TOD (H&E) Final 2018

Transit Oriented Development Policy
2018
Madhya Pradesh
Government of Madhya
Prepared by -
Department of Urban Development and Housing,

Government of Madhya Pradesh
Pradesh
Transit Oriented Development Policy 2
Transit Oriented Development

Policy 2018
Department of Urban Development and

Housing,
Government of Madhya Pradesh
With Technical Support from
Mehta and Associates Indore
Table of Contents
TABLE OF CONTENTS ...................................................................................................................... 3
1 BACKGROUND ....................................................................................................................... 4
2 NEED OF THE POLICY .......................................................................................................... 4
3 PURPOSE & APPLICATION/APPLICABILITY OF THE POLICY ................................... 5
4 TRANSIT ORIENTED DEVELOPMENT.............................................................................. 6
4.1 Vision ......................................................................................................................................... 6
4.2 Objectives................................................................................................................................... 6
4.3 Benefits....................................................................................................................................... 7
5 TRANSIT ORIENTED DEVELOPMENT (TOD) AREAS AND TRANSITION AREA ..... 9
5.1 Definitions .................................................................................................................................. 9
5.2 Demarcation of TOD Areas/Transition Areas......................................................................... 10
6 APPROACH TO REALIZE THE POLICY OBJECTIVE ..................................................... 10
6.1 Transit-supportive Uses ........................................................................................................... 10
6.2 Densification and Mixed Income Development around Transit Stations/Corridors .............. 11
6.3 Ensure connectivity and Manage Vehicular Traffic & Parking ............................................. 12
6.4 Pedestrian and NMV-Oriented Design.................................................................................... 14
6.5 Make each Transit Station/Corridor Area a “Place” .............................................................. 16
6.6 Plan in Context with Local Communities ................................................................................ 17
7 KEY ACTION AREAS ........................................................................................................... 17
7.1 Land ......................................................................................................................................... 17
7.2 Finance ..................................................................................................................................... 18
7.3 Infrastructure .......................................................................................................................... 18
8 ROLE & RESPONSIBILITIES OF VARIOUS AGENCIES ................................................. 18

1 Background
Madhya Pradesh has a population of 72.6 Million (2011 Census) and is spread on
308,252 sq km area. Though the economy of the state is largely agrarian, which
employees 77% of the total work force and contributes 40% to the state domestic
product. Like other states, Madhya Pradesh is also rapidly urbanizing. Madhya Pradesh
has registered 27.63% of urbanization level in 2011 and has 476 towns. Out of which 4
cities (namely Indore, Bhopal, Jabalpur and Gwalior) have million plus population and
28 other cities have population more than 1 Lakh.
Cities and towns have a notable role in India’s socio-economic transformation and
change. Apart from their contribution to the country’s gross domestic product (GDP),
which is currently placed at about 60-65 %, and their growing role in the global
markets, cities in India are the center-point of innovations and hub of many activities.
At the same time, most cities and towns in India are severely stressed in terms of
infrastructure and service availability.
Cities in Madhya Pradesh are witnessing rapid growth not only in terms of population
but also in their spread leading to low density urban sprawls. The urban sprawl is
leading to stress on limited urban infrastructure and urban local bodies are often
trying to catch up with providing extended urban services to the ever expanding urban
sprawl. This has also drained their financial capacity in providing access to urban
services to the highly populated, sparsely distributed and largely spread cities.
Further with increase in urban spread the travel lengths and time are also increasing
which is leading to use of un-sustainable means of transport. This together with the
increased number of trips have made sustainable modes of transport such as public
transport unviable and often falling short to meet the huge travel demands.
Government of Madhya Pradesh intends to promote smart growth in the urban areas to
deal with the problems related to urban development and transport faced by cities by
way of developing these cities on Transit Oriented Development principles.
The Transit-Oriented Development (TOD) concept is a growth strategy to assist the
cities in implementing the guiding principles of the land use element. In the TOD
strategy, new moderate and high density housing as well as new public uses and a
majority of neighborhood-serving retail and commercial uses will be concentrated in
mixed-use developments located at strategic points along the transit system.
2 Need of the Policy
Land use planning creates livable environment for balancing the human needs such as
housing, working, social interaction, leisure and mobility of persons and goods. Land
use planning is important for balancing of competing demands (of human needs) on
limited urban space. While transportation is one of the human needs for mobility of
persons and goods, often mobility has been considered to be limited to movement and
also seen in isolation from other human needs. Mobility is not just movement but other
dimensions attached to the mobility are flexibility and accessibility. Flexibility in the
mobility is attributed to the lesser travel distances and accessibility in the mobility is
attributed to the access to various human needs (Land uses).
The linkage between land use and transit results in an efficient pattern of development
that supports a transit system and makes significant progress in reducing traffic
congestion and urban sprawl. TOD policies may perform crucial role in improving the
work to home relation as well as improving the efficiency and sustainability of public
transport.
Madhya Pradesh has been pioneer in operation of public transport system through
private bus operators, where Govt. owned special purpose vehicle plays as facilitator in
Public Transport operations. Starting from Indore, 19 other cities in the state have
established the special purpose vehicle, out of which some have started and others are
in process of starting the Public Transport operation. To further capitalize on Public
Transport initiative TOD policies are needed to be implemented to increase rider ship of
the Public Transport system and making it a feasible mode of transport. Govt. of India
has formulated National Transit Oriented Development (TOD) Policy and has desired
states to formulate TOD Policies and ensure Transit Oriented Development.
A State level TOD Policy is required as cities of Madhya Pradesh are losing its grace and
beauty under the growing pressure of urbanization and increasing traffic and
transportation related problems. Thus there is an urgent need to address the issue of
urban transport by way of
• Effecting shift to new urban planning and development philosophy of land use
and transport integration.
• Making cities livable by improving access of citizens to the enhanced public
transport facilities.
• Financing extension of urban infrastructure and public transport projects
through land development.
Thus Transit Oriented Development Policy will be a guiding tool for Unified
Metropolitan Transport Authorities (UMTA), Mass transit agencies, urban local bodies,
government para-statal agencies, enforcement agencies and public for promoting
Transit Oriented Development.
3 Purpose & Application/Applicability of the Policy
This Policy applies to whole of urban areas in Madhya Pradesh as a guiding tool for
preparation/revision of development plans (DPs) under Nagar thatha Gram Nivesh
Adhiniyam, formulation/amendments of Bhumi Vikas Niyam and other allied rules,
formulation of development control norms and regulations and regulating urban
development in Madhya Pradesh. This Policy shall be specifically meant for promotion
and control of development around Transit Stations and along Transit Corridors in all
the cities in Madhya Pradesh.
The TOD Policy will assist
 Government Departments, Directorate of Town & Country Planning and
Directorate of Urban Administration and Development for making relevant
amendments in Acts, Rules & Regulations for urban development in Madhya
Pradesh.
 Directorate of Town & Country Planning, Municipal Corporations/Municipalities
/Municipal Councils and Mass Transit Agency in preparation and revision of
DPs, Zonal Plans and TOD Area Zonal Plans for urban development in Madhya
Pradesh.
 Directorate of Town & Country Planning, Municipal Corporations/Municipalities
/Municipal Councils and Mass Transit Agency in issuing planning/development
permissions and building permission in response to applications for
development of land and construction of buildings within the vicinity of a
Transit Stations and Corridors.
 Development Authorities/Mass Transit Agency/Housing and Infrastructure
Development Board/Audyogik Kendra Vikas Nigam and other para-statal
agencies in formulation of TOD Layout Plans/Town Development
Schemes/Affordable Housing Schemes/Industrial Development Schemes within
the vicinity of a Transit Stations and Corridors.
 Developers and Land owners in formulating their applications for development
of land and construction of buildings within the vicinity of a Transit Stations
and Corridors.
 Registered Architects, Urban Planners and Engineers in providing consultancy

to Developers and Land owners in formulating their applications for
development of land and construction of buildings within the vicinity of a
Transit Stations and Corridors.
This TOD Policy is intended for Transit Oriented Development of TOD Area (Transit
Station and Corridor Area) and Transition Area planning modalities, both in respect of
new Transit Stations and Corridors as well as redevelopment plans that may be
prepared for existing Stations, Corridors and neighboring communities. Such TOD Area
(Transit Station and Corridor Area) and Transition Area shall be identified in the
Development Plans (DPs) and demarcated in the Zonal Plans/TOD Area Zonal Plans.
Where DPs, Zonal Plans and Urban Development regulations are in place, this
document will provide basis for the revision/amendments of these existing Statutory
Plans and documents. And all future DPs, Zonal Plans and urban development
regulations and other documents shall be formulated on the basis of this document.
4 Transit Oriented Development
Transit Oriented Development (TOD) is defined as compact, pedestrian and NMV
friendly development of transit supportive uses having moderate to high density
residential, offices and retail uses within walk-able distance from public transport. TOD
is mixed-use, mixed-income residential and/or commercial area designed to maximize
access to public transport, and incorporates features to encourage transit ridership
such as pedestrian and NMV oriented design, multi-modal integration and connectivity.
TOD is widely considered as one of the most sustainable form of development and is
being practiced in many part of the world. It reduces the dominance of private
motorized vehicle usage and promotes development which is more conducive to transit
usage. TOD encourages residents, workers and shoppers to use Mass Transit and
reduces their dependency on private motorized vehicles by compact, mixed-use and
pedestrian friendly development around Transit Station and along Transit Corridor.
4.1 Vision
 Smart and livable growth in urban areas by making public transport a preferred
mode of transport through high density, mixed-use development. To ensure
pedestrian safety, comfort and convenience.
4.2 Objectives
Transit Oriented Development Policy has been developed on following key Policy
Objectives that apply to Transit Station and Corridor Areas:
1. Ensure Transit supportive uses
Ensuring land uses around Transit Stations and Corridors such that they support
ridership by generating high levels of transit use and provide a mixed-use activity node
for the local community and city-wide transportation network benefits. This provides
the local community with increased services, employment, and housing options within
their community area.
2. Densification and Mixed income development around Transit
Stations and Corridors
Densification will promote; high frequency rapid transit service and also provide a base
for a variety of housing, employment, local services and amenities that support a
vibrant Station and Corridor area community.
Mixed income development will include; diverse types of housing units for people with
various income levels. It should also include a range of affordable housing options for
lower income residents and incorporate diverse commercial developments
complementing various income levels.
3. Ensure connectivity and manage vehicular traffic and parking

Ensure connectivity through comprehensive transportation network planning in the
city with special focus on Mass Transit Corridors. Accommodate transit services and
private motorized vehicle circulation and parking needs, while creating a comfortable
pedestrian environment with proper integration of various mode transfer options.
4. Create Pedestrian and NMV-oriented design
Create convenient, comfortable, pedestrian and Non Motorized Vehicles (NMV) linkages
to and from all Transit Stations/Corridors in order to support a walk-able Transit
Station/Corridor Area and promote the use of transit.
5. Make each Transit Station/Corridor Area“a Place”
Each Transit Station/Corridor Area shall be developed as a unique environment,
transforming a functional transit node into a community gateway and a vibrant mixed -
use hub of activities. Create safe, usable shared public spaces through design and
make existing parks accessible.
6. Plan in context with local communities
Through consultation with local communities, TOD shall provide a wide range of
supporting benefits for local communities, including increased uses and services, a
variety of housing, increased transportation options, increased community amenities
and a more walk-able environment.
7. Promote use of Public Transport and reduction in Private vehicles
Promoting the use of public transport by developing high density zones in the TOD Area
and Transition Area as applicable, which would increase the share of transit and walk
trips made by the residents/ workers to meet the daily needs and also result in
reduction in private vehicle ownership, traffic and associated parking demand,
pollution and congestion in the TOD Area and Transition Area as applicable.
8. Densification of Road Network
Establish a dense road network within the development area for safe and easy
movement and connectivity of NMV and pedestrians between various uses as well as to
transit stations.
9. Developing safe society
Ensure development of safe society with special attention to safety of women, children,
senior citizen and differently abled by making necessary amendments to the building
bye laws such as abolishing provisions of boundary walls, provisions of active frontage
on the road, public use of marginal open space in the form of walkable streets etc.
10. Controlling urban sprawl
Prevent urban sprawl by accommodating the growing population in a compact area
with access to the transit corridor, which would also consolidate investments and bring
down the infrastructure cost for development
11. Eco friendly and livable city
Reduce carbon footprints by shifting towards environment friendly travel options for
the line haul as well as for access and egress trips and by provisions of open spaces,
play grounds and green belts.
4.3 Benefits
TOD shall provide the following benefits to Cities:
i. Mobility Options for all - Change the paradigm of mobility by enabling a shift
from use of private vehicles towards the use of public transport and alternative
modes.
ii. Better Quality of Life for All - Provide a variety of high-density, mixed-use,
mixed-income housing, employment and recreation options within
walking/cycling distance of each other and Mass Transit Station – in order to
induce a lifestyle change towards healthier living and better quality of life.
Integrate communities rather than segregating them and reduce social stigma
and dissent.
iii. Housing For All - Increase the supply of housing stock for all kind of Income
group including range of affordable housing and commercial space in the city
which would bring down prices and make living and working in cities more
affordable.
iv. Market Participates in Better City - Open up development opportunity to the
private sector to bring in investment into the city’s growth and revenue and also
help cross-subsidize social amenities, affordable housing and public transport,
using a variety of possible development models. Low-income groups can be
provided space and shared amenities in integrated mixed-income communities,
thereby reducing further proliferation of gentrified slums and unauthorized
colonies.
v. Self-Sufficiency - Creating high densities would make decentralized
infrastructure provision and management techniques more feasible, thus
making it more economical to recycle water/sewage locally to meet community
needs.
vi. Cheaper Public Transport - Provide a significant source of non-fare box
revenue for a public transport fund, which may help reduce ticket prices and
increase provision of public transport facilities.
vii. Reduce Environmental Degradation - Set a clear vision for the growth and
redevelopment of the city in a compact manner, by minimizing sprawl (low
density spread out development). Help save environmentally sensitive lands and
virgin lands through high-density compact development.
viii. Save Public Money - Provide savings in public money through reduction of
investments in physical infrastructure like additional road expansion,
piping/cabling costs, time-cost of traffic congestion and other larges costs
associated with low-density sprawl.
ix. Multi-disciplinary Integrated Approach - Provide a shift to a more holistic
paradigm of planning where all sectors– mobility, planning policy, urban design,
infrastructure and economics work together in unified manner– to deliver
integrated development.
Benefits to Transit Agencies:
x. Increased ridership due to larger population living/working within walking
distance.
xi. Value Capture of increased land values for long term cross-subsidy &
maintenance of public transportation.
Benefits to Land, Road & Service Owning Agencies:
xii. Potentially increased revenue from land due to increased development with
lesser public money investment.
xiii. City level reduced infrastructure costs (reduced length of roads, pipes, cables,
tunnels, etc.) due to accommodating the overall planned population within
lesser net land area, in a more sustainable way.
xiv. Increased feasibility for sustainable decentralized physical infrastructure.
xv. Increased and more efficient use shared social infrastructure facilities.
5 Transit Oriented Development (TOD) Areas and

Transition Area
5.1 Definitions
5.1.1 TOD Area
Mass Transit Station: - All the existing and proposed Mass Transit Stations in the
Mass Rapid Transit System (MRTS) Corridor/Network which has been approved by
competent authority for development and operations. (referred to as "Transit Station")
Mass Transit Corridor: - All the existing and proposed public transport routes like
Metro Rail/Light Rail/Mono Rail Corridor/Network and Bus Rapid Transit (BRT) or
High capacity Public Transport* Corridor/Routes/Network, which has been approved
by competent authority for development and operations. (referred to as "Transit
Corridor")
Illustration of Transit Station/Corridor Areas (TOD Areas)
TOD Area (Transit Station/Corridor Area): - Area within the 500m wide belt (5-10
Minute Walk) on both sides of centre line of Metro Rail/Light Rail/Mono Rail, Mass
Transit Corridor and Area within a 300m wide belt on both sides of centre line of High
capacity Public Transport*, Mass Transit Corridor or centre line of it's Right of Way
(ROW). Such width of the belt on both sides from the centre line of Metro Rail/Light
Rail/Mono Rail, High capacity Public Transport and Mass Transit Corridor may be
increased or decreased by GoMP.
Note: *To be able to consider High capacity Public Transport Corridor/Route/Network as
Mass Transit Corridor in the purview of TOD Areas such High capacity Public Transport
Corridor/Route/Network shall be designed with a carrying capacity of more than 5000
passengers per hour per direction.
5.1.2 Transition Area

Transition Area : - Area within the1000 meter wide belt on both sides of centre line of
Metro Rail/Light Rail/Mono Rail Corridor/Network and Bus Rapid Transit (BRT) or
High capacity Public Transport* Corridor/Routes/Network which has been approved by
the competent authority for future transportation/TOD based planning. Such
Transition Area may be increased or decreased by GoMP based on the requirements of
projects.
5.2 Demarcation of TOD Areas/Transition Areas
The demarcation of TOD/Transition Areas and zones pertaining to these areas will be
done in the TOD Area Zonal Plans under the provisions of the DPs prepared for any
specific Transit Station/Corridor Area (TOD Area). Such TOD Area Zonal Plans shall be
prepared by Mass Transit Agency. Madhya Pradesh Metro Rail Co Limited
(MPMRCL)/Mass Transit Agency may seek support of Municipal Corporation/Councils
and technical support from urban planning and development experts in the
preparation of TOD Area Zonal Plans, Layout/TD scheme and identification and
implementation of projects.
The actual demarcation of the TOD/Transition Areas and zones pertaining to these
areas may be done on area within/beyond the TOD/Transition Areas defined in the
Clause 5.1, where the land outside the specified distance share specific Transit
Station/Corridor Area characteristics and is not physically separated from the Transit
Station/Corridor Area or may have direct pedestrian connectivity in the designated
time as per Clause 5.1, and could accommodate transit-supportive land uses or as per
requirement and sustainability of TOD, Zonal Plan and planned development in the
city. Similarly such actual demarcation of TOD Areas may exclude existing stable
residential communities or other use zones around Transit Stations/Corridors, which
don’t share specific Transit Station/Corridor Area characteristics and are separated by
physical barriers that prevent pedestrian access to a Transit Station/Corridor in the
designated time as per Clause 5.1.
6 Approach to Realize the Policy Objective
One of the purposes of this document is to set out strategies to realize policy objectives
for Transit Oriented Development.
These Strategies reflect the GoMP’s strategic policy, with specific reference to
development around Transit Stations and Corridors.
6.1 Transit-supportive Uses
1. Transit- supportive uses
Transit-supportive land/building uses encourage transit use and increased
transportation network efficiency. The pattern of land/building use around transit
stations and corridors shall be characterized by:
 Higher Employment Densities and/or Residential Densities
 Promoting Travel Time other than Peak Periods
 Attracting reverse-flow travel on Roads and Transit Stations
 Encouraging extended hours of Activity, throughout the day and week
 Attracting Pedestrian Users and Generates Pedestrian Traffic
2. Mix of Uses
A TOD Area shall allow for a mix of residential, commercial, employment, public semi-
public, supporting retail, entertainment and service uses. The mix of uses shall be
vertically and/or horizontally; that is, the mix of uses shall be found within a particular
building, or incorporated in multiple buildings throughout the TOD Area. This provides
a variety of uses within a compact, walk-able TOD Area and creates a synergy between
the varying types of development.
3. Limit non-transit supportive uses
As the focus of TOD is on the transit rider and pedestrians, it is important that private
motorized vehicle oriented development does not overwhelm the TOD Area. Non -transit
supportive land/building uses are those which are oriented primarily to the private
motorized vehicles and not the pedestrian or transit user. These types of uses
 generate high levels of private motorized vehicle activity
 Creates area oriented towards private motorized vehicle use
 consume a large amount of land through low-density urban form
 require extensive surface parking areas
 Create negative impacts for pedestrians such as isolation from building
frontages, long and tedious walks, and numerous vehicle crossings on
footpaths, and/or typically does not attract extended hours of activity.
Non-transit supportive uses shall not be located in the immediate vicinity of Transit
Stations/Corridors, where there is high pedestrian activity and bus traffic. These uses
shall be considered to be located outside the TOD Area or towards the edge of a TOD
area where higher intensity uses may not be feasible, or shall be considered as part of a
larger comprehensive transit-supportive development.
6.2 Densification and Mixed Income Development around Transit
Stations/Corridors
1. Densification
a. Optimize Density around Each Transit Stations/Corridors
 Density shall be increased in and around Transit Stations/Corridors,
considering the surrounding context and particular Transit Station/Corridor
type. High density shall be placed in locations with the best access to transit
and the local public systems.
 Locate the highest density uses and building forms (e.g. apartments, office
towers etc.) as close as possible to the Transit Stations/Corridors.
b. Minimize the Impacts of Density
 The highest densities in a TOD Area shall occur on sites immediately adjacent
to the Transit Station/Corridor. In addition, minimum density norms may be
established on parcels adjacent to the Transit Stations/Corridors to ensure that
the desired intensity of development is achieved.
 Create transition between higher and lower intensity development by stepping
down building heights and densities with distance from the Transit
Stations/Corridors.
 Use transit facilities, public spaces and roadways as organizing elements for
placement of density, height and shadow.
 Create proper edge treatments such as compatible building scale, parking
location, and landscaping between new developments and existing communities
to ensure integration and minimize impacts of development.
2. Mixed income development
Mixed income development shall include diverse types of housing units for people with
various income levels. It shall also include a range of affordable housing options for
lower income residents. It will also incorporate diverse commercial developments
complementing various income levels. The mixed income developments have a positive
impact on the density of the development due to -
 Lower income and economically weaker section housing have smaller dwelling
units sizes.
 Informal sector and other such commercial establishments have high
employment density. Mixed income development will be inclusive and high
density development which will have positive impact on ridership along the
Transit Corridors.
6.3 Ensure connectivity and Manage Vehicular Traffic & Parking
Comprehensive transportation network planning shall be done in the DPs and Zonal
Plans to ensure connectivity in urban areas. TOD area proposals shall accommodate
transit services, private motorized vehicle circulation and parking needs, while creating
a comfortable pedestrian environment.
1. Connectivity
The transportation proposals under the DPs and Zonal Plans shall be prepared/revised
as below: -
 Create dense networks of streets and paths for all modes of transport.
 Disperse high traffic volumes over multiple parallel streets rather than
concentrating traffic on fewer major arterial roads.
 Create fine networks of streets that provide choice of routes, for all modes of
transport, while reducing distances between places.
The development proposals/Layout Plan/TD Scheme etc. in the TOD Area shall provide
shortest direct route for pedestrians and NMV modes up to Transit Stations/Corridors
as well as between individual buildings/complexes.
2. Multi-modal integration
Public transport operations planning shall be carried out to ensure multi-modal
integration. Some of the key considerations in such planning are: -
 Provide fast and convenient interchange options for various modes of transport
with a priority to public transport including intermediate public transport,
pedestrians and NMV.
 Mass transportation options such as Metro/Light/Mono Rail, BRT, High
capacity Public Transport services and other modes of Public Transport shall be
integrated with each other as well as with pedestrian and NMV networks, so
that time spent in mode transfers is reduced.
 Multi-modal integration shall minimize travel time and cost for majority of
commuters along with provision of safe, affordable and multiple transit mode
options in developed areas as well as along growth corridors. Such mode
choices for last-mile connectivity shall be provided based on various prices and
comfort levels.
 Major transit interchanges shall be planned as Multi-modal Transit Hubs
integrating various modes of transport, while providing seamless interchange
between all modes.
 Multi-modal integration shall not be just the physical integration but also
involve other integration elements relevant to public transport such as fare,
communication, passenger information etc.
The development proposals/Layout Plan/TD Scheme etc. in the TOD Area shall: -
 Prioritize pedestrians, public transport, NMV modes over private motorized
modes in design, management and planning of public spaces.
 Integrated public systems are essentially to ensure a fully integrated TOD area.
Elements of the public systems shall include primary and secondary pedestrian
routes, bicycle routes, road ROWs, pedestrian/cycle overpasses and

underpasses, public open spaces, public toilets, transit stations and bus stops.
3. Parking
a. Reduced parking requirements
TOD, through the transit-supportive uses, increased density and pedestrian oriented
designs provides sustainable mobility options, increasing transit ridership and
reducing private motorized vehicle trips. As TOD has potential for decreased vehicle
ownership, so reduction of parking requirements should be strongly considered in TOD
Areas. Rationalization of parking norms shall be done for TOD Areas considering
following Strategies.
 Appropriately limiting and differential pricing of private motorized vehicle
parking to discourage private motorized vehicle use in the TOD Areas.
 Public parking supply (be it on-street or off street) as well as ECS requirements
for private motorized vehicles shall be restricted in immediate vicinity of transit
stations/corridors and such parking provision shall be based on
location/distance from transit stations/corridors.
 Higher and Differential parking prices in TOD Area shall be considered as part
of a parking management strategy. The prices shall vary as per following order:-
o On-Street (within ROW) - Highest
o Off-Street at Grade
o Off-Street Multi Level - Lowest
Similarly the parking charges shall increase with proximity to the Transit
Station/Corridor.
 Parking for transit buses, IPT modes and NMV shall be prioritized to be on-
street and/or at-grade in the immediate vicinity of Transit Station/Corridor.
 Mandatory share of parking for NMV, transit buses, IPT modes and 2-wheelers
shall be part of ECS requirements for any development in the TOD Areas.
 On-street parking shall be limited to be short term and highly priced in the TOD
Areas.
 Off street public parking shall be discouraged in the immediate vicinity of the
transit stations/corridors, it shall be restricted to the edge of the TOD Areas.
 Park and ride facilities for private motorized vehicles may only be provided in
the transit station premises, whereas such facility for NMV may be provided on -
street or off-street within the TOD Areas as well as within transit station
premises.
 Park and ride facilities should be encouraged in the Terminal Stations and Multi-
modal Transit Hubs.
 All the parking supplies (be it on-street, off-street or on-site) shall be shared
parking spaces in the TOD Areas. Such supplies may be developed by the public
agencies or private developers/land owners/traders associations etc.
b. Parking placement and parking form complementing the pedestrian nature
of the TOD area
Parking spaces shall be designed appropriately in order to maintain pedestrian comfort
in the TOD Area.
 Public off-street parking spaces and on-site parking spaces should be accessed
from lowest hierarchy road abutting any development in the TOD Areas, without
impacting existing communities or the pedestrian environment of the area.
Direct and convenient pedestrian connections shall lead from these parking
areas to primary destinations such as the transit station, major office areas, high-
density residential, etc.
 On-site, at grade parking in the TOD Area should be discouraged and if
provided shall be located on the rear side of the building and shall not face
main ROW. On-site, multi-level parking access ramps should not be provided
directly on main ROW.
 All parking spaces shall be designed and located to minimize the number of
vehicle crossings over primary pedestrian routes. At such crossings all
driveways/vehicular entries shall be raised to finished footpath and cycle track
level.
 All the surface parking shall be broken into smaller cells through landscaping
and walkways and shall accommodate safe, direct pedestrian traffic through the
provision of landscaped walkways to and from, as well as through the site.
 Use of public open spaces, parks, footpaths, cycle tracks and other spaces in
the road ROW as parking (unless designated as on-street parking) shall be
strictly prohibited in the TOD Areas.
4. Encourage employer based transportation demand management
(TDM)strategies
Employer based TDM strategies may assist in reducing private motorized vehicle use,
enhancing transit ridership as well as reducing the need for parking in the TOD Areas.
Such strategies are
 Encouraging local shuttle service for employment centers or shopping centers to
connect to Transit Stations and Major Interchanges.
 Facilitating community car-sharing and car-pooling by providing preferential
parking spots for car-share/car-pool vehicles
 Promoting TDM initiatives such as flex-time hours, tele work, bike/walk to work
programs, etc.
 Work with employers (such as government offices, private offices, business
groups etc) to encourage transit ridership programs among employees by
providing them with universal transit passes/subsidized fares valid on all mode
of transit as part of remuneration package.
6.4 Pedestrian and NMV-Oriented Design
Pedestrian and Non Motorized Vehicle (NMV) friendly environment is most essential
and fundamental requirements of TOD. To materialize high investments in the public
transport system pedestrian and NMV access to the public transport shall be given
high priority.
1. Pedestrian & NMV connectivity
 Direct connectivity for pedestrians and NMV up to the Transit Station/Corridor
shall be ensured in every development proposals in the TOD Areas.
 TOD Areas, development proposals shall incorporate identification of primary
and secondary pedestrian routes.
o Primary Pedestrian Routes – These routes run directly between the
Transit Station Platforms/Transit Corridor Bus Stops and major
pedestrian destinations in the TOD Area. Primary routes would include
wider sidewalks and Station/Corridor access foot over bridges/under
passes, Skywalks etc.
o Secondary Pedestrian Routes – These routes do not provide a direct
link to the Transit Station/Corridor but feed into the primary routes.
These routes would include standard sidewalks and private

accesses/links to/between individual buildings.
 The Pedestrian connectivity shall be ensured with all the elements of the public
system mentioned in the Clause 6.3 (2) above, which will create pedestrian
comfort within the TOD Area.
2. Pedestrian and NMV-oriented design
Significant number of trips in our cities such as education, local shopping, leisure trips
within neighbourhoods and local job centers are short trips, less than 3 Kms. Good
walking and cycling environment encourages users to walk and use bicycles longer to
have access to public transport and cater for short trips. Use of cycling and walking for
such trips, reduces overall cost of travel and also reduces dependency on motorized
transport.
 A convenient, comfortable and safe pedestrian or NMV route shall have the
following qualities like short, continuous, barrier-free, easily navigable and
designed for local climate.
 Primary pedestrian routes shall incorporate climate and weather protection
elements. These elements can include covered waiting areas, building
projections and colonnades, covered walkways or over passes/under passes up
to Transit Station/Bus Stops, use of landscaping etc. These design elements will
make waiting and getting to and from Transit Station/Bus Stops more
comfortable.
 NMV routes and bicycle routes shall be located close to, but physically
separated from a Transit Station/Corridor vehicle drop-off zones or bus stops to
avoid potential conflicts with cyclists and transit passengers. This will allow for
through traffic by cyclists and NMV route users, with local linkages connecting
directly to the transit station, NMV parking and bicycle parking.
 TOD Area, development proposals shall provide adequate amenities for
pedestrians, cyclist, NMT and public transport users
 Buildings shall be grouped together to allow for easy pedestrian access between
buildings at grade or above at intermediate floor level and to frame the
pedestrian spaces, for easily walkable routes.
 Buildings along these routes shall be oriented to the street and shall have
minimal road side marginal open space (MOS), direct building entrances
oriented and connected from the sidewalk. In case of arcade no road side MOS
shall be provisioned.
 All the road and street infrastructure proposals and designs shall be
mandatorily approved by MPMRCL/Mass Transit Agency under the provisions
of DPs, even if the implementing agency is government agency.
3. Safety and Security
 TOD Area, development proposals shall create street level activities, like
hawking zones, ground floor retail etc. to encourage walkability, increase street
level activity and provide safety.
 The ground floor of building in the TOD Areas shall contain uses that are
appealing to pedestrians, such as retail, personal service, restaurants, outdoor
cafes, and residences.
 All the developments in the TOD Areas shall discourage boundary walls to
create eyes on the street.
6.5 Make each Transit Station/Corridor Area a “Place”

Each Transit Station/Corridor area shall be developed as a unique environment,
transforming a utilitarian transit node into a community gateway and a vibrant mixed -
use hub of activities.
1. Activities & Uses
a. Encourage “Round the Clock Activity”
 The development proposals in the TOD Area shall create a safe, vibrant,
comfortable urban “place”, by encouraging round-the clock active streets and
incidental places to relax.
 All streets, public open spaces, parks, parking and other elements of public
system as per Clause 6.3 (2) above in the TOD Area shall be universally
accessible with special focus on needs of differently-abled citizens.
b. Create “Eyes on the Street”
 The development proposals in the TOD Area shall create “eyes on the street” by
removing boundary walls or compounds and building to the edge of the street
ROW and by having uniform building line. This would discourage misbehavior,
shady corners, urinating in public places, etc.
 Mixed use without boundary walls, built-to-edge buildings with minimum/no
road side marginal open space (MOS) and non-opaque fences along with other
informal on-street activities like hawker’s zone in the TOD Area, shall help
provide natural surveillance of public spaces.
 Arcades and colonnades along such built-to-edge mixed use buildings should be
encouraged
c. Creative Use of Public Open Space
 Public open space shall be developed to complement TOD Area development.
This would emphasize the Station/Corridor as a public place, while providing a
comfortable and interesting waiting/drop-off area, and giving the community a
gathering place.
 The development proposals in the TOD Area shall create climate-sensitive
streets and public open spaces through adequate street tree planting, building
edge treatments to facilitate shading of public realm, orientation of open spaces,
etc.
2. Emphasize Important Buildings
 Public or high profile buildings (i.e. stations, large commercial, prominent
residential buildings) shall be visible landmarks within the TOD Area. These
buildings shall have distinctive design features (facade, rooflines etc) that can
be easily identified.
3. Design & Aesthetics
a. Street and Block Layout
 While designing the TOD Area development proposals, new streets and
walkways shall be incorporated into the existing local road pattern.
 All the streets in the TOD Areas shall have sidewalks on both sides of the road
that can accommodate high-volume pedestrian activity and their layout shall be
oriented towards the Transit Station/Corridor.
 Wherever possible, street and building configuration shall be designed to create
vistas, or to terminate views with a landmark feature, building, or public space.
b. Building Design Details

Buildings in the TOD Area shall be designed to ensure that pedestrian comfort is of
prime importance.
 Doorways and windows shall be oriented towards the street in order provide
ease of entrance, visual interest and increased security through informal
viewing.
 Variety of architectural features shall be used on the lower storey of a building
in TOD Areas in order to provide visual interest to the pedestrian.
 Buildings higher than 4-5 storey shall step back higher floors in order to
maintain a human scale along the sidewalk and reduce shadow impacts on the
public street.
6.6 Plan in Context with Local Communities
1. Community participation
Local communities can provide valuable local knowledge on services and amenities
needed by the community, housing forms, key pedestrian destinations, current
pedestrian habits, parking management etc.
 It is essential to consult with local communities early in the planning process
(be it DPs, Zonal Plans or Public Agency/Private Developer initiated TOD
Layouts Planning) to ensure a common understanding of important community
issues related to a particular site or area.
 Local land owners and communities should participate in TOD Area plan
planning process.
2. Needs of the community
 New development in TOD Areas should provide services and amenities needed
by local communities. These could include new housing forms to support
community demographics, employment options, convenience retail and personal
services, public gathering spaces, etc
 Any development in the TOD Area shall complement the existing development
and help to enhance the local character while creating a walkable and vibrant
TOD Area.
7 Key Action Areas
7.1 Land
The Planning, Development and Regulatory Agencies shall devise efficient land
acquisition models such land sharing, land pooling, land amalgamation, plot
reconstitution and other alternatives for provision of housing, employment and other
urban services in TOD Areas.
The Planning, Development and Regulatory Agencies shall earmark a certain portion of
land at affordable rates for housing for EWS/LIG based on the TOD Rules and
Regulations.
Considering land as a scarce resource there is need for regulating use of urban land in
TOD Areas up to optimum levels; penalizing under utilization and incentivizing
optimum utilization within a specific time period.
The TOD Areas shall be notified as TDR Receiving Areas and Influence Areas in the
purview of TDR Rules and Regulations. Separate TDR regulations shall be formulated
by competent authorities and TDR policy should have relevant provisions
7.2 Finance
The TOD Layouts on government land shall be prepared so as to mobilize finances for
strengthening/extension of transit services and capital expenses thereof by way of
using land as a resource. The financial model for such projects shall ensure delivery
mechanism for public infrastructure, public transport facilities as well as affordable
housing in such projects.
The TOD areas shall encourage unlocking land value and attract private investments in
infrastructure development and service delivery through land value capture finance
mechanisms including but not limited to FAR benefits, land value tax, fees for changing
land use, Betterment levy, Development charges (Impact fees), Transfer of Developm ent
Rights (TDRs), Vacant Land Tax, Tax Increment Financing, Land Acquisition and
Development , Land Pooling System or any other possible benefit that the regulatory
authorities can give.
Income generated through aforesaid financing mechanism shall be accrued to the
Dedicated Urban Transport Fund (DUTF). These revenue streams shall be identified
based on the benefits enjoyed by a piece of land lying within the TOD Area.
7.3 Infrastructure
The urban service delivery agencies such as Municipal Corporation/Municipalities/
Municipal Council or Mass Transit Agency etc. shall ensure:-
 Strengthening of trunk infrastructure in brown field TOD Areas so as to effect
desired mixed use and density levels.
 Integrated infrastructure and services system Plans for green field TOD Areas
indicating space requirements for all urban services based on desired mixed use
and density levels.
 The infrastructure provisions in the TOD Area development proposals shall as
far as possible ensure decentralized infrastructure, so that impact on existing
Trunk Infrastructure is minimized as well as long term sustainability and
resource efficiency is achieved.
Such strengthening of trunk infrastructure proposals and integrated infrastructure and
services system plans shall be prepared and implemented based on the DP proposals
and TOD Area Zonal Plans.
 The TOD Rules and Regulations shall ensure
 Sustainable water, energy, waste water, storm water and solid waste
management and communication systems in the development proposal in/along
Transit Station/Corridor areas.
 Rain water harvesting, to be integrated with the landscape and public open
space strategy.
8 Role & Responsibilities of various Agencies
1. Department of Urban Development and Housing
 Formulation of TOD Policy
 Amendments in Madhya Pradesh Nagar Tatha Gram Nivesh Adhiniyam 1973
and rules there under.
 Amendments in Madhya Pradesh Bhumi Vikas Niyam 2012.
 Prepare/revise various Development Plans incorporating separate chapter for
TOD, enabling provisions and amendments for implementation of TOD, zoning
regulations, development controls and subdivision/amalgamation regulations
for various uses/activities, building bylaws for various uses/activities and
design guidelines for TOD Areas.
2. Directorate of Town and Country Planning

 Amendments in various sections of Madhya Pradesh Nagar Tatha Gram Nivesh
Adhiniyam 1973 and Development Plans/Rules there under, in consultation
with MPMRCL /Mass Transit Agency.
 Prepare/revise various Development Plans incorporating separate chapter for
TOD, enabling provisions and amendments for implementation of TOD, Transit
Oriented Development zoning regulations, development controls and subdivision
regulations for various uses/activities, building bylaws for various
uses/activities and design guidelines for TOD Areas in coordination with
MPMRCL/Mass Transit Agency.
 Promote, Control and Regulate the Developments in the TOD Areas in
coordination with MPMRCL/Mass Transit Agency.
3. Development Authorities, Housing and Infrastructure Development
Board, MPMRCL, Mass Transit Agency and other Para-statal
Agencies
 Preparation and implementation of TOD Area Zonal Plans, TOD Layout Plan/TD
Schemes/TP Schemes/Redevelopment Schemes etc. in TOD Areas in sole
capacity or in partnership with land owners/developers as applicable.
 Preparation and implementation of proposals for strengthening of trunk
infrastructure and integrated infrastructure and services systems plan for
infrastructure components in TOD Areas based on the TOD Area Zonal Plan as
per their respective jurisdiction
4. Municipal Corporation/Municipality/Municipal Council
 Preparation/revision of Zonal Plan by incorporating TOD Areas and subsequent
zoning regulations.
 Preparation and Implementation of TOD Area Zonal Plans for TOD Areas
through Mass Transit Agency.
 Promote, Control and Regulate the building construction activities in the TOD
Areas.
 Preparation and implementation of proposals for strengthening of trunk
infrastructure and integrated infrastructure and services systems plan for
infrastructure components in TOD Areas based on the TOD Area Zonal Plan.
5. Madhya Pradesh Metro Rail Co Limited (MPMRCL)/Mass Transit
Agency (Metro Rail/Light Rail/Mono Rail/BRT/High capacity public
transport services)
 Preparation and implementation of TOD area zonal plan with the assistance of
Municipal Corporation/Municipality.
 Approval of layout plan in TOD area.
 Planning, enforcement and regulating urban transport including public
transport (Metro Rail/Light Rail/Mono Rail/BRT/High capacity public transport
services), IPT, parking, pedestrian & non-motorized transport facilities and
private motor vehicles.
 Promote, Control and regulate the building construction activities in the TOD
Areas.
 Preparation and implementation of integrated Multi-modal Public Transport
operations service plan.
 Ensuring and managing Multi-modal integration of PT Services through
integrated service planning.
 Regulate roads, street and building construction/development in TOD Areas

and ensure that Codes applicable for Urban Roads and Building are being
complied during such construction/development.
 Preparation and implementation of TD scheme/TP scheme and approval of
layouts prepared under aforesaid schemes in TOD Areas in sole capacity or in
partnership with landowners/developers.
 Administration and management of Dedicated Urban Transport Fund (DUTF).
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ds vklikl ds {ks=ksa ds fodkl dks izksRlkfgr rFkk fu;af=r djus ds fy;s fo’ks"k :i ls
lgk;d gksxh A VhvksMh uhfr&
 e/;çns'k esa 'kgjh fodkl ds fy, vf/kfu;eksa] fu;eksa vkSj fofu;eksa esa lqlaxr
la'kks/ku djus ds fy, ljdkjh foHkkxksa] uxj rFkk xzke fuos’k lapkyuky; ,oa
uxjh; ç'kklu vkSj fodkl lapkyuky; dh lgk;rk djsxhA (
 e/;çns'k esa 'kgjh fodkl ds fy, Mhih] ijh{ksf=d ;kstukvksa vkSj VhvksMh {ks=
ijh{ksf=d ;kstukvksa dh rS;kjh vkSj iqujh{k.k esa uxj rFkk xzke fuos’k lapkyuky;]
uxj fuxe@ uxjikfydk @ uxj ifj"kn vkSj ekl VªkaftV ,tsalh dh lgk;rk
djsxhA (
 VªkaftV LVs'kuksa vkSj d‚jhMksjksa ds vklikl ds bykdksa esa Hkwfe ds fodkl vkSj Hkouksa
ds fuekZ.k ds fy, vkosnuksa ds tokc esa ;kstuk @fodkl vuqefr;ka vkSj Hkou
fuekZ.k vuqefr tkjh djus ds fy, uxj rFkk xzke fuos’k lapkyuky;] uxj fuxeksa
@uxjikfydk @ uxj ifj"kn vkSj ekl VªkaftV ,tsalh dh lgk;rk djsxhA (
 VªkaftV LVs'kuksa vkSj d‚jhMksjksa ds vklikl VhvksMh ysvkmV ;kstukvksa @ uxj
fodkl ;kstukvksa@fdQk;rh vkokl ;kstukvksa @ vkS|ksfxd fodkl ;kstukvksa dh
jpuk esa fodkl çkf/kdj.kksa@ ekl VªkaftV ,tsalh @x`g fuekZ.k ,oa v/kkSlajpuk
fodkl eaMy @vkS|ksfxd dsaz fodkl fuxe vkSj vU; iSjk&LVSVy ,tsafl;ka dh
lgk;rk djsxhA (
 VªkaftV LVs'kuksa vkSj d‚fjMksj ds vklikl ds bykdksa esa Hkwfe ds fodkl vkSj Hkouksa
ds fuekZ.k ds fy, vius vkosnuksa dks rS;kj djus esa fodkldrkZvksa vkSj Hkwfe ekfydksa
dh lgk;rk djsxhA (
 VªkaftV LVs'kuksa vkSj d‚jhMksjksa ds vklikl ds bykdksa esa Hkwfe ds fodkl vkSj Hkouksa
ds fuekZ.k ds fy, vius vkosnu rS;kj djus esa fodkldrkZvksa vkSj Hkwfe ekfydksa dks
ijke'kZ çnku djus ds fy, jftLVMZ vkfdZVsDV~l] 'kgjh IykulZ vkSj bathfu;lZ dh
lgk;rk djsxhA (
;g VhvksMh uhfr uohu VªkaftV LVs’ku vkSj dkWfjMksj ds lkFk&lkFk ,slh iqufoZdkl
;kstukvksa] tSlh fd fo|eku LVs'ku] d‚jhMksj vkSj vklikl ds leqnk;ksa ds fy, rS;kj dh
tkus ds laca/k esa VhvksMh {ks= ¼VªkaftV LVs'ku vkSj d‚fjMksj {ks=½ vkSj Vªkaft'ku {ks=
vk;kstuk lk/kuksa ds fy, vk’kf;r gSA ,sls VhvksMh {ks= ¼VªkaftV LVs'ku vkSj d‚fjMksj {ks=½
vkSj Vªkaft'ku {ks= dks fodkl ;kstukvksa ¼Mhih½ esa fpfUgr fd;k tk,xk vkSj ijh{ksf=d
;kstukvksa@ VhvksMh {ks= ijh{ksf=d ;kstukvksa esa lhekafdr fd;k tk,xkA
tgka Mhih] ijh{ksf=d ;kstuk,a vkSj 'kgjh fodkl fu;e ykxw gksrs gSa] ;g nLrkost bu
ekStwnk oS/kkfud ;kstukvksa vkSj nLrkostksa ds iqujh{k.kksa @ la'kks/kuksa ds fy, vk/kkj çnku
djsxk vkSj Hkfo"; ds lHkh Mhih] ijh{ksf=d ;kstuk,a vkSj 'kgjh fodkl fu;eksa vkSj vU;
nLrkost bl nLrkost ds vk/kkj ij rS;kj fd, tk,axsA
4- VªkaftV mUeq[kh fodkl ¼VhvksMh½
VªkaftV mUeq[kh fodkl ¼VhvksMh½ dks lkoZtfud ifjogu ls iSny nwjh ds Hkhrj e/;e ls
mPp ?kuRo okys vkoklh;] dk;kZy;ksa vkSj QqVdj nqdkusa tSls VªkaftV lgk;d mi;ksxksa ds
fy, d‚EiSDV] iSny ;k=h vkSj ,u ,e oh vuqdwy fodkl ¼P e des tr ian & NM V
Frie ndl y D ev elo pme n t ½ ds :i esa ifjHkkf"kr fd;k x;k gSA VhvksMh fefJr&mi;ksx]
fefJr&vk; okyk vkoklh; vkSj @ ;k okf.kfT;d {ks= gS ftls lkoZtfud ifjogu rd igqap
c<+kus ds fy, fMtkbu fd;k x;k gS] vkSj tks iSny ;k=h vkSj ,u ,e oh mUeq[k fMtkbu
¼Pe des tri an & NM V Or ie nte d D e s i gn ½] cgq&eksMy ,dhdj.k ¼Mul ti- mo dal
Inte gr ation ½ vkSj dusfDVfoVh tSls VªkaftV ;kf=;ksa dks çksRlkfgr djus ds fy, lqfo/kkvksa
dks 'kkfey djrk gS A VhvksMh O;kid :i ls fodkl ds lcls LFkk;h Lo:Ik ds :Ik esa ekuk
tkrk gS vkSj nqfu;k ds dbZ fgLlksa esa vey esa yk;k tkrk gSA ;g futh eksVj okgu ds
mi;ksx ds çHkko dks de djrk gS vkSj ,sls fodkl dks c<+kok nsrk gS tks VªkaftV ds mi;ksx
ds fy, vf/kd vuqdwy gSA VhvksMh fuokfl;ksa] Jfedksa vkSj nqdkunkjksa dks ekl VªkaftV dk
bLrseky djus ds fy, çksRlkfgr djrk gS vkSj VªkaftV LVs'ku vkSj VªkaftV d‚fjMksj ds
vklikl d‚EiSDV] fefJr&mi;ksx vkSj iSny ;k=h vuqdwy fodkl ls futh eksVj okguksa ij
fuHkZjrk de djrk gSA
4-1 fotu ¼Vision½

 mPp ?kuRo] fefJr mi;ksx ds fodkl ds ek/;e ls lkoZtfud ifjogu dks ifjogu
dk ,d ilanhnk lk/ku cukdj 'kgjh {ks=kssa esa LekVZ vkSj thus ;ksX; fodkl ¼Smart
and livable Growth½ lqfuf'pr djukA iSny ;k=h dh lqj{kk] vkjke vkSj
lqfo/kk lqfuf'pr djukA
4-2 míss;
VªkaftV mUeq[kh fodkl uhfr fuEufyf[kr çeq[k uhfr mís';ksa ij fodflr dh xbZ gS tks
VªkaftV LVs'ku vkSj d‚fjMksj {ks=ksa ij ykxw gksrh gSa%&
1. VªkaftV lgk;d mi;ksx ¼Transit Supportive Uses½ lqfufspr
djuk
VªkaftV LVs'kuksa vkSj d‚fjMksj ds vklikl tehu dk mi;ksx bl izdkj lqfuf'pr djuk fd
os mPp Ekk«kk esa VªkaftV ds mi;ksx esa o`f}] LFkkuh; leqnk; gsRkq fefJr mi;ksx dk dk;Z
dsaz vkSj 'kgj&O;kih ifjogu usVodZ ds ykHk ds ek/;e ls VªkaftV jkbMjf’ki gsrq lgk;d
gksaA ;g LFkkuh; leqnk; dks muds leqnk; {ks= esa gh of/kZr lsok,a] jkstxkj vkSj vkokl
fodYi çnku djrk gSA
2. VªkaftV LVs’kuksa vkSj dkWjhMksj ds vklikl pkuhdj.k vkSj fefJr
vk; fodkl
?kuhdj.k ls mPp vko`fÙk ¼High Frequency½ okyh jWfiM VªkaftV lsok ¼Rapid Transit
Service½ dks c<+kok feysxk vkSj ;g fofHkUu çdkj ds vkokl] jkstxkj] LFkkuh; lsokvksa
vkSj lqfo/kkvksa ds fy, Hkh vk/kkj çnku djsxk tks ,d thoar LVs'ku vkSj d‚fjMksj {ks=
leqnk; cukus esa lgk;d gksxkA
fefJr vk; fodkl fofHkUu vk; Lrjksa okys yksxksa ds fy, fofo/k çdkj dh vkokl bdkb;ksa
dks 'kkfey djsxk blesa de vk; okys fuokfl;ksa ds fy, fdQk;rh vkokl fodYiksa dh ,d
Js.kh ¼Range of Affordable Housing Options½ Hkh 'kkfey dh tkuh pkfg, vkSj fofo/k
vk; Lrj okys laiwjd fofHkUu O;kolkf;d fodkl 'kkfey gksus pkfg,A
3. dusfDVfoVh lqfufspr djuk] osghD;qyj VªWafQd ¼Vehicular
Traffic½ vkSj ikfdaZx dk çca/ku djuk
ekl VªkaftV dkWfjMksj ij fo’ks"k /;ku ds lkFk 'kgj esa O;kid ifjogu usVodZ fu;kstu
¼Comprehensive Transport Plan½ ds ek/;e ls dusfDVfoVh lqfuf'pr djukA fofHkUu
eksM VªkalQj fodYiksa ds leqfpr ,dhdj.k ¼Integration of Various Mode Transfer
Options½ ds lkFk ,d vkjkenk;d iSny ;k=h okrkoj.k cukus ds nkSjku ikjxeu lsok,a
vkSj futh eksVj okgu ifjlapj.k vkSj ikfdaZx dh vko’;drkvksa dks lek;ksftr djukA
4. iSny ;k=h vkSj yu ye oh&mUeq[k fMtkbu ¼Pedestrian and
Non-Motorised Vehicle Oriented Design½ cukuk

iSny pyus ;ksX; VªkaftV LVs'ku @d‚fjMksj {ks= dk leFkZu djus vkSj VªkaftV ds mi;ksx
dks c<+kok nsus ds fy, lHkh VªkaftV LVs'kuksa @ d‚jhMksj ls lqfo/kktud] vkjkenk;d] lh/kh
rFkk lqjf{kr dM+h ls iSny ;k=h vkSj xSj eksVj okgu ¼,u ,e oh½ ds laidZ l`ftr djukA
5. çR;sd VªkaftV LVssku @ dkWjhMksj {ks= dks yd vuqBk LFkku
cukuk
,d dk;kZRed VªkaftV uksM dks leqnk; ds ços'k }kj vkSj xfrfof/k;ksa ds thoar fefJr dsaz
esa cnyus ds fy, çR;sd VªkaftV LVs'ku @ d‚fjMksj {ks= dks ,d vuwBs i;kZoj.k ds :i esa
fodflr fd;k tk,xkA fMtkbu ds tfj, lqjf{kr] mi;ksx ;ksX; lk>k lkoZtfud LFkku
l``ftr djsa vkSj ekStwnk ikdZ dks lqyHk cuk,aA
6. LFkkuh; leqnk;ksa ds lanHkZ esa ;kstuk
LFkkuh; leqnk;ksa ds lkFk ijke'kZ ds ek/;e ls] VhvksMh LFkkuh; leqnk;ksa ds fy, c<+rs
mi;ksx vkSj lsokvksa] fofHkUu çdkj ds vkokl] c<+rs ifjogu fodYi] c<+h gqbZ lkeqnkf;d
lqfo/kkvksa vkSj vf/kd iSny pyus ;ksX; ekgkSy lfgr LFkkuh; leqnk;ksa ds fy, lgk;d ykHkksa
dh ,d foLr`r J`a[kyk çnku djsxkA
7. lkoZtfud ifjogu dks c<+kok nsuk vkSj futh okguksa esa dVkSrh
VhvksMh {ks= vkSj Vªkaft'ku {ks= esa mPp ?kuRo okys {ks=ksa dk fodkl djds lkoZtfud
ifjogu ds mi;ksx dks c<+kok nsuk] tks nSfud vko';drkvksa dks iwjk djus ds fy,
fuokfl;ksa @ Jfedksa }kjk fd, tkus okys VªkaftV rFkk iSny ;k=kvksa dh fgLlsnkjh esa o`f)
djsxk vkSj futh okgu ds LokfeRo esa deh esa ifj.kkfer gksxkA ;krk;kr vkSj lacaf/kr
ikfdaZx ekax] çnw"k.k vkSj ;Fkkiz;ksT; VhvksMh {ks= vkSj VªkaftV {ks= esa VªkfQd dats’ku esa
deh esa Hkh ifj.kkfer gksxkA
8. lM+d usVodZ dk pkuhdj.k
lqjf{kr vkSj vklku vkokxeu vkSj fofHkUu mi;ksxksa ds lkFk gh VªkaftV LVs'kuksa ds chp
,u ,e oh vkSj iSny ;kf=;kas dh dusfDVfoVh ds fy, fodkl {ks= ds Hkhrj ,d ?kus lM+d
usVodZ dh LFkkiuk djsaA
9. lqjf{kr lekt dk fodkl djuk

efgykvksa] cPpksa] ofj"B ukxfjdksa rFkk fnO;kaxksa dh lqj{kk ij fo'ks"k /;ku nsRks gq, lqjf{kr
lekt lqfuf'pr djUks gsRkq Hkou fuekZ.k mifu;e®a esa vko’;d la'kks/ku djUkk] tSls fd
ckamMªhokWy ds çko/kkuksa dks lekIr djUkk] lM+d ij Hkou®a ds vxz Hkkx esa lfØ;rk ds
çko/kku cukuk] iSny pyus ;ksX; jkLrksa ds :Ik esa lhekar [kqyh txg dk lkoZtfud mi;ksx
ds çko/kku cukuk vkfnA
10. skgjh QSyko dks fu;af=r djuk
ifjogu d‚fjMksj rd igqap ds lkFk ,d d‚EiSDV {ks= esa c<+rh vkcknh dks lek;ksftr djds
'kgjh QSyko dks jksduk] tks fd fuos'k dk ;qDrhdj.k djsxk vkSj fodkl ds fy, cqfu;knh
<kaps dh ykxr dks de djsxkA
11. i;kZoj.k ds vuqdwy vkSj jgus ;ksX; skgj
'kgj esa ços'k vkSj fuxZe ;k=kvksas ds lkFk&lkFk eky dh vkoktkgh ds fy, i;kZoj.k ds
vuqdwy ;krk;kr fodYiksa] [kqyh txgksa] [ksy eSnkuksa vkSj xzhu csYV ds çko/kkuksa ds ek/;e ls
dkcZu infpàksa ¼Carbon Footprints½ dks de djukA
4-3 ykHk
VhvksMh 'kgjksa dks fuEufyf[kr ykHk çnku djsxk%
¼1½ lHkh ds fy, xfr'khyrk ds fodYi & futh okguksa ds mi;ksx dks lkoZtfud ifjogu
vkSj oSdfYid rjhdksa ds mi;ksx esa ifjorZu djds xfr'khyrk ds çfreku dks
cnyuk A
¼2½ lHkh ds fy, thou dh csgrj xq.koÙkk & LoLF; thou rFkk thou dh csgrj
xq.koRrk ds izfr thou ’kSyh dks cnyus dks izsfjr djus ds mnns’; ls fofo/k
mPp&?kuRoh;] fefJr&mi;ksx] fefJr&vk; okys vkokl] jkstxkj vkSj euksjatu
fodYiksa dks ekl VªkaftV LVs’ku ls iSny pyus ;ksX;@lkbfdy pykus ;ksX; nwjh ij
çnku djukA leqnk;ksa dk vyxko djus dh ctk, mls ,dh—r djuk vkSj
lkekftd dyad vkSj vlarks"k dks de djukA
¼3½ çR;sd ifjokj dks ,d ?kj & lHkh çdkj ds vk; oxZ ds fy, vkoklh; LV‚d dh
vkiwfrZ c<+k,a ftlesa 'kgj esa fdQk;rh vkokl vkSj okf.kfT;d txgksa dh Js.kh 'kkfey
gS] tks dherksa esa fxjkoV yk,xh vkSj 'kgjksa esa jgus vkSj dke djus dks fdQk;rh
cuk,xhA
¼4½ cktkj csgrj 'kgj esa Hkkxhnkjh djrk gS& 'kgj ds fodkl vkSj jktLo esa fuos'k
ykus ds fy, futh {ks= ds fy, fodkl ds volj [kksysa vkSj fofHkUu laHkkfor fodkl
e‚Myksa ds mi;ksx ls dzkl lfèlMkbtM lkekftd lqfo/kkvksa] fdQk;rh vkokl vkSj
lkoZtfud ifjogu esa enn feysxhA de vk; okys lewgksa dks ,dh—r fefJr&vk;
okys leqnk;ksa esa LFkku vkSj lk>k lqfo/kk,a çnku dh tk ldrh gSa] ftlls ’kgjh
efyu cfLr;ksa vkSj vuf/k—r d‚yksfu;ksa ds çlkj dks de fd;k tk ldrk gSA
¼5½ Lo&n{krk & mPp ?kuRo cukus ls fodsazh—r cqfu;knh <kaps ds çko/kku vkSj çca/ku
rduhdksa dks vkSj vf/kd O;kogkfjd cuk;k tk ldrk gS] ftlls leqnk; dh t:jrksa
dks iwjk djus ds fy, LFkkuh; Lrj ij ikuh @ lhost dks iqu% pfdzr ¼fjlkbdy½
djuk vkSj lLrk cuk;k tk ldsxkA
¼6½ lLrh lkoZtfud ifjogu & ,d lkoZtfud ifjogu fuf/k ds fy, xSj&fdjk;k c‚Dl
jktLo dk ,d egRoiw.kZ lzksr miyè/k djkuk] ftl ls fVdV dh dherksa dks de
djus vkSj lkoZtfud ifjogu lqfo/kkvksa ds çko/kku dks c<+kus esa enn feysxhA
¼7½ i;kZoj.kh; fxjkoV dks de djuk & 'kgjh QSyko ¼de ?kuRo QSykus okys
fodkl½ dks de djds] Bksl <ax ls 'kgj ds fodkl vkSj iqufoZdkl ds fy, ,d
Li"V șf"V ¼fotu½ fu/kkZfjr djukA mPp ?kuRo okys l?ku fodkl ds ek/;e ls
i;kZoj.k dh șf"V ls laosnu'khy Hkwfe vkSj vNwrh Hkwfe dks cpkus esa enn feysxhA
¼8½ yksd /ku dks cpkuk & vfrfjä lM+d foLrkj] ikbfiax @ dscy fcNkus dh ykxr
tSls HkkSfrd cqfu;knh <kaps esa fuos'k] VªkfQd dats’ku dh le;&ykxr vkSj de
?kuRo okys QSyko ls lacaf/kr vU; cM+h ykxrksa esa fuos'k dh deh ds tfj, yksd /ku
dh cpr g®xhA
¼9½ cgq&vuq'kklfud ,dh—r șf"Vdks.k & ,dh—r fodkl çnku djus ds fy, ;kstuk
ds vksj vf/kd lexz çfreku ds fy, ,d cnyko çnku djuk tgka lHkh {ks=ksa&
xfr'khyrk] fu;kstu uhfr] 'kgjh fMtkbu] cqfu;knh <kaps vkSj vFkZ'kkL= ,d lkFk
,dh—r rjhds ls feydj dke djsaA
VªkaftV ytsafl;ksa ds fyy ykHk
¼10½ cM+h vkcknh ds iSny pyus ;®X; nwjh ds Hkhrj jgus @ dke djus ds pyrs ;kf=;ksa
esa o`f)A
¼11½ nh?kZdkfyd dzkl&lfèlMh vkSj lkoZtfud ifjogu ds j[kj[kko ds fy, c<+h gqbZ Hkwfe
ewY;ksa dk ewY; vf/kd``r gksukA
Hkwfe] lM+d vkSj lsok ds LokfeRo okyh ytsafl;ksa dks fyy ykHk %&
¼12½ vYi yksd /ku fuos'k ds lkFk c<+rs gq, fodkl ds dkj.k Hkwfe ls laHkkfor jktLo esa
o`f) A
¼13½ de ykxr okyh Hkwfe ds Hkhrj] T;knk LFkk;h rjhds ls lexz ;kstukc) vkcknh dks
lek;ksftr djus ds dkj.k ’kgjh Lrj ij cqfu;knh <kaps ¼lM+dksa] ikbi] dscy]
lqjaxksa vkfn dh yach vof/k½ dh de ykxr A
¼14½ LFkk;h fodsazh—r HkkSfrd volajpuk ds fy, O;ogk;Zrk esa o`f)A

¼15½ lk>k lkekftd v/kkslajpuk lqfo/kkvksa dk of/kZr vkSj vf/kd dq'ky mi;ksx
5- VªkaftV mUeq[kh fodkl ¼VhvksMh½ {ks= vkSj
Vªkaftsku {ks=
5-1 ifjHkktkky¡
5-1-1 VhvksMh {ks=
ekl VªkaftV LVs'ku% & ekl jSfiM VªkaftV flLVe ¼,e vkj Vh ,l½ d‚fjMksj @ usVodZ esa
lHkh ekStwnk vkSj çLrkfor ekl VªkaftV LVs'ku] ftUgsa fodkl vkSj lapkyu ds fy, l{ke
çkf/kdkjh }kjk vuqeksfnr fd;k x;k gSA ¼ftls VªkaftV LVs'ku ds :Ik esa fufnZ"V fd;k x;k
gS½
ekl VªkaftV d‚fjMksj% & eSVªks jsy @ykbV jsy @eksuks jsy d‚fjMksj @ usVodZ vkSj cl
jSfiM VªkaftV ¼ch vkj Vh½ ;k mPp {kerk okyh lkoZtfud ifjogu] d‚fjMksj @ :V @
usVodZ ftUgsa fodkl vkSj vkokxeu ds fy, l{ke izkf/kdkjh }kjk vuqeksfnr fd;k x;k gS
¼ftls VªkaftV d‚fjMksj ds :Ik esa fufnZ"V fd;k x;k gS½
VhvksMh {ks= ¼VªkaftV LVs'ku@ d‚fjMksj {ks=½% & esVªks jsy @ ykbV jsy @eksuks jsy] ekl
VªkaftV d‚fjMksj ds chp dh js[kk ds nksuksa vksj 500 eh pkSM+h iV~~Vh ¼5&10 feuV dh
iSny nwjh½ ds Hkhrj dk {ks= vkSj mPp {kerk okys lkoZtfud ifjogu] ekl VªkaftV
dkWfjMksj ds chp dh js[kk vFkok blds ekxkZf/kdkj ¼vkj vks MèY;w½ ¼Right of Way -
ROW½ ds chp dh js[kk ds nksuksa vksj 300 ehVj pkSM+h iV~~Vh ds Hkhrj dk {ks=A esVªks jsy
@ ykbV jsy @eksuks jsy] mPp {kerk okys lkoZtfud ifjogu vkSj ekl VªkaftV d‚fjMksj
ds chp dh js[kk ds nksuksa vksj iV~Vh dh pkSM+kbZ 'kklu }kjk de ;k vf/kd fu/kkZfjr dh tk
ldsxhA
uksV% VhvksMh {ks=ksa ds nk;js esa mPp {kerk okys lkoZtfud ifjogu d‚fjMksj @ :V @
usVodZ dks ekl VªkaftV d‚fjMksj ds :i esa fopkj djus esa leFkZ gksu ds fy, ,sls mPp
{kerk okys lkoZtfud ifjogu d‚fjMksj @ :V @ usVodZ dks 5000 ls vf/kd ;k=h çfr
?kaVk izfr fn'kk dh {kerk ds lkFk fMtkbu fd;k tkuk g®xkA
5-1-2 Vªkaft’ku {ks=
Vªkaft’ku {ks=% & esVªks jsy @ykbV jsy @ eksuks jsy d‚fjMksj @ usVodZ vkSj cl jSfiM
VªkaftV ¼ch vkj Vh½ vFkok mPp {kerk okyh lkoZtfud ifjogu* d‚fjMksj @:V
@usVodZ tks Hkfo"; ds ifjogu @ VhvksMh vk/kkfjr ;kstuk ds fy, l{ke çkf/kdkjh }kjk
vuqeksfnr fd;k x;k gS] dh chp dh js[kk ds nksuksa vksj 1000 ehVj pkSM+h iV~~Vh ds Hkhrj
dk {ks=A ifj;kstuk dh vko';drkuqlkj Vªkaft'ku {ks= dks 'kklu }kjk ?kVk;k ;k c<+k;k tk
ldrk gSA
VhvksMh {ks= ¼VªkaftV LVs'ku@ d‚fjMksj {ks=½ dk fp=.k
5-2 VhvksMh {ks=ksa @ Vªkaftsku {ks=ksa dh lhekadu

bu {ks=ksa ls lacaf/kr VhvksMh@ Vªkaft'ku {ks= vkSj ifj{ks= ds lhekadu] fdlh fof'k"V VªkaftV
LVs'ku @ d‚fjMksj {ks= ¼VhvksMh {ks=ksa ½ ds fy, rS;kj Mhih ds çko/kkuksa ds v/khu VhvksMh
{ks= ijh{ksf=d ;kstukvksa esa fd;k tk,xkA ,slh VhvksMh {ks= ijh{ksf=d ;kstuk,a ekl VªkaftV
,tsalh }kjk rS;kj dh tk,axhA e/;çns'k esVªks jsy daiuh fyfeVsM ¼,e ih ,e vkj lh ,y½
@ ekl VªkaftV ,tsalh] uxj fuxe @ ifj"kn dh lgk;rk ys ldsxh vkSj 'kgjh fu;kstu
vkSj fodkl fo'ks"kKksa ls VhvksMh {ks= ijh{ksf=d ;kstuk,a] ysvkmV @ VhMh ;kstuk rS;kj
djus vkSj ifj;kstukvksa dh igpku vkSj dk;kZUo;u esa Rkdfudh lgk;rk ys ldsxhA
bu {ks=ksa ls lacaf/kr VhvksMh {ks=@ Vªkaft'ku {ks= vkSj ifj{ks= ds okLrfod lhekadu] [kaM
5-1 esa ifjHkkf"kr VhvksMh @ Vªkaft'ku {ks= ds Hkhrj @ mlls ijs {ks= ij fd;k tk ldsxk]
tgka fufnZ"V nwjh ds ckgj dh tehu fof'k"V VªkaftV LVs'ku @ d‚fjMksj {ks= dh fo'ks"krk,a
lk>k djrs gSa vkSj HkkSfrd :i ls VªkaftV LVs'ku @ d‚fjMksj {ks= ls vyx ugha gS ;k /kkjk
5-1 ds vuqlkj fufnZ"V le; esa çR;{k iSny ;k=h dusfDVfoVh gks ldrh gS] vkSj
VªkaftV&lgk;d Hkwfe mi;ksxksa dks LFkku ns lds ;k VhvksMh] ijh{ksf=d ;kstuk vkSj uxj esa
;kstukc) fodkl ds vuqlkj vko';d gksA blh çdkj VhvksMh {ks=ksa ds ,sls okLrfod
lhekadu ekStwnk VªkaftV LVs’ku @ d‚fjMksj ds vklikl ekStwnk fLFkj vkoklh; leqnk;ksa ;k
vU; mi;ksx ds {ks=ksa dks ckgj dj ldrs gSa] tks fof'k"V d‚fjMksj {ks= dh fo'ks"krkvksa dks
lk>k ugha djrs gSa vkSj HkkSfrd vojks/kksa ls vyx gks tkrs gSa tks [k.M 5-1 ds vuqlkj
fufnZ"V le; esa VªkaftV LVs’ku @ d‚fjMksj rd iSny ;k=h iagqp jksdrs gSaA
6- uhfrxr mís s ; dks iw j k djus ds fyy
şftVdks.k
bl nLrkost dk ,d mís'; VªkaftV mUeq[kh fodkl ds uhfrxr mís';ksa dks iwjk djus ds
fy, j.kuhfr;ksa dks fu/kkZfjr djuk gSA
;s j.kuhfr;k¡ VªkaftV LVs'kuksa vkSj d‚fjMksj ds vklikl ds fodkl ds fof'k"V lanHkZ esa
e/;çns'k iz’kklu dh j.kuhfrd uhfr ¼Strategic Policy½ dks n'kkZrh gSaA
6-1 VªkaftV&lgk;d mi;ksx
1. Vª k aftV& lgk;d mi;ksx ¼ Transit Suporti ve U ses ½
VªkaftV&lgk;d Hkwfe @ Hkou mi;ksx] VªkaftV miHkksx rFkk of/kZr ifjogu usVodZ
dk;Z{kerk dks çksRlkfgr djrh gSA VªkaftV LVs'kuksa vkSj d‚jhMksjksa ds vklikl Hkwfe @ Hkou
dk mi;ksx iSVuZ fuEukuqlkj fpfUgr fd;k tk,xk%
 jkstxkj dk mPp ?kuRo vkSj @ ;k mPp vkoklh; ?kuRo
 ihd ihfj;M ¼Peak Period½ ls fHkUu le; esa ;k=k dks c<+kok nsuk
 lM+dksa vkSj VªkaftV LVs'kuksa ij fjolZ ¶yks ;k=k ¼Reverse Flow Travel½ dks
vkdf"kZr djuk
 iwjs fnu vkSj lIrkgHkj xfrfof/k ds foLrkfjr le; dks çksRlkfgr djuk
 iSny ;k=h mi;ksxdrkZvksa dks vkdf"kZr djuk vkSj iSny ;k=h vkokxeu mRiUu
djuk
2. fEkfJr mi;ks x ¼ Mix ed Use ½
,d VhvksMh {ks= vkoklh;] okf.kfT;d] jkstxkj] lkoZtfud v/kZ&lkoZtfud] lgk;d fjVsy]

euksjatu vkSj lsok mi;ksxksa ds feJ.k ¼fEkfJr mi;ksx½ dh vuqefr nsxkA mi;ksx dk
feJ.k m/okZ/kj vkSj @ ;k {kSfrt :i ls gksxk ¼Horizontal as well as Vertical½ vFkkZr~ ]
mi;ksxksa dk feJ.k ,d fo'ks"k bekjr ds Hkhrj ik;k tk ldrk gS ;k VhvksMh {ks= esa dbZ
bekjrksa esa Hkh 'kkfey fd;k tk ldrk gS A ;g d‚EiSDV] iSny pyus ;ksX; VhvksMh {ks= ds
Hkhrj dbZ rjg ds mi;ksx çnku djrk gS vkSj fofHkUu çdkj ds fodkl ds chp rkyesy
cukrk gSA
3. xSj&VªkaftV lgk;d mi;ksxks a ¼ Non-Tra nsit Suportive
Uses ½ dks lhfer djuk

pwafd VhvksMh VªkaftV lokj ¼Transit Rider½ vkSj iSny ;kf=;ksa ij dsfUnzr gS] blfy, ;g
egRoiw.kZ gS fd futh eksVj xkM+h mUeq[k fodkl ¼Private Automobile Oriented
Development½ VhvksMh {ks= ij gkoh ugha gksA xSj&VªkaftV lgk;d Hkwfe @ Hkou mi;ksx
og gksrk gS tks çkFkfed :i ls futh eksVj okguksa ds fy, mUeq[k gksrs gSa] iSny ;k=h ;k
VªkaftV mi;ksxdrkZ ds fy, ughaA
bl çdkj ds mi;ksx
 futh eksVj okgu xfrfof/k;ksa esa o`f) iSnk djrs gSA
 futh eksVj okgu ds mi;ksx ds mUeq[k {ks=ksa dk fuekZ.k djrs gSA
 de&?kuRo okys 'kgjh :i ¼Urban Form½ ls cM+h ek=k esa Hkwfe dk miHkksx djrs
gSA
 O;kid lrg ikfdaZx {ks=ksa ¼Surface Parking Areas½ dh vko';drk fufeZr gksrh
gSA
 iSny ;kf=;ksa ds fy, udkjkRed çHkko mRiUu djrs gS] tSls fd Hkou ds vxzi`"B
¼Building Frontages½ ls vyxko] yacs vkSj FkdkÅ in;k=k;sa] vkSj QqVikFk ij
dbZ okgu Ø‚flax] vkSj @ ;k vkEkrkSj ij ls xfrfof/k ds foLrkfjr ?kaVs dks vkdf"kZr
ugha djrs gSA
xSj&VªkaftV lgk;d mi;ksx VªkaftV LVs'kuksa@d‚jhMksjksa ds rRdky ifjlj esa vofLFkr ugha
gksaxs] tgka mPp iSny ;k=h xfrfof/k vkSj cl ;krk;kr gSA bu mi;ksxksa dks VhvksMh {ks= ds
ckgj ;k VhvksMh {ks= ds fdukjs dh vksj vofLFkr fd;k tk ldrk gS] tgka mPp rhozrk
mi;ksx ¼High Intensity Uses½ laHko u gks vFkok ,sls mi;ksxksa dks cMs O;kid
VªkaftV&lgk;d fodkl ds Hkkx ds :i esa LFkkfir fd;k tk ldrk gSA
6-2 VªkaftV LVsskuksa @ dkWjhMksjksa ds vklikl pkuhdj.k vkSj
fefJr vk; oxZ ;qDr fodkl
1. pkuhdj.k ¼ Densification ½
d- çR;sd VªkaftV LVsskuksa @ dkWjhMksjksa ds vklikl pkuRo dks vuqdwfyr
djuk
 vklikl ds lanHkZ vkSj fo'ks"k VªkaftV LVs'ku @ d‚fjMksj çdkj ij fopkj djrs gq,
VªkaftV LVs'ku @ d‚fjMksj esa vkSj blds vklikl ?kuRo c<+k;k tk,xkA mPp
?kuRo dks ,sls LFkkuksa esa j[kk tk,xk] tgkW ls VªkaftV vkSj LFkkuh; lkoZtfud
ç.kkfy;ksa rd loksZÙke igqap gksaA
 mPpre ?kuRo ds mi;ksxksa vkSj Hkou :iksa ¼Building Forms½ ¼tSls vikVZesaV]
dk;kZy; Vkoj vkfn½ dks ftruk laHko gks mruk VªkaftV LVs'kuksa @ d‚jhMksjksa lehi
vofLFkr fd;k tk,xkA
[k- pkuRo ds çHkko dks de djuk
 VhvksMh {ks= esa mPpre ?kuRo] VªkaftV LVs'ku @ d‚fjMksj ds rRdky fudVre
lkbV ij gksA blds vykok] VªkaftV LVs'kuksa @ d‚fjMksjksa ds fudV Hkkx ij
U;wure ?kuRo ekunaM LFkkfir fd, tk ldrs gSa rkfd ;g lqfuf'pr gks lds fd
fodkl dh okaNuh; rhozrk ¼desired Intensity of Development ½ gkfly dh tk
pqdh gSA
 VªkaftV LVs'kuksa @ d‚fjMksj ls nwjh ds vUkqlkj] Hkou mpkb;ka vkSj ?kuRo eas deh
djrs gq,] mPp vkSj fuEu rhozrk fodkl ds chp Vªkaft’ku LFkkfir djukA
 ?kuRo] Hkouksa dh ÅapkbZ vkSj Nk;kvksa ds LFkku fu/kkZj.k ¼Placement of Density,
Building Height, and Shadows½ ds fy, vk;kstd rRoksa ds :i esa VªkaftV
lqfo/kk,a] lkoZtfud LFkykas rFkk lM+dksa dk mi;ksx djukA
 ,dhdj.k lqfuf'pr djus vkSj fodkl ds çHkkoksa dks de djus ds fy, u, fodkl
vkSj ekStwnk leqnk;ksa ds chp mfpr mipkj djuk ¼Proper edge Treatment½ tSls
fd] lqlaxr ¼Compatible½ fcfYMax Ldsy ¼Building Scale½] ikfdZax LFkku ,oa
ySaMLdsfiax ¼Landscaping½ vkfnA
2. fefJr vk; oxZ ;q D r fodkl ¼ M ixed Incom e
Develop m en t ½
fefJr oxZ ;qDr fodkl esa fofHkUu vk; Lrj okys yksxksa ds fy, fofo/k çdkj ds vkoklh;
bdkb;ksa dks 'kkfey fd;k tk,xkA blesa de vk; oxZ ds fuokfl;ksa ds fy, fdQk;rh vkokl
fodYiksa dh Js.kh ¼Range of Affordable Housing Options½ 'kkfey gksxhA ;g fofHkUu
vk; Lrjksa dks ifjiwjd fofo/k okf.kfT;d fodkl Hkh 'kkfey djsxkA fefJr vk; oxZ ;qDr
fodkl] ?kuRo ij fuEu dkj.kksa ls ldkjkRed çHkko Mkyrk gS &
 de vk; vkSj vkfFkZd :i ls detksj oxZ ds vkokl esa vkoklh; bdkb;ksa ds vkdkj
NksVs gksrs gSaA
 vukSipkfjd {ks= ¼ Informal Sector½ vkSj ,sls vU; O;kolkf;d çfr"Bkuksa esa mPp
jkstxkj ?kuRo ¼High Employment Density½ gksrk gSA fefJr vk; oxZ ;qDr
fodkl lekos'kh ¼Inclusive½ vkSj mPp ?kuRo fodkl ¼High Density
Development½ gksxk] tks VªkaftV d‚fjMksj ds jkbMjf’ki ij ldkjkRed çHkko
MkysxkA
6-3 dusfDVfoVh lqfufspr djuk] osghD;qyj VªWafQd

¼Vehicular Traffic½ vkSj ikfdaZx çcaf/kr djuk
'kgjh bykdksa esa dusfDVfoVh lqfuf'pr djus ds fy, Mhih vkSj ijh{ksf=d ;kstukvksa esa
O;kid ifjogu usVodZ fu;kstu ¼Comprehensive Transport Plan½ fd;k tk,xkA
VhvksMh {ks= ds çLrko ,d vkjkenk;d iSny ;k=h okrkoj.k djrs gq,] VªkaftV lsokvksa]
futh eksVj okgu ifjlapj.k vkSj ikfdaZx dh vko’;drkvksa dks Hkh lek;ksftr djsaxsA
1. dus f DVfoVh
Mhih vkSj ijh{ksf=d ;kstukvksa ds v/khu ifjogu çLrkoksa dks fuEukuqlkj rS;kj@iqujhf{kr
fd;k tk,xk% &
 ;krk;kr ds lHkh lk/kukas ds fy, lM+dksa vkSj iFkksa dk ?kuk usVodZ cukukA
 dqN /keuh; lMdkas@ekxksZa ¼Arterial Roads/Streets½ ij ;krk;kr okY;we
¼Traffic Volume½ dks dsfUnzr djus ds ctk; dbZ lekukarj lMdkas@ekxksZa ij mPp
;krk;kr o‚Y;we QSykukA
 ;krk;kr ds lHkh lk/kukas ds fy, lM+dksa dk ,slk eghu usVodZ ¼Fine Network½
cukuk] tks fofHkUu LFkkukas ds chp dh nwjh de djrs gq,] ilanhnk :V~l dk p;u
¼Choice of Routes½ çnku djrk gSaA
VhvksMh {ks= esa fodkl çLrko@ysvkmV Iyku@VhMh ;kstuk vkfn] iSny ;k=h vkSj ,u ,e
oh eksM ¼Pedestrian and NMV Mode½ ds fy, VªkaftV LVs'kuksa@d‚jhMksjksa rd rFkk
O;fäxr Hkouksa@ifjljksa ds chp NksVs ls NksVk lh/kk :V ¼shortest direct route½ çnku
djsxkA
2. eǔVh&eks M y ydhdj.k ¼ Mu lti -mod a l I ntegration ½
eYVh&eksMy ,dhdj.k lqfuf'pr djus ds fy, lkoZtfud ifjogu lapkyu ;kstuk

¼Public Transport Operation Plan½ dks cuk;k tk,xkA bl rjg dh ;kstuk esa dqN
çeq[k fcanq fuEukuqlkj gSa % &
 lkoZtfud ifjogu ds lkFk&lkFk bUVjfefM;sV ifèyd VªkaliksVZ ¼Intermediate
Public Transport½] iSny ;k=h vkSj ,u ,e oh ¼Pdestrians and NMV½ nsrs
gq, ;krk;kr ds fofHkUu lk/kuksa ds fy;s Rofjr rFkk lqfo/kktud bUVjpsat ds
fodYi ¼Interchange Options½ iznku djukA
 ekl VªkaliksVZs’ku ds fodYiksa ¼Mass Transportation Options½ tSls
esVªks@ykbV@eksuks jsy] ch vkj Vh] mPp {kerk okys lkoZtfud ifjogu lsokvksa
vkSj lkoZtfud ifjogu ds vU; lk/kuksa ds chp vkSj iSny ;k=h vkSj ,u ,e oh
usVodZ ds lkFk leUo; LFkkfir fd;k tk,xk] rkfd eksM VªkalQj ¼Mode Transfer½
esa yxus okys le; esa deh vk ldsaA
 eYVh&eksMy ,dhdj.k fodflr {ks=ksa ds lkFk&lkFk fodkl d‚jhMksjksa esa lqjf{kr]

fdQk;rh vkSj dbZ VªkaftV eksM fodYiksa ¼Multiple Transit Mode Options½ ds
çko/kku ds lkFk&lkFk vf/kdka'k dE;qVlZ ¼Commuter's½ ds fy, ;k=k ds le;
vkSj ykxr dks de djsxkA vafre ehy dusfDVfoVh ¼Last Mile Connectivity½ ds
fy, ,sls eksM fodYi ¼Mode Choices½ fofHkUu ewY;ksa vkSj vkjke ds Lrj
¼Comfort Level½ ds vk/kkj ij çnku fd, tk,axsA
 lHkh eksM ds chp fuckZ/k baVjpsat lqfuf'pr djrs gq,] ;krk;kr ds lHkh lk/kukas dk
,dhdj.k djds] çeq[k VªkaftV baVjpsatl~ ¼Major transit interchanges½ dks
eYVh&eksMy VªkaftV gc ds :i esa fu;ksftr fd;k tk,xkA
 eYVh&eksMy ,dhdj.k dsoy HkkSfrd ,dhdj.k ¼Physical Integration½ ugha gksxk
cfYd lkoZtfud ifjogu ls lqlaxr vU; ,dhdj.k rRoksa tSls fd fdjk;k] lapkj]
;k=h lwpuk vkfn ¼fare, communication, passenger information etc.½ dks
eYVh&eksMy ,dhdj.k esa 'kkfey djuk gksxkA
VhvksMh {ks= esa fodkl çLrko@ysvkmV ;kstuk@VhMh ;kstuk vkfn &
 lkoZtfud LFkkuksa ds fMtkbu] çca/ku vkSj fu;kstu esa iSny ;kf=;ksa] lkoZtfud
ifjogu] ,u ,e oh eksM dks futh eksVjhd`r lk/kuksa ls vf/kd çkFkfedrk nsxkA
 iwjh rjg ls ,dh—r VhvkMh {ks= dks lqfuf'pr djus ds fy, ,dh—r lkoZtfud
iz.kkyh ¼Integrated Public System½ vfuok;Z gSA lkoZtfud ç.kkfy;ksa ds rRoksa esa
çkFkfed vkSj f}rh;d iSny ;k=h ekxZ] lkbfdy ekxZ] lM+d vkj vks MèY;w] iSny
;k=h@ lbdy vksojikl vkSj vaMjikl] lkoZtfud [kqyh txg] lkoZtfud 'kkSpky;]
VªkaftV LVs'ku vkSj cl LV‚i 'kkfey gksaxsA
3. ikfda Z x
d- lhfer ikfdaZx vkos;drkya
VhvksMh VªkaftV&lgk;d mi;ksxksa] c<+s ?kuRo vkSj iSny ;k=h mUeq[k fMtkbu ds ek/;e ls
vkokxeu ds LFkk;h fodYi iznku djrk gS] ftlesa VªkaftV esa c<+ksrjh gksxh rFkk futh
LokfeRo ds eksVjhd`r okguksa dh VªhIl esa deh vk,xhA pwafd VhvksMh esa okgu ds futh
LokfeRo esa deh ykus dh {kerk gS] blfy, VhvksMh {ks=ksa esa ikfdaZx vko';drkvksa dks de
djus ds fy, n`<+ fopkj fd;k tkuk pkfg,A fuEufyf[kr j.kfurh;ksa ij fopkj dj ds
VhvksMh {ks=ksa ds fy, ;qfälaxr ikfdaZx ekinaM fd, tk,axsA
 VhvksMh {ks=ksa esa futh eksVj xkM+h ds mi;ksx dks grksRlkfgr djus ds fy, futh
eksVj okgu ikfdaZx dks mi;qDr :i ls lhfer djus vkSj muds fy, foHksn ewY;
fu/kkZj.k ¼differential pricing½A
 futh okgu ikfdaZx ds fy, lkoZtfud ikfdaZx dh vkiwfrZ ¼vkWu&LVªhV gks ;k
vkWQ&LVªhV gks½ ¼be it on-street of-street½ vkSj bZlh,l ¼bDohosysaV dkj Lisl½
¼Equivalent Car Space(ECS)½ vko';drkvksa dks VªkaftV LVs'kuksa@d‚jhMksjksa ds

rRdky {ks= esa lhfer fd;k tk,xkA vkSj ,sls ikfdaZx çko/kku VªkaftV
LVs'kuksa@d‚fjMksjksa ls LFkku@nwjh ij vk/kkfjr gksaxsA
 VhvksMh {ks= esa mPp vkSj foHksnd ikfdaZx 'kqYd] ¼Higher and Differential
parking prices½ ikfdaZx çca/ku j.kuhfr ¼Parking Management Strategy½ ds
Hkkx ds :i esa ekuh tk,xhA ikfdaZx 'kqYd fuEu Øe ds vuqlkj fHkUu gksaxh % &
o vkWu&LVªhV ¼vkj vks MèY;w ds Hkhrj½ & loksZPp
o v‚Q&LVªhV ,V xzsM
o v‚Q&LVªhV eYVh ysoy & fuEure
blh rjg VªkaftV LVs’ku @ d‚fjMksj dh fudVrk ds lkFk ikfdaZx 'kqYd esa o`f)
gksxhA
 VªkaftV LVs’ku @ d‚fjMksj ds rRdky {ks= esa] VªkaftV clksa] vkbZihVh eksM vkSj ,u
,e oh ds fy, v‚u&LVªhV vkSj@;k ,V xzsM ikfdaZx ds fy, çkFkfedrk nh tk,xhA
 VhvksMh {ks=ksa esa fdlh fodkl ds fy, bZlh,l ¼Equivalent Car Space(ECS)½
vko';drkvksa dk fu/kkZj.k djrs le;] fu/kkZfjr bZlh,l esa ,u ,e oh] VªkaftV clksa]
vkbZihVh eksM vkSj nqifg;k okguksa ds fy, va’k vfuok;Z :i ls lqfuf’pr fd;k
tk,xkA
 VhvksMh {ks=ksa esa v‚u&LVªhV ikfdaZx vYidkfyd vof/k ¼Short Term½ rd lhfer
gksxk vkSj v‚u&LVªhV ikfdaZx ds fy, vR;f/kd ikfdaZx 'kqYd fu/kkZfjr fd;k tk,xkA
 VªkaftV LVs'kuksa@d‚fjMksjksa ds rRdky vklikl ds {ks= esa] v‚Q LVªhV lkoZtfud
ikfdaZx çko/kkuksa ¼Off Street Public Parking½ dks grksRlkfgr fd;k tk,xk vkSj
;g VhvksMh {ks=ksa ds fdukjs rd lhfer gksxkA
 futh eksVj okguksa ds fy, ikdZ&,aWM&jkbZM lqfo/kk,a ¼Park and Ride Facilities½
dsoy VªkaftV LVs'ku ifjlj esa miyè/k djkbZ tk ldsxh] tcfd ,u ,e oh ds fy,
bl rjg dh lqfo/kk VªkaftV LVs'ku ifjlj esa rFkk VhvksMh {ks=ksa ds Hkhrj
vkWu&LVªhV ;k v‚Q&LVªhV ¼On-street or Off Street½ ds :i esa iznku djkbZ tk
ldsxhA
 VfeZuy LVs'kuksa vkSj eYVh&eksMy VªkaftV gc esa ikdZ&,aWM&jkbZM lqfo/kk,a ¼Park
and Ride Facilities½ çksRlkfgr dh tk,xhA
 VhvksMh {ks=ksa esa lHkh ikfdaZx dh vkiwfrZ;ksa ¼v‚u&LVªhV] v‚Q&LVªhV ;k v‚u&lkbV½
dks lk>k ikfdZax ¼Shared Parking½ LFkku ekuk tk,xkA ,slh ikfdZax vkiwfrZ
'kkldh; ,stsalh;ksa ;k futh MsoyilZ@Hkwfe Lokfe;ksa@O;kikjh la?kksa vkfn }kjk fodflr
dh tk ldsxhA
[k- VhvksMh {ks= ds iSny pyus ;ksX; Lo:i ¼Pedestrian Nature½ ds iwjd
ikfdaZx IyslesaV ¼Parking Placement½ vkSj ikfdaZx Lo:i ¼Parking
Form½
VhvksMh {ks= esa iSny ;k=h;ksa dh lqfo/kk dks cuk, j[kus ds fy, ikfdaZx LFkyksa dk mfpr
fM>kbu fd;k tk,xkA
 Vh-vks-Mh- {ks=kas ds fdlh Hkh fodkl esa] ekStwnk leqnkf;d {ks= ;k iSny pyus ;ksX;
okrkoj.k dks izHkkfor fd;s fcuk] lkoZtfud vkWQ&LVªhV ikfdZax LFky rFkk
vkWu&lkbZV ikfdZax LFkyksa dks Hkwfe ds [k.M ls yxs gq, U;wure inkuqØe ds lM+d
¼Lowest Hierarchy Road½ ls igqap iznku fd;k tkuk pkfg,A bu ikfdaZx LFkyksa
ls izkFkfed xarO;kas ¼Primary Destinations½ tSls VªkaftV LVs’ku] izeq[k dk;kZy;kas
ds {ks=] mPp ?kuRo okys vkoklh; {ks= vkfn rd lh/kk ,oa lqfo/kktud iSny ;k=h
ekxZ lqfuf’pr fd;k tkuk pkfg,A
 VhvksMh {ks= esa vkWu lkbV] ,V xzsM ikfdaZx dks grksRlkfgr fd;k tkuk pkfg, vkSj
;fn ,sls ikfdZax dks çnku fd;k tkrk gS rks og eq[; ekxZ vkj vksM èY;w ij
izLrkfor uk djrs gq, Hkou ds ihNs ds fgLls esa izLrkfor fd;k tkuk pkfg,A
 lHkh izdkj ds ikfdZax LFkyksa dk fM>kbu rFkk mudk LFkku bl rjg fu/kkZfjr fd;k
tkuk pkfg,] fd çkFkfed iSny ;k=h :V ¼Primary Pedestrian Routes½ ij
eksVj okgu Ø‚flax dh la[;k U;wure gksA ,sls lHkh Ø‚flax ij Mªkboos ¼Drive-
way½@eksVj okguksa dh çfof"V;ksa ¼Entires½ dks fQfu’M in;k=h rFkk lkbfdy
VªWd ds Lrj ¼Finished Footpath and Cycle Track Level½ rd mBk;k tkuk
pkfg,A
 lHkh lQsZl ikfdZax LFkyksa ¼ Surface Parking Spaces½ dks ySaMLdsfiax rFkk okWdost
¼Walk-ways½ ds ek/;e ls NksVs [k.Mksa esa foHkDr dj fn;k tkuk pkfg, vkSj
lQsZl ikfdZax LFkyksa ls@rd lqjf{kr rFkk lh/ks iSny ;k=h vkokxeu dks ySaMLdsIM
okWdost ds ek/;e ls lek;ksftr fd;k tkuk pkfg,A
 Vh-vks-Mh- {ks=kas esa lkoZtfud [kqys LFkkuksa] ikdksaZ ] QqVikFkksa] lkbfdy VªSdksa vkSj lM+d
ds vkj vksM èY;w esa 'kkfey vU; LFkkuksa dk mi;ksx ¼tc rd fd vkWu LVªhV ikfdaZx
ds :i esa fufnZ"V ugha fd;k x;k gS½ ikfdaZx ds :i esa dM+kbZ ls çfrcaf/kr fd;k
tk,xkA
4. fu;ksäk vk/kkfjr ifjogu ekax çca / ku ¼ Em p loyer

based Transportation Demand Management (TDM)
St rat egi es ½ j.kuhfr;ks a dks çksRlkgu
fu;ksäk vk/kkfjr VhMh,e j.kuhfr;ka futh eksVj okgu ds mi;ksx dks de djus] VªkaftV
jkbMj'khi dks c<+kus ds lkFk gh VhvksMh {ks=ksa esa ikfdaZx dh vko';drk dks de djus esa
lgk;d gksxhA ,slh j.kuhfr;ka gSa&
 VªkaftV LVs'kuksa vkSj izeq[k baVjpsatksa ¼Transit Station and Major
Interchanges½ dks jkstxkj dsazksa ;k 'k‚fiax lsaVjksa ls tksM+us ds fy, LFkkuh; 'kVy
lsok ¼Local Shutal Services½ dks çksRlkfgr djukA
 dkj&'ks;j@dkj&iwy ¼Car Share/Car Pool½ okguksa ds fy, ikfdaZx LFkyksa esa
izkFkfedrk ikfdaZx LFky miyè/k djkus ds }kjk lkeqnkf;d dkj&'ksvfjax vkSj
dkj&iwfyax ¼car-sharing and car-pooling½ dks lqfo/kktud cukukA
 VhMh,e igyksa tSls ¶ysDlh&Vkbe volZ] Vsyh odZ] ckbd@okWd Vw odZ dk;Zdze vkfn
¼Flexi-time hours, Telework, Bike/Walk to work Programme etc.½ dks
c<+kok nsukA
 deZpkfj;ksa ds chp VªkaftV jkbMjf’ki dk;Zdze ¼Transit Ridership Programme½
dks çksRlkfgr djus ds fy, osru ds ,d va’k ds :i esa ifjogu ds lHkh lk/kuksa
ij oS/k ;qfuolZy VªkaftV iklsl@vuqnkfur fdjk;k ¼Universal Transit
Passes/Subsidised Fare½ nsus gsrq fu;ksäkvksa ¼tSls ljdkjh dk;kZy;] futh
dk;kZy;] O;olk; lewg vkfn½ ds lkFk dke djukA
6-4 iSny ;k=h vkSj yu ye oh&mUeq[k fMtkbu
iSny ;k=h vkSj xSj eksVj okgu ¼,u ,e oh½ vuqdwy okrkoj.k VhvksMh dh lcls t:jh
vkSj ekSfyd vko';drk gSaA lkoZtfud ifjogu O;oLFkk esa mPp fuos'k dks vey esa ykus
gsrq iSny ;k=h vkSj ,u ,e oh rd lkoZtfud ifjogu dh igqap dks mPp çkFkfedrk nh
tk,xhA
1. iSny ;k=h vkSj yu ye oh dus f DVfoVh
 VªkaftV LVs'ku@d‚fjMksj rd iSny ;k=h vkSj ,u ,e oh ds fy, lh/kh dusfDVfoVh
dks VhvksMh {ks=ksa ds izR;sd fodkl çLrkoksa esa lqfuf'pr fd;k tk,xkA
 VhvksMh {ks= ds fodkl çLrkoksa esa çkFkfed vkSj f}rh;d iSny ;k=h :V ¼Primary
and Secondary Pedestrian Route½ dh igpku djds 'kkfey fd;k tk,xkA
o çkFkfed iSny ;k=h :V & ;s :V VªkaftV LVs'ku IysVQkeksaZ@VªkaftV
d‚fjMksj ds cl LV‚i vkSj VhvksMh {ks= esa çeq[k iSny ;k=h xUrO;ksa
¼Major Pedestrian Destination½ ds chp lh/kk laidZ LFkkfir djrs gSaA
çkFkfed iSny ;k=h :Vksa esa pkSM+s lkbMokWdl~ ¼Wide Side Walks½ vkSj
LVs'ku@d‚fjMksj rd igqapus okys iSny iqy@ vUMj ikl] LdkbZo‚d bR;kfn
¼Foot Over Bridge/Underpass, Skywalk etc½ 'kkfey gksaxsA
o f}rh;d iSny ;k=h :V & ;s :V VªkaftV LVs'ku@d‚fjMksj ds fy, lh/ks
fyad çnku ugha djrs gSa ysfdu çkFkfed iSny ;k=h :Vksa rd dusDVhfoVh
esa lgk;d gksrss gSaA f}rh;d iSny ;k=h :Vksa esa lk/kkj.k lkbMokWdl~
¼Standared Side Walks½ vkSj Hkouksa ds izos’k ,oa fofo/k Hkouksa ds chp
dusD’ku lfEefyr gksaxsA
 mijksä [k.M 6-3 ¼2½ esa mfYyf[kr lkoZtfud ç.kkyh ds lHkh rRoksa ds lkFk iSny
;k=h dusfDVfoVh lqfuf'pr dh tk,xh] tks VhvksMh {ks= ds Hkhrj iSny ;k=k esa
lqxerk çnku djsxhA
2. iSny ;k=h vkSj yu ye oh&mUeq [ k fMtkbu
¼ Pedestrian and NMV – Ori ented D esign ½
izns’k ds 'kgjksa esa T;knkrj ;k=k,a tSls fd f'k{kk] LFkkuh; [kjhnkjh] uscjgqM esa vodk'k
;k=k,a ¼Leisure Trips within Neighbourhood½ vkSj LFkkuh; LFkkuh; jkstxkj ls lacaf/kr
;k=k,a vkfn 'kkWVZ fVªIl ¼Short Trips½ gS] ftudh nwjh rhu fdyksehVj ls de gSA iSny
pyus rFkk lkbZdy pykus ;ksX; okrkoj.k] mi;ksxdrkZvksa dks lkoZtfud ifjogu rd
igqapus vkSj mDr 'kkWVZ fVªIl ds fy, pyus vkSj lkbfdy mi;ksx djus ds fy, çksRlkfgr
djrk gSA ,slh 'kkWVZ fVªIl iSny pydj ;k lkbZdy pykdj iwjh djus ls] ;k=k dh lexz
ykxr ds lkFk&lkFk eksVj okguksa ij fuHkZjrk Hkh de gksrh gSA
 ,d lqfo/kktud] vkjkenk;d vkSj lqjf{kr iSny ;k=h :V ;k ,u ,e oh :V esa
NksVh] fujarj] ck/kk jfgr] vklkuh ls usfoxsV fd, tkus ;ksX; vkSj LFkkuh; tyok;q
ds fy, fM>kbUM ¼Short, Continuous, Barrier-Free, easily navigable and
designed for Local Climate½ tSlh xq.koRrk,as gksaxhA
 çkFkfed iSny ;k=h ekxksaZ esa tyok;q vkSj ekSle ls laj{k.k ds rRo ¼Climate and
Weather Protection Elements½ 'kkfey gksaxsA bu rRoksa esa doMZ osfVax ,fj;k]
fcfYMax izkstsD’kul~] vkdsZMl~ ,oa dkWyksusMl~ ¼Covered Waiting Area, Building
Projections, Arcades and Colonnades½] VªkaftV LVs'ku@cl LV‚i rd doMZ
okWd&ost ;k vksoj iklsl@vaMj iklsl ¼Covered Walk-ways, or Over-
passes/Under-passes½] yWUMLdsfiax dk mi;ksx vkfn 'kkfey gksaxsA ;s fMtkbu
rRo ¼Design Elements½] VªkaftV LVs'ku@cl LV‚i ls vkus tkus rFkk izrh{kk
djus gsrq lqfo/kktud gksaxsA
 ,u ,e oh rFkk lkbZfdy ds :V~l dks] VªkaftV LVs’ku@dkWjhMksj ds okgu MªkWi&vkWQ
>ksul~ ¼Vehicle Drop-off Zones½ ;k cl LVkWi ls utnhd ijarq HkkSfrd :i ls
vyx fLFkr fd;k tk,xk rkfd VªkaftV ;k=h rFkk lkbZfdy pykus okyks ds chp
laHkkfor Vdjko ls cpk tk ldsaA blls lkbfdy pkydksa vkSj ,u ,e oh :V ds
mi;ksxdrkZvksa ds vkokxeu gsrq VªkaftV LVs'ku] ,u ,e oh ikfdaZx vkSj lkbfdy
ikfdaZx ls LFkkuh; laidksaZ ds lkFk lh/ks laidZ lqfuf’pr gksxkA
 VhvksMh {ks= ds fodkl çLrko iSny ;kf=;kas] lkbfdy pkyd] ,u ,e oh vkSj
lkoZtfud ifjogu mi;ksxdrkZvksa ds fy, i;kZIr lqfo/kk,a çnku djsxkA
 Hkouksa ds chp in;kf=;kas gsrq vklku iSny ;k=h igqap ds fy, ,WV&xzsM ;k Åijh
eaftyksa ij vklku igaqp LFkkfir djus rFkk vklkuh ls pyus ;ksX; :V~l cukus ds
fy;s Hkouksa dk vkil eas lewg cuk;k tk,sxkA
 bu :Vksa ij Hkouksa dks lM+d dh vkSj mUeq[k fd;k tk,xk] lM+d ds fdukjs lhekar
[kqyh txg ¼,e vks ,l½ U;wure j[kh tk,xh vkSj Hkouksa ds izos’k lkbMokWd dh
vksj mUeq[k gksaxs rFkk Hkouksa esa lh/ks tkus okys izos’k gksaxs tks lkbMokWd ls tqMs
jgsaxsA vkdsZM cukus dh voLFkk esa lM+d fdukjs ,evks,l dk çko/kku vfuok;Z ugha
fd;k tk,xkA
 lHkh lM+d rFkk ekxZ v/kkslajpuk ds izLrkoksa vkSj fMtkbuksa dks] Hkys gh dk;kZUo;u
,stsalh ljdkjh ,tsalh gks] ,e ih ,e vkj lh ,y@ekl VªkaftV ,stsalh }kjk Mhih ds
çko/kkuksa ds v/khu vfuok;Z :i ls vuqeksfnr fd;k tk,xkA
3. cpko rFkk lq j {kk
 VhvksMh {ks= ds fodkl ds izLrkoksa esa] iSny pkyus dks c<+kok nsus] lM+d Lrj dh
xfrfof/k esa o`f) djus vkSj lqj{kk çnku djus ds fy, lM+d ds Lrj dh
xfrfof/k;ka] tSls g‚fdax tksu] Hkwry ij QqVdj nqdkusa vkfn dk fuekZ.k fd;k
tk,xkA
 VhvksMh {ks=ksa ds Hkouksa ds Hkwry esa ,sls mi;ksx gksaxs tks iSny ;kf=;ksa dks vkdf"kZr
djs tSls QqVdj nqdkusa] futh lsok,as] jsLVkWjsUV] vkmVMksj dsQS rFkk vkoklA
 VhvksMh {ks= ds fodkl ds lHkh izLrkoksa esa ckamMªh okWy ds fuekZ.k dks grksRlkfgr
fd;k tk,xk] ftlls lM+d ij pgy&igy rFkk vukSipkfjd fuxjkuh jgsaA
6-5 çR;sd VªkaftV LVssku@ dkWjhMksj {ks= dks yd ^^vuqBk
LFkku^^ cukuk
çR;sd VªkaftV LVs'ku@d‚fjMksj {ks= dks ,d vuwBs i;kZoj.k ds :i esa fodflr fd;k
tk,xk] tks fd O;ogkfjd VªkaftV uksM dks ,d lkeqnkf;d ços'k }kj vkSj xfrfof/k;ksa dk ,d
thoar fefJr mi;ksx ds gc eas cnysxkA
1. xfrfof/k;ka vkSj mi;ksx

d- “ fnu&jkr ” pyus okyh xfrfof/k;kas dks çksRlkfgr djuk
¼ E ncourage “ Roun d th e Cl oc k ” A ctivitie s ½
 VhvksMh {ks= ds fodkl ds izLrkoksa esa iwjs le; lfØ; ekxksZ rFkk foJke ds izklafxd
LFkykas dks c<kok nsus ds ek/;e lqjf{kr] thoar] lqfo/kktud 'kgjh ^^LFkku** cuk;k
tk,xkA
 VhvksMh {ks= esa lHkh lM+dsa] lkoZtfud [kqys {ks=] m|ku] ikfdZax vkSj mijksä [k.M
6-3 ¼2½ ds vuqlkj lkoZtfud iz.kkyh ds vU; rRo] fnO;kax ukxfjdksa dh t:jrksa
dks fo'ks"k /;ku j[kdj] lkoZHkkSfed :i ls igqap ;ksX; gksaxsA
[k- lM+d ij vukSipkfjd fuxjkuh dh j;oLFkk
 VhvksMh {ks= ds fodkl ds çLrkoksa esa] lM+d ls yxs gq, Hkouksa@izkax.k ds ckamMªhokWy
dks gVkrs gq, vkSj lM+d ds vkj vksM èY;w ds fdukjs rd leku Hkou fuekZ.k js[kk
cukdj lM+dksa ij vukSipkfjd fuxjkuh lqfuf’pr dh tk,xhA ;g lkoZtfud
LFkyksa ij nqoZ~;ogkj] /kaq/kys dksus] y?kq’kadk vkfn dks grksRlkfgr djsxkA
 VhvksMh {ks= esa] ckmUMªh cky jfgr fefJr mi;ksx] lM+d ds fdukjs rd Hkou
fuekZ.k js[kk] U;wure lM+d fdukjs dh lhekar [kqyh txg ¼,evks,l½ ;k lhekar
[kqyh txg ¼,evks,l½ jfgr lM+d fdukjs vkSj lM+d fdukjs ikjn’khZ QsfUlax ds
lkFk&lkFk vU; vukSipkfjd vkWu&LVªhV xfrfof/k;ka tSls g‚dj {ks=] lkoZtfud
LFkkuksa dh lgt fuxjkuh iznku djus eas lgk;d gksaaxh A
 ,slh lM+d ds fdukjs rd fefJr mi;ksx Hkou fuekZ.k ds lkFk vkdsZMl~ ,oa
dkWyksusMl~ dks çksRlkfgr fd;k tkuk pkfg,A
x- lkoZtfud [kqyh LFkyksa dk jpukRed mi;ksx
 lkoZtfud [kqys LFkyksa dk fodkl] bl rjg ls fd;k tk,xk] fd og VhvksMh {ks= ds
fodkl dk ifjiwjd gksA ;g VªkaftV LVs’kuksa@dkWjhMksjksa dks] ,d lkoZtfud LFky ds
ni eas egRo nsrs gq,] ,d lqfo/kktud rFkk :fpiw.kZ izrh{kk@M~ki&vkQ {ks=
¼Waiting/Drop-off Area½ ds lkFk&lkFk LFkkuh; leqnk; ds fy;s ,d xWnfjax LFky
¼Gathering Place½ iznku djsxkA
 VhvksMh {ks= ds fodkl ds izLrkoksa esa Ik;kZIr ekxZ o`{kkjksi.k] Hkouksa ds ,Mt~ VªhVesaV
ls lkoZtfud LFkyksa dk Nk;kadu ¼Building edge Treatment to facilitate
Shading of Public Realm½] [kqys LFkyksa ds mUeq[khdj.k vkfn ds ek/;e ls
tyok;q&laosnu'khy ¼Climate Sensitive½ ekxksZ rFkk lkoZtfud [kqys LFkyksa dk
fuekZ.k fd;k tk,xkA
2. iz e q[k bekjrks a dks egRo nsuk

 Vh-vks-Mh- {ks= esa lkoZtfud ;k izeq[k bekjrsa ¼vFkkZr~ LVs'ku] cM+s okf.kfT;d Hkou]
çeq[k vkoklh; Hkou½ n’kZuh; ySaMekdZ ¼Visible Landmark½ LFky gksaxsA bu
bekjrksa dk js[kakdu fof'k"V fMtkbu QhplZ ¼Distinctive Design Features½
¼vxzHkkx] :Q ykbu bR;kfn½ ls fd;k tk,xk] tks fd {ks= dh igpku cusaxsA
3. fM>kbu yoa yLFksfVDl ¼ Design and Ast hetics ½
d- LVªhV vkSj CykWd ysvkmV ¼ St re et a nd B lo ck La yout ½
 VhvksMh {ks= fodkl çLrkoksa ds fMtkbu cukrs le;] ubZ lM+dksa vkSj iSny ekxksZa dks
fo|eku LFkkuh; lM+d iSVuZ esa 'kkfey fd;k tk,xkA
 VhvksMh {ks= dh lHkh lM+dksa ij lM+d ds nksuksa fdukjksa ij lkbZM&okWd~l gksaxs] tks
mPp ek=k dh iSny ;k=h xfrfof/k;ksa dks lek;ksftr dj ldrs gSa vkSj mudk
ysvkmV VªkaftV LVs’ku@d‚fjMksj dh vksj mUeq[k gksxkA
 ekxksZa rFkk Hkouksa dk foU;kl tgka rd laHko gks ldsa] ,slh jpuk ls fd;k tk,sxk]
ftlls euksgkjh n`’; dk fuekZ.k ¼Create Vistas½ gksa vFkok n`’; dks fdlh ySaMekdZ
Qhpj ¼Landmark Feature½] Hkou ;k lkoZtfud LFky dh vksj dsfUnzr djsaA
[k- Hkou fMtkbu fooj.k
VhvksMh {ks= esa Hkou dks ;g lqfuf'pr djus ds fy, fMtkbu fd;k tk,xk fd iSny ;k=h
lqxerk lcls egRoiw.kZ gSA
 Hkouksa ds izos’k }kj vkSj f[kM+fd;ka lM+d dh vksj mUeq[k gksaxh rkfd ços'k djus esa
vklkuh gks] ș'; :fp cus vkSj vukSipkfjd fuxjkuh ls c<+h gqbZ lqj{kk iznku dh
tk ldsA
 iSny ;k=h;kas ds fy;s ș'; :fp çnku djus gsrq VhvksMh {ks=ksa esa Hkouksa ds fupys
ryksa ij okLrqdyk ds fofo/k QhplZ ¼Variety of Architectural Features½ dk
mi;ksx fd;k tk,xkA
 lkbZM&okWd~l ds lkFk ekuo iSekus ¼Human Scale½ dks cuk, j[kus rFkk
lkoZtfud ekxksZ ij Hkouksa dh Nk;k ds izHkko dks de djus ds fy,s] 4&5 eaftyk
ls vf/kd mpkbZ okyh Hkouksa dh Åijh eaftysa lkeus dh vksj ls ihNs gVdj fufeZr
gkasxhA
6-6 LFkkuh; leqnk;ksa ds lanHkZ esa fu;kstu

1. lkeq n kf;d Hkkxhnkjh
LFkkuh; leqnk; ds yksx] leq n k; ds fy;s vko’;d ls a o kvksa ,oa lq f o/kkvksa ] vkokl
ds izdkj] çeq[k iSny ;k=h xUrO;ksa rFkk vknrs ] ikfdaZx çca/ku vkfn ij ewY;oku
LFkkuh; Kku çnku dj ldrs gSaA
 fdlh Hkh fu;kstu ¼Mhih] ijh{ksf=d ;kstuk,a ;k lkoZtfud ,tsalh@futh fodkldrkZ
}kjk izkjaHk dh xbZ VhvksMh ysvkmV ;kstuk½ dh izfØ;k esa] fdlh fo'ks"k lkbV ;k
{ks= ls lacaf/kr egRoiw.kZ LFkkuh; eqn~n~ksa dh ,d lekU; le> lqfuf'pr djus ds
fy, ;kstuk izfdz;k ds izkjaHk ls gh] LFkkuh; leqnk;ksa ds lkFk ijke'kZ djuk vko';d
gSA
 LFkkuh; Hkw&Lokeh;ksa vkSj leqnk;ksa dks VhvksMh {ks= ;kstuk dh fu;kstu izfdz;k esa
lgHkkxh cuk;k tkuk pkfg,A
2. leqnk; dh vkos;drkya
 VhvksMh {ks=ksa esa u;s fodklksa esa LFkkuh; leqnk;ksa ds fy, vko';d lsokvksa vkSj
lqfo/kkvksa dks çnku fd;k tkuk pkfg,A blesa u;s vkokl ds izdkj tks fd leqnk;
ds tulkaf[;dh dks liksVZ djsa] jkstxkj ds fodYi] QqVdj lsok lqfo/kk;sa vkSj
O;fäxr lsok;sa] lkoZtfud lHkk ds LFkku vkfn 'kkfey gksaxsA
 VhvksMh {ks= ds fodkl esa ,d iSny pyus ;ksX;] ,sls thoar {ks= dk fuekZ.k fd;k
tk,xk] tks ekStwnk {ks= dk ifjiwjd gksa rFkk mlds LFkkuh; Lo:i dks mHkkjsA
7- eq[; dk;Z {ks=
7-1 Hkwfe
fu;kstu] fodkl vkSj fofu;ked ,stsalh] VhvksMh {ks=ksa esa vkokl] jkstxkj vkSj vU; 'kgjh
lsokvksa ds çko/kkuksa ds fy,] izHkkoh Hkwfe vf/kxzg.k ekWMyl~ ¼Efficient Land Acquisition
Models½ rS;kj djsaxs] tSls fd Hkwfe lk>kdj.k ¼Land Sharing½] Hkwfe iwfyax ¼Land
Pooling½] Hkwfe foy;Uk ¼Land Amalgamation½] Hkw[kaM iquxZBu ¼Plot Reconstitution½
vkSj vU; fodYiA
VhvksMh fu;eksa vkSj fofu;eksa ds vk/kkj ij] fu;kstu] fodkl vkSj fofu;ked ,stsalh;ka] Hkwfe
ds ,d fuf'pr fgLls dks bZMèY;w,l@,yvkbZth vkoklksa ¼Housing for EWS/LIG½ ds fy,
,QksjMscy jsV~l ¼Affordable Rates½ ij nsus gsrq fpfUgr djsaxhA
Hkwfe dks ,d nqyZHk lalk/ku ¼Land as a Scarce Resource½ ds :i esa ns[krs gq,] VhvksMh
{ks=ksa esa 'kgjh Hkwfe dk mi;ksx fofu;fer ¼Regulating use of Urban Land½ djus dh
vko';drk gS rkfd] Hkwfe dk mi;ksx vkWIVhee Lrj ¼Optimum Level½ rd gksa( ftleas
vkWIVhee Lrj ls de mi;ksx dh fLFkfr esa nafMr vkSj fdlh fof'k"V le; vof/k esa
vkWIVhee Lrj rd mi;ksx dh fLFkfr esa iqnLd`r fd;k tkuk pkfg;sA
VhvksMh {ks=ksa dks Vh Mh vkj ¼Transferable Development Rights (TDR)½ fu;eksa vkSj
fofu;eksa ds nk;js esa fjlhfoax ,fj;k ¼Receiving Area½ vkSj bUQwfyal ,fj;k (Influence
Area) dh rjg vf/klwfpr fd;k tk ldsxkA l{ke vf/kdkfj;ksa }kjk i`Fkd Vh Mh vkj
fofu;e rS;kj fd, tk,axs vkSj Vh Mh vkj uhfr esa lqlaxr çko/kku fd, tk,axsA
7-2 foÙk
’kkldh; Hkwfe ij VhvksMh ysvkmVl~] Hkwfe dks ,d lalk/ku ds :i esa mi;ksx djrs gq,
VªkaftV lsokvksa dks lqn`<+ cukus @mUkds foLrkj vkSj lacaf/kr iwathxr O;;ksa gsrq foÙk dks
tqVkus ds fy, rS;kj fd, tk,axsA ,slh ifj;kstukvksa ds foÙkh; e‚Myl~] lkoZtfud
v/kkslajpuk] lkoZtfud ifjogu lqfo/kkvksa rFkk ,slh ifj;kstukvksa esa fdQk;rh vkokl ds
fy, forj.k ra= ¼Delivery Mechanism½ lqfuf'pr djsxkA
VhvksMh {ks=] Hkwfe ewY; dWIpj Qkbukal esdWfu>e ¼Land Value Capture Finance
Mechanism½] ls Hkwfe ewY; ds vuyksfdax ¼Unlocking of Land Value½ dks izksRlkfgr
djsxk vkSj v/kkslajpuk fodkl vkSj lsok iznk; esa futh fuos'k dks vkdf"kZr djsxkA bu
Hkwfe ewY; dWIpj Qkbukal esdWfu>e] esa ,Q , vkj ykHk ¼FAR Benefits½] Hkwfe ewY; dj
¼Land Value Tax½] Hkwfe mi;ksx cnyus ds fy, 'kqYd] lq/kkj 'kqYd ¼Betterment Levy½]
fodkl 'kqYd ¼Development charges (Impact fees)½] Vh Mh vkj ¼Transferable
Development Rights (TDR)½] fjä Hkwfe dj ¼Vacant Land Tax½] VWdl~ bafØesaV
Qkbukaflax ¼Tax Increment Financing½] Hkwfe vf/kxzg.k vkSj fodkl] yWaM iwfyax ç.kkyh
¼Land Pooling System½] ;k vU; laHkkfor ykHk tks fu;ked çkf/kdj.k ns ldrs gSa vkfn
lfEefyr gSa ijarq bur rd lhfer ugha gSA
mijksä foÙkiks"k.k ra= ls mRiUu vk;] MsfMdsVsM vcZu Vªkali®VZ QaM ¼Dedicated Urban
Transport Fund (DUTF)½ esa vftZr dh tk,xhA bu jktLo L=ksarkssa dh igpku VhvksMh
{ks= esa 'kkfey Hkwfe ds ,d VqdM+s ij izkIr ykHkksa ij vk/kkfjr gksaxhA
7-3 v/kkslajpuk
uxj fuxe@uxjikfydk@uxj ifj"kn ;k ekl VªkaftV ,tsalh vkfn tSls 'kgjh lsok forj.k
,stsalh;ksa dks ;g lqfuf'pr djuk gksxk fd%&
 czkmu QhYM VhvksMh {ks=ksa ¼Brownfeild TOD Areas½ esa V~ad v/kkslajpuk dk
lqn`<hdj.k ¼Strengthening of Trunk Infrastructure½ g®] rkfd okafNr fefJr
mi;ksx vkSj ?kuRo ds Lrj dks dks izkIr fd;k tk ldsA
 xzhu QhYM VhvksMh {ks=ksa esa okafNr fefJr mi;ksx rFkk ?kuRo ds Lrj ij vk/kkfjr]
,dhd`r v/kkslajpuk rFkk lsok O;oLFkk dh ;kstuk ¼Integrated infrastructure
and services system Plans½ cuk;h tk,] ftlesa lHkh 'kgjh lsokvkas ds fy;s Hkwfe
dh vko’;drk fpfUgr g®A
 VhvksMh {ks=ksa ds fodkl ds izLrkoksa esa v/kkslajpuk ds izko/kku] tgka rd laHko gks]
fodsfUnzr v/kkslajpuk ¼Decentralized Infrastructure½ dks lqfuf’pr djsa] rkfd
fo|eku Vªad v/kkslajpuk ¼Existing Trunk Infrastructure½ ij izHkko de fd;k
tk ldsa lkFk gh nh?kZdkfyd LFkkf;Ro ,oa lalk/ku dk;Z{kerk ¼Long term
sustainability and resource efficiency½ gkfly dh tk ldsaA
,sls V~ad v/kkslajpuk ds lqn`<hdj.k ds çLrkoksa vkSj ,dhd`r v/kkslajpuk rFkk lsok O;oLFkk
dh ;kstukvksa dk fu;kstu vkSj dk;kZUo;u Mhih çLrkoksa vkSj VhvksMh {ks= ijh{ksf=d
;kstukvksa ij vk/kkfjr gksaxhA
VhvksMh fu;e vkSj fofu;e ds ek/;e ls %&
 VªkaftV LVs’ku@d‚fjMksj {ks=ksa ds fodkl ds çLrko esa LFkk;h is;&ty] ÅtkZ] ey
ty fudklh] o"kkZ ty fudklh vkSj Bksl vif'k"V çca/ku vkSj lapkj ç.kkfy;ka
lqfuf’pr gksaxhA
 jsu okWVj gkosZfLVax ¼Rain Water Harvesting½ dk ySaMLdsfiax rFkk lkoZtfud [kqys
LFkkuksa dh j.kuhfr ds lkFk leUo; lqfuf’pr fd;k tk,xkA
8- fofHkUu ys t s a l h;ks a dh Hkw f edk vkSj
mÙkjnkf;Ro
1. uxjh; fodkl vkSj vkokl foHkkx
 VhvksMh uhfr rS;kj djuk]
 e/;çns'k uxj rFkk xzke fuos’k vf/kfu;e 1973 vkSj blds v/khu fu;eksa esa
la'kks/ku]
 e/; çns'k Hkwfe fodkl fu;e 2012 esa la'kks/ku]
 VhvksMh ds fy, vyx v/;k; lek;ksftr djrs gq, fofHkUu fodkl ;kstukvksa dks
rS;kj@la'kksf/kr djuk ftleas] VhvksMh dks l{ke djus vkSj VhvksMh dk dk;kZUo;u
djus ds fy, çko/kku vkSj la'kks/kuksa ds lkFk gh VhvksMh ds tksfuax jsxqys’kal
¼Zoning Regulations½] fofHkUu mi;ksx@xfrfof/k;kas gsrq fodkl fu;eu
¼Development Controls½ rFkk lc&fMohtu@veyxes’ku fu;eu
¼Subdivision/amalgamation regulations½] fofHkUu mi;ksx@xfrfof/k;kas gsrq
Hkou fuekZ.k mifu;e ¼Building bylaws½ rFkk fM>kbu xkbZMykbZul~ ¼Design
guidelines½ 'kkfey gksaxsA
2. uxj rFkk xzke fuos’k lapkyuky;

 e/;çns'k uxj rFkk xzke fuos’k vf/kfu;e 1973 dh fofHkUu /kkjkvksa vkSj blds
v/khu fodkl ;kstukvksa@fu;eksa esa ,e ih ,e vkj lh ,y@ekl VªkaftV ,tsalh ds
ijke'kZ ls la'kks/kuA
 VhvksMh ds fy, vyx v/;k; lek;ksftr djrs gq, fofHkUu fodkl ;kstukvksa dks ,e
ih ,e vkj lh ,y@ekl VªkaftV ,tsalh ds leUo; ls rS;kj@la'kksf/kr djuk ftleas]
VhvksMh dks l{ke djus vkSj VhvksMh dk dk;kZUo;u djus ds fy, çko/kku vkSj
la'kks/kuksa ds lkFk gh VhvksMh ds tksfuax jsxqys’kal ¼Zoning Regulations½] fofHkUu
mi;ksx@xfrfof/k;kas gsrq fodkl fu;eu ¼Development Controls½ rFkk
lc&fMohtu@veyxes’ku fu;eu ¼Subdivision/amalgamation regulations½]
fofHkUu mi;ksx@xfrfof/k;kas gsrq Hkou fuekZ.k mifu;e ¼Building bylaws½ rFkk
fM>kbu xkbZMykbZul~ ¼Design guidelines½ 'kkfey gksaxsA
 ,eih ,e vkj lh ,y@ekl VªkaftV ,tsalh ds leUo; esa VhvksMh {ks=ksa esa fodkl dks
c<+kok nsuk] fu;a=.k vkSj fofu;eu djukA
3. fodkl çkf/kdj.k] vkokl vkSj v/kkslajpuk fodkl
cksMZ] ye ih ye vkj lh yy] ekl VªkaftV ytsalh
vkS j vU; iS j k&LVSVy ytsalh
 VhvksMh {ks=ksa esa] VhvksMh {ks= ijh{ksf=d ;kstukvksa] VhvksMh ysvkmV Iyku@VhMh
;kstukvksa@Vhih ;kstukvksa@iqufoZdkl ;kstukvksa vkfn dks rS;kj vkSj mUkdk
dk;kZUo;u djukA ,slh ;kstuk,a ,tsalh;ka Lo;a dh {kerk esa ;k Hkwfe
ekfydksa@MsoyilZ ds lkFk lk>snkjh esa tSlk t:jh g® rS;kj vkSj dk;kZfUoRk dj
ldsaaxhA
 VhvksMh {ks=ksa esa] VhvksMh {ks= ijh{ksf=d ;kstuk ds vk/kkj ij vkSj muds dze’k%
{ks=kf/kdkj ds vuqlkj V~ad v/kkslajpuk ds lqn`<hdj.k ds çLrkoksa vkSj ,dhd`r
v/kkslajpuk rFkk lsok O;oLFkk dh ;kstukvksa dks rS;kj djuk vkSj mudk dk;kZUo;u
djukA
4. uxj fuxe@uxj ikfydk@uxj ifjtkn
 VhvksMh {ks=ksa vkSj tksfuax jsxqys’kal ¼Zoning Regulations½ dks 'kkfey djrs gq,
ijh{ksf=d ;kstukvksa dks rS;kj@la'kksf/kr djukA
 ekl VªkaftV ,stsalh ds ek/;e ls VhvksMh {ks= ds fy, VhvksMh {ks= ijh{ksf=d
;kstukvksa dks rS;kj@la'kksf/kr djukA
 VhvksMh {ks=ksa esa Hkou fuekZ.k xfrfof/k;ksa dks c<+kok nsuk] fu;a=.k vkSj fofu;eu
djukA
 VhvksMh {ks=ksa esa] VhvksMh {ks= ijh{ksf=d ;kstuk ds vk/kkj ij vkSj muds dze’k%
{ks=kf/kdkj ds vuqlkj V~ad v/kkslajpuk ds lqn`<hdj.k ds çLrkoksa vkSj ,dhd`r
v/kkslajpuk rFkk lsok O;oLFkk dh ;kstukvksa dks rS;kj djuk vkSj mudk dk;kZUo;u
djukA
5. e/;çnssk esVª k s jsy daiuh fyfeVsM ¼ye ih ye vkj
lh yy½@ekl Vªka f tV ytsalh ¼esVª k s jsy@ykbV js y @eksuks
js y @ch vkj Vh@mPp {kerk lkoZtfud ifjogu lsokya½
 uxjikfyd fuxe@uxj ikfydk dh lgk;rk ls VhvksMh {ks= ijh{ksf=d ;kstukvksa dks
rS;kj vkSj fØ;kUo;u djukA
 VhvksMh {ks= esa ysvkmV ;kstuk dk vuqeksnuA
 lkoZtfud ifjogu ¼esVªks jsy@ykbV jsy@eksuks jsy@ch vkj Vh@mPp {kerk
lkoZtfud ifjogu lsok,a½] vkbZihVh] ikfdaZx] iSny ;k=h vkSj ,u ,e oh lqfo/kkvksa
vkSj futh eksVj okguksa lfgr 'kgjh ifjogu dk fu;kstu] çorZu vkSj fofu;euA
 VhvksMh {ks=ksa esa Hkou fuekZ.k xfrfof/k;ksa dks c<+kok nsuk] fu;a=.k vkSj fofu;fer
djukA
 ,dh—r eYVh&eksMy lkoZtfud ifjogu lapkyu lsok ;kstuk dks rS;kj djuk vkSj
mudk dk;kZUo;u djukA
 ,dh—r lsok fu;kstu ds ek/;e ls ihVh lsokvksa ds eYVh&eksMy ,dhdj.k dks
lqfuf'pr djuk vkSj çca/ku djukA
 VhvksMh {ks=ksa esa lM+dksa] ekxksZa vkSj Hkou fuekZ.k@fodkl dks fofu;fer djuk vkSj
;g lqfuf'pr djuk fd 'kgjh lM+dksa vkSj Hkouksa ds fy, ykxw lafgrkv®a dk ,sls
fuekZ.k@fodkl ds nkSjku vuqikyu fd;k tk jgk gSaA
 VhMh ;kstuk@Vhih ;kstuk dks rS;kj djuk vkSj mudk dk;kZUo;u djuk vkSj
VhvksMh {ks=ksa esa mijksä ;kstukvksa ds v/khu Lo;a {kerk esa ;k Hkwfe
ekfydksa@MsoyilZ ds lkFk Hkkxhnkjh esa rS;kj fd, x, ysvkmV dk vuqeksnuA
 MsfMdsVsM vcZu Vªkali®VZ QaM ¼Dedicated Urban Transport Fund (DUTF)½ dk
ç'kklu vkSj çca/kuA

TOD (H&E) Final 2018

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TOD (H&E) Final 2018

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Transit Oriented Development Policy

Department of Urban Development and Housing,

Transit Oriented Development

Department of Urban Development and

TABLE OF CONTENTS ...................................................................................................................... 3

2 NEED OF THE POLICY .......................................................................................................... 4

3 PURPOSE & APPLICATION/APPLICABILITY OF THE POLICY ................................... 5

4 TRANSIT ORIENTED DEVELOPMENT.............................................................................. 6

4.1 Vision ......................................................................................................................................... 6

5 TRANSIT ORIENTED DEVELOPMENT (TOD) AREAS AND TRANSITION AREA ..... 9

5.1 Definitions .................................................................................................................................. 9

5.2 Demarcation of TOD Areas/Transition Areas......................................................................... 10

6 APPROACH TO REALIZE THE POLICY OBJECTIVE ..................................................... 10

6.1 Transit-supportive Uses ........................................................................................................... 10

6.4 Pedestrian and NMV-Oriented Design.................................................................................... 14

6.5 Make each Transit Station/Corridor Area a “Place” .............................................................. 16

6.6 Plan in Context with Local Communities ................................................................................ 17

7 KEY ACTION AREAS ........................................................................................................... 17

7.1 Land ......................................................................................................................................... 17

7.2 Finance ..................................................................................................................................... 18

7.3 Infrastructure .......................................................................................................................... 18

8 ROLE & RESPONSIBILITIES OF VARIOUS AGENCIES ................................................. 18

 Registered Architects, Urban Planners and Engineers in providing consultancy

3. Ensure connectivity and manage vehicular traffic and parking

5 Transit Oriented Development (TOD) Areas and

5.1.2 Transition Area

routes, bicycle routes, road ROWs, pedestrian/cycle overpasses and

These routes would include standard sidewalks and private

6.5 Make each Transit Station/Corridor Area a “Place”

b. Building Design Details

2. Directorate of Town and Country Planning

 Regulate roads, street and building construction/development in TOD Areas

VªkaftV mUeq[kh fodkl uhfr

uxjh; fodkl yoa vkokl foHkkx]

4-1 fotu ¼Vision½

Non-Motorised Vehicle Oriented Design½ cukuk

9. lqjf{kr lekt dk fodkl djuk

¼14½ LFkk;h fodsazh—r HkkSfrd volajpuk ds fy, O;ogk;Zrk esa o`f)A

5-2 VhvksMh {ks=ksa @ Vªkaftsku {ks=ksa dh lhekadu

,d VhvksMh {ks= vkoklh;] okf.kfT;d] jkstxkj] lkoZtfud v/kZ&lkoZtfud] lgk;d fjVsy]

3. xSj&VªkaftV lgk;d mi;ksxks a ¼ Non-Tra nsit Suportive

Uses ½ dks lhfer djuk

6-3 dusfDVfoVh lqfufspr djuk] osghD;qyj VªWafQd

eYVh&eksMy ,dhdj.k lqfuf'pr djus ds fy, lkoZtfud ifjogu lapkyu ;kstuk

 eYVh&eksMy ,dhdj.k fodflr {ks=ksa ds lkFk&lkFk fodkl d‚jhMksjksa esa lqjf{kr]

¼Equivalent Car Space(ECS)½ vko';drkvksa dks VªkaftV LVs'kuksa@d‚jhMksjksa ds

4. fu;ksäk vk/kkfjr ifjogu ekax çca / ku ¼ Em p loyer

1. xfrfof/k;ka vkSj mi;ksx

2. iz e q[k bekjrks a dks egRo nsuk

d- LVªhV vkSj CykWd ysvkmV ¼ St re et a nd B lo ck La yout ½

6-6 LFkkuh; leqnk;ksa ds lanHkZ esa fu;kstu

2. uxj rFkk xzke fuos’k lapkyuky;

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