

• The Smart City Plan does not discuss the existing public transit throughout the area under ABD to ensure access to transit for
network in the ABD; however, there is an existing bus based public maximum people.
transit system run by Jabalpur City Transit System Limited. • The NMT enhancement should focus on ensuring last mile
• The proposed development of 43 bus stops should be spread connectivity from the stops.
Ranital
Gol Bazaar
Civic Centre
Wright
Stadium
Madan Mahal
Railway
Station
Source: Jabalpur SCP

GUWAHATI
into the hills, as is evident from the hillside
erosion and greater pollution of the natural
9,57,352 2.81 sq.km water bodies in the area.
• The TOD in this city is not just the creation
CITY AREA ABD BUDGET of a dense neighbourhood around the
219.06 sq.km ` 1539 crore transit station or corridor, but a more
nuanced growth management approach
that aims to preserve the city's natural
2.69% ` 622 crore
resources by redirecting growth to
AVERAGE HOUSEHOLD SIZE IN THE CITY appropriate areas with a high quality of
4.1 life.
• The projects proposed under the SCP build
AVERAGE TRIP LENGTH
the environment necessary for development
5.8 km
1 sq.km = 100 hectare = 247.1 acre of a TOD. The focus of the ABD is to use the
lakes and wetlands as a sustainable tool to
mitigate the impact of frequent flash floods
• Guwahati's ABD is a retrofit of 696 acres of in the city instead of its current use for
connected water bodies in the city. These sewerage discharge.
include the Deepar Beel wetland (Ramsar • The proposed projects include:
site), Mora Bharalu stream, Bharalu • Enhancing quality of public transit
River, Borsola Beel and the Brahmaputra through establishment of bus lanes,
riverfront. real-time GPS tracking of vehicles, ICT
• A new MRTS line is proposed along the Mora at bus stops and enhanced first and
Bharalu channel. The SCP recommends that last mile connectivity
area within a 500m radius from the station • Creating a bicycle-pedestrian
be demarcated as a TOD zone. infrastructure in the ABD (along water
• Due to the hilly terrain and frequent flooding, bodies approximately for 18km)
the city has little area for development. • Creating designated vendors’ zones
Growth in recent years has had an adverse • Stringent parking policy with ICT
impact on the natural resources, cutting based solutions to reclaim street

space. Currently, 45% of the total road length has on-street • Guwahati is taking steps towards creating an environment that
parking will support TOD along the MRTS corridor. It should also ensure
• Brahmaputra riverfront development for tourism will the presence of necessary statutory framework for the success of
improve quality of life and tourism in the city this TOD.
Source: Guwahati SCP

CHANDIGARH
the percentage of cyclists among victims
has consistently increased from 14.49% to
9,61,587 30.77% (2010‒13).
45,000
• Chandigarh's SCP seeks a modal shift
CITY AREA ABD AREA towards public transit through improved
105.68 sq.km 5.11 sq.km last mile connectivity.
• The area proposed for ABD in Chandigarh
is located in the core city. It is anchored by
9.89% ` 5654.86 crore
sector 17 (commercial hub) to the north
AVERAGE HOUSEHOLD SIZE IN THE CITY PAN CITY BUDGET and sector 43 (proposed mobility hub) to
4.3 ` 235.59 crore the south and covers sectors 22, 35 and
part of 16 and 18.
AVERAGE TRIP LENGTH (CAR)
• Sector 43 will be characterised by compact
9.6 km
and mixed-use development that is located
within walking and bicycling distance
(within the sector) from public transit
• Chandigarh's TOD focuses on developing (metro and bus). It will include:
employment centres and high quality • 4 million sq.m commercial
urban public places in close proximity to development within walking or
public transit while making the city safe for bicycling distance of public transit.
bicycles and pedestrians. (Generation of 30,000 direct
• The TOD proposed in the ABD focuses on employment opportunities —
low carbon mobility through modal shift expected new job:new housing ratio
from private to public transport as a long of 20).
term goal for the city. Chandigarh has one • Diverse housing options — service
of the highest counts of private vehicle apartments, 1500 affordable housing
ownership in the country, contributing to and hostel units for 1200 students
excessive congestion and high number of and working professionals, within
traffic accidents. Accident data shows that walking distance of metro and ISBT.

MODE SHARE
• Given the high vehicle ownership in the city it is necessary to
supplement the provision of high quality public transit with
Bicycle
disincentives for private vehicle use. The city can benefit by
11% Two Wheelers
drawing upon the draft of Haryana's TOD policy that recommends Bus 36%
implementation of a variable parking pricing model based on 11%
duration and time of day.
IPT Other
10% 51%
Cars
Walk 15%
17%
Source: Chandigarh SCP

CHENNAI
5,00,000 on weekends.
• Although TOD is not identified as a strategy
46,46,732 in the SCP, population densities in the area,
2,26,000
its mixed-use fabric and the existing and
CITY AREA ABD AREA proposed public transport network lends T
426 sq.km 6.95 sq.km Nagar the character of a commercial TOD.
• The city indicates an increase in private
vehicle ownership, resulting from poor
28.89% ` 878 crore
transit infrastructure. To address this issue,
AVERAGE HOUSEHOLD SIZE IN THE CITY PAN CITY BUDGET Chennai adopted and implemented a Non-
4 ` 488.3 crore Motorised Transport (NMT) policy in 2014.
• The city aims to increase last mile
connectivity by enhancing bicycle and
pedestrian infrastructure and building a
• Chennai is among the densest of the smart public bike share system across the city. It
cities. It is served by multiple modes of mass also plans to implement vehicle restraint
transit including commuter rail, metro and measures within the ABD and provide a
city buses. Presently, 30% of the trips in the feeder bus system for the proposed metro
city are on public transport modes and 31% and commuter railway station in the area.
of the trips are by walking or on bicycles. • The NMT infrastructure will be funded by
• The existing urban fabric and form in the revenue generated by ICT enabled on-street
city can be categorised as high density with parking management.
buildings up to a height of 15 m. • The SCP also emphasises on inclusion with
• Chennai's ABD is Thyagaraya Nagar, a target of making 80% of the bus-route
popularly known as T Nagar, a dense road network universally accessible.
commercial mixed-use area in the city. It • The removal of street vendors from the
is one of the principal shopping districts streets in the area should be supported with
in the city and largest shopping district in an appropriate relocation strategy to avoid
India by revenue. T Nagar receives a daily possible loss of income for informal sector
footfall of at least 2,00,00, which goes up to workers.

MODE SHARE
• The area selected for ABD is slowly transforming into a single-use
area that could lead to eliminating the benefits of round-the-clock Cars Others
4% 1%
activities resulting from its current mixed-use.
• The city has an opportunity to leverage the investment proposed
in the ABD to reinforce T Nagar's image as a commercial TOD.
Walk
28%
Two Wheelers
18%
Commuter Rail
5%
Bicycle
13%
Bus
29%
IPT
2%
Source: Chennai SCP

AMRITSAR
in order to improve the quality of life for its
citizens. The relocation will also make the
11,32,383 walled city safer, as these markets are a fire
3.8 sq.km
hazard in their current situation.
CITY AREA ABD BUDGET • The area currently occupied by these katras
142 sq.km ` 1616.4 crore will be replaced with green cover and other
social amenities, reducing the density of
the area to 300 persons per acre from
29.12% ` 1814.4 crore
380 persons per acre. The green cover of
AVERAGE HOUSEHOLD SIZE IN THE CITY the walled city will increase from 1% to
4.8 approximately 6%, creating open spaces
(60 in number) for use of the public as
AVERAGE TRIP LENGTH
‘recreational destinations’.
5.71 km
• The population from the katras will be
relocated to a site outside the walled city
along the BRT corridor,2 following the
• Amritsar is the home of the Golden Temple, principles of TOD, providing affordable
the holiest of Gurdwaras in Sikhism. It has housing close to public transit and places
nearly 1 lakh everyday and is located in the of work. Skill based employment and
walled city, which has been selected as the business clusters will be created at the
site for the ABD. redevelopment site.
• Covering an area of 950 acres, the • Projects in the ABD also include:
walled city acts as a CBD and includes 22 • Façade control and refurbishment of
specialised markets or Katras. These are the peripheral wall of walled city
mixed-use residential and commercial units. • Redevelopment of Town Hall into a
• The SCP proposes relocation of activities socio-cultural recreational centre
from an area of 50 acres in the ABD, • Bicycle and pedestrian infrastructure
including Katra Ahluwalia (wholesale cloth) with universal access
and Majith Mandi (wholesale dry fruits and • Pedestrianisation of key routes in the
spices). Its aim to de-densify the walled city walled city which will be managed

MODE SHARE
through smart sensors in vehicles and bollards in the ROW
• Limited vehicular access in walled city area
• Provision for NMT such as e-rickshaws/carts
• Place making through integration of mixed-use, retail Walk
27%
spaces and footpath widening
• Designated space for 700 street vendors in order to remove Private Vehicles
32%
encroachments from footpath
• Improvement of quality of public transit, Intelligent
NMT
Transport Management System (ITMS) and intelligent 14%
Public Transit
parking spaces 27%
Source: Amritsar SCP

KOCHI
and the routes and prices are regulated by
the government.
6,02,046 • Area of 200 acres with mixed-use land
6.92 sq.km
adjacent to the metro corridor is proposed
CITY AREA ABD BUDGET for redensification through an increase in
107.13% ` 1386 crore FAR from 2.5 to 4, permissible up to 6 as
premium FAR.
• Transfer of Development Rights (TDR) will
0.86% ` 690 crore
be used to avail maximum benefits of the
AVERAGE HOUSEHOLD SIZE IN THE CITY re-densification.
4 • Currently, the city only has 0.31% of land
under park and open space. Reconstitution/
AVERAGE TRIP LENGTH
redevelopment along 1.5 km long stretch
7.32 km 1 sq.km = 100 hectare = 247.1 acre
of dense retail area will free land for
development of green pockets, increasing
green open spaces in Kochi.
• The area proposed under the ABD in Kochi • The key interventions in this strategy are:
is spread across the eastern mainland and • Enhancement of bicycle and
western island. The strategy is to establish pedestrian infrastructure across the
high quality water transport connectivity ABD to improve last mile connectivity;
between these two areas. the length of proposed bicycle lanes
• Transit Oriented Development (TOD) is is 108 km. These will be scaled
proposed as a part of the ABD along the according to the street hierarchy
metro corridor to efficiently leverage • Improving quality of water based
the multi-modal transportation network public transport as part of a multi-
planned and to reconstitute the compact modal transport system that connects
urban form with mixed-use as advocated TOD on the mainland with the western
by the Perspective Plan for Kerala. island
• The city has about 1 bus per 1000 people. • The city's housing demand in 2026 is
The buses have private and public operators expected to be 4.93 lakh.

• The city has a shortage of affordable housing stock, and the TOD risking gentrification of the area. Ironically, the lower income
corridor presents a perfect opportunity for fulfilling this need. households are the primary users of public transit and depend
Yet, the SCP does not identify provision of affordable housing on it for most of their mobility requirements. Providing housing
units along this corridor. Further, the rates of residential units opportunities for lower income groups and EWS in the TOD
along the TOD corridor are higher than that in the city, placing corridor would benefit both — the public transit system (in terms
it beyond the financial capacity of lower income households and of ridership) and these households (in terms of accessibility).
AREA BASED DEVELOPMENT MODE SHARE
IPT-AutoRickshaw
4%
Two
Wheeler
8%
Car
15%
Bus
73%
Source: Kochi SCP

NAGPUR
• The site is 1 km away from an upcoming
metro station and two more metro stations
24,05,665 are proposed on its southern edge. The SCP
63,000
proposes enhancement of the station area
CITY AREA ABD AREA around these two metro stations.
217.56 sq.km 3.84 sq.km • Around the proposed metro station within
the ABD, vacant land will be developed
first, followed by plot redevelopment of
35.73% ` 876 crore
the remaining area. This will phase out
AVERAGE HOUSEHOLD SIZE IN THE CITY PAN CITY BUDGET the development allowing for an organic
4.5 ` 126 crore transformation of the urban fabric.
• The city has 18.8 buses per 1 lakh or 0.18
AVERAGE TRIP LENGTH
buses per 1000 people (only 6.8 buses per
5.3 km
1 sq.km = 100 hectare = 247.1 acre 1 lakh or 0.06 buses per 1000 people, are
operational; 300 buses are idle). National
standard for metro cities is 0.4 per 1000
• The site selected for ABD in Nagpur is people.
located on the eastern periphery of the city. • The vacant land will be developed as a
It was chosen based on zone-wise mapping mixed-use core with housing, office and
of the core infrastructure and a quality of retail, institutional and open spaces. It
life analysis in the city. will be developed through Town Planning
• The area was identified as one with the Schemes (TPS).
poorest quality of life. It is also occupied by • 40% of the land will remain open
7000 unauthorised housing units. • It will accommodate 10,870
• For Nagpur, the purpose of TOD is to households, including 4000
create node based high density, compact affordable housing units
development around the metro stations • If will bring about 2500 new jobs
to improve the quality of life in the area • The TOD intense zone around the station
and serve as a model for other areas to will also be developed through TPS and
replicate. it will create 4500 new jobs and support

QUALITY OF LIFE
56,000 inhabitants and visitors. It will include:
• 10 million sq. ft of built-up space
• 70% of plot area as open parks in large developments
• Vertical mixed-use with ground floor as commercial
• Parking hierarchy that prioritises bus and bicycles within
50 m of the station
• The city is struggling with a high slum population, most of which
is concentrated in the eastern periphery. Half of the ABD is
occupied by 7000 unauthorised housing units. The area under
ABD is currently part of a no-development zone. To improve the
quality of life for residents of this area, the city wants to make
the land developable as per the land use regulations. It will allow
them to regularise these unauthorised settlements based on the
Gunthewari Act.3
Source: Nagpur SCP
STATION AREA DEVELOPMENT
Source: Nagpur SCP

INDORE
• Two metro routes cut across the ABD which
has five stations, and the BRTS runs along
19,64,086 the three edges of the ABD.
1,20,012
• Mixed-use infill development is proposed
CITY AREA ABD AREA over 164 acres of vacant public land. It is
172.39 sq.km 3 sq.km expected to have a residential density of
375 DUs per ha and a job density of 1500
jobs per ha.
30.05% ` 4469 crore
• The annual housing demand for EWS/LIG
AVERAGE HOUSEHOLD SIZE IN THE CITY PAN CITY BUDGET groups in Indore is 8500 units per year.
4.9 ` 388 crore 45% of the proposed housing in the ABD
(including slum rehabilitation) will be in the
AVERAGE TRIP LENGTH
affordable category:
5.6 km
1 sq.km = 100 hectare = 247.1 acre • 1,93,965 sq.m built up slum housing
• 1,80,219.18 sq.m built up
compensatory tenements
• The site chosen for ABD in Indore is located • 9,45,564.73 sq.m of built up for sale
in the high density core city — the Rajwada. in market
The ABD proposes a retrofit of the area to • Redevelopment public land with an FAR of
create a vibrant central business district that 3 will free land to create neighbourhood
is more accessible, decongested and level and city level open spaces. The target
walkable. is to increase public open space from the
• Currently, Indore city is undergoing existing 1.41% to 10.32% in the ABD.
dispersed urbanisation with a low height, • Currently, there are about 0.05 buses per
low density development (approximately 1000 people. This is much lower than the
95.83 PPH). TOD is envisioned in Indore 0.4 buses per 1000 people recommended
for efficient utilisation of public land close by IUT.
to the transit station in the city centre to • 5 km of traditional market streets (15.96%
accommodate city growth and create good of ABD) are proposed to be assigned as no-
quality public spaces. vehicle streets. This zone is accessible by

two metro lines and parking is provided at walkable distance. reducing parking in the CBD.
• 12 multi-level car parks (615,882.82 sq.m built-up area) are • All the parking proposed in this ABD should be priced according
proposed in the area, 3 within the no-vehicle zone. The zone is to the market value of the land, with the exception of parking for
serviced by public transit and the city should look forward to physically challenged.
MODE SHARE
Walk
27%
Private Vehicles
37%
Public Bicycle
Transit 20%
16%
Source: Indore SCP

AGRA
access to monuments within the city and
the experience of visiting the sites. The SCP
15,85,704 aims for:
1,46,400
• Strengthening public transport and
CITY AREA ABD AREA improving last mile connectivity to
120.57 sq.km 9.1 sq.km increase transit ridership
• Enhancing the public transit system
with intelligent bus operations with
44.47% ` 1699 crore
real-time vehicle tracking
AVERAGE HOUSEHOLD SIZE IN THE CITY PAN CITY BUDGET • Up-gradation of 22 slums, façades
5.9 ` 434 crore of 50 houses in proximity to the
Taj Mahal, and construction of 250
AVERAGE TRIP LENGTH
affordable houses; this number is
4.9 km
very low, given that 45% of the city's
population lives in slums
• Enhancement of bicycle and
• Agra proposes to use TOD to create pedestrian experience through
a compact, high density mixed-use transportation infrastructure and
development along the metro corridor; façade improvement
however, its ABD focuses primarily on the • Creating defined parking areas
improvement of the Fatehabad Road. for buses/cars/two wheelers,
• It focuses on retrofitting of 2250 acres Intermediate Para Transit (IPT)
of land along the Taj Mahal and area (autos and tempos) and NMT (cycle
surrounding the inner ring road, forming rickshaws).
the Taj Improvement District (TID). • Designated areas for hawkers and
• The area already has mixed land use. roads to have one-way circulation
Through improvements to transit and slum pattern.
up-gradation, the city aims to enhance

MODE SHARE AREA BASED DEVELOPMENT
Walk
37%
Private Vehicles
42%
Bicycle
17%
Public Transit
4%
FATEHABAD ROAD
Source: SCP
Source: Agra SCP

FARIDABAD
stations and Faridabad Railway Station.
The SCP focuses on enhancement of last-
14,14,050 mile connectivity and enhancement of
37,592
infrastructure for the existing residents in
CITY AREA ABD AREA the area. It includes:
207.88 sq.km 5.12 sq.km • Provision of barrier-free footpaths
along with segregated NMT routes
• Street improvement and junction
15.21% ` 2108 crore
improvement plans
AVERAGE HOUSEHOLD SIZE IN THE CITY PAN CITY BUDGET • Provision of organised on and off-
4.9 ` 469.68 crore street parking
• 5 sites of compact high density,
AVERAGE TRIP LENGTH
mixed-use development near the
14.3 km
metro station; the mixed development
includes 15% retail, 15% office and
70% residential
• Faridabad's TOD focuses on increasing • Development of a multi-modal hub
the mode share of public transit from the connecting railway station, metro
current 11% to 40% by 2025. The area station, bus terminal, IPT and multi-
chosen for ABD is at the centre of city and level car parking
includes railway station, metro station and • The challenge for Faridabad will be to
bus terminus. create affordable housing for the 15% of its
• The ABD is located close to the CBD in population that continues to live in slums.
Faridabad. The site includes three metro

PROPOSED TRANSIT ORIENTED DEVELOPMENT MODE SHARE
ZONE IN ABD AREA
NMT
35%
Private Vehicle
51%
Public
Transit
11%
Commuter IPT
Rail 2%
1%
Source: Faridabad SCP
Source: Faridabad SCP

NEW TOWN KOLKATA
strategy, it illustrates an integration of
land use and transportation for enhancing
36,000 11,107 quality of life, sustainability and inclusion
in the city.
CITY AREA ABD AREA • Given that this is a Greenfield development,
30 sq.km 3.9 sq.km the greater challenge will be to lay the
foundation for an organic growth of the
CITY DENSITY ABD BUDGET
12 PPH ` 1085.64 crore area as a compact, mixed-use TOD.
• Due to the low population of the city it is
PAN CITY BUDGET not yet eligible for support from national
` 446.77 crore schemes such as AMRUT and PMAY. So,
the city seeks to leverage the Smart City
Mission to create economic opportunities
and improve quality of life. Its SCP includes:
• The purpose of the ABD is to create a • Creation of places of mixed-use
replicable, sustainable and inclusive model destinations for people to visit,
for developing neighbourhoods in New including planned places for informal
Town Kolkata by improving quality of sector
life, enhancing mobility and connectivity, • Setting up 26,000 sq.ft business
increasing safety and security and creating incubation centre, 4 Common Service
economic opportunities — thus improving Centres/1 NKDA centre, 3 smart
liveability. vending zones and 1 skill development
• The ABD strategy will leverage the existing centre
and future investments plan in the area • Strong access to high quality public
including the upcoming metro rail corridor, transit
housing and commercial complex and • Enhanced bicycle and pedestrian
iconic Gateway of Kolkata. infrastructure — all streets with at-
• New Town Kolkata's ABD is a retrofit and grade segregated bicycle tracks
Greenfield development. While New Town • Business incubation and skill
Kolkata does not identify TOD as a specific development centre

• All households within 300 m of an IPT stop
• Making city safer through the creation of vibrant and active
public spaces
Source: New Town Kolkata SCP

AHMEDABAD
mobility alternatives to lower income
CITY POPULATION ABD AREA households.
55,77,940 2.38 sq.km • The projects under ABD include retrofitting
of 515 acres of the Transit Oriented Zone
CITY AREA ABD BUDGET
(TOZ) and slum redevelopment in 75
468.92 sq.km ` 1751 crore
acres of land. The area will be developed
with the public transit lines acting as its
4.49% ` 539 crore spine, thereby enhancing access to public
transport and increasing its ridership. This
AVERAGE HOUSEHOLD SIZE IN THE CITY
will include:
4.7 • 8000 houses in an area of 75 acres
AVERAGE TRIP LENGTH
with an FSI of 3, within walking
4.5 km distances of the BRT and metro. These
will include 23 to 43 sq.m- sized
affordable units for the current slum
dwellers in the area.
• Dense development along the
proposed TOZ with residential and
• Ahmedabad's Smart City Plan builds commercial uses (200 m on either
upon its existing transit infrastructure, side of the transit corridor).
leveraging the BRT corridor to develop • Development of an inter-modal hub.
a Transit Oriented Zone for Wadaj • Creation of a defined and compact
area, where existing slum households urban form.
will be redeveloped in situ. Its aim is to • Densification of existing residential
accommodate the constantly increasing and commercial development in the
population in the city. Wadaj area to make the projects more
• Redevelopment of the slums in the ABD sustainable for the city.
with strong access to public transit will • At the pan city level, the city's plans
help increase transit ridership and provide to include a common payment card,

MODE SHARE
which will make transition between various modes of
public transit easy. Cars Walk
• Improving walkability of the ABD is also a major theme. It 9% 13%
involves redesign of right-of- way as an extension of the public
realm along TOZ.
Bicycle
• Development of cycle tracks and safe routes to school across the
19%
city under AMRUT. Two Wheelers
• Contiguous open green spaces and dedicated open spaces for 35%
street hawkers. IPT
9%
Public Transit
15%
Source: Ahmedabad SCP

Part II
AN IN-DEPTH
ANALYSIS OF SMART
CITY PLANS
OVERVIEW The analysis takes into account the available data from the following:
This section presents a detailed analysis of four cities, contextualising • Studies conducted by ITDP and other organisations about the
the projects proposed by the city in its SCP against the city's overall city's transportation scenario.
vision for growth. These four cities illustrate land-use-transportation • Existing legal framework for implementation of projects (CDP,
integration at different scales, through different modes of Master Plan).
transportation and in different urban and economic set-ups. • Smart City Plans for the City.
• Funding for different projects under the SCP and other
• Ranchi was chosen for its wide variety of projects, its Greenfield government missions.
ABD, and presence of a larger ecosystem that will foster • Other projects underway/proposed in the city.
development of a TOD. • Collaborations/partnerships with organisations for research/
• Panaji was chosen for its non MRT land-use transportation project implementation support.
integration, its small size and unique demographic with a
high percentage of transient population. It also presents an Each case presents the city's overall vision for growth, why TOD is an
opportunity of development in an environment that has many appropriate solution for managing this growth, and how the various
restrictions. policy and project initiatives within the city (in the SCP and beyond),
• Hubli-Dharwad was chosen due to its integration of the BRT are helping the city achieve this vision. It is done in three parts:
corridor with a railway station that has been identified for a. Policy Framework: Policies, laws, or any associated statutory
redevelopment by the Railways. It is a Brownfield retrofit project. documents that will enable or hinder implementation of TOD in
• Ujjain was chosen for its religious and historic significance. It the city.
has proposed a bus based transit system with a Brownfield b. Integrated Design: Projects and initiatives geared towards
redevelopment. bringing TOD into the Area Based Development proposed in
the Smart City Plan. This also includes any additional ongoing

projects in the city that will have affect the functioning of ABD as • Regional Level
a TOD. • City Level
c. Delivery Mechanism: Tools/mechanisms in place for • Site Level (Area Based Development)
implementation of the proposed projects. This includes the • Building Level
e-governance reforms proposed under JnNURM, stakeholders
(public, non-public) in the city's development, and the status of For each city, three types of information are shared:
implementation of the city's SCP projects. 1. Data from various documents available for the city
2. Observations drawn from a comprehensive analysis of the
It should be noted that the presentation of each case varies according available documents
to the nature and amount of data available. Different scales of 3. Recommendations specific to the city for successful
jurisdiction for implementation of the SCP are also identified in this implementation of the TOD as their Area Based Development in
discussion: the SCP.
• State Level

RANCHI
Ranchi was established as the capital of the brand was one of the highest employment generating
CASE 1
new state of Jharkhand in 2000. Jharkhand has Tier-III cities in India, with a share of 16.8%,
40% of the country's mineral wealth and as its followed by Mangalore and Mysore. Ranchi is
capital city, Ranchi has witnessed a growth of 26% home to many educational institutes including
in its population in the last decade. It is located IIM, BIT Mesra, NIFFT and XISS. Several leading
centrally in the Chota Nagpur Plateau and is industrial and mining companies such as HEC Ltd,
known for its waterfalls and forests. Owing to the Central Coalfields Limited, the Steel Authority of
rising employment opportunities and opening of India, and MECON Ltd have their headquarters in
numerous regional and state level offices, banks, Ranchi.
and FMCG companies, the city witnessed a rapid
influx of employment seeking migrants. As per a Recently, MOUs worth ` 62,000 crore have been
study done by ASSOCHAM in late 2010, Ranchi signed by the state of Jharkhand with multiple
industries for investments into the industries in
the state. The state intends to become a destination
for investors by providing a favourable business
climate, excellent infrastructure, good law and
order and peaceful industrial relations.
CHALLENGES FOR RANCHI

The city of Ranchi recognises the following as the
major challenges in the future:
• Lack of affordable housing

• Limited land availability as a result of the
Chota Nagpur Tenancy Act (CNTA)
• Lack of public transit and consequent modal
shift towards private vehicles
• Outward migration of younger population
Source: Biswarup Ganguly • Sprawl and disorganised development

• Increasing vehicle ownership • Establish the city's image as the capital of the state
• Managing the growth of gated communities in the periphery of • Establish integrated intra-city transit
the city • Provide affordable housing for all
• Accommodating the diverse mode of transportation on the street • Streamline the process of development of land
• Improve quality of life with the help of social infrastructure
PLANNING FOR A SUCCESSFUL TOD IN • Attract investment for development
RANCHI • Protect cultural, heritage and natural resources of the city
Ranchi has proposed implementation of a TOD as its Greenfield ABD Ranchi's Smart City Plan echoes this vision through the statement:
in its Smart City Plan. TOD is a growth management tool and it must "Ranchi aspires to be a learning and knowledge centre to its
be considered in context of the city's growth and development. For citizens, by addressing their socio-economic needs by leveraging its
this, it must be considered at the different scales of policy and design knowledge institution ecosystem."
within the city. Broadly, these are five:
• State Level: Includes any policies and programmes that give POLICY FRAMEWORK
directives, guidelines or recommendations from the State to the For Ranchi, the Policy Framework is primarily comprised of:
ULB.
• Regional Level: Presence of an Urban Metropolitan Transportation 1. Jharkhand TOD Policy Draft, 2016 | at State Level
Authority (UMTA) can be particularly significant in larger cities 2. Ranchi Master Plan, 2037 | at City Level
or in the case of urban agglomeration. In the case of Ranchi, it 3. Ranchi Smart City Plan | at Site Level & City Level
has proposed the creation of an UMTA by 2037. 4. Jharkhand Building Bye-laws, 2015 | at State Level & Site Level
• City Level: Master Plan of a city is one of the most common 5. Jharkhand Affordable Housing Policy, 2016 | at State Level
city scale document guides development in a city. In the case of
Ranchi, the city is further divided into: Jharkhand TOD Policy Draft, 2016 was prepared by the Urban
• Zone Development and Housing Department of the Government of
• Planning Unit Jharkhand. It will come into force immediately, once approved by
• Site Level (of the Area Based Development): In the context of our the Government of Jharkhand. It shall be applicable to:
study, this is the TOD as proposed within the ABD.
• Building Level: These are mostly regulations working at • Urban/Regional Development Authorities in Jharkhand
the building level, including Development Control Regulations • All Municipal Corporations (MCs) and Municipalities in Jharkhand
(DCR).
It will also inform functioning of all departments, corporations and
RANCHI'S VISION agencies of the Government of Jharkhand at State and city levels. It
The city's vision as stated in the Master Plan 2037 is to become will supersede the Building Bye-laws and Master Plan.
a vibrant capital, where education, health, tourism, information
technology and other knowledge based service sectors drive the Ranchi's Master Plan, 2012‒2037 was approved by the state of
city's development, economy and quality of life, providing attractive Jharkhand in November 2015. The document was prepared by
investment opportunities. the Urban Development Department for the Ranchi Municipal
Corporation.
The Master Plan also outlines the following goals:

• For the purpose of planning, the city is broken up into 7 zones/ • Currently only 18.3% of the Planning Area land is developed.
districts and these are further broken up into 14 planning units, • According to the Master Plan, Ranchi is following Gurgaon's
two in each zone. model for land assembly, allowing developers to build and
• The city is further divided into three parts: maintain control of land for 5 years after completion, after which
• Part I: Planning Area all the public land is handed over to RMC.
• Part II: Developed Area • The SCP also provides an overview of Ranchi's parking
• Part III: Inner City Area management strategy, which includes recommendations on a
• Directions for development are given at different levels: parking pricing policy.
• Master Plan provides directions for overall land use | City
Level Ranchi's Smart City Plan gives the detailed layout plan for the site of
• Zonal Development Plan (to be prepared for each of the 7 the Area Based Development and of Ranchi's Greenfield development.
zones) gives details for every zone | Zone Level Projects complement the directives and recommendations of the TOD
• Detailed Layout Plan for Integrated District Centres Policy Draft. This includes projects geared towards strengthening
• Village Development Plan | Zone Level the bus system, IPT facilities, pedestrian and bicycle infrastructure
• Integrated Township Plan | Site Level and provision of affordable housing in convergence with PMAY. The
• Development Control Regulations | Building Level ABD is located immediately to the south of the existing development,
• The Master Plan recognises the need for engaging the private along the MRT corridor. It has a proposed investment of `1397.18
sector and identifying alternative financial resource mobilisation in the ABD.
mechanisms.
Jharkhand Building Bye-laws, 2015 are currently being integrated
RANCHI PLANNING AREAS into the city's AutoDCR. The Building Bye-laws are primarily based
on the National Building Code 2005. These are applicable for all
regional development authorities in the State and ULBs.
Jharkhand Affordable Housing Policy, 2016 was prepared by the

Urban Development and Housing Department of the Government of
Jharkhand in 2015. The resolution for its approval was passed in
April 2016 by the government. It follows the government's "Housing
for All" policy. Its aim is to provide affordable housing in urban
areas. It primarily targets EWS and LIG households. The policy is
applicable to municipal areas as notified by the government.
Following the overall constructs of TOD discussed earlier in the

book, we can see that Ranchi is putting together a development
framework that will address some of the key challenges it faces in
the upcoming years. This framework is discussed below in context of
the city's existing scenarios.
Source: Ranchi Master Plan

STRATEGIES FOR TOD • Overall, the city's Master Plan recognises a current shortage of
88,434 housing units in the city.
• There is an increasing demand for housing units, as can be seen
HOUSING through the increase in dilapidated structures and construction
of new pucca and semi-pucca houses (3.32% increase in pucca
State Level | TOD Policy Draft and Affordable Housing Houses; 1.09% increase in semi-pucca houses).
Policy • Development of housing in the inner city so far has been
• TOD Policy Draft recommends waiving any premium costs on unplanned and has led to inefficient use of land.
FAR for low-cost housing. • Newer planned developments coming up on the periphery of
• Sets minimum requirements for affordable housing based on size the city are mostly gated and tend to encourage use of private
of the plot. vehicles.
• One of its key aims is to have 60% of the city's population within • New residential blocks have been proposed to the west of the
the TOD influence zone. central city and to the south, reaching far outwards to the
• Reservation of 20% of FAR for EWS on plots larger than 2000 peripheral ring road.
sq.m in size, with dwelling units of size 25‒40 sq.m. • Under BSUP, the city has received ` 108.64 crore for the revival
of 8928 households. In the last three years, 2588 units were
constructed.
City Level | Master Plan
• Under RAY scheme 1565 DUs are sanctioned in 5 slums.
• According to the 2011 census, the city has a population of • 4700 DUs have been sanctioned under PMAY.
10,73,427 or about 2 lakh households, out of which 7.72% or • Master Plan proposes engagement of private sector for
approximately 16,573 households live in slums. development of affordable housing.
NEW RESIDENTIAL DEVELOPMENT COMMERCIAL CENTRES
Source: Ranchi Master Plan Source: Ranchi Master Plan

Zone Level | Master Plan • Specifies dedicated investment in NMT and restricts investment
• Neighbourhood Centres are proposed within the new residential in road infrastructure for private vehicles. State funding for
blocks. projects will be contingent upon compliance.
• Integrated District Centres and Facilities Centres (of community,
district and city level) are provided at zonal level.
Site Level | Smart City Plan and Building Bye-laws • 45% NMT mode share.
• Knowledge Smart City proposes 6 acres for affordable housing • 91% of all the trips in the city are within 5 km and 8.5% of the
(nearly 860 EWS units). trips are within 5‒10 km.
• The Building Bye-laws also mandate provision of 25% EWS/LIG • Average trip length for the city is 7.9 km.
in all integrated development. • 3% usable footpaths in the city.
• All housing is expected to fit within a 5 minute walking distance • 74% of streets have street lights.
of a bus stop. • 683.7 km of roads (10% of the land).
• 65 buses which make up for the 5% public transport mode share
MOBILITY (400 buses are required).
• Proposed target mode of 40% for public transport.
• Rapid increase in private vehicle ownership, increasing more
State Level | Jharkhand TOD Policy Draft
than two-fold in the last decade.
• Recommends elimination of minimum parking regulations. • Proposed widening of all major streets in the city to accommodate
• Recommends restricting the amount of parking free of FAR in a the increasing traffic.
development. • The current bus network is 185 km long; additional 61 km has
• Recommends allowing market to control the parking prices. been proposed.
• Mandates provision of bicycle parking in all developments. • Recommends locating bus stops within every 500‒600 m.
• A buffer of 500 meters around each bus stop for higher density • UMTA is proposed to be formed by 2037.
than the surrounding area with the aim of accommodating 60% • Interim Transportation Planning and Traffic Management Cell to
of the population in this zone. be created. It will be headed by a Transportation Planner and it
will coordinate with all the multiple agencies in the city.
VEHICLE OWNERSHIP • Two Light Rail Transit (LRT) Corridors are being developed with
the financial support of JICA in the city. These are expected to
carry 15,000 to 25,000 PHPDT.
• Parking strategies in the Master Plan:
• Collector streets with on-street parking should have
minimum 4 lanes and no median
• On-street parking in city centre when the street has 4 lanes
• Building off-street parking with private investment
• Tie parking pricing to time and availability of space
• Discourage long-term parking
• Encourage provision of off-street parking
Source: ITDP

Site Level | Smart City Plan and Building Bye-laws DENSITY
• As part of the Smart City Plan, a multi-modal transit hub has been
suggested next to Hatia Railway Station within the Area Based
State Level | TOD Policy Draft
Development.
• The multi-modal hub will also have parking provision. Jharkhand TOD Policy Draft recommends:
• The SCP is implementing a Smart Parking Management System.
• Bus stops within the site will be after every 400 m. • Focusing development in the TOD zone, defined as a 500 m area
• NMT Infrastructure (13.7 km). on both sides of an MRT corridor.
• Bus Network: • 3 times the FAR in the TOD Influence Zone, which can be premium
• City Connect FAR.
• Intra City Shuttle • Elimination of restrictions on building height, coverage and bulk
• Bus Stops (other than what is required for fire safety).
• Streets proposed to follow IRC 103:2012. • Encouraging densification along TOD zones in the policies
• The SCP suggests small blocks framed with a network of streets governing land management.
of 9m, 12m, 18m, 24m and 30m widths and pedestrian crossings • Leveraging land use to create active street frontage at all times of
every 110 m. the day.
Source: Ranchi SCP

• Elimination of minimum roadside set-backs. City Level | Master Plan
• Tying building permits to comply with urban design guidelines. • Main streets and corridors in the city have mixed-use with
commercial activities along the street on the ground level.
City Level | Master Plan • According to the Master Plan new residential development has
been proposed along the city's peripheral ring road.
• The city's population has increased by 27% in the last decade, • It also recognises areas of "composite use" where residential,
however its area has reduced by 2 sq.km, indicating increase of commercial, semi-public, public and recreational uses will
80% in its overall density. coexist. These areas are surrounded by residential areas. They
• It has a current gross residential density of 129 PPH. are proposed as integrated district centres, social facilities centre,
• The city's land is fragmented as a result of the CNTA, restricting etc.
opportunities of large-scale development. • There is very little composite use proposed along the LRT
• It has also resulted in pockets of unused land within the city. Corridor.
• Zonal Development Plans are to be prepared for further details of
Site Level | Smart City Plan and Building Bye-laws areas within the city.
• Jharkhand Building Bye-laws provide regulations for ensuring

Zone Level | Master Plan
universal access. They also address designing spaces for children.
They provide directions for the design of: • Integrated District Centres and Facility Centres are provided in
• Access paths/walkways each zone.
• Parking
• Building Design Site Level | Smart City Plan and Building Bye-laws
• Building Bye-laws tie road width to the FAR.
• High density mixed-use development is proposed along the main • High density mixed land use development is focused around the
trunk road within the site. trunk road in the city.
• FAR proposed within the site: • Other land uses are spread over the remainder of the site and
• High density = greater than 4 segregated by blocks.
• Medium density = 2.5 to 4
• Low density = 2.5 DESIGN
DIVERSITY State Level | TOD Policy Draft
• Inclusion of street design guidelines that comprehensively

State Level| TOD Policy Draft
outline the means of expanding and improving NMT facilities,
• Recommends using Land Use Plans and DCRs to encourage re- public spaces and travel demand management.
zoning of land within TOD zones to mixed-use with residential or • Inclusion of urban design guidelines to develop a built form that
commercial development. complements sustainable transport modes and supports creation
• Mandates provision of a second land use after 85% of residential of safe public spaces.
use on sites larger than 2000 sq.m in size. • Jharkhand Building Bye-laws were published in 2015. These apply
• Recommends planning for creation of employment centres in to all building activities within ULBs and Regional Development
future within TOD zones. Authorities.

• Defines the means of preservation of built heritage and open • The ROW of the streets is not organised. All modes share the
spaces in the city. space.
• Outlines means of implementing state's TOD policy through
development regulation. These regulations come into force only Site Level | Smart City Plan and Building Bye-laws
after transit corridors are identified by cities and construction of
an MRT system work has started. • Recommend elimination of side set-backs for commercial
buildings when plot depth is 10 m or less.
• Street re-design within the ABD with provision of NMT
infrastructure for 13.7 km.
• The core city has a high density of intersections, above 50 per • Buildings on edges of plots to be continuous to a minimum height
sq.m. This number is much lower outside the city centre. of 7.4 m, with habitable streets inside. This should be mandatory
• The city already has active street frontage due to the mixed-use for 80% of the plots along MRTS corridors and 50% on other
existing on main streets and corridors. streets.
BUS ROUTES

PROPOSED LAND-USE
• Property Tax Records have been digitised

DELIVERY MECHANISM • Municipal Corporation Accounting has been digitised
Jharkhand passed the Municipal Act first in 2001 and then in • Personal Management System has been implemented
2011. • Birth and Death Registration and Health Programmes have been
implemented
Ranchi has implemented the following e-governance reforms from • AutoDCR Building Approval System is in place; however, it is
JnNURM: being updated with respect to the new Building Bye-laws

The SPV includes representatives from:
CITY'S APPROACH
• Urban Development and Housing Department TOWARDS TOD
• Ranchi Municipal Corporation In summary, the city's approach focuses on:
• State Urban Development Agency
• Jharkhand Vidyut Vitran Nigam Limited • Create infrastructure to support the existing NMT mode share
• Jharkhand Police and to limit the growth in private vehicle use.
The city recognises convergence with the following bodies as • Within its SCP, the city has proposed a rich network of bus
stakeholders for implementation of its SCP: routes in the ABD, capturing 100% of the population within
a 5-minute walking distance of a bus stop.
• Jharkhand Vidyut Vitaran Nigam Limited • In addition to the proposed 13.7 km of infrastructure
• Jharkhand Renewable Energy Development Department improvement for NMT and proposed smaller block size,
• Drinking Water Supply and Sanitation Department the city has the opportunity to create a dense network of
• Jharkhand Police, Jharkhand Police (Traffic) pedestrian and bicycle paths in addition to the street grid.
• Transport Department: RTA, Urban Development & Housing • The MRT corridor cuts through the city north-east to
Department, GoJ south-west. The proposed land use in the Master Plan only
• Jharkhand Pollution Control Board indicates a high density residential along the corridor and
• Developer diversity of land use is not evident. If the area along MRT
• Academic Institutions like AMITY, AMRITA, Symbiosis, G.N.SINHA corridors is not developed with a variety of uses that reduce
• Vendors the need to travel, the dependence on private vehicles will
• Contractors not reduce. The city needs to align mixed-use with MRT
corridors at the city level in addition to high residential
Resources for SCP density.
• Government of India (GoI) under SCM/RMC Equity • Create a diverse and resilient transportation system in the city.
• Equity from Government of Jharkhand
• Convergence with Grants from GoI/GoJ • The city has three different modes of public transit: railway,
• Atal Mission for Rejuvenation and Urban Transformation (AMRUT) light rail and bus.
• Pradhaan Mantri Awas Yojana (PMAY) under Housing For All • The SCP proposes a robust bus network within the ABD.
(HFA) Mission But, the bus routes proposed in the Master Plan (beyond
• Swachh Bharat Mission (SBM) the ABD) don't connect the areas where the new residential
• Solar City Scheme of Ministry of New & Renewable Energy development is proposed along the ring road, neither does
• World Bank under JSUDP Project it serve all the areas with "composite" or mixed-use.
• There is a significant focus on widening the streets as
RRDA, RIADA, HEC are not seen among the stakeholders. compared to construction of new streets. Moving away
from the centre of the city, the street network grows sparse
(as observed in a study conducted by ITDP). The city needs
to focus on densifying its street network to shorten trip

lengths, reduce congestion and to increase walkability. The are segregated, as can be seen in the ABD (by blocks) and
SCP adds streets of width 9 m and 12 m along with the at the city level (where residential land uses are mostly
others proposed in the Master Plan (ranging from 15 m to separate from mixed-uses).
60 m). • The city needs to encourage activity generating uses at the
street level through its zonal development plan.
• Promote urban planning practices that match density to transit
capacity while also promoting intense mixed-use in such • Develop diverse employment centres
development. • The city has proposed a variety of job centres through
its SCP and a variety of job centres are already located in
• Despite its strong advocacy of mixed-uses close to transit, proximity of the ABD; however, it is important to ensure
the city's Master Plan places most of the "composite" land public transit connectivity between these job centres and
uses along the ring corridor, without direct access to the nearby residential developments.
bus network or proposed LRT.
• At the ABD level, it can be seen that the mixed-use only exists • Provide affordable housing
along the trunk road in the site; however the remainder • The city has a significant shortage in its housing stock
of the site is segregated by blocks. This is also observed (88,434 units). It is proposing affordable housing units
at the city level. There is a need to integrate "composite" through PMAY, RAY and BSUP. Within the SCP, it has
land use into the fabric of the city to bring more activity proposed 860 affordable housing units in the ABD. It will
to the streets around the clock although this already exists be useful to recognise diversity within these units in terms
in many streets in the form of ground floor commercial of size, number of rooms and tenure.
activity with a secondary use on other floors.
• Promote Compact Growth

• The city recognises that it has three types of development
opportunities: infill in the inner city; redevelopment of
vacant land in the area around the inner city; unused land
in the outer city. If these three parts are developed through
organised phasing, the city will be able to keep its growth
compact.
• Promote active street life through building design

• The city has proposed active frontages, transparent
boundary walls and other regulations for an active street;
however, all these efforts won't be effective where land uses

INTERVENTIONS PROPOSED
MoUD Principle Proposed Interventions in SCP Recommendations based on MoUD Guidance Document
Multi-modal Integration
Multi-modal • 375 buses and 207 bus stops proposed • Provision of vendor zones, public facilities, pedestrian only
Integration • Intra city shuttle every 3‒4 minutes and City zone close to station area
Connect Bus every 8‒12 minutes • Specific drop-off area for private vehicles
• IPT, bike share and parking at Inter-modal Hub • Provide Park and Ride
First and Last • NMT infrastructure for 13.7 km, pedestrian • Size of block in terms should be identified
Mile Connectivity crossing at 110 m • Dedicated pedestrian streets, greenways, cycle tracks and
• Multi-modal transportation hub with bike sharing, cut-through should also be identified
IPT and bicycle parking, e-rickshaw stand, bus stop • Last mile connectivity needs stronger network of smaller
every 400 m streets (no specific project listing)
• LRT with stops every 400 m. Short routes for
pedestrians and cyclists
Interconnected • Shorter route options for cycles and pedestrians • Create a diverse street hierarchy with prioritisation of
Street Network • Pedestrian crossings every 110 m different modes — pedestrians, bicycles only streets, shared
streets — with specific appropriate speed limits
• Street hierarchy: 9 m, 12 m, 18 m, 24 m, 30 m
streets • Replicate the existing dense street network (440 m
perimeter) of the city centre in other areas to get smaller
block sizes
• Recommended area of pedestrian spill-out space > 1.9 sq.m
should be identified and tied to any passenger pick-up and
drop off
• Blocks larger than 2 ha should be broken up either through
cut-through and pathways or by means of statutory planning
Complete Streets • Redesign of 13.7 km for NMT infrastructure for 18 • Set average speeds according to IRC classification; provide
m, 24 m and 30 m street slower speeds on narrower streets/internal streets.
• Create a diverse street hierarchy with prioritisation of
different modes
NMT Network • NMT corridor of 13.7 km • Clearly identify space for utilities and street furniture
• Pedestrian/NMT plans adopted and conditional to • Provide public toilets, bicycle parking, wider sidewalks
infrastructure funding in cities • Transparent compound walls
• Access to plots on two sides when possible • Manage spacing of trees and foliage
• Primary pedestrian access for buildings with shortest
walking distance from nearest bus stop

Traffic Calming • Intersections at every 110 m • Average vehicle speed should be reduced on inner streets,
• Existing average speed is 23.4 kmph while addressing congestion through proper management of
the street space
• Include specific measures for safety of bicycles and
pedestrians
• City is using a grade separator to access Hatia Station from
the ABD. It is a single crossing that could end up being
unused
• Provide pedestrian refuge at crossings and intersections
• Provide physical barrier between motor vehicles and bicycle
lanes in high speed streets
• Universal access measures should be included for mobility
throughout the city
• Manage traffic signal timing to minimise congestion while
reducing speed of private vehicles instead of buses in the
street
Mixed Land Uses • Active frontage for safety from a shop line in • Allow land use variations as per need in the TOD influence
residential development zone by creating White Zone
• Providing mixed-use along the bus transit corridor • Encourage vertical mixing of land use by allocating FAR,
particularly to get active street frontage at ground level
• The site has land use segregated by blocks
Optimised • Varying density based on distance from transit • Allow land use variations as per need in the TOD influence
Densities • High density (FAR >= 4) zone by creating White Zone
• Medium density (FAR = 4 to 2.5) • Encourage vertical mixing of land use by allocating FAR
• Low density (FAR <= 0.5) • Create jobs in the neighbourhood through a mix of land uses
(approx. 2 per household based on study by Florida DOT)
• Provide housing based on access to MRT
• TOD policy recommends 3 times the standard FAR
in the city
Street Oriented • Elimination set-back proposed by TOD policy for • The institutional only areas within the ABD might lack active
Building commercial uses along street frontage even with a street oriented building
• Two access points as recommended by SCP
• Visibility for safety: boundary wall transparency

Managed Parking • Minimum parking rates (` 5 for two-wheeler & ` • Design space for passenger drop-off/pick-up and places for
10 for 4-wheeler) spillover of pedestrians between buildings and vehicles
• Reducing availability of long term parking • Define parking availability within the ABD with respect to the
distance from LRT & multi-modal hub
• Pricing parking based on location, time and
availability • Provide Park and Ride facility for the multi-modal hub as it
also has railway connectivity beyond the city
• Penalty for illegal parking to fund appropriately
located off-street parking • Provide shared parking in the spaces that can be shared by
the commercial and residential uses based on time. Ranchi’s
• Reducing parking minimums
ABD has institutional areas adjacent to residential areas;
parking space could be shared between these two
Informal Street • 1565 DUs in 5 slums under RAY and 4776 DUs • City needs to make space allocation for vendors in the ABD
Integration sanctioned under PMAY • Prepare plan for street vending within 800 m from transit
• Private sector investment of ` 6500 crore for LIG station as per ‘The Street Vendors Act’, 2014
housing among other projects • Vending zones within 50 m walking distance from the exit of
• Land sold to government by HEC the station facility
• The Master Plan recommends that 1% of land in a • Vending spaces should be marked in addition and adjacent
development for affordable or low income housing to the walking path, especially along high pedestrian volume
should be set aside for informal market areas to activate the street and make it safe
• e-rickshaw stand, bus stops on Trunk Road at
maximum 400 m from any place on site
Housing Diversity • City proposes minimum 15% affordable housing • Minimum 15% of FAR for all TOD projects should be of unit
• TOD policy draft recommends 3 times the FAR in sizes 40 sq.m or less
neighbouring areas at a premium price • Additional FAR equivalent to 100% of the built-up area
utilised for EWS and 50% of the built-up area utilised for LIG
units

PANAJI
Panaji is the state capital of Goa and district of tourists in the city has increased by 10% from
CASE 2
headquarters of North Goa district. It is the only 2008‒2011. Panaji is also a major trading centre
urban centre in the state which has the status of a for agricultural products and other commodities
Municipal Corporation, and it is the third largest for smaller neighbouring towns and rural areas.
city of the state after Margao and Vasco. In the It serves as the medical and education hub for the
last five decades, Panaji has changed from being region.
the administrative capital to a major commercial
and tourist hub. The city of Panaji itself doesn't have any industrial
establishments; yet there are a number of
The city’s economy is driven by the tourism sector. industries situated about 15 km from the city
In 2011, Panaji received 6.90 lakh domestic (the entire city is in an ecologically sensitive
tourists and 4.45 foreign tourists. The number
4
zone, hence not favourable for heavy and medium
industries). The Corlim industrial estate is one of
the important industrial estates located nearby
that enhances the economic prospects of the
city. Handicrafts and cottage industries support
tourism in the city.
Population growth of Panaji has been fluctuating

over the past five decades due to the changes in
the area under jurisdiction of the Corporation
of Panaji City (CCP). In the decade 1991‒2001,
the census recorded a population growth of
36.26%. It included the CCP and its outgrowths
up to a total of 22.63 sq.km. Population growth
in the decade 2001‒2011 amounted to 20.19%,
showing a declining trend. In the 2011 census, the
area of the city reduced to 8.12 sq.km following
de-notification of the outgrowth areas from the
Source: Daniel Hauptstein corporation limits.5 The importance of the city and

its growth potential led to the selection of Panaji as the only city in PANAJI OUTLINE DEVELOPMENT PLAN, 2011
the state of Goa to be developed as a Smart City under the National
Smart City Mission.
CHALLENGES IN PANAJI
The SWOT6 the following challenges in Panaji:
• Restrictions on develop-able land due to CRZ regulations and

prohibition of any construction in heritage conservation zone.
• A major portion of the city is part of the eco-sensitive
zone consisting of 4% land under watershed, 4% land
under heritage conservation, and 26% land under natural
resources.
• The area discussed above consumes 34% of the total city
land and is available for accommodating urban growth and
expansion.7
• Spiralling real estate costs and restrictive FAR in the city lead to
unplanned outgrowths.
• Investment in Goa’s real estate by pensioners and wealthy
individuals from neighbouring metros have hiked the prices
of homes by almost 100% in the last five years, according to
industry experts.8
• The nature of growth of real estate, the unavailability
of develop-able land and restriction on the nature of
development, such as high rises due to CRZ regulations, is
leading to urban sprawl in the form of outgrowths.
• Lack of public transportation and high dependence on private
vehicles.
• Public transportation is almost non-existent in the city with
a mode share of buses and mini buses as low as 2.3%.
• Two-wheelers have the highest mode share of 59.08%,
followed by cars and Jeeps with a mode share of 29%. • Absence of diversity in economic activities.
• All the roads within the city are 100% surfaced but have • Tourism is Goa’s greatest strength. It contributes to 33%
low width of carriageway. of the GDP.10 But tourism can also have a negative impact,
• The roads within the core city area are laid in a gridiron such as increasing prices and cost of living.
pattern. They cannot be expanded further due to the • Locals have often been ‘out priced’ in terms of land and
existing dense commercial land use and limited availability daily consumption items.11
of land due to ecological considerations. • The city of Panaji has a workforce participation rate of only
Other studies indicate further challenges in Panaji:
9
42.5%, among whom 97% is involved in the tertiary sector,

mostly tourism related services and public administration.12 Panaji does not identify TOD as a strategy in its SCP, but the projects
• Conversion of residential land use to commercial due to proposed under the SCP within the ABD and the PCP address
increasing real estate values. some of the Principles of TOD and several Components of these
• Limited land availability affects the carrying capacity of the Principles in the city. In addition to the interventions proposed in
city. the SCP, various other initiatives currently underway and proposed
• Increasing land prices and growth of real estate have led for the city such as the Decongestion Plan for Panaji, Comprehensive
to conversion of residential to commercial land use in the Mobility Plan, Revised City Development Plan, and regional plans
core city. 13
As a result, population is pushed to outgrowths, such as the Goa Regional Plan, 2021, Outline Development Plan for
encouraging sprawl, resulting in increasing infrastructure Panaji and Water Transport for Goa also latently support land-use-
costs. transportation integration in the city of Panaji.
ENVISIONING TRANSIT ORIENTED Panaji's SCP centres on improving liveability. It focuses on improving
DEVELOPMENT IN PANAJI transportation and public spaces — two major components of a TOD
Constraints on develop-able land and scale of developments are in the densest part of the city.
some of the biggest weaknesses in the case of Panaji. This limits
the opportunities of growth within the city, triggering urban sprawl. A 2 sq.km area in the core city reflecting the heritage and culture
Coupled with poor public transportation systems, this also affects of Panaji has been selected for retrofitting as part of the Area Based
the quality of life in the city. The Smart City Mission is an opportunity Development (ABD). This selected site is among the densest areas
to revisit the model of growth in Panaji. It gives the city an new of the city, and is a rich mosaic of heritage buildings, ecologically
opportunity to address its pressing challenges and to make the city fragile coastal ecosystems, contemporary development and pockets
sustainable and inclusive city with excellent quality of life. There are of urban poor. It includes the Central Business District and areas of
three key strategies that can help the city: residential development to the south of the CBD. The selected area is
• Efficient land utilisation unique as it is a true reflection of the concerns and potential of the
• Improvement of public transportation whole city, and not only the selected area.
• Diversifying the economic base
The success of these strategies depends upon the creation of high
density job centres. However, this is limited by the restrictions on POLICY FRAMEWORK FOR A
development. TOD as a land utilisation strategy can be effective in TOD IN PANAJI
helping the city achieve this objective. Further, the ongoing projects 1. Goa Regional Plan, 2021 | at State Level
under various state schemes and city level programmes, as well 2. Revised City Development Plan of Panaji, 2041 | at City Level
as the emphasis on eco-mobility in the SCP, can be leveraged to 3. Goa Land Development & Building Construction Regulations,
implement TOD in the city. 2010 | at State level & Site level
4. Outline Development Plan for Panaji | at City Level
The sense of TOD varies for different cities. As MoUD's Transit 5. Smart City Plan for Panaji | at City Level
Oriented Development Guidance Document says — mass rapid 6. Comprehensive Mobility Plan | at City Level
transit is not necessarily a pre-requisite for creating successful 7. Decongestion Plan for Panaji | at City Level
TODs.14 The Guidance Document suggests that local bus ways, if 8. Detailed Project Report (DPR) for Public Bicycle Share System
designed to function as high quality transit systems may attract (PBS) in Panaji | at City Level
successful TOD projects at strategic locations such as multi-modal
interchanges.15 Goa Regional Plan, 2021 (GRP) is a Perspective Plan for the entire

state of Goa notified in parts in 2010. It is prepared as a broad AREA BASED DEVELOPMENT
framework for the state to guide the preparation of development
plans by local bodies. The Regional Plan identifies the major issues
in the state as: pressure on land fuelled by speculation changing
the character of Goa’s settlements; poor quality of infrastructure;
and environmental degradation due to Goa’s two major industries —
tourism and mining.
To ensure future balanced distribution of population and sustainable

growth, the GRP proposes:
• Creating new growth centres in the midland areas

• Enhancing public transportation networks
• Preserving Goa’s fragile environment
Revised City Development Plan of Panaji, 2041 has been prepared

by the Corporation of the City of Panaji (CCP). It details the ongoing
projects in the city under various departments and identifies sector-
wise development goals within the overall vision of the Goa Regional
Plan.
Goa Land Development & Building Construction Regulations,

2010 is a statutory document prepared by the Government of Goa.
The city of Panaji follows these regulations in all development and
construction activities in the city.
Outline Development Plan for Panaji is a statutory document

prepared by the North Goa Planning and Development Authority
(NGPDA) for Panaji city. It defines the various land uses in the city.
Source: Panaji SCP
Smart City Plan for Panaji prepared under the National Smart City develop an efficient, comfortable, safe public transport system so
Mission, proposes various projects in a selected area in the city as to facilitate movement of people and not vehicles. It promotes
and softer interventions for the entire city. SCP acts as a point of compact development to reduce urban sprawl.
convergence between several ongoing projects within the city itself
for ease of implementation using the Special Purpose Vehicle (SPV) Decongestion Plan for Panaji is prepared by the Charles Correa
formed as mandated by the mission. Foundation for the CCP. It predominantly prepares strategies in
four areas to decongest the city. They are re-arranging traffic
Comprehensive Mobility Plan was prepared under the JnNURM in flow, introducing light bus rapid transit, parking strategies and
compliance with the National Urban Transport Policy (NUTP). CMP improvement in pedestrian environment.
of Panaji envisions maximising investments in public transport to

Detailed Project Report (DPR) for Public Bicycle Share (PBS) System Site Level | Smart City Plan and Goa Land Development
in Panaji was developed by EMBARQ India for the CCP. It proposes & Building Construction Regulations, 2010
PBS as a public transportation mode in the city with a dense network • The site selected for the ABD has a density of 6602 persons per
for bike stations and bike routes. sq.km, which is higher than the rest of the city. The site, which
is 25% of the total city area, accommodates 33% of the total city
population.
STRATEGIES FOR TOD • FAR within the selected site is based on the land uses defined
by the Outline Development Plan. The maximum FAR is in Patto
DENSITY area, which amounts to 2.5. The core city comprises mostly of
buildings listed for heritage conservation. Here, commercial
State Level | Goa Regional Plan (GRP) buildings are limited to an FAR of 2 and the residential zone has
a maximum FAR of 1.
• 80% of land of the state is under ecological conservation and • A large portion of the ABD falls within the conservation area.
regulated development. In such areas, development is restricted by: maximum ground
• As per the GRP, the CBD in Panaji has the densest development in coverage of 70% and maximum permissible FAR of 2 for
the state of Goa commercial use on plots smaller than 300 sq.m.
• The GRP proposes new growth centres away from the existing
urban centres including Panaji to ease the pressure on existing
urban centres
DIVERSITY
City Level | Revised City Development Plan and Outline
Development Plan State Level | Goa Regional Plan
• The city has an average density of 4928 persons per sq.km (1232 • Tourism contributes approximately 34% of the State Domestic
households per sq.km). Product, providing employment to nearly 30% of the total
• Population density has decreased by 32% in the decade workforce in the state.
2001‒2011 due to outward migration.
• 34% of land in the city is protected or reserved for natural City Level | Revised City Development Plan and Outline
resources, conservation/preservation, defence land and
Development Plan
watershed.
• The city has a compact, low-rise built form throughout except in • The Revised CDP assumes that mixed-use in the city will increase
the Patto administrative area where it is high rise. by 2% over the next three decades. Using this assumption, it is
• Unavailability of land and restriction on FAR has caused estimated that the requirement of mixed-use houses by 2041 will
increase in land prices in the city, making it unaffordable for be 0.34 lakh.
everyone except the very high income group. This is leading to • The ODP includes Panaji city (8.12 sq.km) and adjacent areas
mushrooming of outgrowths just outside the city level. (0.18 sq.km). Only 66% (5.50 sq.km) of the land is developable as
• ODP defines land uses in the city, and adopts the GLDBCR for per ODP. The break-up of existing land use (developable land) is
development regulations in each land use. shown.
• Except for the old city area of Panaji, there is a segregation of
land uses with only residential uses in the southern part of the

new road bridges to the Patto area from the core city
LAND-USE • Developing a cultural zone in Patto including an art and
cultural centre which will invite 20% increase or minimum
50,000 footfalls per year by 2020
• Reviving abandoned creek side walkways as promenades
with creek-side cafés
• Towards diversifying the economy and improving employment
opportunities, the SCP proposes to develop aquaculture
city, and only public and semi public areas and some commercial opportunities for the urban poor as part of revitalisation of Mala
uses in the eastern (Patto) area of the city. lake.
• Parks and playgrounds are scattered all over the city,
though poor in infrastructure and maintenance
• The tertiary sector comprises of 98% of the total workforce.
A major part of this workforce is involved in tourism related DESIGN
activities. Absence of economic diversity is a challenge identified
in the Revised CDP.
City Level | Revised City Development Plan and Outline
• The ODP does not recognise mixed-use as a land use category.
Development Plan
This creates a threat to existing mixed-use buildings that may
possibly be converted to the single uses defined in the ODP. • The ODP has declared five areas as “Conservation Zone”, and
Also, due to the absence of mixed-use as a land use category, no marked as “F” category. These five conservation areas have a
regulations exist on the permissible uses within existing mixed- distinct heritage value, with about 1000 odd buildings within the
use buildings. city.
• The heritage committee formed under the Town and Country
Site Level | Smart City Plan and Goa Land Development Planning Department (TCPD) has earmarked about 118 heritage
structures or sites in the heritage zones. The TCPD is in the
& Building Construction Regulations, 2010
process of formulating regulatory guidelines for development in
• The buildings within the ABD are a mix of old heritage structures these areas with the assistance of the Charles Correa Foundation
(in the core city), conserved residential structures (to the south (CCF).
of core city), and new construction (in the newly developed Patto • The RDP identifies the increase in land value as the cause of
area). conversion of existing residential to commercial land uses and
• The core city of Panaji enjoys a mixed land use, dominated with loss of built heritage in the city.
commercial activities, also some institutional, residential and • The carriageway is disorganised and narrow along all streets,
recreational use. with on-street parking on all roads. This causes congestion and
• The newly developed Patto area has mostly has office spaces and an unsafe environment for pedestrians and cyclists.
some commercial development. The single use character of this
area makes it empty after office hours. Site Level | Smart City Plan and Goa Land Development
• The SCP proposes to connect the Patto area and the core city
physically and conceptually, to increase footfall in the Patto area
after office hours. For that, the SCP proposes: • The GLDBCR prescribes the set-backs for various land uses. The
• Up-gradation of pedestrian bridge and provision of two minimum front set-backs are:

• Commercial zones in core city and Patto (zone C1 and zone City Level | Revised City Development Plan (RCDP),
CS respectively) = 10 m Outline Development Plan, Decongestion Plan and DPR
• Commercial zone in rest of the city (zone C2‒C4) = 5 m for PBS System
• All public = 5m • Roads are developed by the State Public Works Department
• All residential (S1- S4/R1- R4) = 3 m (PWD) and maintained by the CCP.
• The total road length in the city is 77 km.
• The SCP proposes several projects to preserve and improve the • The existing road network is dense with small block sizes.
urban design of the site: • The city has 100% coverage of bitumen tar (BT) surface roads.
• Table-top junction with street furniture at pedestrianised • As per the development plan, 12% of land should be covered by
important tourist spots and landmarks roads. However, the total road coverage in the city is only 3.6% of
• Street cafés on pedestrianised roads and creek sides the total city area (5.45% of ODP area).
• Conservation and preservation of biodiversity to improve • As per the gap analysis, the RCDP suggests that the city requires
natural and open spaces in the city 26.28 km of additional road network by the end of 2021.
• Relaying of all roads in ABD to introduce pedestrian and • The width of road ranges from 3 m to 14 m in the city.
NMT facilities • 77% of roads have 4 lane carriage widths (8 to 14m)
• Avenue plantation • 12% of roads has two lane carriage widths (4 to 7 m)
• Heritage conservation plan and constitution of heritage • 11% have single lane (< 3 m)
cell, together with FSI incentives for preserving heritage • The city road network has very little scope for expansion due to
buildings dense commercial development and the presence of protected
• Improvement of stepped pedestrian pathways in high structures in the most congested stretches of road. Water
slopes areas transport is being leveraged for inter-city transportation.
• On an average, a total 1,06,014 vehicles enter in the city on a
daily basis through the two bridges, which are the only access
points, creating a bottleneck.
MOBILITY • All the major roads have on-street parking, which reduces the
effective RoW. Parking is not regularised and free off charge.
State Level | Goa Regional Plan • The public bus transport system in the Panaji CCP is currently
being served by private operators and Kadamba Transport
• The state of Goa has 20 ferry routes, out of which three are Corporation Limited (KTC).
connected to Panaji. • The fleet of buses operated by the private sector includes 70
• The GRP projects that by 2021, 20 lakh people could generate buses operating in the Panaji CCP area. Two buses are operated
30 lakh ferry trips per day (at 1.5 trips per person per day) in the by the KTC.
state. • The Road Transport Authority of Goa decides routes for the
• The Kadamba Transport Corporation is the state body responsible public transport network and registers private buses which can
for public transportation in the state. ply on these roads.
• Goa ranks first among all the states in terms of households • Currently, public transit is only 2.3% of mode share.
owning two-wheelers and/or a car with around 81.5% compared • The overall bus transport network favours only key tourist routes
to the national average of 25.7%. and does not prioritise the local residents and daily commuters.
• Since the ticketing system favours the operator, the drivers wait
for the bus to get overcrowded before they start the trip.

• The decongestion model for Panaji was prepared by the Charles • Citywide public bike share system is proposed in the SCP. In
Correa Foundation. It proposes several initiatives to improve the the site for ABD there will be:
mobility scenario in the city, addressing three main issues: • 440 cycles
• Public Transportation — a hop-on-hop-off bus system on • 15 docking stations at maximum 250 m spacing
dedicated lanes in the core city extending to residential • Pedestrianisation on high pedestrian footfall streets and
areas in the south squares
• Parking management — designated on-street parking and • The SCP identifies roads that need to be relayed with segregation
on-site parking areas of automobiles, bicycles, pedestrians and parking areas.
• Pedestrian environment — streets for pedestrianisation, • The SCP proposes to improve connectivity between the core city
supported by the public transportation and parking and Patto area by constructing new pedestrian and vehicular
strategies bridges.
• The Corporation of the City of Panaji (CCP) and EMBARQ India • The SCP targets:
prepared the DPR for a city level public bike share system in • 7000 trips/day to be shifted to 20 mini buses
Panaji. The system proposes: • At least 10% mode share shift to NMT
• 1040 bicycles
• 66 bike stations and 1560 docks
• At least one station at every 250 m
• Higher density of stations and number of bikes in core HOUSING
commercial areas
• Bicycle parking in existing on-street car parking spaces State Level | Goa Regional Plan
• Considering the narrow carriageway in the city, PBS is proposed
in the city. • The Goa Housing Board is the only organisation that addresses the
• The targets users of the system are residents, who travel needs of the EWS and middle income categories even though a lot
distances less than 5 km, and tourists of construction is being done by private developers, individuals,
• Presently, mode share of cycling is dismally low at 1% private limited companies and cooperative housing societies.
• Over 4% of trips are made in taxis and two-wheelers on hire • The board has concentrated on the construction of LIG and MIG
• The bike share system is meant to reduce this mode share tenements in the new colonies set up in Porvorim, Margao, Ponda,
of taxis and two-wheelers on hire Bicholim and Mapusa. The Housing Board has not implemented
any projects within the Panaji city limits.
Site Level | Smart City Plan, Decongestion Plan and DPR • To cope with the rising population and to meet future residential
requirements the Housing Board has identified a few pockets
for PBS System
of land within a range of 12 to 15 km from Panaji city for
• The major bus terminal in the North Goa district is situated within comprehensive housing development programmes.
the site selected for ABD. • In case of EWS developments (for sub-division and for building
• The SCP proposes and converges several projects towards construction) the competent authority is allowed to relax
improvement of public transportation and pedestrian regulations to the extent that:
environment. • Minimum size of the plot is relaxed to 60 sq.m
• Light Bus Rapid Transit System (LBRT) with 20 mini buses • Maximum coverage may be relaxed up to 60%
• Bus terminus redesigning at Patto • Minimum size of rooms is relaxed to 2 sq.m
• Improvement in ferry system at Panaji

City Level | Revised City Development Plan, Rapid • TDR to building owners, which will provide equivalent built
Baseline Assessment of Panaji City and Report of space in other areas, in case of unused FSI on heritage
Household and Socio-Economic Survey under Rajiv structures
Awas Yojana (RAY) • Maximum permissible FSI for residential structures is 1 and
• The total number of households in ODP region is 17,807 out of maximum permissible height is 15 m.
which 10,158 are located within the CCP area as per the 2011
census.
• The household size in Panaji has reduced from 4.73 in 1991 to
only 4 in 2011.
• The city is characterised by medium-rise, high density housing
DELIVERY MECHANISMS
in the core city and low-rise, moderately dense housing in the Currently the majority of urban services do not fall under the CCP.
peripheral areas. The last decade has witnessed development Only the issuing of building construction licenses is handled by the
of multi-rise residential and commercial structures. Organised CCP. Due to the lack of capacity and unavailability of technical as
layouts are developing towards the peripheral areas of the city. well as managerial staff, functions with respect to planning and
• Panaji has shown a real estate growth with a hike of home prices implementation of services such as water supply, sewage collection,
by 100% between 2010‒2015. construction of roads and bridges, are dealt by the state Public
• The prices of properties have increased to double in the Works Department (PWD), the planning and implementation of
last five years with approximately ` 35,000 per sq.m to storm water drainage related works are dealt by the state Water
` 70,000 per sq.m on an average Resources Department (WRD), and the urban planning functions of
• Census 2011 identifies Panaji as a slum free city. However, a the urban local body are undertaken by the North Goa Planning and
survey has been carried out with the help of Municipal Elected Development Authority.
Representatives/Corporations, which identified 2517 households
under the slum category which is classified as “slums like area”. Imagine Panaji Smart City Development Limited (IPSCDL) — the
Out of these, the following is the land tenure status of some SPV in Panaji under the National Smart City Mission includes
households: representatives from:
• 779 have encroached private land
• 573 live in rented properties • Ministry of Urban Development, GoI
• 179 have encroached public land • Department of Urban Development, GoG
• Department of Finance, GoG
Site Level | Smart City Plan and Goa Land Development • Corporation of City of Panaji (CCP)
• Industry Association
• Indian Institute of Architects/Planners/Engineers
• The SCP recognises the existence of urban poor settlements in • Public Works Department, GoG
the ecologically sensitive area. Infrastructure improvement is • Goa State Infrastructure Development Corporation Ltd. (GSIDCL)
proposed in such areas.
• The ABD has residential areas under conservation land use as
Stakeholders for implementing
per the Outline Development Plan (ODP). To motivate and engage
SCP in Panaji are:
private owners and developers it is proposed to provide:
• FSI incentives for developers to conserve heritage buildings • Water Resources Department of Goa

• Public Works Department of Goa Financial resources for
• Department of Town and Country Planning of Goa implementing SCP in Panaji are:
• Goa State Urban Development Agency • Smart City Mission Fund from Central and State Government
• Department of Art and Culture of Goa • National Smart Grid Mission Fund
• National Bank for Agriculture and Rural Development (NABARD) • State Water Resources Department Fund
• Kadamba Transport Corporation (KTC) • Public Works Department funding from State Government
• Economic Development Corporation Ltd (EDC) • Town and Country Planning Department of State Funding
• Department of Information Technology, GoG • Integrated Power Distribution Scheme funds
• Goa State Pollution Control Board • Atal Mission For Rejuvenation and Urban Transformation
• Directorate of Transport, Goa (AMRUT)
• District Magistrate, North Goa • Goa State Urban Development Agency funding
• Captain of Ports, Government of Goa • National Solar City Mission
• Margao Port Trust • DFID funding under challenge fund scheme by Ministry of
• River Navigation Department, GoG Housing and Urban Poverty Alleviation
• Electricity Department, GoG • Public Private Partnership
• Travel and Tourism Association of Goa • Corporate Service Responsibility (CSR) funds
• Food and Drug Administration Department • State Department of Art and Culture funding
• Forest Department of Goa • National Bank for Agriculture and Rural Development (NABARD)
• Mangrove Society of India funds
• Botanical Society of Goa
• Birds Institute of Goa
• Peoples Biodiversity Register
• Petroleum and Natural Gas Regulatory Board
• State Biodiversity Board of Goa
CITY'S APPROACH IN
• Charles Correa Foundation SMART CITY PLAN
• Waste Wise Foundation
• Private agencies Goals in the SCP of Panaji are derived from the broader city goals
• Drishti Marine Solutions Pvt. Ltd as per the Revised City Development Plan for Panaji 2041.16 These
• Chartered Speed Pvt. Ltd goals align with the principles of TOD:
• ParXsys mobit systems
• LKS (Ingenieria) India Pvt. Ltd. 1. Promote mixed-use
• Essel Infra Projects Ltd. • Patto area, with its contemporary administrative and commercial
• Radioactiv Entertainment development, is largely deserted after office hours. This area is
• Local Governments for Sustainability — South Asia (ICLEI) isolated from the core city, which is accessed by a bridge. The
• The Energy and Resources Institute (TERI) SCP strategically proposes to bridge these two islands physically
• Goa Heritage Action Group (GHAG) and conceptually. Projects such as Art and cultural centre are
proposed under the SCP. They will increase open spaces in the
core city and footfall in the Patto area.
• As the SCP does not propose any housing in the city, there is an
opportuinty to introduce it in the Patto area since it will increase

the housing stock in the city and improve ridership in public • Additionally the city needs create an environment to prevent
transportation originating at Kadamba bus station and also outmigration.
increase footfall in Patto area after evening hours. • The existing FSI, building height and set-backs in the Patto area
• Mixed-use should be defined as a land use category in Panaji to allow for only conservative development. Options to intensify
preserve the built form and activities of the city. the development need to be explored so that more jobs can be
created that are not tourism related.
2. Leverage strength of rich heritage • To curb the increasing cost of living and provide opportunities
• City is encouraging conservation of heritage structures and their for the urban poor, it is recommended that street vending zones
façades, along with the pedestrianisation of the core city area in be introduced in the bus terminus and along pedestrianised
order to enhance experience of the visitors within the ABD. streets.
3. Improve public transportation Recommendation: Developing Patto area as a CBD on

• Eco-mobility is the central theme of Panaji's SCP. Derived from
TOD Principles
previous initiatives in the city such as the Decongestion Plan
and Comprehensive Mobility Plan, the SCP lays emphasis on In the ABD site selected in the SCP, except for the Patto area
improvement of public transportation and NMT in the city and to the west of the site, all other areas have limited scope of land
especially in the ABD. development due to building regulations and fragmented land
• In addition to the projects proposed and converged in the SCP, the ownership. The EDC Ltd developed the Patto area, a vast land area
city has to prepare a parking policy to manage the disorganised of about 1,77,000 sq.m by reclamation. A mixed-use development in
parking in the city. This should include parking restraints and this area will make it active during all times of the day with different
dynamic parking pricing. land uses peaking at different times of the day.
• It is recommended that a park-and-ride garage be constructed
at the bus station to reduce congestion along with the creation Pushkarev and Zupan in 1977 prescribed minimum residential
of pedestrian and bicycle friendly streets. This will encourage densities ranging between 5400 persons per sq.km17 to 9000
commuters to park their cars and ride the public bus loops from persons per sq.km depending on the mode of transit. The highest
the terminus. gross density in Panaji is in its ABD site and amounts to 6602
• Presently auto rickshaws have little mode share — only persons per sq.km. There is an opportunity to adopt TOD as a
0.18% — but the expected modal shift from private to public strategy for development in Panaji. Listed below are the strengths
transportation will be accompanied by a higher demand for and opportunities in Patto to be developed as a new CBD on TOD
intermediate para transport (IPT) such as auto rickshaws. An Principles
organised parking and management of IPT at crucial public
transportation stations such as bus stops, ferry stations and
terminus is necessary. Strengths
• The Outline Development Plan (ODP) of Panaji provides detailed
4. Diversification of economy zoning throughout the city. Developed in line with the Goa Land
• The SCP has identified projects to diversify economy and Development and Building Construction Regulations, 2010,
create more job opportunities. Rejuvenation of Mala Lake the ODP offers potential to manage ground coverage, FSI and
envisages reviving the lake as a tourist attraction whilst creating building heights in areas that are not protected in the city.
employment opportunities related to tourism and aquaculture • The maximum permissible FSI and building heights as per these
for the locals. regulations is still very conservative, but the presence of a

PATTO AREA
detailed zoning plan presents scope of re-densification later. future growth centres to keep a check on the development sprawl
• The maximum FSI allowed as per these regulations is 2.5 and the across all urban centres in the state.
maximum permissible height of buildings (28m) applies to the • An overlay district can be established on the Patto area which
special commercial zone (C1-S) which is in the Patto area which will allow increased permitted densities, restricted auto-oriented
falls within the ABD. uses, parking strategies, and also promote pedestrian-oriented
• The city bus terminus is located in Patto. The SCP proposes development in the areas.
improvement in public transportation by introducing 20 new • The city shows a demand for compact rental and sale units with
buses and a public bike share system. the decrease in family size and long duration tourists visiting the
• Patto area has existing open spaces which will need only city. With several million tourists visiting the state each year, Goa
improvement and up-gradation. gives very high rental returns.
Opportunities
• The GRP has recommended developing growth centres in various

parts of the state to reduce the stress on the existing limited urban
centres. A node based TOD in Patto can serve as an example for

Multi-modal • Bus loops (LBRT) with 20 mini buses • Provide park-and-ride facility at Kadamba bus terminus
Integration • Redesigning and redevelopment of Kadamba bus • Organised parking of IPT at major bus stops, ferry stations
terminus necessary to prevent haphazard parking on street
• Public bike share • Universally accessible footpaths with minimum conflict points with
• Enhancement of ferry system vehicular traffic necessary in the station area
• Light BRT bus stops
• Public bike share station integrated with bus loop
routes and bus terminus
• Road improvement, universally accessible
walkways, street furniture in bus terminus
First and • Pedestrianisation of 18th June Road, Church • Street design using parking for the benefit of pedestrians at
Last Mile square and Cafe Bhosle square junctions, by making wider sidewalks as crossing enhancements
Connectivity • Improvement of Altinho steps (The Altinho steps • Specifics of the road improvement project, such as width and
is a cut-through for pedestrians) character of the footpath and NMT lane is not shared in the SCP
• Reorganisation of traffic to free road for bicycling and has to be explored in the detailing of the project
and LBRT routes
• Road improvement, universally accessible
walkways, street furniture
• Relaying of all roads in the selected area
• Bike share scheme with 1040 bikes and 66
stations
Inter- • Pedestrianisation of 18th June Road, Church • Preserve city's small block size to ensure walkability
connected Street square and Artist Zone at Cafe Bhosle square • Create large spill-out spaces at Kadamba bus terminus to make
Network room for the large number of commuters
Complete Streets • The LBRT proposed in SCP suggests dedicated • Specifics of the road improvement project, such as width and
lanes for mini-buses, which will automatically character of the footpath and NMT lane is not shared in the SCP
reduce the road width available for personal and has to be explored in the detailing of the project
vehicles • Create vending zones at the bus terminus and along pedestrianised
streets since there is little scope for widening the city streets
NMT Network • Table-top pedestrian junction at church square • Specifics of the road improvement project, such as width and
• Street cafés on 18th June Road character of the footpath and NMT lane is not shared in the SCP
and has to be explored in the detailing of the project
• The main streets of Panaji have a mixed-
use street frontage with ground floor retail • Eliminate on-street parking in dense commercial areas with higher
promoting an active street edge pedestrian volume and replace with suitably located off-street
parking to increase widths of sidewalks
• Implement vehicle restraint measures for personal transportation
during peak hours in areas of congestion

Traffic Calming • Dynamic pedestrian and NMT priority signalling • Use road markings or temporary barriers as a buffer between
• Investment in the SCP is made towards soft motor vehicles and bicycles
interventions such as ITS for bike share, ferry
and bus systems in the SCP
Mixed Land Uses • The Patto administrative area is a contemporary • Establish an overlay district for developing the CBD at a higher FSI
development without protected structures • Recognise mixed-use as a land use category in the Revised DP of
• The SCP proposes mixed-use in this area with Panaji to prevent creation of single-use areas at a later period and
the introduction of commercial, recreational to preserve the mixed-use character of the city
and cultural development, but the scope of • Areas connected by public transportation may be identified as
development is limited due to restriction on FSI mixed-use areas, with the exception of heritage conservation zones
(2.5) and building height (28m)
Optimised • Allow higher density development in the Patto area, supported
Densities with public transportation
• Any development should have right to a base density, and a
maximum density may be permitted under the provision of
qualifying amenities, market requirement or premium paid
Street Oriented • Reduce set-backs to create active street frontages in the
Building development of the area as a CBD. This should be accompanied
with active uses at ground level
• The CBD should be developed as an integrated area. Boundary
walls along any edge facing public spaces should be prohibited
in the CBD and the area between buildings can then be used as
privately owned public spaces or public plazas
Managed • Create a parking pricing policy for Panaji
Parking • Provide park-and-ride at Kadamba bus terminus in the Patto area
• Minimise and organise on-street parking
• Higher parking fees for on-street than off-street in CBD
• Reduce minimum parking standards in Patto area as compared to
the rest of the city
Informal Street • Create vending zones at the bus terminus and along pedestrianised
Integration streets since there is little scope for widening the city streets.
Housing • The Patto CBD has potential for denser development. The city
Diversity should consider high density medium-rise development in the
residential pockets and high density high-rise developments in the
Patto CBD to increase the housing supply in the city
• The city will have to prepare mandates for minimum affordable
housing within development projects in the Patto CBD
• Mandatory provisions of smaller unit apartments in mixed-use
buildings should be introduced in the Patto CBD to address the
seasonal tourism driven need
• These should be supported by other incentives such as speedy
approval processes to encourage private developers to take up
such developments

HUBLI-DHARWAD
Hubli-Dharwad are twin cities in the state Hubli-Dharwad is an economic and educational
CASE 3
of Karnataka, separated by a distance of 20 hub in the North Karnataka region with a
km. Together, they form the second largest number of educational institutions, industrial,
region in the state. The twin city conurbation is logistics and commercial establishments. It is
administrated by a single urban local body — the also culturally and historically one of the most
Hubli-Dharwad Municipal Corporation (HDMC) important urban areas in the state. Its economy
— constituted in the year 1962, combining is driven by automotive manufacturing for Indian
the two cities. The area under HDMC is 202.3 Railways and the IT sector. The Government of
sq.km. According to Census 2011, the city had a Karnataka has declared Hubli-Dharwad as an
population of 9.43 lakh. HDMC accounted for 2% automobile and IT corridor. It accounts for 1/3rd
of the state’s total population. It accommodates of the country’s software export. Approximately
51% of the total Dharwad district population in 55% of the city’s population is involved in the
4.7% of the districts geographical area. tertiary sector.18 IT/ITES is expected to accelerate
with the establishment of ARYBHATA Tech Park
(23 acres) and Infosys IT Park (50 acres) in the
region. Hubli-Dharwad is also home to more than
3000 small and medium industries, 21 MLME and
23,336 MSME employing 1,24,620 persons in 7
Industrial areas and 4 industrial estates, adding
up to about 3.8% of the local planning area.
CHALLENGES
With the expected acceleration of economic
growth and industrial development, Hubli-
Dharwad is likely to face many issues as a result of
population influx and its implications on housing
demand. Some of the key challenges it will have to
address are:
Source: Syed Zohaibullah

• Providing infrastructure to support a huge floating population — Hubli-Dharwad's Vision
according to the CDP, this number is currently more than 4 lakh. The city’s vision, as stated in the City Development Strategy, focuses
• Integration of the prospective development along the upcoming on providing a high quality living environment to its citizens
BRT corridors with the existing non-contiguous development in through preserving its economic, historical, cultural and natural
between Hubli-Dharwad and the rest of the city. The segregated environment. It aims to establish Hubli-Dharwad's identity as:
development has resulted in poor infrastructure facilities within A historical, cultural city and a regional hub of diverse economic
these developments. activities — agro based, trade and industry, IT enabled services,
• Managing the significant unplanned commercial activities and retail trade, tourism, finances, education and health —that provides
traffic on the streets in the core city. a high standard of living and high quality of civic services to all its
• With the upcoming IT sector and investment in industrial citizens and preserves its natural ecology and environment.
infrastructure, the opportunities for business and commercial
activities are expected to grow further in Hubli-Dharwad Hubli-Dharwad’s SCP vision takes this forward by aiming at becoming
necessitating the: a regional business and commerce hub with the support of existing
• Provision of additional infrastructure to support the economic diversity to provide a better and inclusive environment to
expected rise in number of jobs and businesses its population. According to the document, Hubli-Dharwad aspires
• Management of the increasing housing demand due to the to be the gateway for the southern Deccan region in terms of trade,
increased employment opportunities in the city business and commerce. It intends to achieve this with the spirit of
• Ensuring high quality of public transit and improving its inclusion and citizen empowerment, by synergising the locational
contribution to the mode share. The city will need to manage the advantage, technology, infrastructure, manpower resources and
increasing private vehicle ownership. smart governance. This will also make the city high on liveability
and sustainability, preserving its rich cultural heritage.
PLANNING FOR A SUCCESSFUL Hubli-Dharwad has been trying to address some of its key issues of
TOD IN HUBLI-DHARWAD non-contiguous spatial development and overcrowded CBD areas by
Hubli-Dharwad’s strategy is to develop its growth corridor on TOD using TOD principles of building denser) — mixed-use developments
principles. The existing support mechanisms for implementing TOD along the public transit corridors. Navanagar has been identified
exists at the following levels: as pilot project along the proposed Phase I of the BRT in the CDP.
SCP aims to establish TOD along Phase II of the BRT to support the
• Regional level: The State Transport Corporation buses serve proposed city-scale commercial development.
as the public transit for the city of Hubli. The North Western
Karnataka Road Transport Corporation (NWKRTC) jurisdiction
covers the Belagavi, Dharwad, North Canara, Bagalkot, Gadag and Policy Framework
Haveri districts. For Hubli-Dharwad, the policy framework19 is primarily comprised
• City level: A Comprehensive Development Plan (CDP) along with of:
the zoning regulations guides the city’s spatial growth.
• Site level: Smart City Plan of Hubli-Dharwad has identified the 1. Hubli-Dharwad Comprehensive Development Plan, 2021 | at City
area around the second phase of the BRT corridor to be developed Level
using TOD Principles. 2. Hubli-Dharwad Smart City Plan | at City Level and Site Level
• Building level: Building Bye-laws regulate the building level 3. Hubli-Dharwad Mahanagar Palike Building Bye-laws, 2004 | at
development based on uses. City level

HUBLI-DHARWAD LOCAL PLANNING AREA
Source: Hubli-Dharwad Comperhensive

Development Plan, 2021
4. Hubli-Dharwad Zoning Regulations | at City Level Hubli-Dharwad Mahanagar Palike Building Bye-laws, 2004
5. Housing and Habitat Policy Draft, 2009 | State Level describes the physical development of buildings of all sizes and uses,
in turn defining the form of the city. The Bye-laws are applicable
Hubli-Dharwad Comprehensive Development Plan, 2021 was within the jurisdiction of the HDMC.
prepared by the Hubli-Dharwad Urban Development Authority
(HDUDA). The land-use document was released in 2015. The earlier Hubli-Dharwad Zoning Regulations was prepared under the
plan dates back to 2003. The CDP allocates land use for development. Karnataka Town and Country Planning Act, 1961. It is applicable to
It plans the city in 3 zones Hubli, Navanagar and Dharwad the entire local planning area boundary. It outlines:
Hubli-Dharwad Smart City Plan outlines the proposed interventions • The proposed, permitted and restricted land uses is prescribed
for development of the identified ABD site along the Airport Road on by Zoning Regulations (ZR).
TOD Principles. It includes projects leading towards improved road • The land uses permissible in ABD, the standards for open spaces
infrastructure, up-gradation of existing transit terminals and depots, around buildings, plot coverage, Floor Area Ratio, height of the
NMT network, cycling and pedestrian facilities. It also includes building, building lines, parking etc. as defined by the ZR.
provision for commercial and mixed-use development including
affordable housing. Karnataka Housing and Habitat Policy Draft, 2009 was prepared
by the housing department and is applicable to the entire state of
• The site proposed for ABD covers an area of 992 acres and is Karnataka.
located along the growth corridor (identified by CDP and CTTP).
• The site covers 2% of the city area, spreading over 7 wards and
part of 6 wards. The total population of the site is 1.17 lakh STRATEGIES FOR TOD
which is 11% of the city’s population, while 6037 is the slum
population. The density in ABD is 340 PPH which is 7 times the HOUSING
gross density of the city.
• The vision is to link various transit nodes present along the growth State Level
corridor in the city. TOD corridor is proposed with increased
density and premium FSI focusing on mixed-use development. • Karnataka Housing Board (KHB) has ongoing projects such as
• Length of the BRT corridor is about 7.5 km connecting the '100 housing projects', '225 schemes', '53 housing projects',
Railway Station to Hubli Airport. 'Suvarna Karnataka' and other board schemes.20

City Level | City Development Plan within the city core is 20 km/hr.
• HDUDA sites of dimension 6 m x 9 m are reserved exclusively for • There is 30% public transit mode share.
the economically weaker sections. • City bus is the main public transit operating from 4 different
• As per the City Development Strategy, 31% of the total land use is terminals on around 180 routes. Service is provided by NWKRTC.
residential which is lower than URDPFI prescribed standards of • A total of 23 routes are operational between Hubli and
35‒40%. Dharwad, of which 2 routes are express with an intermediate
• There are 127 slum in the city, of which 93 are notified and 34 stop at Navanagar
are non-notified . Census 2011 notes:
21
• Public transport vehicles account for only 7% of total traffic
• 1,74,577 slum population and 37,218 slum households — flow, and carry about 70‒75% of people on the corridor
18.57% of the total households • 49% of the total HDMC area or 99.85 sq.km is served by
• Of the existing slum households , 56% are in good condition, public transport (assuming 500 m buffer along the corridor)
40% are liveable and the remaining 4% are dilapidated. • Bus stops are located every 400 to 500 m across the city.
• Under HFA, 525 (G+3) dwelling units are constructed with • A BRT network of 22 km length connecting the two cities is
infrastructure services in 3 selected slums in the city having a under construction.
built-up area of 34 sq.m in each unit. • Railways — Hubli is a major rail junction on the Mumbai‒
Bangalore route, Bijapur and Hospet and Bangalore-Goa.
Site Level | Smart City Plan
Site Level | Smart City Plan
• 1.4 lakh sq.ft (13,000 sq.m.) of affordable housing is proposed
adjacent to the Hubli Railway Station. • A multi-modal transit hub (Railways, City Bus, IPT) has been
• Redevelopment of 1122 housing units is under convergence. proposed at Hubli Railway Station with mixed-use development
and parking.
MOBILITY • Smart parking management along with multi-level car parking.
• New NMT links along with PBS stations and network.
• Junction improvement, coordinated traffic signals and intelligent
City Level | City Traffic & Transportation Plan (CTTP) and
mid-block crossings along the airport road (TOD corridor).
Comprehensive Development Plan
• Road section improvement:
• The total road network is 700 km, covering an area of 22.69 • 12 m wide roads to have 2 m wide footpath on both sides,
sq.km, which constitutes 22% of developed area. 2.5 m wide parking with travel lane of 6 m width
• Existing road density = 3.45 km HOUSING STOCK • 18 m wide roads are proposed with 3 m wide footpath on
per sq.km. (CENSUS, 2011) both sides. 2.5 m wide parking and 2.5 m wide multi-utility
• 60% of work trips are zone on either side with 7 m wide travel lane
performed within 5 km
distance while 28% are
performed shorter than 2
km . 22
DENSITY
• There is 29% NMT mode
share and only 9% of the road City Level | Comprehensive Development Plan and
network has footpaths.
Zoning Regulation
• Average vehicular speed

• The city’s population has increased MODE SHARE uses. For example, a residential zone can have small-scale retail
by 20% in the last decade; however activities, community services, and recreational spaces, while
its municipal area has reduced residential use is prohibited in the wholesale commercial zone.
by 11.12 sq.km, showing 26% • ZR and Building Bye-laws don’t identify mixed-use development
increase in its overall density. as a category but there exists mixed-use activity in the city
• The existing gross density of the particularly in the old Hubli and Dharwad area.
municipal area is 46.65 PPH or
9.9 DUs per ha. Site Level | Smart City Plan
• Due to the geographical
distance between the two cites, • 41% of the ABD area is under industrial and commercial use.
development is mushrooming along the major roads. • High density mixed-use development is proposed along the
• Zoning Regulations prescribe FAR based on the land use and road corridor.
width adjacent to the plot. • Development of retail and office spaces is proposed along the
• FAR is 1.25 to 2 for residential land use in intense developed airport road.
zones while in other areas it ranges from 1.5 to 2.25 • Development of new CBD is proposed along with Skill
• Maximum FAR of 2.5 is proposed for commercial Development Centre.
development along roads above 15 m width • Affordable housing is proposed near the railway station.
• Out of the four existing public transit terminals, two are located
Site Level | Smart City Plan within the ABD along the BRT corridor.
• Existing BRTS depot, NWRTC depot, CBT, BRT terminal, Hubli
• The existing density at the ABD site is 340 PPH. railway station and airport terminal are being developed with new
• High density mixed-use development is proposed along the economic centres along with community spaces and improved
corridor. basic infrastructure facilities.
• FAR along the transit corridor is proposed to be increased
from 2.5 to 4
• 14.9 lakh sq.ft (1.4 lakh sq.m) of new economic development
is proposed along the corridor, which will increase the job DESIGN
opportunities in the area.
City Level | Comprehensive Development Plan
• ROW is shared by all modes of transport — there is no defined

DIVERSITY space allocation for different modes of transport in the existing
right-of-way.
City Level | Comprehensive Development Plan, Zoning

Regulations and Building Bye-laws Site Level | Smart City Plan
• The ZR provides the set-backs and FAR based on land use and • Dedicated cycle track is proposed in the ABD.
size of the plot, along with certain permissible land uses within • Footpath development and up-gradation of 101 km is proposed,
the zone. which will cover 14% of the total road network.
• ZR norms have some flexibility to provide diversity in land • ZR proposed set-backs are based on the street width. The height

of boundary wall is prescribed up to a maximum of 1.5 m. responsible for preparing the district development plan.
• The proposed mixed-use development along the transit corridor • Karnataka Road Development Corporation Limited (KRDCL) is
will provide active streets. responsible for building road infrastructure projects.
• Karnataka Urban Infrastructure Development and Finance
Corporation (KUIDFC) is the nodal agency for externally aided
projects and for centrally sponsored schemes. It is responsible for
DELIVERY MECHANISM assisting the urban agencies in the state in planning, financing and
providing expertise to develop urban infrastructure. Under the
Smart City Plan, KUIDFC will support Hubli-Dhawad Municipal
State Level
Corporation HDMC in developing 24 x 7 water supply, parks and
• Directorate of Municipal Administration (DMA) is responsible underground gas pipeline system.
for the supervision of the functioning of the municipalities • The North-Western Karnataka Road Transport Corporation
• Public Works Department (PWD) is responsible for road works (NWKRTC) provides transport services in the north-western
including maintenance of national highways, state highways, part of Karnataka and operates bus services in the city of Hubli-
and major district roads, and construction and maintenance of Dharwad.
government buildings.
• Karnataka Industrial Areas Development Board (KIADB)23 is City Level
responsible for developing industrial areas by providing basic
infrastructure services including: • The city is administrated by Hubli Dharwad Municipal
• Approach roads and internal roads with storm water drains Corporation.
• Power supply and street lighting • HDUDA performs planning and development functions in Hubli-
• Water supply, CETP/STP Dharwad city.
• Technical Training Centres and R&D centres • The agency is responsible for the approval of building plans,
development plans for group housing and layouts, construction
LAND-USE
of houses, and development of major infrastructure facilities.
• KSCB provides basic amenities and housing to the notified slum
dwellers in the city.
• The Karnataka Urban Water Supply and Drainage Board
undertakes both provision and operation of and maintenance of
water supply in Hubli-Dharwad.
• Various state departments perform functions such as protection
of the environment, tanneries, protection of the interests of the
• Common Facilities Centres to accommodate Banks, Post weaker sections, etc.
Offices, Telephone Exchanges, Dispensaries and Canteens, • City level public transport is provided by the North–West
Hotels & Hospitals Karnataka Road Transport Corporation (NWKRTC).
• Power Sub-Stations • Hubli-Dharwad BRTS Company Limited (HDBRTSCO) is
• Housing tenements for the labour force working in the implementing the Bus Rapid Transit System (BRTS) with funding
industrial units under the Sustainable Urban Transport Project (SUTP) and
• District Planning Committee (DPC) for Dharwad District is support from World Bank and GEF.
constituted but it is not functioning at present. The committee is • Zonal Railways, Indian Railway Stations Development Corporation

Limited (IRSDC) and Rail Land Development Authority (RLDA) are CITY'S APPROACH
implementing the Hubli railway station redevelopment project.
TOWARDS TOD
Stakeholders for implementing SCP The ongoing development and the proposal for ABD suggest that the
city is heading towards :
• HDMC
• KUWSDB • Improving mobility infrastructure to promote public transit
• KUIDFC and NMT usage.
• HESCOM • Presently the area is well served by the existing city bus
• Hubli-Dharwad BRTS Company Limited (HDBRTSCO) service, but traffic congestion on roads and poor pedestrian
• MNRE & Solar Cities Programme facilities are issues in the CBD area and the rest of the Old
• KREDEL Hubli area.
• Department of Industries and Commerce • The SCP includes projects for a complete street network
• CEDOCK Dharwad having footpath provision, MUZ and pedestrianised
• Deshpande Foundation junctions along 12 m and 18 m wide roads. It has proposed
• RUDSED Dharwad junction improvement, coordinated traffic signals and
• Indian Railway Stations Development Corporation Limited intelligent mid-block crossings along the BRT corridor,
(IRSDC) as well as improving the green cover along the road by
• Rail Land Development Authority (RLDA) deputing an eco-battalion for its creation and maintenance.
• Nathan & Nathan Consultants Private Limited. The proposed MUZ can also be used to accommodate IPT
• DANLAW TECHNOLOGIES stands and vending areas.
• SOFTTECH ENGINEERS PRIVATE LIMITED • The various proposed projects will help the city to achieve
• WORLD BANK/DFID/IBI the target of higher mode share for Public Transit (50% as
• Karvin Associates, AECOM, TCE, Black & Veatch, HCP, Jacobs, per the CDP). It will be important for the city to ensure
iDeCK, Mahindra Acres, Hyder Consulting, Feedback Ventures, strong last mile connectivity through pedestrian & bicycle
DIMTS infrastructure and IPT. Active street frontages will also be
• Veolia, Suez, L&T, Tata Projects, ILFS Water, Subhash Projects critical for ensuring natural surveillance and safety. The
• Marg Group, RR Parkon, L&T, Shoba, Embassy, Brigade, Prestige, city should scale pedestrian and bicycle infrastructure
Hiranandani and Godrej Properties based on adjacent land use.
• DIMTS, Trimax, Schneider, Arya Omnitec, Continental, Siemens • Creation of economic activities along the transit corridor. This
• L&T, HCC, Gammon, Shapoorji Pallonji, Oriental Construction, includes the new CBD development along with commercial hub
ITNL development on existing city level transit nodes.
• Emmvee Photovoltaic Power Private Ltd, U-Solar Clean Energy • The idea is to develop new economic centres along with
Solutions Pvt. Ltd, Premier Solar Powertech Private Limited community spaces and improve basic infrastructure
• ROLTA, HCL, L&T, Siemens, Bosch facilities.
• TCS, HCL, Wipro, Infosys, Mindtree • Railway station redevelopment includes commercial
development adjacent to the station area.
• The new commercial developments include: lake front
redevelopment to generate recreational activities; trade
pavilion and skill development centre and capacity building

centre; adaptive reuse of potential vacant land in the • High density mixed-use development along transit corridor.
depot and terminal area; a new CBD as start-up tower and • Densification is proposed along the major roads.
incubation hub. • Premium FAR mixed-use high density development is
• The city is heading towards creating additional job centres proposed along the transit corridor.
which will bring more people into the city and the ABD; • The existing Building Bye-laws and zoning regulations
The public transit capacity and other feeder and last mile propose a much lower FAR than what is proposed for TOD
services should be designed to cater to the increased development.
demand. • The existing feeder bus routes should penetrate deeper into
• Development of affordable housing. the city area. Tapering FAR along with mixed-use activities
• The proposal for ABD includes development of affordable along these routes can be considered for densification.
housing adjacent to the railway station and housing Mixed land-use will reduce the need to travel longer
redevelopment under PMAY and other state level schemes. distances. It is important to ensure vertical mix of uses and
• Hubli-Dharwad aims to increase land use under the to prevent segregation of uses by blocks.
residential category in order to meet the housing demand. • The SCP does not identify the TOD influence zone for
In addition to the proposed affordable housing along the the BRT corridor. The city should consider creation of an
BRT corridor, the city should create EWS & LIG housing in Overlay District to ensure easy implementation of the TOD
close proximity to public transit (particularly BRT) in order interventions .
to generate a sustainable transit ridership and better public
transit connectivity for lower income households.
Source: Hubli-Dharwad SCP

Informal Sector • 1122 slum households to be redeveloped under • Provide space for street vendors near the transit stations
Integration convergence and along high pedestrian volume areas
• Dedicated NMT network, e-Baiku (PBS) and auto.com
(Green IPT) — dedicated cycle track on 10 km stretch,
30 PBS stations proposed
• Smart Mobility — Complete street schematic shows
2.5 m wide MUZ in 18 m width road, 27.2 km (phase I)
complete street network
• State has recently adopted the street vending policy in
2016
Interconnected
Street Network
Managed • Dynamic fare for parking during peak hours within the • Identify off-street parking spaces along the corridor and
Parking ABD, enforced via parking regulations around transit stops and stations. Include parking in FAR
• At present, on-street parking is free in the city • Implement a parking pricing strategy
• Eliminate parking minimums close to transit
• Provide dedicated park-and-ride facilities at terminal
stations and major multi-modal interchanges.
• Provide shared parking
Mixed Land • Station redevelopment- • Delineate Transit Oriented Zone (TOZ) along the BRT
Uses TOD corridor — mixed-use high-rise with premium FSI corridor to implement denser mixed-use development
• Revised Master Plan should identify areas as mixed-use
• Allow flexibility in the ZR for mix of uses
First and • Junction improvement and last mile connectivity • Create dedicated and physically segregated bicycle tracks
Last Mile — dedicated cycle tracks on 10 km of road stretch; with minimum width of 2 m in each direction for vehicle
Connectivity e-Baiku (PBS) + 30 PBS stations carriageway larger than 10 m after providing adequately
• 8 intelligent mid-block crossing sized footpaths in each direction based on pedestrian
traffic
• Streetscape redesign — footpath improvement 3 m
wide (typical section of complete street); improving • Provide ‘cut-throughs’ in the existing road network
101 km of footpaths, new and existing • Provide mid-block crossings every 250 m on average;
minimum 5 safe street-level crossings per km
• Scale footpath based on adjacent land uses
Multi-modal • Existing city bus routes connecting the twin city • Identify drop-off location for private taxi/car
integration • Bus stops are spaced at approx. 500 m
• Junction improvement and last mile connectivity
— dedicated cycle tracks on 10 km of road stretch;
e-Baiku (PBS) + 30 PBS stations; auto.com (green IPT),
new NMT links proposed

Complete Street • Streetscape redesign — footpath improvement:3 m
wide (typical section 18 m wide complete street and 2
m wide footpath on 12 m wide road); improving 101
km of footpaths (new and existing)
• Junction improvement and last mile connectivity
— dedicated cycle tracks on 10 km of road stretch.
e-Baiku (PBS) + 30 PBS stations
• 22 km BRT under construction along PB Road
Housing • Increased density through provision of premium FSI • Provide minimum reserved units (15% of the FAR), for
Diversity along TOD corridor (BRTS route) — PB Road, Gokul affordable housing units (40 sq.m or less)
Road resulting in additional office and retail space, and • Provide minimum reserved units (15% of the FAR) for all
overall increase in employment opportunities TOD projects for rental or for sale; housing with unit sizes
• Affordable housing and mixed-use-development — no larger than 25 sq.m
1.4 lakh sq.ft of affordable housing and mixed-use
development under new economic development project
• 1122 slum households to be redeveloped under
convergence
NMT Network • Streetscape redesign — footpath improvement:3 m • Provide unobstructed footpath in streets above 10 m
wide (typical section 18 m wide complete street and 2 • Width of footpath shall be determined based on pedestrian
m wide footpath on 12 m wide road); improving 101 volume
km of footpaths, new and existing
• Streetscape amenities
• At least 125 trees per km for streets with ROW smaller
than 12 m
Optimised • High density mixed- use corridor, through the • Integrate prospective development along the upcoming
Densities implementation of concept of mutation corridor with BRT corridors with the existing non-contiguous
premium FSI. Increased density through provision of development between Hubli-Dharwad and rest of the city
premium FSI along • Based on the identified TOD zones in the revised Master
• TOD corridor (BRTS route) — PB Road, Gokul Road, Plan, the zoning regulations should prescribe the FAR and
resulting in additional office and retail space, and densities for integrated development
overall increase in employment opportunities • Provide mandatory 50% residential units of size ranging
between 32‒40 sq. m and the balance 50% comprising
homes ≤65 sq.m
Street Oriented
Buildings
Traffic Calming • Co-ordinate traffic signals — 16 proposed under Smart • Provide minimum buffer of 0.5 m between cycle tracks and
Mobility motor vehicle lanes
• Pedestrianised junctions • Provide mid-block crossings every 250 m on average.
Minimum 5 safe street-level crossings per km
• Limit speed on urban arterial roads and sub-arterial streets
to 50 km/h and on collector and local streets to 30 km/h
• Limit maximum speed on streets meant primarily for NMT,
and all streets of ROW 12 m or below to 20 km/hr through
traffic calming
UJJAIN
Ujjain is one of the oldest living cities in the The city is one of the seven sacred Hindu cities
CASE 4
world. It is located on the banks of Shipra River and is home to one of the 12 Jyotirlinga Shrines
in the Malwa Plateau region of the central state dedicated to lord Shiva. It receives upto 20,000
of Madhya Pradesh. It is located 50 km north of to 30,000 visitors every year. Every 12 years, the
Indore and Dewas, two of the largest industrial city also hosts the Kumbh Mela, drawing millions
cities in the state of Madhya Pradesh. Ujjain has of visitors and pilgrims to the city. The Roza at
developed its identity as a great religious and Ujjain is a highly revered place of the Bohras
cultural centre as well as an emerging centre for and an yearly congregation is held here which
the textile industry (establishment of 4 textile is attended by people from across the world.
mills in 1915, development of Freeganj area as Traditional Bohra settlements in Ujjain were
an octroi free area in 1930 and development of established by migrants from Gujarat during the
several cotton and spinning factories on Agar late Mughal period. The Bohras have maintained
road from 1920 to 1930, establishment of Kalidas their traditional neighbourhoods and settlements,
Academy in 1978). helping them preserve their cherished way of
community living, as well as the character of the
city.
The city has developed in the form of sectors and

is divided by a railway line that cuts east-west
through the city. The old city falls to the north
of the line and the new part is to its south. The
old area is characterised by organic growth and
demonstrates a dense and close knit urban fabric
that revolves around the community living. The
area to the south of the railway line started to
develop after construction of the railway bridge in
1930s connecting it to the old city.
The site proposed for the ABD is located to the

north of the railway line and west of the core city.

CITY OF UJJAIN
Source: Ujjain SCP
CHALLENGES FOR UJJAIN PLANNING FOR A

Ujjain's challenges stem from a lack of organisation of spaces in its SUCCESSFUL TOD IN UJJAIN
core. They are as follows: The purpose of a TOD for Ujjain is to address the inefficient utilisation
• Declining population growth due to outward migration — due to of land, scarcity of housing and public transportation, while creating
lack of diverse economic opportunities an urban fabric that improves the experiences of the vast numbers
• Inefficient utilisation of land (only 74% of the development of tourists and pilgrims without creating a pressure on city services.
proposed in the Development Plan 1991 happened by 2005.
Only 19% of the proposed recreational land has been developed) Following are the scales of jurisdiction and interventions in case of
• Excessive pressure on infrastructure in the city's core due to high Ujjain:
density
• There is a scarcity of affordable housing and presence of large • State Level: MP State Urban Parking Policy 2015 outlines the
number of slums (36% population lives in slums & housing overall vision and objectives of parking management in MP cities.
demand of 47000 units over the period of 5 years) Madhya Pradesh also has an Affordable Housing Policy 2015
• Lack of pedestrian infrastructure (less than 10% coverage of Draft.24
footpath on major roads) • City Level: Ujjain has a City Development Plan prepared under
• High dependence on private vehicles — currently 77% of vehicles JnNURM and a Development Plan Book 2021 prepared in 2005.
in the street are private, out of which 45% are two-wheelers A significant part of the city is preserved as Heritage Zone.
• Declining number of tourists — there are limited activities for • Site Level: In the context of our study, this is the TOD as proposed
visitors and average duration of stay is short. within the ABD.

• Building Level: These are mostly regulations working at building Ujjain City Development Plan, 2021 was prepared by Ujjain
level, including AutoDCR. Municipal Corporation in 2005 under the JnNURM Mission.
It outlines the key challenges and opportunities for the city's
UJJAIN'S VISION development and recommends strategies for addressing them.
The city's vision focuses on urban renewal of the city core and
reinvigorating its role as a knowledge centre. Its Development Plan Development Plan, 2021 was prepared by Ujjain Development
2021 its aim as — To make Ujjain a knowledge and pilgrim centre Authority. It addresses the development of the city and has divided
— maintaining its great religious and cultural image and providing it into four major sectors of development: Residential, Commercial
a better and sustainable environment to all walks of life. use, Sensitive areas, Industrial.
Ujjain's Smart City Plan repeats the theme in its vision — A Ujjain Smart City Plan outlines the proposed interventions for
sustainable religious tourist destination taking forward the ancient development of the site selected for ABD. It includes projects
heritage, providing diverse opportunities in a knowledge-based enhancing road infrastructure in the core city, creation of multi-
economy and thriving on wellness & smart initiatives. modal hub, BRT corridor, and cycling and pedestrian facilities.
Madhya Pradesh State Urban Parking Policy, 2015 came into force
POLICY FRAMEWORK in December 2015. Indore, Bhopal, Ujjain and Gwalior are initiating
The Policy Framework for Ujjain city exists at the following levels: implementation of the policy. The policy will be implemented by the
1. Ujjain City Development Plan, 2021 | at City Level newly created state level Unified Transport Council, headed by the
2. Development Plan, 2021 | at City Level Chief Minister.
3. Ujjain Smart City Plan | at Site Level & City Level
4. Madhya Pradesh Urban Parking Policy, 2015 | at State Level & Madhya Pradesh Bhumi Vikas Niyam (MPBVN), 1984 (Updated
City Level 2012) comprises all the parameters related to permission for
5. Madhya Pradesh Bhumi Vikas Niyam (MPBVN), 1984 | at State development of land in planning and non-planning areas. The
Level & Site level regulatory body for its implementation is the Town and Country
6. Draft Madhya Pradesh Affordable Housing Policy, 2015| at State Planning office, MP. The regulations support the parking policy, and
Level & City Level restricts the over-densification of any zone by pre-defining its limits.

Draft Madhya Pradesh Affordable Housing Policy, 2015 was • Ashray — Slum/Mill Workers/Affordable Housing
prepared by the Urban Development and Environment Department • Slum Rehabilitation under PMAY for 6114 households
of the Government of Madhya Pradesh. It follows the Housing for All in 30 slums
mission. The policy is applicable to municipal areas as notified by • 457 affordable housing units
the government. • 823 other category housing units
• 5 working women hostels, 5 dormitories and night
shelters
STRATEGIES FOR TOD/ • 1320 units under BSUP 750 plots/units by UDA
INTEGRATED DESIGN • 1026 DUs under RAY to be approved by GoI25
• Faster building plan approval through commissioning of
HOUSING Automated Building Plan Approval System (ABPAS) — average
approval time reduced from 60 to 15 days.
City Level | City Development Plan, Development Plan

2021 and Smart City Plan
• According to Census 2011, the city has a population of 5,15,215 MOBILITY

and 1.65 Lakh (or 32.1%) of this population lives in 169 slums.
• Large amount of population has chosen unauthorised colonies
State Level | Madhya Pradesh State Urban Parking
for housing in the absence of supply of formal affordable housing
Policy, 2015
options.
• Expected housing requirement by 2022 is 47,582 housing units • Inner city struggles with unorganised street space and on-street
(35,492 for accommodating slum dwelling households and parking.
12,087 for others). • Madhya Pradesh Parking Policy aims to reduce the dependence
• 45% of the total developed land is reserved for residential on private vehicles and private vehicle ownership through:
development that accounts to 37 sq.km. of the city area. • Differential pricing and availability of parking according to
• 74% of the area identified for development has been actually the value of land it is on
utilised. • Enhancing public transit and access to public transit by
• Core city is characterised by organic pattern of narrow streets. integrating parking with the public transit system through
• Most of the slums in the city are concentrated in the northern multi-modal hubs and park-and-ride
part of the city. • Better use of street space by minimising on-street parking
• The city continues to grow in the south-western parts due to its and increasing off-street parking, built with the help of
proximity to Indore and Dewas. private sector
• Site proposed for ABD is located in the northern part of the city • Integrating technology for efficient parking management
on government owned land. It attempts to address the gaps in
housing through: City Level | City Development Plan and Development
• Artha Kshetra — Economic hub
Plan 2021
• 1385 affordable housing units and 3325 other
housing units within the Economic Hub • 348.73 km of total road network.
• 1842 affordable housing units and 4148 other • Average trip length is 3.8 km to 4.4 km excluding walk trips.
housing units within the Knowledge Hub • Public transit fleet size is 139 buses (49 buses with GPS tracking

installed) — 0.26 buses per 1000 people. DENSITY
• Public transit route length is 75 km (covering 10 routes).
• Induction of 100 e-rickshaws and 1500 CNG fuelled autos as
State Level | Madhya Pradesh Bhumi Vikas Niyam
sustainable IPT mode.
(MPBVN), 1984 (updated in 2012)
• About 10% of streets have NMT Infrastructure.
• Inner city streets cannot be widened due to lack of space. • The density is tied to FAR with minimum 0.75 FAR for the density
• On-street parking to be reduced on inner city streets. of 125 PPH.
• Proposed widening of all major streets in the city to accommodate
the increasing traffic congestion:
City Level | Development Plan 2021
• 279.55 km of existing roads to be redeveloped
• 69.18 km of new roads to be developed with road user • Density has increased from 3913 per sq.km in 1991 to 5539 per
facilities sq.km in 2011.
• Improving the surface conditions of the roads to withstand all
weather conditions by 2021. Site Level | Smart City Plan and Madhya Pradesh Bhumi
• Channelisers, traffic islands, traffic signals, dividers, lane
Vikas Niyam (MPBVN), 1984 (updated in 2012)
separators and traffic police control to be shall be introduced at
all important junctions based on a ‘Traffic Management Plan’. • 340 acres of land in the ABD is vacant.
• Existing net residential density of 708 PPH.
Site Level | Smart City Plan • Existing parks of 2.41 acres.

• 322 acres of religious land used for Kumbh Mela.
• 51.14 km of street in the ABD. • Proposed Knowledge Hub and Economic Hub in TOD will
• 7.68 km of public transit route. generate 18450 new jobs.
• A 5.2 km BRTS has been proposed with • University for Sanskrit and medical college proposed to be
• Segregated bus lanes established in the Knowledge Hub.
• Cycle track, bicycle docking stations • Knowledge Hub and Economic Hub, will be located on land that
• Pedestrian paths is currently vacant and owned by the government.
• Multi-function zones • Knowledge and Economic hub have been proposed as walkable
• Pedestrian friendly active frontage zones TOD communities connected to the BRT corridor.
• Multi-Modal Transit Hub has been proposed adjacent to Ujjain • The redevelopment area in the ABD, covering 34.47% of the
railway station. It will integrate bus, rail, NMT and cars. It land (91.77 acres), will be developed to support mixed-use,
includes 5 bays BRTS transfer bays. mixed-income and high density (residential density of 375 DUs
• Incentive for mixed-use TOD development on 114 acres of net per ha).
TOD area, generating revenue from sale of premium on FAR. • Proposed Multi-Modal Transit Hub will have:
• Pedestrian Only — Aradhana Path 5.68 km • 36100 sq.m of retail commercial space
• 2400 ECS parking spaces (with smart parking management) • 20000 sq.m of government office space
• 50 e-rickshaws for IPT • 2050 new jobs
• Public Bike Share with 400 bikes • Total open space and parks proposed — 88.74 acres
• Pedestrian Only — Dharowar Path 2.1 km. • Vatika and Mahakal Garden — 35.92 acres
• Parivartan Path — TOD Corridor 5.2 km of sidewalks. • Lake Restoration and Water Front Development — 23.86
acres

• Vrindavan — 28.96 acres of multi-use open space the means of expanding and improving NMT facilities, public
• Building Bye-laws tie road width to the FAR. spaces and travel demand management.
City Level | Development Plan 2021
DIVERSITY • There is no new development in the city core; only residential and
retail activities are proposed near the railways station.
• No development zone has been marked to preserve the built
State Level | Madhya Pradesh Bhumi Vikas Niyam
heritage and open spaces in the city; this includes the Mela
(MPBVN), 1984
ground. Most of the newer development is primarily proposed
• Recommends ensuring planning for creation of employment along the ring road towards the south due to the proximity to
centres within TOD zones. Dewas and Indore.
• Dedicated zone for religious activities has been proposed to be
City Level | Development Plan 2021 situated along the Shipra River.
• Modification in the street design (road section) has been proposed
• Nearly 90% of the employment in the city is through tertiary to create pedestrian friendly streets and to increase walk ability.
sector. According to the Smart City Plan, the carriageway will reduce in
• City has mixed-use along many main streets. the heritage zone to accommodate sidewalks and additional lanes
• Bohra settlements in the city also demonstrate mixed-use as for NMT.
many of their traditional houses have commercial activities at • Duplex houses have been provided for in-situ redevelopment
the ground level and residential on the upper levels. under "Apni Zameen Apni Chhat".
Site Level | Smart City Plan and Madhya Pradesh Bhumi Site Level | Smart City Plan
Vikas Niyam (MPBVN), 1984
• Streets within the ABD will be redesigned to make room for NMT
• 3000 sq.m of dedicated street vending space. infrastructure along the 5.2 km of BRT corridor.
• Mixed-use proposed as part of the Knowledge Hub and Economic • Complete street design for the neighbourhood of the temple area.
Hub in the TOD. • Pedestrian friendly active front age zones has been proposed.
• Proposed Multi-modal Transit Hub to integrate commercial and • Creation of 25,100 new jobs under various sectors is expected.
office space. • Ujjain Municipal Corporation has implemented the automation
• Diversity in types of housing proposed to be included in the ABD of the building plan approval process by introducing AutoDCR
-affordable housing, dormitories, night shelters. system. The process reduces the human interfaces in the
approval and faster the process by five times as compared to
normal approval.
DESIGN
State Level | Madhya Pradesh Bhumi Vikas Niyam, 1984
• It includes street design guidelines that comprehensively outline

DELIVERY MECHANISM • Earmarking 25% developed land in all housing projects for EWS/
LIG
• Simplification of legal and procedural framework for conversion
Ujjain has implemented the following e-governance of agricultural land for non-agricultural purposes
reforms from JnNURM. • Bye-laws on reuse of recycled water
Establishment of Ujjain City Transport Services Pvt. Ltd. (UCTSL), • Administrative reforms
which introduced organised public transport operations through PPP. • Structural reforms
• Encouraging public participation
ULB Level
The SPV includes representatives from
• Shift to accrual based double entry accounting
• Computerisation of property tax collection with online payment • Ujjain City Administration
system • Ujjain Municipal Corporation
• Internal earmarking of funds for services to urban poor • Ujjain Development Authority
• Birth and death registration and health programmes have been • Mayors Nominee
implemented • MP Public Works Department
• AutoDCR Building Approval System is in place; however, it is • Public Health Engineering Department
being updated according to the new Building Bye-laws • Electricity DISCOM
• Special power for modification of building height in reference • Regional Transport Officer
local area density for low-income housing and public activities is • Town and Country Planning
given to town and country planning department • Madhya Pradesh Urban Development Company Limited
• Government of India representative nominated by MoUD and
State Level • Independent directors from various sectors(Vendors, Contractors)
• 74th CAA (transfer 12 scheduled functions) Resources for SCP:

• 74th CAA (constitution of DPC)
• Transfer — City Planning Function • Government of India (GOI) under SCM
• Transfer — Water Supply & Sanitation • Convergence with Grants GoI/GoMP
• Reform in Rent Control • Corporate Social Responsibility
• Stamp Duty rationalisation to 5% • Ujjain Infrastructure Development Fund
• Repeal of ULCRA • Dedicated Urban Transport Fund
• Enactment of Community Participation Law • Atal Mission For Rejuvenation and Urban Transformation
• Enactment of Public Disclosure Law (AMRUT)
• Pradhaan Mantri Awas Yojana (PMAY) Under Housing For All
Optional Reforms (HFA) Mission
• Swachh Bharat Mission (SBM)
• Revision of Building Bye-laws — streamlining the approval • Solar City Scheme of Ministry of New & Renewable Energy
process • Start Up India & Digital India
• Revision of Building Bye-laws — to make rainwater harvesting • Jan Sahyog (Community Contribution)
mandatory • Public Private Partnership

CITY'S APPROACH Providing affordable housing for the large slum population, with
TOWARDS TOD access to public transit

• Lower income households depend on public transit for mobility.
City's approach to TOD can be summarised as below: Even though the SCP places all the affordable housing units
Appropriately located ABD and development of TOD is within 1 km of the BRT corridor, there is an opportunity to
• Southern part of the city has some planned neighbourhoods and improve the last mile connectivity of all these housing units.
shows growth as a result of better quality of infrastructure and Currently the NMT and pedestrian enhancement are limited to
due to its proximity to Indore and Dewas. As a result, the northern the BRT corridor. These should be extended into the development
part of the city has become the less desirable. to reach all households.
• The site for the ABD is located in the northern part, bringing Urban renewal of core city to alleviate congestion and to improve
essential investment in infrastructure for the area. The site experiences for citizens and tourists
includes existing slums and land occupied by defunct cotton • As a religious centre, the city receives over 3 million every year
mills. (6 times its population), yet it has poor NMT Infrastructure and
• Development of the area will alleviate the issues caused due to public transit system (0.26 buses per 1000 people). It urgently
lack of basic infrastructure. needs to address the issues created by poor quality infrastructure
• Since the area is poorer as compared to the southern part of that is supporting a high number of footfall. Proposed compact
the city, proposed investments in the knowledge and economic development, the BRT and the various NMT enhancements within
hub will lead to inclusive growth by creating opportunities for the ABD will contribute to this. However, the city needs to further
education, jobs, housing and mobility for some of the poorest enhance walkability by providing NMT infrastructure throughout
households in the city. the ABD and by maintaining smaller block size.
Creating an environment for diversification of the economy • The proposed pedestrian only paths — Dharowar Path and
• Currently nearly 90% of the workers are engaged in tertiary Aradhana Path are not connected with the railway multi-modal
sector related to tourism. The city faces outward migration due to hub station and the BRT corridor. Further, they also include
the lack of diverse job opportunities in the city. A knowledge hub large space for private vehicle parking. This will lead to a greater
with a Sanskrit University and a medical college and an Economic use of private vehicles in accessing these paths and the temples
Hub with Skill Development Centre and commercial activities has they connect. It will generate higher congestion in the core city.
been proposed to address this issue. Dharowar Path and Aradhana Path must have pedestrian, NMT
• The creation of variety of job and skill development opportunities and IPT based connectivity from the modes of mass transit to
must be complemented with strong accessibility options. Even reduce dependence on private vehicles. Specific area within
though the development is located within 1 km of the BRT the core city can also be reserved for pedestrians, enhancing
corridor, accessibility can be enhanced by providing last mile accessibility for the tourists. Any parking provided in the core
connectivity option to the destinations within the development. city should be priced according to the market value of the land.

Multi-modal • BRTS — Railway station -bus terminal along with • Bus network connect the development to the BRT
Integration multi-level park and ride Corridor, but IPT is required to ensure last mile
• IPT integrated with multi-modal development connectivity within the Knowledge and Economic Hub
• PBS scheme (400 bicycles & 10 PB stands) • Public bike share should connect temple areas in close
proximity (2 km) to BRTS
First and Last Mile • 10 mid-block pedestrian crossing enhancement • Continuous unobstructed footpath of 2m minimum on
Connectivity • 2.4 km of Greenway along the river each side of all streets with ROW wider than 12m.
• 300 e-rickshaw and CNG autos • The mid-block pedestrian crossings should be provided
every 250 m
• 5.68 km of no-vehicle streets
• IPT parking should located at regular intervals and at
• BRT corridor will have active street frontage along
transit stops
with mix of uses
• Public bike share stands should be integrated with
• Dedicated bicycle lane along the BRT corridor and in
public transit stops
urban parks
• Make sidewalks should universally accessible and scale
• PBS scheme
them to adjacent land uses
• Bicycle lanes should be extended through the city to
provide easy mobility
Interconnected Street • City should ensure smaller block sizes to reduce
Network walking distances
• City should recognise spill out space at the multi-
modal hub, identifying drop-off and pick-up zones
• With older neighbourhoods and heritage sites, the city
has seen an organic growth of streets. It should clearly
identify the hierarchy of the variety of its streets and
specify speeds
Complete Streets • Dedicated BRTs route for 5.2 km • Foot paths should be extended beyond the BRT
• Unobstructed 2.1 m wide foot path along BRTs corridor into the Knowledge and Economic Hub
corridor • City should create active street frontages in the
• 2.5 m wide segregated bicycle lane along BRTS Knowledge and Economic Hub, beyond the TOD
corridor corridor
• 3 m of MUZ along BRT corridor
• 3000 sq.m of dedicated street vending zone near the
multi-modal transit hub

NMT Network • 22 pedestrian facility centres (toilets, drinking water) • The streetscape improvement proposed along the
• 12 changing rooms & toilets along the ghat BRTS corridor should be extended to pockets in the
ABD as per the street hierarchy
• 5.2 km of bicycle lane along the BRT corridor
• Universal Access measures should be included for
• 2.4 km of Greenway along the river
mobility throughout the city
• 3.2 km of heritage walk
• Streetlights should be provided consistently on all
• 2.1 km of pedestrian only street streets throughout the ABD and the city
Traffic Calming • 10 mid-block pedestrian crossing enhancement • The mid-block pedestrian crossings should be provided
every 250 m
• Manage signalling to prioritise public transportation,
NMT and pedestrians
Mixed Land Uses • Mixed land use proposed along 114 acres of TOD • A master plan and interventions for the mixed-use
area TOD area has to be prepared to guide private sector
led development
Optimised Densities • Premium FAR for TOD • Plan minimum gross densities for the redevelopment
site
Street Oriented • Prohibit boundary walls along any edge facing a public
Building open space
• Define set-backs suitable for TOD
• Provide active frontages throughout the TOD. Replicate
the active frontages observed in the Bohra settlements
within the city core.
Managed Parking • 6 shared car parking for 2400 ECS in ABD • Design space for passenger pick-up and drop-off at
• Multi-level car parking for 500 ECS at multi-modal multi-modal transit hub
transit hub • Implement the pricing recommendations of the MP
State Urban Parking Policy 2015
Informal Street • 3000sqmts of dedicated street vending zone at multi- • Prepare plan for street vending as per the 'The Street
Integration modal hub Vendors Act, 2014'
• 6114 slum households rehabilitated in-situ • Vending spaces should be marked in along high
pedestrian volume areas to activate the street and
make it safe
Housing Diversity • 5990 housing units (1842 affordable housing units) • Other incentives such as fast track approval process,
• 6114 housing units for slum inhabitants exemption from building plan sanction fee should be
identified for private sector involvement
• 10 night shelters
• Provide units off different sizes and tenure for variety
• 5 working women’s hostel
of household types
• 50 vernacular housing

Annexure I INTERVENTIONS LISTED IN BOLD ARE PROJECTS WITH A BUDGET, OTHERS ARE
STRATEGIES OR PART OF ANOTHER PROJECT
Hubli-Dharwad Jabalpur Guwahati Thane Amritsar
• Streetscape redesign foot- • Vehicular intersection improvement • TOD along metro stations • Multi-modal facility | • Mobility and intelligent
path improvement | as per street design guidelines | • Improvement of roads, footpaths ` 267 cr. traffic management |
` 83 cr. ` 60.5 cr. and traffic junctions | ` 432 cr. ` 136.7 cr.
Complete Streets
• Junction improvement and • Road development as per street • Bharalu River project | ` 296 cr. • Proposed BRTS
last mile connectivity | design guidelines | ` 126.62 cr.
` 21.75 cr. • Development of bus stops | ` 4.3 cr.
• Junction improvement and • Signalisation | ` 57.5 cr. • TOD along metro stations • Teen Haath Naka junction • Mobility and intelligent
last mile connectivity | • Road development as per street • Improvement of roads, footpaths improvement | ` 239 cr. traffic management |
` 21.75 cr. design guidelines | ` 126.62 cr. and traffic junctions | ` 432 cr. • Multi-modal facility | ` 136.7 cr.
• e-Baiku (PBS) • Bharalu River project | ` 296 cr. ` 267 cr.
• Streetscape redesign | • Pedestrian improvement
` 83 cr. | ` 23 cr.
First and Last Mile Connectivity
• Affordable housing and • 55% of the redeveloped residential • 70 acre Brownfield town- • Relocation of dense
Housing Diversity
Mixed-use development | units for affordable EWS and LIG ship | ` 3974 cr. polluting urban clusters
` 103.32 cr. housing | ` 784 cr.
• High density mixed-use
mutation corridor at premi-
um FSI
• Renovation of core city • Road development as per street • Bharalu River project | ` 296 cr. • Multi-modal facility | • Redevelopment of
market area | ` 114.78 cr. design guidelines | ` 126.62 cr. • Mora Bharalu River project | ` 267 cr. public facilities and
Informal Sector
• NMT Zone | ` 4 cr. • Slum housing built-up | ` 83.72 cr. ` 421 cr. amenities | ` 202.3 cr.
Integration
• e-Baiku (PBS) • Deepar Beel project | ` 250 cr.

• auto.com (Green IPT)
• Smart mobility

Kochi Nagpur Chennai Chandigarh New Town Kolkata
• Water transport infra- • Project TenderSURE | ` 220 cr. • Differently abled foot path • Annual cost of pedestrianisation of • Pedestrian friendly
structure | ` 42 cr. | ` 15.84 cr. Jan Marg on weekend | ` 0.73 cr. pathways and non vehicle
• Bicycle lanes | ` 15.84 cr. • Dedicated cycle tracks shared with streets/zones | ` 40.9 cr.
• Metro proposed in city is footpath | ` 2.8 cr. • Dedicated bi-cycle lanes

along edge of ABD • Footpath | ` 7.2 cr. along the roads | ` 180 cr.
• Redesign of 20 roads as • Metro proposed along the TOD • Upcoming metro railway
complete streets (Garia-Airport Metro) and
• ISBT exists in the ABD
mono-rail projects
• Urban design — public plaza — de-
• Vending zone | ` 2.7 cr.
sign for FoW plazas | ` 37.92 cr.
• Open space corridor • Project Nirmal Nag River | ` 150 cr. • Traffic calming of streets| • Dedicated cycle tracks shared with • Dedicated bi-cycle lanes
linking DH ground to • Bandara road TOD Precinct Influence Area — ` 7.43 cr. footpath | ` 2.8 cr. along the roads | ` 180 cr.
Mangalavanam | ` 9 cr. IPT parking within 150 m of metro station • Differently abled foot path • e-rickshaws | ` 1.15 cr. • Bicycle sharing pro-
• Walkway from EKM jetty • Project TenderSURE | ` 220 cr. | ` 15.84 cr. • Public bike sharing | ` 4.22 cr. gramme | ` 1 cr.
to metro station | ` 9 cr. • Bicycle lanes | ` 15.84 cr. • Pedestrian friendly
• Project Share-a-bike (PPP) • Footpath | ` 7.2 cr.
• Standard footpath • Cycle sharing system with pathways and non vehicle
including signages | ICT application | ` 0.15 cr. streets/zones | ` 40.9 cr.
` 28.53 cr.
• World class arterial
roads | ` 52.87 cr.
• Relaying of roads |
` 42 cr.
• Relaying of roads
aesthetic and improved
urban design pedestrian
facilities with street fur-
niture, boulevards and
urban greenery (main
roads) | ` 16.5 cr.
• Project HOME SWEET HOME | ` 30 cr. • Transit oriented planned develop-

ment model (FSI=3.0), building height
• Suyojit PBB: focus on inclusive planning by
(Ground + 9 storeys) as per Draft TOD
resolving land use conflict using TPS
Policy
• Residential-affordable housing
• Hostel facility | ` 121.39 cr.
• Standard hawker zones • Project TenderSURE | ` 220 cr. • Redesign of 20 roads as • e-rickshaws | ` 1.15 cr. • ToTo, auto smart stands
in Fort Kochi | ` 5 cr. • Bandara road TOD Precinct Influence Area —
complete streets
• Urban design — public plaza — de- | ` 6 cr.
• Integrated redevelop- IPT parking within 150 m of metro station sign of FoW plazas | ` 37.92 cr. • Vending zones | ` 2.7 cr.
ment of slum housing | • Project HOME SWEET HOME | ` 30 cr.
` 141.4 cr.

• Road development as per street • Mobility and intelligent

Interconnected Street
design guidelines | ` 126.62 cr. traffic management |

` 136.7 cr.
Network
• Dynamic fare for parking • Multi-level car parking | ` 18.84 cr. • Parking management | • Mobility and intelligent
Managed Parking
during peak hours within ` 27 cr. traffic management |

the ABD, enforced via park- ` 136.7 cr.
ing regulations.
• Station re-development • TOD around Madan Mahal & major • Relocation of dense
• TOD corridor — mixed-use roads polluting urban clusters
high rise with premium FSI | ` 784 cr.
Mixed Land Uses
• Junction improvement and • Development of bus stops | ` 4.3 cr. • Bharalu River project | ` 296 cr. • Multi-modal facility | ` • Proposed BRTS
last mile connectivity | • IPT services | ` 3.75 cr. • Mora Bharalu River project | ` 267 cr. • Redevelopment of
` 21.75 cr. 421 cr. public facilities and

• Development of green corridor |
• e-Baiku (PBS) amenities | ` 202.3 cr.
` 4 cr. • Deepar Beel project | ` 250 cr.
• auto.com (green IPT) • Mobility and intelligent
• Multi-level car parking | ` 18.84 cr. • Improvement of roads, footpaths
traffic management | `
and traffic junctions | ` 432 cr.
136.7 cr.
• High density mixed-use • Development of Madan Mahal and • A global FSI of 4 has been
mutation corridor at premi- major roads on TOD principles, target proposed for the township
Optimised
Densities
um FSI to achieve 500 DUs per ha with 41% to be developed at Kisan

of area under mixed-use Nagar to redevelop a 70
acre sprawl of unsafe,
unauthorised housing.
Street Oriented
Building

• Broadway market and • Project TenderSURE | ` 220 cr. • Differently abled foot path • Urban design — public plaza — de- • Pedestrian friendly
Ernakulam market • Public market places | ` 2 cr. | ` 15.84 cr. sign for FoW plazas | ` 37.92 cr. pathways and non vehicle
redevelopment and Mat- • Sector 43 — urban retrofit develop- streets/zones | ` 40.9 cr.
tancherry spice market | ment | ` 4932 cr.
` 110 cr.
• Footpath | ` 7.2 cr.
• Annual cost of pedestrianisation of
Jan Marg on weekends | ` 0.73 cr.
• MLCP and commercial • Bandara road TOD precinct influence area — • MLCP with ICT application • Multilevel car park (300 cars capaci- • Smart Parking | ` 13.50
complex at Kacheripady within 50 m of station area only bike parking, | ` 120 cr. ty) | ` 16.50 cr. cr.
| ` 50 cr. cars only at 150 to 300 m of station area. Car • On street parking manage-
parking only after 150 m from station ment with ICT application
• Smart parking (multi-level for 500 cars) at 3 | ` 0.30 cr.
locations
• Bandara road TOD precinct influence area • Mixed-use as a land use • Sector 43 — urban retrofit develop- • Central Business District al-
mixed-use core category in the master plan ment | ` 4932 cr. lows up to 49% use of land
• 7.2Km long Vikas Marg corridor as for residential purpose. In
transit oriented development (TOD) residential areas upto 40%
of residential space for
commercial purpose. City
also follows cluster based
approach to development
ensuring compact growth
of neighborhoods.
• Electric feeders, bicycle • MOVE PEOPLE initiative (e-buses) | ` 37 cr. • PAN city feeder buses & • Electric buses (refurbishment of • ToTo, auto Smart Stands
sharing, elevated walk- • Smart bus shelters | ` 3 cr.
infrastructure under metro existing buses) | ` 152 cr. | ` 6 cr.
ways and travelators | project • Bus stops | ` 12 cr.
• e-rickshaws | ` 5 cr.
` 11.48 cr. • Cycle sharing system with
• Project share-a-bike (PPP) • e-rickshaws | ` 1.15 cr.
• MLCP and commercial ICT application | ` 0.15 cr.
• Automated MLCP at Pardi | ` 15 cr. • Public bike sharing | ` 4.22 cr.
complex at Kacheripady • Differently abled foot
| ` 50 cr. • Bandara road TOD precinct influence area — • Footpaths | ` 7.2 cr.
paths | ` 15.84 cr.
• Jetty improvement | within 50 m of metro station area only bicycle
` 8 cr. parking, cars only after 150 to 300 m of metro
station area. Integration with bus transit
• Project TenderSURE | ` 220 cr. • Differently abled foot path • Sector 43 — urban retrofit develop- • Pedestrian friendly
• 10 e-toilets at important public locations bicycle lanes | ` 15.84 cr. ment | ` 4932 cr. pathways and non vehicle
• Refurbishment of existing public streets/zones | ` 40.9 cr.
• No compound walls in proposed mixed-use core
and station area development in ABD toilets | ` 1.8 cr.
• Premium FSI — from • Bandara road TOD precinct influence area • Transit oriented planned develop- • Higher FAR on metro
4 to 6 mixed-use core ment model (FSI=3.0), building height corridor for encouraging
(Ground + 9 Storeys) as per draft TOD development
policy

• Streetscape redesign | • Road development as per street • Bharalu River project | ` 296 cr. • 3 Lakefront developments • Mobility and intelligent
` 83 cr. design guidelines | ` 126.62 cr. • Mora Bharalu River project | | ` 16 cr. traffic management |
` 136.7 cr.
NMT Network
• NMT Zone | ` 4 cr. • Development of green corridor | ` 421 cr. • Pedestrian improvement
` 4 cr. • Deepar Beel project | ` 250 cr. | ` 23 cr. • 24 x 7 Electricity |
• Street lighting | ` 28.85 cr. • LED street lighting | ` 5.9 cr.
• Improvement of roads, footpaths
and traffic junctions | ` 432 cr. ` 27 cr. • Redevelopment of
public facilities and
amenities | ` 202.3 cr.
• Smart mobility • Vehicular intersection improvement • Improvement of roads, footpaths • Teen Haath Naka junction • Mobility and intelligent
as per street design guidelines | and traffic junctions | ` 432 cr. improvement | ` 239 cr. traffic management |
Traffic Calming
` 60.5 cr. ` 136.7 cr.

• Signalisation | ` 57.5 cr.
• Road development as per street
design guidelines | ` 126.62 cr.

• Bandara road TOD precinct influence area • Ground floor as commer- • Urban design — public plaza — de-
mixed-use core cial as per master plan sign for FoW plazas | ` 37.92 cr.
• Sector 43 — Urban retrofit develop-
ment | ` 4932 cr.
• Project TenderSURE (Road and NMT) • Traffic calming streets • Signalisation at intersections (vehi-
cle activated ATCS compatible traffic
signals) | ` 4.6 cr.

Indore Panaji Ranchi Gwalior
• Transport and walkability — road • Road improvement, universally • Transport & circulation (roads) with • Redevelopment of Amkho bus stand | ` 5 cr.
development as per street design accessible walkways, street furni- pedestrian facility duct for utilities • e-rickshaw as IPT | ` 5 cr.
guidelines | ` 129.41 cr. ture | ` 128.54 cr. including gas line, power line, optical
• Public bike share stations
• Light BRT (procurement of buses fibre, provision for sewerage & drainage
Complete Streets
and bus stops) | ` 65.6 cr. | ` 209.83 cr.
• Road improvement, universally

accessible walkways, street
furniture
• Transport and walkability — vehicu- • Road improvement, universally • EWS | ` 38.84 cr. • Up-gradation of existing road network to
lar intersection improvement as per accessible walkways, street furni- • TOD Policy Draft full section development | ` 132.09 cr.
First and Last Mile Connectivity
street design guidelines — mid block ture | ` 128.54 cr. • Development of BRT corridor | ` 16 cr.
pedestrian junctions | ` 56 cr. • Public bike sharing | ` 9.75 cr. • Mixed-use TOD development PPP
• Transport and walkability — IPT ser-
• Transit infrastructure | ` 24 cr.
vices — battery operated e-rickshaws
in pedestrian areas | ` 6.25 cr.
• Transport and walkability — road
development as per street design
guidelines | ` 129.41 cr.
• Riverfront development — foot over
bridges | ` 96 cr.
• Redevelopment of public land — slum • Transport & circulation (roads) with • Affordable housing as a residential compo-
Housing Diversity
housing built up | ` 129.41 cr. pedestrian facility duct for utilities nent of mixed-use TOD development
• Redevelopment of public land — Com- including gas line, power line, optical • Development of rental housing for floating
pensatory tenements built-up | fibre, provision for sewerage & drainage population | ` 45 cr.
` 270.33 cr. | ` 209.83 cr.
• Housing component in Gwalior Habitat and
• IPT integration | ` 2.7 cr. Trade Centre
• Transport and walkability — road • Urban poor area — combined • Transport & circulation (roads) with • Hawker's and vending zones with dedicated
Informal Sector Integration
development as per street design utility trench for water, gas, elec- pedestrian facility duct for utilities smart card for hawkers | ` 10 cr.
guidelines | ` 129.41 cr. tricity, Telecom | ` 12.16 cr. including gas line, power line, optical • Affordable housing as a residential compo-
• Redevelopment of public land — slum fibre, provision for sewerage & drainage nent of mixed-use TOD development
housing built up | ` 232.76 cr. | ` 209.83 cr.
• Redevelopment of public land — com- • Land development | ` 60.19 cr.

pensatory tenements built up |
` 270.33 cr.

Bhopal Ajmer Bhubaneswar Ujjain Faridabad Agra Ahmedabad
• Mobility | • Road up-gradation • Public bicycle sharing scheme • Partivartan Path • Footpath development | • Enhancing experience • Retrofitting of
` 95 cr. and multi-level fly- | ` 9.5 cr. | ` 42 cr. ` 22.4 cr. of accessing — foot- utility network |
over | ` 25.51 cr. • Project URBS — urban regen- • Multi-modal • Segregated cycle track | paths | ` 197.27 cr. ` 385 cr.
• NMT — footpath eration through Bhubaneswar transit hub | ` 34.92 cr. • Agra-Etawah Lion • NMT tracks/
and cycle tracks | streets | ` 71.5 cr. ` 92.05 cr. • Redevelopment of water Safari cycle highway | cycle tracks |
` 25.51 cr. • Janpath people's smart path | body | ` 0.11 cr. ` 4.20 cr. ` 2 cr.
• Smart centralised ` 72.5 cr. • Parks and open air gym • Street designing | ` • Smart traffic
bus stand | ` 50 cr. | ` 6.54 cr. 168 cr. — integrated
• Vending zones | • Street vending zone | transit manage-
` 215 cr. ` 8 cr. ment platform |
` 194 cr.
• Mobility | • NMT — footpath • Janpath people's smart path | • Aradhana Path | • Segregated cycle track | • Agra-Etawah Lion • NMT tracks/
` 95 cr. and cycle tracks | ` 72.5 cr. ` 126.74 cr. ` 34.92 cr. Safari Cycle highway | cycle tracks |
` 25.51 cr. • BBSR cycle highway | ` 16 cr. • Parivartan Path | • Auto rickshaw parking area ` 4.20 cr. ` 2 cr.
• Project URBS — urban regen- ` 42 cr. | ` 0.97 cr. • Street designing |
eration through Bhubaneswar • Dharohar Path | • e-rickshaw stands | ` 5 cr. ` 168 cr.
streets | ` 71.5 cr. ` 34.1 cr. • Cycle parking area | • Bicycle sharing |
• e-rickshaw project | ` 10.5 cr. • Mobility | ` ` 0.49 cr. ` 1 cr.

125.99 cr. • Footpath development | • Enhancing experience
` 22.4 cr. of accessing — foot-

paths | ` 197.27 cr.
• Housing | • Street vending zone | • Redevelopment

` 914 cr. ` 8 cr. of Wadaj slum |
` 604 cr.
• Area • Road up-gradation • e-rickshaw project | ` 10.5 cr. • Ashray | • Parks and open air gym | • Redevelopment
improvement | and multi-level fly- • Mission Abaas | ` 840 cr. ` 478.84 cr. ` 6.54 cr. of Wadaj slum |
` 20 cr. over | ` 25.51 cr. • Multi-modal • e-rickshaw stands | ` 5 cr. ` 604 cr.
• Janpath people's smart path |
• Vending zones | ` 72.5 cr. transit hub | • Auto rickshaw parking
` 215 cr. ` 92.05 cr. Area | ` 0.97 cr.
• Redevelopment of water
body | ` 0.11 cr.

• Small block sizes in ABD • Pedestrianisation of Church • Transit Hub | ` 184.1 cr. • Development of BRT corridor | ` 16 cr.
• Transport and walkability — road Square | ` 23.46 cr. • Safety & security | ` 21.73 cr.
development as per street design • Pedestrianisation of 18th June • TOD Policy Draft — Provide 3 times FAR
guidelines | ` 129.41 cr. Road, Street cafés on 18th June in TOD Zone for premium price
Interconnected Street Network
• Transport and walkability- parking Road, pay parking, pedestrianisa-

• TOD Policy Draft — Eliminate setback
for pedestrianised areas | ` 253.48 tion and artist zone at Café Bhosle
Entry from 2 Sides
cr. square | ` 0.55 cr.
• TOD Policy Draft — Boundary wall should
• Up-gradation of pedestrian bridge
be avoided or provide transparency
and provision of 2 new bridges |
` 10.93 cr. • TOD Policy Draft — Pricing parking based
on time of the day, location and availability
• Existing small block sizes in the
of land — higher price in the central city
city
and lower availability as compared to the
rest of the city
• Reducing availability of long term parking
and on street parking
• Transport and walkability — parking • Smart parking | ` 38.3 cr. • Safety & security | ` 21.73 cr. • Smart multi-level car parking at 2 locations
for pedestrianised area | ` 253.48 cr. | ` 29.43 cr.
Managed Parking
• Transport and walkability — smart

parking and other components —
integration with pan city proposal |
` 17 cr.
• Redevelopment of public land —
parking built-up | ` 615.88 cr.
• ABD has ground floor retail in most • Mixed-use urban sub-centre at • IPT integration | ` 2.7 cr. • Mixed-use TOD development under PPP
buildings Patto proposed
Mixed Land Uses
• Transit hub | ` 184.1 cr.

• ABD has mixed-use
• Transport & circulation (roads) with
pedestrian facility duct for utilities
including gas line, power line, optical
fibre, provision for sewerage & drainage
| ` 209.83 cr.
• Transport and walkability — IPT ser- • Bus terminus redesigning | ` • Transport & circulation (roads) with • Redevelopment of Amkho bus stand | ` 5 cr.
vices- battery operated e-rickshaws in 213.9 cr. pedestrian facility duct for utilities • e-rickshaw as IPT | ` 5 cr.
pedestrian areas | ` 6.25 cr. • Ferry systems | ` 12 cr. including gas line, power line, optical
• Public bike share stations
• Redevelopment of public land — fibre, provision for sewerage & drainage
• Construction of terminal building
parking built-up | ` 615.88 cr. | ` 209.83 cr.

at Captain of Ports Jetty | ` 28.61
• Transport and walkability — parking cr. • Access to plots from two streets when
for pedestrianised areas | ` 253.48 possible
• Light BRT (procurement of buses
cr. and bus stops) | ` 65.6 cr.
• Transport and walkability — road • Public bike sharing | ` 9.75 cr.
development as per street design
• Road improvement, universally
guidelines | ` 129.41 cr.
accessible walkways, street furni-
ture | ` 128.54 cr.

• Area • Project URBS — urban regen- • Parivartan Path |

improvement | eration through Bhubaneswar ` 42 cr.
` 20 cr. streets | ` 71.5 cr. • Dharohar Path |
` 34.1 cr.
• Mobility | `
125.99 cr.
• Mobility | ` • Road up-gradation • Railway station multi-modal • Multi-modal • Multiple level parking • Façade improvement
95 cr. and multi-level hub | ` 845 cr. transit hub | (railway station and Badkal in TajGanj along herit-
• Parking in the flyover | ` 215 cr. ` 92.05 cr. more metro station) | age walk; cleaning of
basement of • Smart parking | ` 27.5 cr. Taj corridor |
development, ` 115 cr. ` 15.75 cr.

available at pre-
mium pricing
• Multi-level car
parking
• Artha Kshetra | • TOD compliant development • Bicycle sharing |

` 45.43 cr. of retail, hotels and commer- ` 1 cr.
cial proposed
• Mixed-use development —
built area along the transit
corridor | ` 155.66 cr.
• Mobility | • Road up-gradation • Project URBS — urban regen- • Multi-modal • Cycle parking area | • Beautification and • Development of
` 95 cr. and multi-level eration through Bhubaneswar transit hub | ` 0.49 cr. streetscaping of Fate- intermodal hub |
flyover | ` 215 cr. streets | ` 71.5 cr. ` 92.05 cr. • Footpath development | habad Road | ` 125 cr.
• Smart parking | • Railway station multi-modal ` 22.4 cr. ` 3.90 cr.
` 115 cr. hub | ` 845 cr. • Multi-modal hub at railway • Conversion of street
• Multi-modal hub station lights to LED | ` 7.05
railway station cr.
• Multiple level parking
(railway station and Badkal • Roadside plantation |
more metro station) | ` 2 cr.

` 27.5 cr.
• Auto rickshaw parking area
| ` 0.97 cr.
• e-rickshaw stand | ` 5 cr.

• Safety and security — street lighting • Urban forestry, 5000 trees, My • High density (FAR>=4) • Development of BRT corridor | ` 16 cr.
on major roads | ` 16.60 cr. trees initiative | ` 0.36 cr. Medium density (FAR= 4 to 2.5)
• Up-gradation of existing road network to
• Safety and security — street lighting • Pedestrianisation of 18th June Low density (FAR<=2.5)
full section development | ` 132.09 cr.
on other local streets and pedestrian Road, Street cafés on 18th June • Heritage network trail | ` 20.75 cr.
Optimised Densities
paths | ` 12.17 cr. Road, pay parking, pedestrianisa-

• Safety and security — lighting of tion and artist zone at Café Bhosle
public open spaces | ` 6.88 cr. square | ` 0.55 cr.
• Eco-mobility: public bike sharing
scheme, sensor based LED street
lighting improvement of open
spaces, provision of public toilets,
CNG/PNG network, 0.5 MW roof
top solar PV | ` 67.67 cr.
• Redevelopment of public land | • Increase in footfall with mix of land • High density (FAR>=4) • Mixed-use TOD development under PPP
Street Oriented
` 2670.45 cr. use on currently deserted Patto Medium density (FAR= 4 to 2.5)
Building
side Low Density (FAR<=2.5)

• Heritage listing | ` 0.01 cr. • The TOD Policy Draft recommends provid-
ing additional FAR (3 times the rest of the
city) as a premium
• ABD has active street frontage with • Patto cultural zone funding sup- • Transport & circulation (roads) with • Mixed-use TOD development under PPP
NMT Network
retail in ground floors in most of the ported by EDC | ` 0.35 cr. pedestrian facility duct for utilities
buildings including gas line, power line, optical
| ` 209.83 cr.
• Riverfront development — foot over • ITS | ` 1.645 cr. • Transport & circulation (roads) with • Up-gradation of existing road network to
bridges | ` 96 cr. pedestrian facility duct for utilities full section | ` 132.09 cr.
• Transport and walkability — vehicu- including gas line, power line, optical
Traffic Calming
lar intersection improvements as per

street design guidelines- mid block | ` 209.83 cr.
pedestrian junctions | ` 56 cr. • Land development | ` 60.19 cr.
• Transit hub | ` 184.1 cr.
• Open spaces & parks (river park , eco
park, lake harvest, neighbourhood park)
| ` 49.4 cr.

• Area improve- • NMT — footpath • Janpath people's smart path | • Parivartan Path | • Footpath development | • Retrofitting of
ment | ` 20 cr. and cycle tracks ` 72.5 cr. ` 42 cr. ` 22.4 cr. utility network |
road up-gradation • Project URBS — urban regen- • Mobility | • Solar LED street lighting | ` 385 cr.
and multi-level fly- eration through Bhubaneswar ` 125.99 cr. ` 10.68 cr.
over | ` 25.51 cr. streets | ` 71.5 cr. • Smart toilets | ` 3.75 cr.
• Community smart toilets |
` 0.05 cr.
• Anasagar prome- • 600 PPH proposed density • Parivartan Path | • Increased density and • Façade improvement • Redevelopment
nade | ` 110.69 cr. ` 42 cr. compact development with in TajGanj along herit- of Wadaj slum |
• Artha Kshetra |
consistent development age walk; cleaning of ` 604 cr.
` 45.43 cr. control to be incorporated Taj corridor | • Wadaj TOZ |
in the TOD guideline ` 15.75 cr. ` 510 cr.
• Activity generat- • Road up-gradation • Janpath people's smart path | • Parivartan Path | • Variable message
ing uses to keep and multi-level ` 72.5 cr. ` 42 cr. signboards, pelican
streets safe flyover | ` 215 cr. • Project URBS - urban regener- signals, corridor im-
ation through Bhubaneswar provement | ` 6.73 cr.
streets | ` 71.5 cr.

• Area improve- • Road up-gradation • Project URBS - urban regener- • Road improvement - main
ment | ` 20 cr. and multi-level ation through Bhubaneswar access roads | ` 1.9 cr.
flyover | ` 215 cr. streets | ` 71.5 cr. • Internal roads improve-
• Janpath people's smart path | ment and landscaping |
` 72.5 cr. ` 69.31 cr.
• FOB joining railway station
to metro station |
` 8.78 cr.
• Segregated cycle track |
` 34.92 cr.

Annexure II
ADDITIONAL SUB-COMPONENTS
• Development (increase in population and built-up area) should be scaled to the population that the infrastructure can
support through an Impact Assessment (including traffic and environment impact)
• Design streets as per IRC Standards for universal access
• Design buildings as per NBC to allow universal access and utility
• Provide clarity on all charges and levies up front
• Ensure single window clearance for speed of approval
• Overlay District can be used as an intermediate tool to delineate the TOD Influence Area and to implement TOD
Policies. It should eventually become a part of the Master Plan during the next revision.
• If the city’s Master Plan is being revised, TOD Influence Area should be designated to enable the implementation of
TOD Policies in the future.

Endnotes
1
Includes 14 cities that specifically identify TOD implementation in their SCP and 3 cities that illustrate land-use-
transportation integration, without recognising it as TOD.
2
The katras are proposed to be relocated at MCA (spell out) site near the existing skill development centre. Phase I of the
BRT corridor serves this area.
3
The Gunthewari Act of Maharashtra allows regularisation of Gunthewari developments (development of private lands for
construction of dwelling units in unauthorised areas — in this case of Nagpur, in green belt) existing on 1st January 2001.
4
Department of Tourism, Panaji: Government of Goa, 2011
5
Revised City Development Plan for Panaji, 2041
6
Smart City Plan of Panaji
7
Revised City Development Plan for Panaji 2041
8
Ibid.
9
Ibid. 2041
10
Goa Regional Plan 2021
11
The Economic and Socio-Cultural Balance Sheet of Tourism in Goa: Future Options
12
Revised City Development Plan for Panaji 2041
13
Ibid.
14
Transit Oriented Development Guidance Document
15
Ibid.
16
Ministry Of Urban Development, World Bank
17
Victoria Transport Policy Institute, 2016
18
CDP City Development Plan, Hubli-Dharwad, 2006
19
The state is formulating its affordable housing policy under the Housing for All Mission.
20
The detail of ongoing projects under these schemes is available at https://www.karnatakahousing.com/
Projects/225Scheme/225HousingSchemes.aspx
Karnataka Slum Clearance Board (KSCB), Karnataka Rajya Nirmana Kendra (KRNK) are other organisations working under
the administrative control of the housing department and are responsible for slum up-gradation, and improvement of their
quality of life by providing basic infrastructure facilities.
21
Housing for All, GoK Report
22
CTTP (https://WWW.scribd.com/document/153591460/Hubli-Dharwad-CTTP-Executive-Summary-pdf.com
23
It has so far developed 160 industrial areas in 29 Districts in the state covering an extent of 76,136 acres. It has acquired
more than 1,000 acres in Hubli-Dharwad.
24
Unavailable for review at the time of the publication
25
Status Progress Report RAY, March 2016, MoHUPA
This study has been supported by generous grant from Prosperity Programme, Foreign & Commonwealth Office, Government of UK
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A SMART(ER)

National Institute of Urban Affairs

National Institute of Urban Affairs

All rights reserved. No part of this publication may be reproduced, distributed, or

National Institute of Urban Affairs

Research, Compilation and Analysis

Technical Partners: RICS India

A SMART(ER) TOD {3}

{4} A SMART(ER) TOD

A SMART(ER) TOD {5}

Analysing the Smart City Plans

PART I: OVERVIEW ANALYSIS OF 17 SMART CITIES......................................................14

{6} A SMART(ER) TOD

New Town Kolkata........................................................................................................................................................................................................... 46

PART II: AN IN-DEPTH ANALYSIS OF SMART CITY PLANS...................................... 50

A SMART(ER) TOD {7}

{8} A SMART(ER) TOD

SMART CITY MISSION GUIDELINES, STRUCTURE OF MOUD'S TOD GUIDANCE DOCUMENT

Smart City Mission Guidelines

The purpose of the National Smart City Mission is to drive economic

• Pan City Initiatives that are city level interventions, focusing on

A SMART(ER) TOD {9}

{10} A SMART(ER) TOD

The Guidance Document derives the Principles, Components and

ANALYSING THE SMART CITY PLANS

A SMART(ER) TOD {11}

Category Cities that Cities that

{12} A SMART(ER) TOD

A SMART(ER) TOD {13}

{14} A SMART(ER) TOD

PRINCIPLES ADDRESSED BY CITIES

Mixed Land Uses

Refer to Annexure I for an extended version

A SMART(ER) TOD {15}

{16} A SMART(ER) TOD

AREA BASED DEVELOPMENT

Source: Gwalior SCP

A SMART(ER) TOD {17}

{18} A SMART(ER) TOD

Greenfield) 5. Enhancement of the quality of public transit (bus):

Source: Bhubaneswar SCP A SMART(ER) TOD {19}

{20} A SMART(ER) TOD

Source: Bhopal SCP Source: Bhopal SCP

AREA BASED DEVELOPMENT

Source: Bhopal SCP

A SMART(ER) TOD {21}

{22} A SMART(ER) TOD

AREA BASED DEVELOPMENT

Source: Ajmer SCP

A SMART(ER) TOD {23}

{24} A SMART(ER) TOD

AREA BASED DEVELOPMENT

Source: Thane SCP A SMART(ER) TOD {25}

CITY AREA ABD AREA Hubs include:

{26} A SMART(ER) TOD

AREA BASED DEVELOPMENT

Source: Jabalpur SCP

A SMART(ER) TOD {27}

{28} A SMART(ER) TOD