INCLUSION OF

TRANSIT ORIENTED
DEVELOPMENT IN
CITY MASTER PLANS
A guidance document prepared by WRI India
 WRI India is a research organisation with experts and staff who work closely with leaders to turn big
ideas into action to sustain a healthy environment - the foundation of economic opportunity and human
well-being. We envision an equitable and prosperous planet driven by the wise management of natural
resources. We aspire to create a world where the actions of government, business, and communities
combine to eliminate poverty and sustain the natural environment for all people.

DISCLAIMER
This is to certify that the material sent herewith is wholly produced by WRI India, and follows all the
necessary referencing, IPR and copyright protocols as applicable. The material is meant purely as
advisory or guidance documents for the ClimateSmart Cities Assessment Framework (CSCAF) of
the Ministry of Housing & Urban Affairs (MoHUA or Ministry), Govt. of India; and will be along with
several such documents to help guide the cities in an unbiased & non-partisan manner, towards better
performance in various indicators of the CSC-AF.

The material derives from standard international protocols (such as the UNFCC, or of other global
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consequential or punitive damages, arising out of or due to use of the information given herein.

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 Inclusion of Transit Oriented Development in City Master Plans: A Guidance Document

Table of Contents
1. Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 06
1.1 Improving Urban livability indicators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 06
2. TOD as an Urban Planning Strategy . . . . . . . . . . . . . . . . . . . . . . . . . . . . .......... . . . . . . . . . . . 06
2.1 Core principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ........ . . . . . 06
2.2 Scales of transit oriented development planning
and implementation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 8
2.3 Regulatory framework advancing climate action. . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 9
3. Incorporating TOD in Master/ Development Plans. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 0
3.1 Scenarios to include TOD in master plans. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 2
4. Institutional Set-Up, Stakeholder Roles and Responsibility. . . . . . . . . . . . . . . . . . . . . 15
4.1 Stakeholder roles and responsibilities. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
4.2 Task-wise roles and responsibilities. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Acknowledgments. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

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 Inclusion of Transit Oriented Development in City Master Plans: A Guidance Document

Preface

Dear Friends,

Cities are both influential and vulnerable performers in the tussle against
climate change. Rapid urbanization has enormous environmental consequences,
and this may also lead to an impact on human well-being. Growing numbers of
city residents put pressure on energy and water resources, depleting blue-green
cover, waste management, sewer systems, and transport networks. A large share
of the world’s cities will be affected by dangerous climatic events such as floods,
storms and periods of extreme heat or cold. At this critical point, city managers
must be empowered to mitigate the causes of climate change impacts.

“ClimateSmart Cities Assessment Framework (CSC-AF)” is the first of its kind

initiative to inculcate cities with climate-sensitive development approaches. WRI
India, as a knowledge partner to CSC-AF is glad to share this advisory as
a handholding guidance document for the cities.

Today, India’s transport sector is responsible for 9 percent of India’s total GHG
emissions. Transit-Oriented Development (TOD) is a tool that can actively
reduce a cities’ GHG emission by transforming cities from automobile-oriented
to public transit-oriented. This advisory document will help cities to overcome
the challenge of TOD implementation at various tiers of government, backed by
a statutory status. Cities need to note that this is a general advisory providing
them with a methodology and process to undertake a subject-specific action for
bettering their climate change readiness.

I wish to place my appreciation for this assessment framework and extend my

best wishes to all the cities which are part of this initiative.

Sincerely,

O.P. Agarwal
CEO, WRI India

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 1. INTRODUCTION their daily commute are healthier and happier.
TOD promotes walkable communities within
The World Bank projects that India will be one of its influence areas – 500-800 meters around mass
the countries leading the urban population surge transit stations. As urban centres grow, their
by 2050. According to New Climate Economy, the livability index will play a significant role in
urban growth would contribute up to 6 percent of attracting greater economic opportunity and
the gross domestic product (GDP) by 2050. It sustainable growth.
further estimates that poor planning and urban
sprawl could deter India’s growth, and the It is observed that although there is a fair
associated negative externalities may trigger understanding of the planning and designing
financial losses amounting to 1.2% – 6.3% of the strategies of TOD principles, cities are facing
GDP annually. Further, McKinsey Global the challenge of operationalisation of TOD -
Institute’s (MGI) 2010 report, on India’s urban from policy to development control regulations
growth, highlights the fact that India could to on-ground implementation. This advisory
potentially save 6.2 million hectares of arable document is an attempt at providing a step-
land, through efficient land use pattern, by 2030. by-step guide for cities to enable, plan and
implement successful TODs at the city level
In such a scenario, it is important that we plan using master/development plans, or equivalent,
our cities carefully to address the challenges as a facilitator. The document discusses how
and needs of this anticipated growth. Since cities can include TOD in their statutory plans
economic activities are concentrated in urban and establishes interconnections between
areas, cities need to take the lead in achieving various stakeholders along with their roles and
this committed target. Therefore, cities need to responsibilities.
pursue development in a clean, green, inclusive,
equitable and sustainable manner, while reducing
GHG emissions.
2. TOD as an Urban Planning Strategy
TOD is a land development tool that integrates
Global innovators such as Singapore, Bogotá, transit and land use, and enables sustainable
Stockholm, Vienna, Hong Kong and San practices with optimum utilisation of services
Francisco are showing how cities can achieve - especially public transport. It gives priority
a thriving economy, and high quality of life, to vulnerable road users and seeks to create an
with smaller carbon footprints. These cities environment that encourages people to use public
are creating compact and connected urban transport facilities.
environments where people can live, work, study,
shop, and relax without excessive travel. The 2.1 Core principles
benefits of such agglomeration include more
The concept encompasses and regulates the 6Ds
efficient usage of resources and achieving greater
viz., density, design, diversity, distance,
social inclusion at lower costs. (Rode, P., Heeckt,
destination and demand management through the
C., da Cruz 2019). Similarly, diverse cities like
following core principles:
Ahmedabad, Addis Ababa, and Dar es Salaam
have found ways to translate more compact and
Pedestrian and Non-Motorised Transport
transit-oriented development into their unique
(NMT) Friendly Environment: This principle
context. focuses on complete streets while giving priority
to pedestrians and bicycling. Complete streets
1.1 Improving urban livability offer spaces for all types of road users with
indicators well-defined road geometrics and way finding
facilities. A continuous sidewalk network and
Transit Oriented Development (TOD) encourages
NMT network is pivotal in serving as a safe right
green space per capita along with environmental
of way for pedestrians and for NMT users to
and social sustainability interventions. According
travel between destinations.
to a Brookings Institution study, car-dependent
households emit three times more GHGs as
compared to urban households that walk.
Other global studies show that people who
include a minimum of 30 minutes of active
commuting – walking or cycling – as part of

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 Inclusion of Transit Oriented Development in City Master Plans: A Guidance Document

Inducing Modal Shift: The idea is to induce a

modal shift from personal vehicles by providing
viable mobility options and extending the reach
of transit to maximum users.

Locate public transport stations, jobs, homes, and civic facilities

within easy access to each other, to incentivise walking

Placemaking and Ensuring Safety: The

purpose is to promote the concept of the “eyes of
Connectivity and Network Density:
street” by making active frontages and changing
This principle focuses on providing complete
edge conditions.
connected street networks that facilitate conflict-
free movement of all road/street users.

High Density, Mixed Use, Mixed-Income

Development near Stations: The intent is
to promote densification in the TOD influence
Multi-Modal Interchange: The purpose is area by providing higher Floor Area Ratio (FAR)
to foster seamless integration between transit and higher population densities. Mixed-use shall
modes, systems, and routes while accommodating be stipulated as it reduces the need to travel by
effective connections to all modes of access to providing for most activities in the vicinity.
and from the station.

7
 2.2 Scales of transit oriented Corridor-level TOD planning considers
the role of different transit nodes along
development planning and
one corridor and in the context of transit
implementation network corridors at the city level. It involves
TOD plans can be prepared primarily at four planning, where employment, housing
scales using the above discussed core principles. and service areas will be located within a
These four scales of TOD planning are Region or corridor; thinking about travel patterns and
City Level, Corridor Level, Station Area Level and transportation demand; and how to connect
Project Site Level/ Parcel Level. the planned corridor with other existing
corridors in the city. Planning at the corridor
▪ Region/City Level: This scale focus on
developing and improving urban land across
scale also helps in defining the station area
typologies and identifying their development
the entire administrative boundary of a potential. The outcomes at this scale comprise
region or a city. TOD planning at the regional of strategic plan, station area typologies,
scale includes planning for a region’s entire investment, priorities and phasing strategy.
network of public transit, and considers
regional contexts in the implementation
of TOD, including such factors as overall
regional centers of population and
employment - current or foreseen. Similarly,
TOD planning at a city scale takes a city’s
network of public transit into consideration,
along with city-specific contexts and factors.
The outcomes at this scale comprises of TOD
Policies, Generic DCR Modifications and
Institutional Framework for Implementation.

Boston, Massachusetts’ Fairmount Indigo Railway Corridor.

Source: TOD Corridor Course, World Bank and WRI

▪ Corridor Level: This scale is more specific

and involves integration of new or existing
mass transit with surrounding areas and Fairmount Indigo transit corridor in Boston, Massachusetts.
includes several station areas. Corridor level Source: TOD Corridor Course, World Bank and WRI
TODs tend to be destination connectors. It
ensures that development at one station area
complements development at other stations.

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 Inclusion of Transit Oriented Development in City Master Plans: A Guidance Document

Station area and TOD corridor depiction

Source: WRI India

▪ Station Area Level: When implementing

TOD, each TOD corridor is divided into
various level of governmental authorities: from
regional agencies, to city agencies and urban local
station areas. Each station area includes the bodies. Besides, it is also pertinent to state that
land directly adjacent to the mass transport TOD strategies can be applied to urban infill,
station within the walking distance of (500- redevelopment and greenfield scenarios.
800 m) from the mass transit station. At
this level, planning becomes very specific,
and land configuration and use becomes
2.3 Regulatory framework
central. Design for roads, parks, complete advancing climate action
streets, and active ground floors in mixed-use The National TOD policy and Metro Rail policy
buildings need to be planned at this level. The mooted by the central government in 2017
outcomes at this scale comprises of Detailed provides guidelines and mandates, to states and
Station Area Layout Plan, Urban Design cities, to develop TOD policies and strategies.
Proposals including Built Form Guidelines, Introducing these policies was critical towards
Accessibility/Streetscape Proposals, realising, supporting and bolstering the goal of
Investment Strategy and Implementation creating liveable communities, along with good
Plan. public transit, and dealing with urbanisation
issues.
▪ Site Level: Site level TODs are basically
site level interventions within a station area These policies highlight the government’s resolve
and are the smallest scale of interventions. to address issues faced by existing and emerging
This scale helps to undertake redevelopment, urban areas. However, the success of such
infill as well as greenfield TOD development progressive policies requires cross-disciplinary
within the station areas, and is of interest integration and partnerships at various tiers
to the private sector/real estate developers. of the government. Besides the national level
The outcomes at this scale comprises of Site policies, the TOD guidance document as issued
Layout Plan, Detailed Development Program, by The Ministry of Urban Development (now
Urban Design Plan, Accessibility/Streetscape MoHUA) discusses the step-by-step approach
Detail Design, Financial Strategy and (below) to TOD for any city that wishes to adopt
Implementation Plan. and incorporate the same.

To ensure comprehensive implementation

of TOD, planning must be coordinated and
integrated at all scales. Different levels of
planning and implementation will involve

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 □ Assessment of preparedness for
undertaking TOD (include defining the
scale and scope as well as identifying
stakeholders).

□ Enabling successful TOD includes

establishing leadership, setting vision
goals & targets, building partnerships,
addressing policy barriers, defining
delivery & associated methodology and
undertaking capacity building.

□ Formulating TOD plans for various scales

of intervention.

□ Overview of financial tools that can be

used to achieve the initiatives defined in
the above steps i.e. securing adequate
financing and defining the private sector’s
role.

□ Overview of tasks to implement TOD.

Step-by-step TOD process Source: TOD Guidance Document MoHUA

3. Incorporating TOD in Master/ ▪ Strategic role: This establishes principles

regarding urban sustainability, with
Development Plans guidelines for growth, land-use planning and
It is observed that despite a fair understanding of infrastructure, and its efficient use.
the TOD approach, cities are facing the challenge
of on ground implementation due to weak
▪ Normative role: This regulates the urban
perimeter, zoning, road hierarchy, and other
enabling instruments. For using TOD as a tool urban normative principles. It set the rules,
for urban development, cities need to approach regulations, and parameters for urban areas
it in a comprehensive manner so that it can cater such as floor space index, ground coverage
to various scales of planning and is backed by a and occupation rate; and sets guidelines
statutory status. for the implementation of urban planning
instruments.
In India, the third Five Year Plan defined the
term ‘Master Plan’ as a statutory instrument for Master Plans being statutory instruments are
controlling, directing and promoting sound and key for enabling implementation. Therefore, it
rational development and redevelopment of an becomes essential to include TOD in the Master/
urban area with a view to achieving maximum Development plan document.
economic, social and aesthetic benefits. The
Master/Development plans today possess two To include TOD in the Master/Development
most significant roles - namely a strategic role Plans, cities will require integration between
and a normative role. three levels of government i.e. state level, city
level, and local area level as well as an exhaustive
review of the existing state and city level
regulatory framework. It is important for cities to

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 Inclusion of Transit Oriented Development in City Master Plans: A Guidance Document

look at state and city level regulations for any necessary amendments that may be required to ensure that state
legislations, development plans, zonal plans, local area plans, development control regulations and budgetary
allocations enable the process of inclusion and implementing of TOD.

The existing regulations may then require revisions, to incorporate the TOD concept and strategies, and might even
possibly necessitate the formulation of new frameworks or policies to facilitate the inclusion. This will also ensure
a coalition, across all tiers of government entities required for catering to all scales of TOD application, i.e. at city/
region level, corridor level, station area level and at site level, are accounted for.

At the state level

At the state level, it is required to enable the process of adopting TOD through amendments that enable city
developments and includes all scales of planning i.e. regional plans, city plans, district plans, zonal plans, local
area plans and special area plans. This is required so that TOD strategies can be implemented at the city/region
level, corridor level, station area level, and site level depending on the context. It is also required to understand
the state budget allocations involved to facilitate TOD in cities.

At the city level

At the city level, incorporating TOD in a statutory framework will require two actions - (i) involving various
stakeholders and (ii) review and amendment of existing regulatory and policy frameworks.

At the city level, different stakeholders would include the following:

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 Review and amendment of various policies, Once this carrying capacity assessment and
regulations and plans, that may be existing or analysis is complete, the city needs to ascertain
under preparation, will include the city master/ the applicability of various TOD principles and
development plans, zonal plans, local area plans review the existing master plan to ascertain the
or any other relevant/related policies. Besides sections where various TOD related clauses will
this, to facilitate the on-ground implementation need inclusion. The city should then formulate
of the city Development Control Regulations the required clauses and codes for including
(DCRs) would require the inclusion of relevant in the master plan either as a separate chapter
codes - either as a corrigendum of new DCRs or as integrated clauses. Post this stage, public
or through revision of the regulations or as the consultations need to be conducted, not only with
urban design guidelines supporting the DCRs. the field experts but with the communities at
large, considering the impact it will bring to the
station area level communities.
3.1 Scenarios to include TOD in
master plans Public or stakeholder consultation is an
important step to ensure the acceptance of
a relatively unknown concept and impart
3.1.1 Scenario 1: Incorporation in the existing clear understanding of the subject. This helps
master/development plan stakeholders understand the concept and
To incorporate TOD as part of the existing applicability comprehensively and not associate
master plan, a city needs to build its capacities with densities only.
to understand transit-oriented development in
its own context. Then the city need to undertake Further, to include and notify TOD related draft,
a details carrying capacity assessment and the city needs to follow the process of master plan
analysis to assess the existing scenario w.r.t periodic review which typically happens every
infrastructure, amenities, urban fabric, existing five to ten years. Below mentioned are examples
transformation trends and any other existing of how Delhi and Ahmedabad have included
or proposed plans like comprehensive mobility TOD in their existing master/development plan
plans, area development plans, transport documents.
strategic plans etc.

Carrying capacity is rooted in the note of “limits to growth”. It can be defined as the maximum
number of people that can be supported by the environment of an area through optimum utilisation
of available resources” (Centre of Excellence for integrated landuse planning and water resource
management, 2011-2012. The carrying capacity analysis is an important stage to assess the given
geography for the “maximums” it can support and yet remain sustainable in its own context. For
incorporating TOD in existing cities, carrying capacity analysis should be done for understanding
the infrastructure provisions and scope of its augmentation, gaps in infrastructure and amenities
and maximum density that can be supported by the given area. This will help to determine the focus
areas of any city w.r.t. TOD principles and will determine the application strategies that will then be
more nuanced, contextual and informed. For example, in a city with defined TOD zones, provision of
blanket FAR increase may not work if the infrastructure provisions of those zones do not support the
added load. Safe access manual: safe access to mass transits in Indian cities and Towards walkable &
sustainable Bengaluru: Development control regulations of Indiranagar metro stations can inform
about the required steps for carrying capacity analysis.

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 Inclusion of Transit Oriented Development in City Master Plans: A Guidance Document
Delhi

Ahmedabad

13
 3.1.2 Scenario 2: Incorporation in the new Amravati, has successfully adopted transit-
master/development plan oriented development in its statutory framework
and has formulated city and area level plans
Cities in the process of preparing their new accordingly. Amravati city has included TOD
master plans shall incorporate the TOD principles principals largely w.r.t. strengthening regional
from the initial stage itself. Even for this scenario linkages as well as creating green transport
stakeholder/public consultation as explained corridors in its perspective plan 2050 - right
in scenario one remains an important step. For from the initial stages of developing the plan.
example, Naya Raipur, a new city that was being These cities are examples of learning, visionary
developed as the administrative capital in the thinking, planning, implementation and
state of Chhattisgarh, adopted the TOD principles execution.
in their development plan. Another new city,

Naya Raipur

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 Inclusion of Transit Oriented Development in City Master Plans: A Guidance Document

4. Institutional set-up, stakeholder agency needs to constitute a steering committee

and a technical committee, as part of the special
roles and responsibility area development cell, for undertaking TOD
In order to operationalise TOD, the institutional project approvals as per suggested areas.
set-up plays a major role. The following section
discusses a model institutional set-up – this 4.1.2 Special area development cell
type of advanced framework does not exist
The Special Area Development Cell will be the
at present in our cities. This model set-up is
coordinating entity for all day-to-day work
a recommendation, for cities, for building
purposes. The cell will need to formulate the
sustainable institutions to prioritise, integrate
working groups to ensure smooth functioning of
and implement TOD on ground.
the process.

4.1 Stakeholder roles and This cell shall adopt a one window clearance
responsibilities so that no separate environmental clearance
or pollution control board clearance shall be
4.1.1 Development authority/Planning agency required. This needs to be facilitated through an
MoU between the Development Authority and
The development authority/planning agency concerned Environment Clearance Authority.
needs to lead the entire process. It should oversee
the development and implementation of the TOD These special area cells shall create an online
zone plans. It should establish a special area portal for uploading all necessary formats,
development cell for all TOD projects and appoint regulations circulars, etc. that can be referred to
the Head of Department for the constituted cell by stakeholders at any given point of time. These
who shall be an Additional Commissioner level submissions shall be accepted online based on
personnel. A Director for the department will the given formats and the concerned authority
need to be appointed as well. The authority/ shall update the project details along with the

Flow chart showing proposed institutional set-up for TOD implementation

Source: WRI India

15
 status regularly that can be referred to by the The steering committee shall take up the
stakeholders at any given time. approval of projects that are covering an area ≥
50 ha. and or built-up area ≥1,50,000 sq .mtrs.
The special area development cell shall be
responsible for creating a ring fenced fund for The members shall meet once every month for
TOD zones/ station areas/earmarked special assessing and approving scheduled projects.
areas and manage the disbursement along with The steering committee shall be responsible for
conducting public consultations at various stages clarifying or cross-checking any questions that
of the TOD zone plans development depending arise during the assessment of projects from
upon the scale of the project. All city level, the working group and shall call the proposal
corridor level and station area level plans need submitting entity within 15 working days for any
to undergo a public consultation process. At site required clarifications. Post this timeline, the
level, public consultation may be waived as per submission shall be considered complete in all
norms of environmental clearance. respect. The committee shall ensure the approval
is issued within 60 working days from the date
4.1.3 The working group of submission of the proposal to the special area
development cell.
The working group shall be chaired by the
director of the special area development cell. It
shall have representation from ward councillors 4.1.5 Technical Committee
on an invitation basis depending on the nature of The technical committee shall be chaired by
the project. the special area development cell head (an
Additional Commissioner level personnel). It
If any TOD zone has two or more than two ward shall have representation from the development
areas, then the constituted working groups shall authority, UMTA, public works departments,
have representation from ward councillors of all municipal authority, fire department, state
the wards that are part of the TOD Zone. The or centre environment department, pollution
ward councillors shall be only for the working control board, transport department, NHAI (if
group meetings and not for technical committee applicable), flood and irrigation department, and
meetings or steering committee meetings. traffic police.

The representation from the public works The members of the Technical Committee shall
departments, municipal authority, fire meet every week for assessing and approving the
department, state or centre environment scheduled projects and shall be held responsible
department, pollution control board, transport for clarifying or cross-check any questions that
department, NHAI (if applicable), flood and arise during the assessment of projects from the
irrigation department and traffic police shall be working group.
on an invitation basis. The working group can
outsource the preparation of plans through the They shall call the proposal submitting entity
consultant appointing process as followed by the within 15 working days for any required
development authority. clarifications. Post this timeline, the submission
shall be considered complete in all respect.
4.1.4 Steering Committee The committee shall ensure the approval is
issued within 60 working days from the date of
This committee shall be chaired by the Vice-
submission of the proposal to the Special area
Chairman of the development authority/ Planning
development cell.
agency (an IAS officer) and co-chaired by special
area development cell head (an Additional
Commissioner level personnel). It shall have 4.2 Task wise roles and
representation from special area development responsibilities
cell, UMTA, public works departments, This section describes the roles and
municipal authority, fire department, state responsibilities of various stakeholders involved
or centre environment department, pollution in this process as nodal/anchor authority, support
control board, transport department, NHAI (if authority and execution authority. The nodal/
applicable), flood and irrigation department and anchor authority has overall responsibility, the
traffic police. support authority helps the nodal authority and

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 Inclusion of Transit Oriented Development in City Master Plans: A Guidance Document

execution authority in the task and the execution each category i.e. mapping, planning & design,
authority is responsible for all day-to-day work implementation and monitoring, and evaluation
and deliveries. The roles and responsibilities for are detailed below.

Mapping*
Stages Roles and responsibilities Nodal/ Anchor Support Authority Execution Authority
Authority

Land u se p lan along • Map land uses and key developments Development Municipal Development authority
with mass transit. • Identify priority transit dem and corridors Authority and Corporation
• Identify activity generators Metro Rail
• Map transit alignment an d station locations corporation

Delineation and • Delineate influence zone of transit station. Special area • Development Working group
notification o f TOD • Notifying influence zones as TOD zones. development cell authority G IS
zones • Develop Plans for TOD zones. cell
• Developing of GIS layouts for TOD zones • Metro rail
• Creation of centralised data base of TOD zones corporation
• Municipal
corporation

Planning and Design*

*Note: After the mapping and planning & design stages, the responsible authority needs to conduct stakeholder and public consultation for
disseminating the developed plans and received objections/suggestions.

17
 Implementation

Monitoring and Evaluation

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Inclusion of Transit Oriented Development in City Master Plans: A Guidance Document

ACKNOWLEDGEMENT
Inclusion of Transit Oriented Development in City Master Plans
was prepared under the direction of Shri. Kunal Kumar (Joint
Secretary, Mission Director - Smart Cities Mission, MoHUA). We
would like to acknowledge Dr. O.P. Agarwal (CEO, WRI India),
Madhav Pai (Executive Director, WRI India), and Jaya Dhindhaw
(Director, WRI India) for their support and guidance.

WRI India’s Urban Development team members Prerna Vijayku-

mar Mehta (Lead) and Himanshi Kapoor (Consultant) developed
the document, the cover page picture is by Rajeev Malagi,
while editorial and design support was provided by Dnyanada
Deshpande and Garima Jain respectively.

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