ANNEXURE

Transit Oriented Development (TOD) Policy

Local Self Government Department

Government of Kerala
 3

TABLE OF CONTENTS

1. Background ................................
................................................................................................
................................................. 5

2. Definitions& Abbreviations ................................................................

........................................................ 6

3. Need for the policy ................................

................................................................................................
...................................... 6

4. Applicability of the Policy ................................................................

.......................................................... 7

5. Transit Oriented Development (TOD) ................................................................

........................................ 7

6. Benefits Envisaged through TOD ................................................................

............................................... 8

7. Transit Oriented Development (TOD) Areas / Zones .................................................

................................ 9

8. Approaches to Realise TOD ................................................................

........................................................ 9

a. Densification
ensification of TOD Zone ................................................................
......................................................... 9

b. Promotion ofMixed use buildings & zones in the TOD Zone ...................................
................................ 11

c. Promotion of multi-use
use transit stations ................................................................
..................................... 11

d. Promote wide spectrum of inclusive housing ............................................................

............................ 12

e. Incorporating multimodal integration of transit modes ............................................

................................ 12

f. Ensuring safety of pedestrians, cyclists and NMT users ...........................................

................................ 13

g. Street oriented buildings& public spaces

spaces................................................................
.................................. 14

h. Managed public parking facilities & zones

zones...............................................................
............................... 15

i. Green & Recreational Open Spaces. ................................................................

........................................ 16

j. Value Capture Financing ................................................................

.......................................................... 17

9. Implementation of Transit Oriented Development ...................................................

................................ 17

a. Assessment of Demand and Development Potential .................................................

................................ 17

b. Differential Treatment within the TOD Zone ............................................................

............................ 17

c. Infrastructure Development within the TOD Zone ...................................................

................................ 18

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d. First and Last Mile Connectivity ................................................................

............................................... 18

e. Public Participation for Implementation of TOD. ....................................................

................................ 18

10. Conclusion ................................

................................................................................................
............................................. 18

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1. Background
India is classified as an emerging and developing country that is experiencing rapid
economic development. The same is associated with exponentially rising transportation
activity due to a steadily increasing demand to move more people and goods further an
and
faster. This can be regarded as both a cause and an effect of India’s rapid economic growth.
The growth in use of personal vehicles, as well as goods vehicles corresponding to a surge in
fuel use and resultant vehicular emissions causing environmental issues,, traffic congestions,
increased travel time etc. are some of the relevant issues which are to be addressed at the
earliest.. Though the increase in mobility is necessary to boost and sustain the standard of
living, the unpleasant consequences associate
associated with the same are to be minimized as far as
possible.

It is a known fact that the State is having a very unique settlement pattern. The State
differs from the rest of the country in the sense that, in most parts of the State, there exists a
continuous spread of habitation without much open lands or green fields.
fields This type of
settlement pattern has paved way for an urban-rural
rural continuum in the State,
State resulting in a
pattern of a ribbon and continuous development which is not regarded as a sustainable
sus model
in the long term. It is evident that there exists a symbiotic relationship between land use of a
region and transportation. With increase in urban spread, the length and time of travel are
increasing leading to higher cost of transport, with higher fuel consumptions, higher
emissions etc. Hence, a selective concentration of urban functions with a sincere attempt to
have compact urban form to achieve effective integrated development of urban areas is a need
of the hour.

For promoting sustainable modes of urban transport, a bifocal approach is often seen as
most suitable. Through thiss approach, not only tthe travel requirement is minimised leading to
a decrease in time and length of travel
travel, but also the share of travel by personal transit modes
also decreases.. For the same, sustainable modes of transits, such as public transport would
need to be augmented to meet the huge travel demands and non-motorised
motorised modes of transport
shall be promoted to facilitate comfortable short and daily trips.. To materialise this bifocal
b
strategy, in the Kerala context
context, it is ideal to transform the cities of the State based on Transit
Oriented Development pattern and principles.

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The Transit-Oriented
Oriented Development (TOD) concept is a strategy which supports the
effective and efficient use
se of public transport and mass rapid transit systems (MRTS),
(MRTS) by
integrating land use to make the cities efficient, healthy, liveable and smart. TOD aims to
develop planned sustainable urban growth centres by implementing
ting the principles of compact
development, walkable cities, with emphasis on ensuring green and recreational open spaces
and ease of access.

2. Definitions&
& Abbreviations
a) MRTS : Mass Rapid Transit System (Like Metro Rail Systems)

b) LRTS : Light Rail Transit Sy

System
stem (Including transit systems like Light Rail and Monorail
transit systems)

c) NMT : Non-Motorised
Motorised Transport.

d) TOD : Transit Oriented Development

e) Transit Station: The

he designated transit stations in a Transit system.

f) Transit Corridor: The term "Transit Corridor" refers to all of the existing and proposed
public transportation routes, such as the Metro Rail
Rail, Light Rail,
Rail Monorail
Corridor/Network or High Capacity Public Transport Corridor etc. proposed by the
Government or proposed
sed in a plan formulated under the Kerala Town and Country
Planning Act, 2016.

g) TOD Area / TOD Zone: Area within a specified distance from the transit corridor, that
ensures walkability (5-10
10 Minute Walk) to both sides of the Transit Corridor. Such width
off the TOD zone on both sides from the centre line of the transit corridor shall be
identified through the master plans / local area plans and such detailed spatial plans
plans.
Varying
arying widths may also be considered for TOD zone with due regard to locational
characteristics of the area.

3. Need for the policy

Kerala is one of the most rapidly urbanising States in the country. Due to this rapid urban
growth, demand for urban infrastructure and urban services, including demand for transit
infrastructure and services is constantly on the rising trajectory. Since, transportation and
Land-use
use are two highly interdependent components, L
Land-use
use planning is a key and vital

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tool for balancing the transit and transportation demands of the urban space within the limits
of the available urban infrastructure
infrastructure. Transit systems like MRTS, metro rails and systems like
LRTS are often seen as a solution to meet the growing travel demand. However, the transit
systems need to be adequately linked and supported bby the Land-use
use of the region. The
interaction between different land
land-uses and these transit systems can lead to a development
pattern that supports the transit systems to reduce traffic congestion and at the same time
concentrate the urban development to tthe TOD zone and thereby limiting urban sprawl.

For the effective implementation and realisation of such development patterns, it is

essential that the concept and principles of Transit Oriented Development
evelopment (TOD) shall be
bought into the cities through Master
ter Plans, Detailed Town Planning Schemes / Local Area
Plans or such appropriate spatial plans
plans. So as to enable the Master Plans and such other spatial
plans to implement the TOD principles, it is essential that a policy shall be formulated
formulat for
implementing TOD in the State, by incorporating the provisions and principles of TOD in the
spatial plans prepared and accordingly,
ccordingly, this policy is being formulated.

4. Applicability of the Policy

This Policy shall apply to the “TOD Corridors and TOD Zones identified and notified
through any master plans, detailed town planning schemes, local area plans or such other
appropriate spatial plans”, within the State of Kerala. This policy shall be in force till the
Government of Kerala orders otherwise.

5. Transit Oriented Development

elopment (TOD)
A compact, Pedestrian
edestrian and NM
NMT friendly development,, along a strong transit
infrastructure, with transit supportive uses, including moderate to hhigh-density
density residential,
commercial, office,, business, retail uses along with recreation and community
munity facilities,
facilities is
envisaged as a transit-oriented
oriented development (TOD) as part of this policy.. The application of
TOD is widespread throughout the world and is regarded as one of the most environment
friendly and efficient methods of developing a transport corridor.. It encourages development
that is more receptive to transit use and tends to decrease the dominance of private motorised
vehicle use. Effective implementation of TODs shall pave way to the development of 15
minute cities / corridors where all ffacilities
acilities and livelihood related activities can be accessed
within a commuting time of 15 minutes. Compact, mixed-use,
use, and pedestrian-friendly
pedestrian
development around transit stations and along transit corridors promotes residents, workers,

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and shoppers to use the public transit facility in combination with walking and non-motorised
non
transport and thereby lower their reliance on private motorised vehicles.

6. Benefits Envisaged through T

TOD
Transit Oriented Development is envisaged to change the planning paradigm of the
State to one that is more comprehensive and inclusive. The planning shall enable integrating
various planning tools,, techniques and components including infrastructure planning, urban
design, land-use planning and mobility planning. Through implementation
tation of TOD, it is
envisaged that the TOD region shall come up as a sought after destination of the city,
attracting more investments, economic growth, employment opportunities, healthier &
inclusive residential spaces, better & attractive city streetsca
streetscapes etc.

On implementation of TOD, it is envisaged that the zone maybe

be subject to a steady
and incremental transformation
transformation, which would eventually create more employment and
economic activities along with the required provision for residential activities. Further, by
encouraging compact development, it is anticipated that, the trip length and travel time within
the zone and through the zone shall be considerably reduced and further the resultant total
vehicular emission shall also be significantly reduced. TOD is also envisaged to lower the
living expenses by making residential areas and employment centres in cities more accessible,
and inclusive. TOD shall also encourage a change in lifestyle toward healthier living and a
higher quality of life, by offering a variety of high-density, mixed--use, mixed-income
residential places, employment opportunities and recreational avenues within close proximity
to the transit facility and within easy cycling or walking distance of each other.

TOD is also likely to bring in savings to public funds by reducing investments in

physical infrastructure, such as new road construction, piping and cable costs, time
time-costs
associated with traffic congestion, and other significant costs related to low
low-density urban
sprawl. TOD offerss greater transit accessibility and a variety of uses within a close proximity,
thus giving people multiple options to choose between walking, cycling, or taking public
transportation to meet their daily needs. TOD also benefits transit agencies by increas
increasing their
ridership since a larger population lives and works within the catchment area of the transit
systems. There shall also exist avenues to value capture the resultant rising land values to
maintain & cross-subsidize
subsidize public transit facilities and public spaces.

Thus, Transit Oriented Development shall be an urban development strategy in

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response to suburban sprawl's inefficiency, rising environmental emissions, traffic congestion

and increasing trip length &travel
travel time.

7. Transit Oriented Development (TOD) Areas / Zones

Width of the TOD Zone may be around 250 to 500 metres, on either side of the transit
corridor. The width may vary based on walkability
walkability,, topography and terrain of the region, and
such other associated factors. Such width shall be fixed through the Master Plans,
Plans Detailed
Town Planning
lanning schemes or Local Area Plans or such other spatial plans or regulations as
applicable for such areas.

8. Approaches to Realise TOD

For implementation of TOD through Master Plans, Detailed Town Planning schemes,
or Local Area Plans or such other spatial plans or regulations, the following provisions, as
feasible and required, may be incorporated after due consideration and deliberations with
respect to the suitability of each of the provisions considering the future
futur development
potential and growth trajectory of the envisaged TOD Corridor and TOD zone. Certain
approaches to realise Transit Oriented Development may result in disruptive changes and
hence many of such measures may have to be implemented in an incremental
increment way. Hence,
adequate suitability and feasibility studies / analysis may be conducted prior to and post the
implementation of such approaches to realise Transit Oriented Development.

a. Densification of TOD Zone

High density development is highly desirable at and around transit stations and along the
transit corridors, taking into account the local environment and nature of developments,
developments
location and potential of transit station
stations and nature of the transit corridor. High density
development may be encouraged
ncouraged close to public transportation infrastructure,
infrastructure transit corridor
and such other transportation facili
facilities.
ties. Building types with the maximum density shall be
located as close as possible to the transit stations and corridors
corridors. An optimum density to ensure
e
maximum serviceability of the region shall be derived and too achieve the intended
densification, the following tools and regulations may beincluded, detailed and enforced
through the Master Plans, Detailed Town Planning Schemes / Local Area Plans or such other
spatial plans.

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● Minimum FSI & Plot Size

Size: A minimum FSI (Floor Space Index) and a minimum size of
plot may be specified depending on the feasibility and development potential of the
region. This shall encourage amalgamation of plots and higher utilisation of urban lands.
A suitable negative list from this regulation may also be included such that small scale
constructions like residential buildings or such small residential apartments up to certain
specified number of dwelling units can be excluded from this provision.
● Reduced or Shared Open
pen Space: For buildings in compliance to thee minimum FSI and
plot size requirements,, relaxation or sharing of side & rear yards may also be explored to
encourage
urage such development. This may be considered for plot abutting the transit
corridor alone or for a limited depth to the TOD zone or for selected streets within the
TOD zone, as found suitable.
● Additional FSI Fee outside TOD Zone: Feasibility to reduce thee threshold of free FSI
available outside the TOD zone may also be explored.
● Premium FSI inside TOD Zone
Zone: FSI over and above the FSI as permitted by the
building rules in force in the State may be allowed in the TOD zone for a premium
pricing.
● Vacant Land / Building Taxation
Taxation: Taxation may be thought of on vacant land and
unoccupied houses
es for longer periods within the TOD influence zone. A negative list
shall be formulated, as required, for lands / buildings which shall not be imposed on with
such tax. In this
his connection, provisions in municipal laws / rules may be revisited.
● Tax Holiday Options: Providing building / property
erty / land tax relaxations, or definite tax
holidays for new establishments and constructions meeting stipulated criteria may also
be considered to be provided in the TOD Corridor and TOD Zone. Such allowances shall
further be detailed through appropriate spatial plans.
● Enable Transferrable
ransferrable Development Rights (TDR): Concept of Transferable
Development Rights (TDR) may be brought into the TOD zone to partly replace the paid
premium FSI. However, such provision shall only
ly be implemented post the establishment
of a TDR administering agency with necessary statutes and provisions.
provisions
● Densification through Spatial Plans
Plans: Local Area Plans and/or Land Pooling Schemes
may be implemented,, preferably in a phased manner for desired reaches of the TOD zone
for densification of the area.
● Encourage Plot Amalgamation
Amalgamation: Feasibility for providing incentives for promoting

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amalgamation of smaller plots into plots of a certain minimum size may also be
explored.
● Exceptions
xceptions to Densification Strategy
Strategy: Though densification is generally a prime
objective of TOD, areas of heritage significance, natural features worth conservation etc.
falling within the TOD zone shall be duly respected, while formulating proposals for tthe
zone. Mandatory regulations applicable to the TOD area shall also be complied.

b. Promotion of Mixed
ixed use buildings & zones in the TOD Zone
TOD zone may permit a mix of residential, commercial, office, business,
business public semi -
public, entertainment, and service uses. The mix of uses shall be vertically and/or horizontally
distributed throughout the TOD area. This shall generate a wide range of applications within
a compact, walkable TOD zone and shall foster collaboration among the various types of
development.
opment. Mixed use buildings shall be prom
promoted
oted by employing the following strategies.

● Taxation Allowances: Allowances

llowances on building tax and such rebates may be encouraged
for Mixed Use Buildings which houses more than a specified number of occupancies.
(Minimum
um number of occupancies to be housed in a building to avail this provision may
be specified through appropriate spatial plans).
● Relaxation on Building Rules
Rules: Allowances on Building Rules may be permitted for
mixed use buildings utilising high FSI. (Minimum number of occupancies to be housed
in a building & minimum FSI to be attained to avail this provision along with the feasible
relaxation in building rules may be specified through appropriate spatial plans).
plans
● Allowances for EV Charging Stations: Adequate
dequate and feasible allowances may also be
provided for buildings housing electric vehicle charging stations so as to promote the use
of EVs in and around the TOD zone.

c. Promotion of multi-use
use transit stations
Transit stations of all types of transit such as MRTS / Bus / Mobility hubs have the
potential to become centres of activity. Hence, multiple uses may be explored here as a tool to
densify the TOD zone. Provision of leasable space may be promoted at transit stations with
relaxation in building rule regulations/provisions, as feasible. Vertical multi
multi-use may be
promoted in transit stations. Mandatory public amenities may be provided at all transit
stations which shall be accessible to pedestrians including non-commuters.
commuters. Designated spaces

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may be provided for NMT / Pedestrian facilities, such as bicycle parking

parking, pedestrian over
bridges and underpasses etc. at transit stations and such facilities shall,, as far as possible, be
planned as accessible to commuters and non-commuters of the transit system.
stem. Transit stations
may also be encouraged to house Electric Vehicle charging stations.

d. Promote wide
ide spectrum of inclusive & affordable housing
TOD can be an essential component of a comprehensive affordable housing strategy
as living adjacent to public transportat
transportation
ion can significantly reduce transportation costs of the
households. Wide spectrum of housing shall comprise a range of housing units for individuals
of various income levels.

In order to ensure the availability of affordable housing into the TOD zone, aaffordable
and compact housing units may be promoted within the TOD area for all large scale housing
and apartment projects, where
wherein
in the threshold scale of such housing project, share of
affordable housing and such details as required, may be specified through
ugh appropriate spatial
plans. Wherever feasible,, the affordable housing units may be located within close proximity
to the public transit facility as the consumers of such units are likely to depend largely on
Public Transportation. Feasibility of introducing affordable housing on land pooled in through
land pooling schemes may also be explored. For publically funded
ded affordable housing projects
also, the TOD Zone may be given preference as feasible.

e. Incorporating multimodal integration of transit modes

Most of the commuters' travel times and costs can be reduced by multimodal
integration, which shall also offer a variety of safe, affordable transportation options in
developed areas and along growth corridors. The
These last-mile
mile connectivity options are also to
be offered in a variety of price
rice points and comfort levels.

Designing major
ajor transit hubs and transit stations as multimodal transit hubs shall be
explored and promoted,, integrating several modes of transportation
ion and enabling seamless
interchange between them. Multi
Multi-modal integration may include other integration components
that are essential to public transportation, such as inter-operable fare and ticketing,
ticketing seamless
communication and status data transfer
transfer, integrated passenger information system of all modes
of transport etc., in addition to the physical integration. Therefore, an appropriate intelligent
and informed public transport
transportation system may be introduced, which ensures availability of

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real time information to the passengers via digital modes. The following strategies may be
adopted to ensure multimodal integration and last mile connectivity
connectivity.

● Transit stations may be equipped and integrated with an informed integrated

integ public
transport network.
● Compact design of transit stations may be adopted to promote easy access to the transit
mode, encouraging greater population to use the transit facility.

f. Ensuring safety of pedestrians, cyclists and NMT users

Pedestrian and NMT friendly environment shall be one of the most fundamental and
essential requirements of the TOD zone and hence such provisions may be accorded priority.
priority

Feasibility for providing easy aaccess for pedestrians and NMT users to other public
transportation system may be explored and be given priority. In any major development
proposals / project proposals in the TOD areas attracting large population,, direct connectivity
for pedestrians from the envisaged project to the transit station may be encouraged in an
orderly manner.

Pleasant walking & cycling environment encourages users from all income groups to
walk and use bicycles for access
accessing public transportation. Utilising bicycles and pedestrian
travel for such journeys lowers the overall travel expenses and reduces the reliance on
motorised transportation. To improve the walkability and NMT friendliness of the corridor,
the following strategies may be adopted.

● Fixed Building Lines: Fixed building lines may be imposed

sed along the transit corridor,
corridor
especially for the major transit corridor or for the selected streets within the TOD zone as
found suitable. Such proposal may adequately be supported by other strategies such as
minimum FSI / plot size, shared side open spaces etc.
● Sharing of front open space for pedestrian amenities and footpath:
footpath Many steps are
adopted worldwide to improv
improve mobility and quality of space in TOD zones. One of such
methods is to spare a definite and specified wi
width of yard abutting the street as a space
under public domain.. S
Such spaces are usually paved in a distinguishable definite
pattern/colour.. Once enough land is thus got spared, such land parcels may be taken over
by appropriate public agency for taking up urban design projects with focus on
improving accessibility and mobility
mobility. Street furniture & such pedestrian amenities may

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als obe
be provided in these area
areas. Such models may be attempted in TOD zones.
● Cycle Track: Feasibility to designate sseparate cycle tracks may be explored along the
main transit corridor and selected feeder roads as required, within the TOD zone.
● Accessible streets: Creation of Barrier free environment may be promoted for public
facilities, streets, footpaths and such other amenities proposed for the pedestrians and
NMT users. Further, feasible and required traffic calming measures may also be
incorporated to provide safe walking and cycling environment.

g. Street oriented buildings&

& public spaces
Development proposals for TOD areas may also include street level activities
including hawking zones, ground floor reserved or incentivised for commercial uses etc., to
promote pedestrian traffic,, street level activity and offer safety and natural visual ssurveillance.
Buildings in TOD Areas may also be encouraged to have pedestrian friendly uses on the
ground floor, including convenience shops, restaurants, cafes, retail and personal services. To
encourage ‘eyes on the street’’ concept, developments in TOD areas may be encouraged to use
glazed facades at least for the ground floor to enhance the visual spread of the streetscape.

● Shared Front Open Spaces: Restrictions may also be imposed on erecting compound
walls in the yard abutting the TOD Corridor / designated streets. Such area may also be
kept free of parking to reiterate walkability and NMT in TOD zones
zones.
● Form Based Codes: To address the relationship between building facades and the public
realm, the form & mass of buildings in relation to one another,, the scale and types of
streets & blocks, open spaces & streetscapes, tree cover etc., form based
b codes may be
adopted.
● Uniform Landscaping: The shared front open space may be specified to have uniform
pattern of landscaping and such feasible landscaping
aping patterns may be specified though
Master Plans or Local Area Plans / Detailed Town Planning Schemes.
Schemes Further, no
parking may be allowed in the front open space so as to encourage the uniform up
up-
keeping of landscaping and to keep the front open space barrier & obstruction free.
● Street Lighting: The Front open space and footpath may be uniformly lighted. Such
suitable lighting patterns including colour of light, luminance, height of light, interval of
such lights etc. may be specified through the applicable statutory spatial plans.
plans
● Designed Streets: Urban design
esign guidelines with regard to elements such as street

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furniture, size / height / dimensions of signage, hoardings,, height of mounting, etc. may
be specified through the applicable statutory spatial plans.
● Promoting Active Night Streets: Extended
xtended late working hours for identified commercial
buildings and public facilities to enhance nightlife and activities in the TOD zone shall
be encouraged.. This shall also improve natural visual surveillance and shall act as a
magnet of activities during night hours.
● Limiting Advertisements / Hoardings etc.: Designated advertisement zones may be
provided at specific locations and shall be monitored. Casual and un
un-monitored
advertising may not be allowed in the TOD zone and necessary stipulations may be
bought in through applicable statutory spatial plans.
● Vending Zones: Designated hawker zones may be provided for street vendors and any
sort of encroachments to undesignated area may be strictly avoided. Vending zones may
be specifically allotted to identified vendors at designated times and the space may also
be encouraged to be shared as parking space during the off business hours.

h. Managed public parking facilities & zones

TOD Zone offers sustainable transportation solutions, increasing transit ridership and
minimised private motor vehicle journeys through tran
transit-supportive
supportive uses, higher density
mixed uses and pedestrian oriented designs. Reducing mandatory parking requirements in
TOD areas may also be considered
considered, as TOD has the potential to decline vehicle ownership
and automobile dependency. However, such provisions may only be attempted with due
diligence after a significant seasoning of the TOD zone and the transit facilities. Parking
regulations may be rationalised for the TOD Zones. The parking requirements may be
stipulated or tweaked considering
nsidering the following.

● On street parking to be regulated: Though on-street

street parking is not desirable, the same
may not be completely avoided in the TOD zones in the initial phases.
phases It may be offered
in feasible areas, where parking can be provided without hindrance to the smooth flow of
regular traffic. And if provided, oon street parking may be priced at a high premium and
regulated in the TOD areas.
● Shared Parking: Open spaces of public buildings, especially of Central / State / Local
government ownership may be opened up for public parking on all the off-days
off and night
hours. Such parking spaces may be adequately lighted, maintained, regulated and may be

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made accessible to all & may be priced appropriately.

i. Green & Recreational Open Spaces.

Public open spaces may be developed to complement TOD Area development. The
densification proposed may eventually result in reduction of available open spaces and green
spaces. Hence, the impact of densification may be minimised by providing adequate managed
green spaces and such other recreational spaces and facilities along the TOD corridor.
Unutilized lands may be designated for recreational purposes in locations of public demand.
Land may also be acquired / pooled / leased for providing green and recrea
recreational open spaces.
Suitable incentives may also be provided to encourage creation of green open spaces
accessible to public.

● Green Space Requirement: Through Master Plans or Local Area Plans / Detailed Town
Planning Schemes, a percentage of the total area of the TOD zone may be maintained as
green space or recreational space
space, as required. Such recreational
ecreational space may be formed
through land pooling/land acquisition or such suitable measures. Feasible public lands,
river buffers and
nd conservation zones may also be promoted for getting opened up and
managed as recreational spaces and green spaces. Formation and upkeep of such
recreational spaces and green spaces may be ideally vested with the transit authority or
such feasible organisations.
sations.
● Blue – Green Infrastructure: The existing blue and green public spaces shall be
rejuvenated & preserved, and the potential to establish a blue-green
green network shall also be
explored.
● Mitigation of Urban Heat & Heat Island Effects: To ensure a pleasant and comfortable
atmosphere within the TOD zzone, measures may be proposed to mitigate urban heat.
Priority shall be given to make the spaces cooler and comfortable through suitable means
with due consideration to the humidity of the state. Emphasis may be given for
identification of present and potential urban heat islands and adequate measures to
mitigate such heat island to a considerable level may be incorporated so as to facilitate
pleasant and comfortable experience for pedestrians and NMT users.
● Green & Energy Efficient Buildings to be promoted: Adequate promotional measures
may be offered to Green and Energy Efficient Buildings proposed within the TOD Zone.

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j. Value Capture Financing

Land Value Capture can be used as a mechanism to finance the required upgradation of
infrastructure and amenities within the TOD zone and expansion of the public transport
system. In TOD influence
nfluence zones, land value capture can be done through enhanced or
additional land value tax or one time betterment levy, development charges or impact fees,
transfer of development rights (TDRs), or such other mechanisms.

9. Implementation of Transit Orient

Oriented Development

Implementation of the TOD recommendations and proposals is to be meticulously

planned and undertaken. Ideally, the implementation of TOD may be suitably vested with a
single agency, viz. the Local Self Government or Development Authority or a Special
Purpose Vehicle (SPV) framed for this purpose. The implementation of the policy may be
done through Master Plans or Detailed Town Planning Schemes / Local Area Plans and
innovative approaches and tools may be incorporated for Transit Oriented De
Development, both
in the planning and implementation stages.

a. Assessment of Demand and Development Potential

An assessment of present and future demand of the TOD Corridor and TOD Zone
may be undertaken for implementation of TOD. The demand assessment may include the
demand for residential spaces, residential types, commercial spaces, office and business
spaces, recreational spaces, parks and open spaces, infrastructure demand including
transportation infrastructure, water supply, power supply, sanitation, etc. The same, along
with the future development potential may be considered for framing the regulations,
guidelines, promotional measures and design standards for the TOD Zone
Zone.

b. Differential Treatment within the TOD Zone

The TOD Zone may be considered an
andd treated as two different zones, i.e..the Transit
Corridor which includes the corridor housing the transit facility and the TOD Zone which
constitutes the influence zone of the transit facility. For implementation of the TOD policy
through Master Plans or Detailed Town Planning Schemes / Local Area Plans,
Plans the transit
corridor and the influence zone may be offered differential treatment in tune with the present

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GOVERNMENT OF KERALA
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and anticipated development potential of the region.

c. Infrastructure Development within the TOD Zo

Zone
The TOD Zone is envisaged to be a high growth high density region. The region is
likely to attract investments and developments in Commercial, Residential, Recreational,
Business and Office sectors in an unprecedented manner. This surge in investments aand
developments may put in a pressure on the infrastructure and utilities of the region. A
comprehensive traffic and transportation study may also be done to assess the traffic
infrastructure and modification requirements. Hence, the infrastructure development within
the TOD zone may also be given ample priority and prominence. A
An infrastructure
development plan and a dedicated TOD infrastructure development and maintenance fund
may also considered to be established to cater to this rising infrastruc
infrastructure
ture requirements and
their up keeping.

d. First and Last Mile Connectivity

Affordable and convenient measures to ensure first and last mile connectivity within
the TOD zone may be implemented so as to discourage the use of any modes of private
transport. Effective
fective use of Intermediate personal transit may be encouraged through
integrating the same to other public transit system. Seamless availability and ticketing facility
of these connectivity modes and integration of the same with other modes may also be
ensured.

e. Public Participation for Implementation of TOD.

The feasibility to bring in private public participation and various stake holder
involvements in implementation of Transit Oriented Development may also be explored.
Investments from private sectors m
may be encouraged through adequate PPP models.

10. Conclusion
The implementation of Transit-Oriented Development (TOD) has been acknowledged
as a viable solution to various urban development
elopment problems. TOD offers ample potential to
promote inclusive and sustainable urban mobility. In Kerala’s context, a Mass Rapid Transit
System (MRTS) already exists in the city of Ernakulam,, with significant potential for TOD in
the influence zone of the transit facility
facility. Two other major cities of Kerala namely, the capital

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GOVERNMENT OF KERALA
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city of Thiruvananthapuram and Kozhikode have a great potential for TOD,

TOD as mass transit
system for these cities are under the consideration of Government
Government.

To successfully implement TOD, the factors of mobility & transportation,

transportatio land-use
and urban design have to be given due priority. The TOD zone shall be uplifted and projected
as a sought after high value destination in the selected cities so that the real estate investments
and developments can be attracted to the TOD zone by virtue of market forces. Thus by
attracting more developments and investments to the TOD zone, the region may be subject to
redevelopment at a rapid pace
pace. The transformation of the TOD zone to a sought after world
class destination, can thus be achieved through such incremental redevelopment
redevelopment.

Through effective integration of land use regulations and the expansion of the
transportation network, TOD can also improve the liveability and resilience of cities by
imparting compact and public tran
transit oriented development.. The possibility to use land value
capture methods to improve city budgets can also be explored.. Hence, a coordinated
incorporation and implementation of the TOD proposals, land use regulations, building rules
and urban administration
tion is to be ensured in order to optimise the socio-economic
socio and
infrastructural gains from implementation of the transit systems and TOD zones.

LOCAL SELF GOVERNMENT DEPARTMENT

GOVERNMENT OF KERALA