The Delhi Development Authority has issued a public notice inviting suggestions and objections for four transit-oriented development (TOD) corridors in the city. These include corridors from Chhattarpur Metro Station to Arjangarh Metro Station, Peeragarhi Metro Station to Tikri Kalan Metro Station, Dwarka More Metro station to Dwarka Sector-21 Metro Station and Nehru Place Metro Station to Badarpur Metro station.
The draft TOD policy, guidelines and influence zones have also been put in public domain so that suggestions and objections can be filed with the DDA 45 days from the date of issue of the notice, December 21.
According to the notice, specific development plans for any area falling in the above corridors will be submitted and permission of DDA shall be obtained and only then will any fresh development be taken up by private developers. This is, however, not applicable to any development already permitted under present laws.
As per the policy, TOD is essentially any development, macro or micro, that is focused around a transit mode, and facilitates complete ease of access to the transit facility, thereby inducing people to walk and use public transport over private vehicles. It aims to reduce private vehicle dependency and induce public transport use. It aims to provide easy public transport access within walking distance.
“A maximum of 2,000 m wide belt on both sides the Mass Rapid Transit System is designated as TOD influence zone, identified in the combined zonal development plans of Delhi for public notification,” a DDA official said.
According to the policy guidelines, Floor Area Ratio (FAR) allowances above current caps can be taxed or otherwise monetised to fund infrastructure while increased future property tax could fund operation and maintenance of public transport system.
“A TOD cess may be levied to fund public transport facilities and infrastructure management. The cost of infrastructure maintenance models will be worked out based on initial projects,” a DDA official said. More TOD corridors are expected to come up in the future.
Redevelopment within developed areas of the city would only be permitted when an overall influence zone plan has been prepared for the stations. This will be done to ensure that the local street networks, physical and social infrastructure and shared parking facilities have been planned for the area before densification commences.
“For achieving higher FAR amalgamation of plots will be incentivised. However, this will not be made a pre-requisite. Penalties such as