DCR

AND
TOD
GUIDELINES
ABBREVIATIONS
BBMP Bruhat Bengaluru MahanagaraPalike
BDA Bengaluru Development Authority
BESCOM Bangalore Electricity Supply Company
BIAL Bangalore International Airport Limited
BMA Bangalore Metropolitan Authority
BMLTA Bangalore Metropolitan Land and Transport Authority
BMR Bangalore Metropolitan Region
BMRCL Bangalore Metro Rail Corporation Limited
BMRDA Bangalore Metropolitan Region Development Authority
BMTC Bengaluru Metropolitan Transport Corporation
BWSSB Bangalore Metropolitan Water Supply and Sewerage Board
DDP Detailed Development Plan
EWS Economically Weaker Sections
FSI Floor Space Index
GIS Geographical Information Systems
LIG Low Income Group
MMRCL Maharashtra Metro Rail Corporation Limited
MoUHA Ministry of Housing and Urban Affairs
NMSH National Mission on Sustainable Habitats
NUTP National Urban Transport Policy
PPH Persons per Hectare
PPP Public Private Partnership
TDR Transfer of Development Rights
TOD Transit Oriented Development
URDPFI Urban and Regional Development Plans Formulation and
Implementation
UMTA Unified Metropolitan Transportation Authority
UTF Urban Transport Fund
  Bengaluru Metropolitan Region (BMR) - 1294 sq.km
 9.1 million people
 The high rate of population is expected to continue in future and the BMR population is
expected to double and reach about 20.3 million by 2031.
 The city accommodates 14.6% and 40% of total and urban population of the Karnataka and
contributes about 60% of GDP of the state.
 The current share of public transport is about 48%. However, as per norms, the minimum
share of public transport should be 70%.
 Bengaluru Metropolitan Transport Corporation (BMTC) is the dominant mode of public
transport catering almost 90% of the public transport trips. BMTC buses catering to over 45
lakh commuters per day with a fleet of about 6700 including feeder services to metro.
 Bengaluru Metro - Phase-I over a length of 42.3 km is currently operational with a ridership
of over 4 lakhs per day. Phase-II of Metro with a length of about 72 km is under
implementation and there are approved plans to further expand the metro network by about
55 km.
 There are about 1.85 lakh auto-rickshaws8 and about 1.57 lakh taxis9 are operational in
BMR.
 As of May, 2018, Bengaluru has second highest number of registered vehicles in India i.e.
75.06 lakh growing at an alarming rate of 9.9% per annum adding about 45.79 lakh new
vehicles during the last decade alone.
 Among the 14 major cities study of commuting and emissions, Bengaluru is ranked third
highest in overall emissions and energy consumption.
 The road density in Bengaluru is 8.2 km per sq.km

What isTransit-Oriented Development (TOD)
Transit Oriented Development (TOD) is defined as the development of concentrated nodes of
moderate-to-high density mixed landuse within 5 to 10 minutes of walking distance from mass
transit stations. The nodes are planned and integrated around the transit stations as its core. In TOD
approach, housing, employment, shopping and recreation are concentrated along a network of
walkable and bikeable streets within 500 to 1000 m of the transit. TOD requires the development of
mixed neighbourhoods which are well integrated with pedestrian, bicycle, feeder and transit
networks.
In TOD, transit station Influence area can be broadly classified as:
1. Station Hub: The area within 200 metres of the transit station includes the highest intensity
of trip-generating retail, employment and commercial uses.
2. Station Neighbourhood: The area within 500 metres of the transit station is critical in the
development of successful TOD. The 500 metre area represents a 5 to 6 min walk to the
station.
3. Area of Influence: The area within 500 –1000 metres of the transit station influences the
character of the station neighbourhood. The area represents a 10 to 12 min walk to station.
4. Transition Area: The area within 2000 metres of the transit station influences the character
of the surrounding area and provides additional transit ridership through bicycles and feeder
services. The area represents about a 10 min cycling distance to transit stations.
TOD zone can be further divided into three sub-zones for the purpose of application of TOD norms:
a. Intense TOD Zone (500 m on either side of the transit corridor)
b. Standard TOD Zone (500 m to 1000 m on either side of the transit corridor)
c. Transition TOD Zone (1000 m to 2000 m on either side of the transit corridor)

Components of TOD
1. Density: Density is defined as concentration of population/employment per hectare or sq.km.
Higher population/employment density near transit stations will heighten convenience.
2. Diversity: Diversity is achieved by promoting the mixed landuse i.e. housing for diverse
income groups and wide range of amenities within TOD zones.
3. Design: Good design creates lively environment that encourages walking and cycling and
promotes the use of public transit for all age groups. Major aspects of design include
complete street design with continuous pedestrian/biking environment, safe and smooth
access to transit stations, active frontages, weather protection, multi-modal integration
facilities, public art, landscaping, parks, benches, avenue trees, public meeting places and
kiosks.
 4. Destination Accessibility: Transit stations and surrounding road network need to be planned
so as to facilitate access to wide variety of destinations such as homes, schools, work places,
shops, service centres and recreational facilities.
5. Distance to Transit: Distance to transit has substantial impact on viability and effectiveness
of transit system.
6. Demand Management: Demand management focuses on optimal utilization of available
transport infrastructure.

The broad goals of TOD Policy are as follows:

 Combined Modal share of sustainable modes i.e. walk, cycling and public transport shall be
80% by 2031. The share of public transport shall be 70% in motorized trips.
 Around 60% of the population shall live within Intense TOD Zone. This may require about
600 km of mass transit corridors. The coverage of mass transit in core/dense areas shall be
prioritized.
 Population Density that can be accommodated along the Mass Transit corridors depends
upon various factors including availability of infrastructure. However adequate infrastructure
shall be developed so as to achieve the gross density ranging from 250 to 400 pph along the
Mass Transit corridors by 2031.

Policy Guidelines for TOD in Bengaluru

1. Density –
 TOD may happen based on green field development, infill development and redevelopment
depending upon availability of land.
 The gross density of up to 2 times of the city population density shall be allowed in TOD
Zone depending upon location, availability of infrastructure, landuse zoning and transit
capacity. This will result in gross density of 250 pph to 400 pph in TOD zone.
 To accommodate higher population density higher built-up density shall be allowed in TOD
zones. The built-up density is regulated through Floor Space Index (FSI).
 The FSI in Intense TOD zone (upto 500 m from transit station) and Standard TOD zone
(500m to 1000 m) shall be 50% and 25% more than that of base FSI.
 Higher FSI shall be allowed for transit stations i.e. Metro, Commuter Rail etc., to allow
composite development (station cum commercial development) except in heritage zones.
 The minimum plot size for availing the higher FSI based on the above in TOD zone shall be
1000 sq.m and the minimum road width shall be 18 m. For other plot sizes and road widths,
minimum of 20% higher than the existing FSI shall be considered.
 Historical, cultural and environmental sensitive areas shall be exempted from densification.

2. Diversity –
 TOD zone shall be designated as mixed use zone. Low density and private vehicle oriented
(e.g. petrol pumps, free parking) landuse shall be discouraged in these zones
 The landuse that supports TOD shall be encouraged such as:
a. Mixed landuse with high density development
b. Affordable housing
c. Employment nodes
d. Recreational facilities/Malls
e. Common parking for shared use
 The landuse that does not support TOD shall be discouraged such as :
a. Low density housing and low –rise development
 b. Free parking and Surface/Multi-level parking
c. Petrol Pumps/CNG stations
d. Automobile garages
e. Warehouses
f. Cremation grounds
 The minimum size of the plot where mixed development shall be permissible is 5000 sq.m.
The minimum width of the road shall be 18 m.
 In order to promote mixed landuse in large plots, an additional 25% premium FSI over and
above permissible FSI in Intense and standard TOD zone shall be allowed.
 The following minimum share of land use to be allocated for major landuse and remaining
share of landuse shall be allocated as per the zoning plan/prevailing market conditions and
demand of the city.
a. Residential: 30%
b. Commercial and Public/Semi-Public: 20%
 In order to promote affordable housing26, out of the 30% of residential use, a minimum of
20% of the built up area shall be utilized for EWS (30-40 sqm) and LIG (40-60 sqm)
housing. Further, if according to the Zonal Development Plan, the land-use to be developed
is residential, out of the 50% of the remaining built up area, a minimum of 30% will be
reserved for EWS and LIG housing.
 Rental housing and offices, Hostels shall be encouraged along the TOD zones.
 Existing slums in TOD zones shall be upgraded or encouraged for in-situ rehabilitation. As
an incentive for slum redevelopment, a TDR of 30 sqm per slum household shall be
provided.
 Open spaces is critical to offset the impact of dense mixed use developments and improve
environment and quality of life. Bengaluru has only 2.2 sq.m of open space per person
whereas URDPFI (2015) guidelines recommends minimum of 12 to 14 sq.m per person.
Therefore, Development control regulations shall incorporate provisions for creation of open
spaces for recreational purpose such as parks, playgrounds etc.

3. Design
 Good built environment will encourage walking and cycling and promote the use of public
transport. As per NMSH parameters, streets shall be designed.
 Green buildings shall be encouraged by incentives such as additional FSI of 10%, reduced
processing fee and priority clearance from development authority.
 Proven and innovative sustainable building, energy, water, landscape and waste management
practices shall be implemented.

4. DESTINATION ACCESSIBILITY
 THE ROW AVAILABLE ALONG THE MASS TRANSIT CORRIDORS IS OBSERVED
TO BE LESS THAN 18 M IN MANY INSTANCES AND THEREFORE TO
ACCOMMODATE VEHICULAR TRAFFIC INCLUDING BUSES, PEDESTRIAN,
CYCLISTS AND OTHER USES A MINIMUM OF 30 M IS RECOMMENDED. AT
METRO STATIONS, INTERCHANGE STATIONS, TERMINALS AND MULTI-MODAL
HUBS, 30 M FROM THE TRANSIT STATION IS RECOMMENDED FOR STATION
AREA DEVELOPMENT FOR CIRCULATION, FEEDER SERVICES ETC.
 APART FROM TOD CORRIDORS, OTHER MAJOR PUBLIC TRANSPORT
CORRIDORS SHALL BE IDENTIFIED AND DEVELOPED AS MOBILITY
CORRIDORS. THE MINIMUM OF 25 M ROW SHALL BE RESERVED FOR THE
PURPOSE.
 THE DEVELOPMENT AUTHORITY OR LOCAL BODY SHALL ENDEAVOUR TO
PROVIDE AT LEAST ONE ROAD ON EACH SIDE OF THE TRANSIT STATION OF
MINIMUM ROW OF 15 M TO ACT AS A FEEDER ROAD TO THE TRANSIT.

 PUBLIC AGENCIES SUCH AS BBMP, BDA, BMTC AND BMRCL SHALL ACQUIRE
LANDS ALONG THE MASS TRANSIT CORRIDORS FOR DEVELOPMENT OF
PUBLIC FACILITIES.
 THE CITY ROADS NEED TO ACCOMMODATE FLEET OF ABOUT 14,000 BUSES BY
203133 IN ADDITION TO VEHICULAR TRAFFIC.
 FOR NEW AND REDEVELOPMENT PROJECTS, MAXIMUM AREA OF A BLOCK
SHALL BE KEPT AS ONE HECTARE TO ENSURE A GOOD NETWORK OF PUBLIC
STREETS, WITH PRIORITY FOR AT-GRADE WALKING AND CYCLING
FACILITIES. THE LENGTH OF ANY SIDE OF THE BLOCK SHALL NOT EXCEED
150 M.
 HIERARCHY OF MULTIMODAL INTEGRATION IS REQUIRED TO BE DEFINED
AND ACCORDINGLY PLANNING AND DESIGNING OF TRANSPORT
INFRASTRUCTURE SHALL BE PLANNED. FIRST PRIORITY IS TO BE ASSIGNED
TO PEDESTRIANS FOLLOWED BY BICYCLE, PUBLIC TRANSPORT AND IPT AND
FINALLY FOR PRIVATE VEHICLES.
 HIGH FREQUENCY FEEDER SERVICES IN TERMS OF REGULAR BUSES, MINI
BUSES, MINI VANS SHALL BE PROVIDED BY TRANSIT AGENCIES DEPENDING
UPON THE COMMUTER DEMAND.
 IN ADDITION TO BMTC FEEDER BUSES, TRANSIT AGENCIES SUCH AS BMRCL
SHOULD TIE-UP WITH IPT, TAXI-AGGREGATORS AND ENDEAVOUR TO
PROVIDE FEEDER SERVICES AT ECONOMICAL COST.
 PARK AND RIDE FACILITIES SHALL BE DEVELOPED WITHIN STATION AREA
FOR ALL THE TRANSIT STATIONS. LARGER PARK AND RIDE FACILITIES SHALL
BE DEVELOPED AT TERMINAL STATIONS AS WELL AS STATIONS AT
OUTSKIRTS WHERE AVAILABILITY OF LAND WILL NOT BE A MAJOR
CONSTRAINT. THIS WILL ENLARGE THE CATCHMENT OF TRANSIT STATION
BEYOND 2 KM. FACILITIES FOR BICYCLE/TWO-WHEELER PARKING SHALL BE
DEVELOPED WITHIN 200 M RADIUS OF THE TRANSIT STATION IF LAND IS NOT
AVAILABLE WITHIN STATION AREA. BICYCLE AND TWO-WHEELER PARKING
SHALL BE PRIORITIZED OVER CAR PARKING SO AS PROVIDE BENEFIT TO
MAXIMUM N7O. OF COMMUTERS.
 CONCESSIONAL PARKING RATES FOR BICYCLE PARKING SHALL BE ADOPTED
TO PROMOTE THE USE OF BICYCLES AS AN ACCESS MODE TO TRANSIT.
INTEGRATED NETWORK OF PUBLIC BIKE SHARING SCHEME (PBS) SHALL BE
IMPLEMENTED.
5. DISTANCE TO TRANSIT

 STREETS SHOULD FORM A FINE-GRAINED NETWORK, AND BE DESIGNED TO

BE SAFE, COMFORTABLE AND ATTRACTIVE FOR PEOPLE TO MOVE AROUND
ON FOOT AND BY BICYCLE.
 DIRECT WALKING PATHS TO BE PROVIDED TO TRANSIT STATIONS WITHOUT
ANY DETOUR E.G. WALKING PATHS THROUGH PARKS, WALKWAYS OVER
WATER BODIES, EXCLUSIVE SKYWALKS FROM MAJOR TRIP GENERATORS
SUCH AS RAILWAY STATIONS, BUS TERMINALS, MALLS, MAJOR
INSTITUTIONS ETC.
 6. DEMAND MANAGEMENT
 THE EXAMPLES FOR DEMAND MANAGEMENT ARE PARKING MANAGEMENT,
CONGESTION PRICING AND HAWKER MANAGEMENT. OTHER MEASURES OF
DEMAND MANAGEMENT INCLUDES FLEXI OFFICE TIMINGS, SHIFT-WISE
SCHOOLS AND REDUCING THE NEED FOR TRAVEL I.E. WORK FROM HOME
FEW DAYS IN A WEEK ETC., AND ENCOURAGE HOME DELIVERY OF
CONSUMER GOODS AND GROCERIES.
 PARKING SUPPLY IN TOD INFLUENCE ZONE SHALL BE REDUCED AND ALL
THE PARKING (ON-STREET & OFF-STREET) DEMAND SHOULD BE MANAGED
WITH PRICING.
 ON-STREET PARKING SHALL BE PROHIBITED WITHIN 100 M OF THE TRANSIT
STATION EXCEPT FOR FREIGHT DELIVERY AND PICKUP OR DROP-OFF AND
DISCOURAGE AND RESTRICT ON-STREET PARKING WITHIN 200 M OF THE
METRO STATION. ALONG THE METRO CORRIDOR, ON-STREET PARKING
SHALL BE DEMARCATED AND ALLOWED ON THE PRINCIPLE OF PAY AND USE.
 ON-STREET PARKING CHARGES SHALL BE HIGHER THAN OFF-STREET
PARKING TO DISCOURAGE PARKING ON THE STREETS.
 PEAK HOUR CHARGES SHALL BE HIGHER THAN OFF-PEAK PARKING
CHARGES.
 PARKING ON BOTH SIDES OF THE ROAD FOR THE SAME SECTION OF ROAD
SHALL NOT BE ALLOWED.
 ATLEAST 5% TO 10% PARKING SPACE SHALL BE RESERVED FOR BICYCLE
PARKING DEPENDING UPON THE LOCATION.
 RESIDENTIAL PARKING SHALL BE MANAGED THROUGH RESIDENTIAL
ASSOCIATIONS THROUGH PERMIT SYSTEM.
 LATEST TECHNOLOGIES SUCH AS PARKING METERS, CAMERAS WHICH ARE
CONNECTED TO CENTRAL CONTROL ROOM, MOBILE APPS SHALL BE USED
FOR PARKING MANAGEMENT.
 IN TOD ZONE PARKING OF 1.33 ECS PER 100 SQ.M OF DEVELOPMENT SHALL
ONLY BE PERMITTED.
 REGULATION OF HAWKERS IS IMPORTANT TO REDUCE THE
ENCROACHMENTS AND ALLOW FREE FLOW PEDESTRIANS AND VEHICLES.
SOME OF THE BUSY AREAS WHERE INTENSITY IS VERY HIGH LOCAL BODY
CAN ISSUE LICENCES TO REGULATE THE NO. OF HAWKERS. IN ORDER TO
STREAMLINE THE HAWKING ACTIVITY, DESIGNATED HAWKER LOCATIONS
SHALL BE IDENTIFIED BASED ON LOCAL CONTEXT.
A. RED ZONE : NO HAWKING ALLOWED
B. AMBER ZONE : HAWKING IS ALLOWED DURING SELECTED TIMINGS
C. GREEN ZONE : HAWKING CAN BE GENERALLY ALLOWED

AUGMENTATION OF INFRASTRUCTURE
SOME OF THE PARAMETERS THAT CAN BE EVALUATED FOR ASSESSING THE
CARRYING CAPACITY OF TRANSPORT AND OTHER INFRASTRUCTURE WITHIN TOD
ZONE ARE AS FOLLOWS:
 ROAD: (I) SHARE OF LAND UNDER TRANSPORT AND OPEN SPACES (II) SHARE
OF GOVERNMENT LANDS WHICH CAN BE UTILIZED FOR DEVELOPMENT OF
TRANSPORT INFRASTRUCTURE (III) EXISTING CAPACITY OF ROADS AND
SATURATION LEVELS39 (IV) ROAD DENSITY40 PER HECTARE (V) NO. OF
INTERSECTIONS PER HECTARE (VI) AVAILABILITY OF FOOTPATHS OF WIDTH
 MIN 1.5 M AND MORE THAN 1.5 M (AS PERCENTAGE OF ROAD LENGTH) (VII)
SYNCHRONISATION OF SIGNALS AND USE OF ITS.
 PUBLIC TRANSPORT: (I) LENGTH OF BUS ROUTES (IN KM) (II) LENGTH OF
MASS TRANSIT ROUTES (IN KM) (III) NO. OF BUS STOPS/ MASS TRANSIT
STATIONS/ MULTI-MODAL TRANSFER STATIONS AND HUBS (IV) NO. OF BUS
STOPS, AUTO STANDS, TERMINALS/MULTI-MODAL INTEGRATION FACILITIES.
 WATER: (I) LENGTH OF WATER PIPE LINE AS A PERCENTAGE OF TOTAL ROAD
LENGTH (II) LENGTH OF WATER LINES BY SIZE (III) WATER SUPPLIED VS
DEMAND (IV) HOURS OF WATER SUPPLY (V) CAPACITY OF WATER
TREATMENT FACILITIES FOR FUTURE NEEDS (VI) METERING OF WATER (VII)
PERCENTAGE OF WATER LOSSES41 (VIII) ADOPTION OF WATER REUSE
TECHNOLOGIES AND SYSTEMS
 SEWERAGE: (I) LENGTH OF SEWER PIPE LINES AS A PERCENTAGE OF TOTAL
ROAD LENGTH (II) CAPACITY AND LENGTH OF SEWER LINES (III) GENERATION
OF SEWERAGE VS TREATMENT.
 SOLID WASTE MANAGEMENT: (I) SYSTEM OF WASTE COLLECTION AND
TRANSPORT (II) IDENTIFICATION OF LAND FILL AREAS.
 STORM WATER DRAINAGE: (I) LENGTH OF STORM WATER PIPE LINES AS
PERCENTAGE OF TOTAL ROAD LENGTH (II) CAPACITY AND LENGTH OF
STORM LINES.
 ELECTRICITY: LAND FOR LAYING LINES AND SUBSTATIONS.
 PARKS: (I) AVAILABILITY OF OPEN SPACES FOR PARKS AND PLAYGROUNDS.
(II) TREE COVERAGE AND AVENUE TREE PLANTATION
ROAD: (I) SHARE OF LAND UNDER TRANSPORT AND OPEN SPACES (II)
SHARE OF GOVERNMENT LANDS WHICH CAN BE UTILIZED FOR
DEVELOPMENT OF TRANSPORT INFRASTRUCTURE (III) EXISTING
CAPACITY OF ROADS AND SATURATION LEVELS39 (IV) ROAD
DENSITY40 PER HECTARE (V) NO. OF INTERSECTIONS PER HECTARE
(VI) AVAILABILITY OF FOOTPATHS OF WIDTH MIN 1.5 M AND
MORE THAN 1.5 M (AS PERCENTAGE OF ROAD LENGTH) (VII)
SYNCHRONISATION OF SIGNALS AND USE OF ITS.
PUBLIC (I) LENGTH OF BUS ROUTES (IN KM) (II) LENGTH OF MASS TRANSIT
TRANSPORT: ROUTES (IN KM) (III) NO. OF BUS STOPS/ MASS TRANSIT STATIONS/
MULTI-MODAL TRANSFER STATIONS AND HUBS (IV) NO. OF BUS
STOPS, AUTO STANDS, TERMINALS/MULTI-MODAL INTEGRATION
FACILITIES.
WATER: (I) LENGTH OF WATER PIPE LINE AS A PERCENTAGE OF TOTAL
ROAD LENGTH (II) LENGTH OF WATER LINES BY SIZE (III) WATER
SUPPLIED VS DEMAND (IV) HOURS OF WATER SUPPLY (V)
CAPACITY OF WATER TREATMENT FACILITIES FOR FUTURE NEEDS
(VI) METERING OF WATER (VII) PERCENTAGE OF WATER LOSSES41
(VIII) ADOPTION OF WATER REUSE TECHNOLOGIES AND SYSTEMS

SEWERAGE: (I) LENGTH OF SEWER PIPE LINES AS A PERCENTAGE OF TOTAL

ROAD LENGTH (II) CAPACITY AND LENGTH OF SEWER LINES (III)
GENERATION OF SEWERAGE VS TREATMENT.

SOLID WASTE (I) SYSTEM OF WASTE COLLECTION AND TRANSPORT (II)

MANAGEMENT: IDENTIFICATION OF LAND FILL AREAS.
STORM WATER (I) LENGTH OF STORM WATER PIPE LINES AS PERCENTAGE OF
DRAINAGE: TOTAL ROAD LENGTH (II) CAPACITY AND LENGTH OF STORM
LINES.
ELECTRICITY: LAND FOR LAYING LINES AND SUBSTATIONS.
PARKS: (I) AVAILABILITY OF OPEN SPACES FOR PARKS AND
PLAYGROUNDS. (II) TREE COVERAGE AND AVENUE TREE
PLANTATION
BENGALURU IS A MEDIUM DENSITY CITY WITH A GROSS POPULATION DENSITY OF
70 PPH IN BMR AREA AND 118 PPH IN BBMP. AS PER URDPFI GUIDELINES FOR
MEGAPOLIS GROSS POPULATION DENSITY SHOULD BE MORE THAN 200 PPH
LAND USE ZONE CATEGORIES
A. The entire Local Planning Area is conceptually organized into three main Rings for
consideration of zoning and regulations.
i. Areas coming within the Core Ring Road : Ring I
ii. Areas coming between the Core Ring road and the Outer Ring Road: Ring II
iii. Areas coming beyond the Outer Ring Road and within the LPA: Ring III
iv. The above rings are equivalent to Zone-A, Zone-B and Zone-C for TDR Purposes

Classification of Land use zones:

 RESIDENTIAL (R)
 COMMERCIAL (C)
 INDUSTRIAL (I)
 PUBLIC AND SEMI PUBLIC (P&SP)
 TRAFFIC AND TRANSPORTATION (T&T)
 PUBLIC UTILITIES (PU)
 PARK AND OPEN SPACE (P)
 UNCLASSIFIED (UC)
 AGRICULTURE LAND (AG)

Permissible Land uses in Residential category

FAR for various land-uses as per RMP-2015
FAR for various land-uses as per RMP-2031
Setbacks for various land-uses as per RMP-2015 (for plots upto 4000 sqm)

Minimum front setbacks for various land-uses as per RMP-2031

Minimum all around setbacks for various land-uses as per RMP-2031

Existing and Proposed FSI as per Proposed Bengaluru TOD Policy

Types of building based on height:
(a) B1- means residential buildings of G+1 floors upto 4 dwelling units;
(b) B2- means all buildings upto G+2 floors other than B1 buildings and Industrial buildings;
(c) B3- means all low-rise buildings other than B1 and B2 buildings and Industrial buildings;
(d) B4- means all high-rise buildings (multi storey buildings) other than Industrial buildings;
and
(e) B5- means all Industrial buildings

Occupant Load

PROVISIONS FOR HIGH RISE DEVELOPMENT

General.-Buildings of height 15m and above shall be considered as high-rise building.
Means of access
(1) A building shall abut on a street or streets or upon spaces directly connected from the
street by a hard surface approach road. The width of approach road shall be as prescribed in the
Zonal Regulations.
(2) The approach road to the building and open spaces on its all sides shall be as prescribed
in the Zonal regulations and wherever vehicular driveways are required to be provided, the same
shall be reinforced to ensure safety of the fire equipment and capable of taking the weight of Fire
engine, weighing up to 45 ton
(3) The said driveway shall be kept free of obstructions and shall be motorable.
(4) Main entrances to the premises shall be of adequate width to allow easy access to the fire
engine and in no case, it shall measure less than 6.0m. The entrance gate shall fold back against the
compound wall of the premises, thus leaving the exterior access way within the plot free for
movement of fire service vehicles. If archway is provided over the main entrance the height of the
archway shall not be at a height less than 4.5m.
Parking Spaces
(1) The parking spaces shall be provided as per the provisions of Master Plan and Zonal
Regulations as prevalent. The location of parking spaces shall be well ventilated.
(2) In case of high-rise buildings parking will be permitted at any/all of the following:
(a). Basements;
(b). Stilt floor; and
(c). Stacked/ Multi-level/ Automated parking.
Building components
Doorways.-The doorway requirements shall be as prescribed in Clause no.5.2.6
Revolving Doors.-Revolving door shall not be provided as a means of fire exit
Stairways
(1) A staircase shall not be arranged round a lift shaft.
(2) The staircase shall be ventilated to the atmosphere at each landing and a vent at the top;
the vent openings shall be of 0.5Sq.m in the external wall at the top. If the staircase cannot be
ventilated, because of location or other reasons, a positive pressure 50 Pa shall be maintained
inside. The mechanism for pressurizing the staircase shall operate automatically with the fire alarm.
The roof of the shaft shall be 1m above the surrounding roof. Glazing or glass bricks if used in
staircase, shall have fire resistance rating of minimum 2 hours.
(3) The minimum width of staircase shall be as per Table 5.2:

(4) Handrails shall be provided with a minimum height of 1.0m from the centre of the tread.
(5) Access to main staircase shall be gained through adequate fire resistance rating.Automatic
closing doors shall be placed in the enclosing walls of the staircases. It
shall be a swing type door opening in the direction of the escape.
(6). No living space, store or other fire risk shall open directly into the staircase or staircases.
(7). External exit door of staircase enclosure at ground level shall open directly to the open
spaces or can be reached without passing through any door other than a door provided to form a
draught lobby
(8). The exit sign with arrow indicating the way to the escape route shall be provided at a
height of 0.5m from the floor level on the wall and shall be illuminated by electric light connected
to
corridor circuits. All exit way marking signs should be flushed with the wall and so designed that no
mechanical damage shall occur to them due to moving of furniture or other heavy equipment’s.
Further all landings of floor shall have floor indication boards indicating the number of floor. The
floor indication board shall be placed on the wall immediately facing the flight of stairs and nearest
to the landing. It shall be of size not less than 0.5x 0.5m and it shall be prominently on the wall
facing the staircase.
(9). In case of single staircase, it shall terminate at the ground floor level and the access to
the basement shall be by a separate staircase. However, the second staircase may lead to basement
levels provided the same is separated at ground level by either a ventilated lobby with discharge
points at two different ends or through enclosures with fire resistance rating door specified in
Chapter12 or through a fire protected corridor.

Lifts.-General requirements of lifts shall be as follows:

(1) All the floors shall be accessible for 24 hours by the lifts. The lifts provided in the
buildings shall not be considered as a means of escape in case of emergency. In a dual line
arrangement (lifts opposite to each other) the lobby may be between 1.5 times to 2.5 times the depth
of one car. For in-line (single line) arrangements the lobby may be typically half of the above
recommendations.
(2) Grounding switch, at ground floor level, to enable the fire service to ground the lift shall
also be provided.
(3) The lift machine room shall be separate and no other machinery shall be installed therein.
(4) Walls of lift enclosures and lift lobby shall have fire rating of 2 hour; as specified in
Chapter12 lifts shall have a vent at the top of area not less than 0.2Sq.m
(5) Lift car door shall have a fire resistance rating of 1 hour.
(6) Lift lobby doors in lift enclosures shall have fire resistance as specified in Chapter12.
(7) Collapsible gates shall not be permitted for lifts and shall have solid doors with fire
resistance of at least 1 hour.
(8) If the fire man lift shaft and lobby is in the core of the building, a positive pressure
between 25 and 30 Pa shall be maintained in the lobby and a positive pressure of 50 Pa shall be
maintained in the lift shaft. The mechanism for pressurization shall act automatically with the fire
alarm; it shall be possible to operate this mechanically also.
(9) Lifts if communicating with the basement, the lift lobby of the basements shall be
pressurized as suggested in clause 12.9.1(g) and 12.9.1(h) with self-closing door with fire
resistance rating as specified in Chapter 12. Telephone or other communication facilities shall be
provided in lift cars and to be connected to fire control room for the building.
(10) Exit from the fire man lift lobby, if located in the core of the building, shall be through a
self-closing fire door of half an hour fire resistance.
(11) Suitable arrangements such as providing slope in the floor of lift lobby shall be made to
prevent water used during fire-fighting, etc., at any landing from entering the lift shafts.
(12) A sign shall be posted and maintained on every floor at or near the lift indicating that in
case of fire, occupants shall use the stairs unless instructed otherwise. The sign shall also contain a
plan for each floor showing the locations of the stairways. Alternate source of power supply shall be
provided for all the lifts through a manually operated changeover switch.
(13) For Pressurization Specifications of various building components refer NBC Part-4 Fire
and Life Safety Pressurization of Staircases (Protected Escape Routes)

Basements
General requirements- Basement floors shall be permitted as prescribed in
the Zonal Regulations
Requirements for High rise development
(1) Each basement shall be separately ventilated. Vents with cross-sectional area
(aggregate) not less than 2.5 percent of the floor area spread evenly round the perimeter of the
basement shall be provided in the form of grills or breakable stall board lights or pavement lights or
by way of shafts. Alternatively, a system of air inlets shall be provided at basement floor level and
smoke outlets at basement ceiling level. Inlets and extracts may be terminated at ground level with
stall board or pavement lights, but ducts to convey fresh air to the basement floor level have to be
laid. Stall board and pavement lights should be in positions easily accessible to the fire brigade and
clearly marked ‘SMOKE OUTLET’ or ‘AIR INLET’ with an indication of area served at or near the
opening.
(2) The staircase of basements shall be of enclosed type having fire resistance rating as
specified in Chapter 12. The staircase shall be situated at the periphery of the basement to be
entered at ground level only, from outside open air. The staircase shall communicate with basement
through a lobby with self-closing doors with fire resistance rating as per relevant NBC code
mentioned above.
(3)In multi-storey basements, intake ducts may serve all basement levels, but each basement
level and basement compartment shall have separate smoke outlet duct or ducts. Ducts so provided
shall have the same fire resistance rating as the compartment itself. Fire rating may be taken as the
required smoke extraction time for smoke extraction ducts.
(4)Mechanical extractors for smoke venting system from lower basement levels shall also be
provided. The system shall be of such design as to operate on actuation of heat / smoke sensitive
detectors or sprinklers, if installed, and shall have a considerably superior performance compared to
the standard units. It shall also have an arrangement to start it manually.
(5)Mechanical extractors shall have an internal locking arrangement, so that extractors shall
continue to operate and supply fans for HVAC shall stop automatically with the actuation of fire
detectors.
(6).Mechanical extractors shall be designated to permit 30 air changes per hour in case of fire
or distress call. However, for normal operation, air changes schedule shall be as given in Part 8,
Building Services, Section 3, Air-conditioning, Heating and Mechanical Ventilation of National
Building Code, 2016.
(7)Mechanical extractors shall have an alternative source of supply.
(h). Ventilating ducts shall be integrated with the structure and made out of brick masonry
or reinforced cement concrete and when this duct crosses the transformer area or electrical
switchboard, fire dampers shall be provided.
(8) Use of basements for kitchens working on gas fuel shall not be permitted, unless air
conditioned. The basement shall not be permitted below the ward block of a hospital/nursing home
unless it is fully sprinkled. Building services such as electrical sub-stations, boiler rooms in
basements shall comply with the provisions of the Indian Electricity Act / Rules. Boiler room shall
be provided at the first basement along the periphery wall with fire resistance rating as specified in
Chapter 12 or shall be separated with the blast wall.
(9) If cut-outs are provided from basements to the upper floors or to the atmospheres, all
sides’ cut-out openings in the basements shall be protected by sprinkler head at close spacing so as
to form a water curtain in the event of a fire.
(10) It is essential to make provisions for drainage of any such water on all floors to prevent
or minimize water damage of the contents. The drain pipes should be provided on the external wall
for drainage of water from all floors. On large area floors, several such pipes may be necessary
which
should be spaced 30 m apart. Care shall be taken to ensure that the construction of the drain pipe
does not allow spread fire / smoke from floor to floor.

Compartmentation.-The building shall be suitably compartmentalized so that

fire/smoke remains confined to the area where fire incident has occurred and does not spread to the
remaining part of the building. Compartmentation and Pressurization method shall be adopted (as
per Part 4 of NBC 2016) to protect escape routes against ingress of smoke, or toxic gases into the
escape routes will be prevented. Pressurization shall be adopted for high rise buildings and building
having mixed occupancy/multiplexes having covered area more than 500Sq.m

Ramps.-Ramps shall be provided as prescribed in Clause 5.2.5 :

(1) The ramp to basement and parking floors shall be as prescribed in the Zonal Regulations.
(2)Ramps may also be provided in the setbacks to function as fire drive cum ramp for
basements, which can be sloped considering unhindered movement of fire engine and in no case the
gradient shall be steeper than 1 in 10 for Plains and steeper than 1 in 8 for Hilly areas.
(3)All structural design/safety aspects as per latest BIS Codes and NBC 2016 shall be
complied along with consideration of weight of Fire Engine and its manoeuvrings.
(4) The minimum width of the ramps in hospitals shall be 2.4m for stretcher and not for
vehicular movement.
(5) In this case Handrails shall be provided on both sides of the ramp.
(6)Ramps shall lead directly to outside open space at ground level or courtyards or safe place

Corridors
(1) Exit corridors and passageways shall be of width not less than the aggregate required
width of exit doorways leading from them in the direction of travel to the exterior
(2) The minimum width of a corridor in a residential building shall be 1.0m for single loaded
and 1.8m for double loaded and in all other buildings shall be 1.5m.
(3) Where stairways discharge through corridors and passageways, the height of corridors
and passageways shall be not less than 2.4m.
(4) All means of exit including staircases lifts lobbies and corridors shall be ventilated.

Glass Facade/ Service Ducts/Shafts/ Refuge Area/ Vents

(1) An Opening to the glass facade of min. width 1.5m and height 1.5m shall be provided at
every floor at a level of 1.2m from the flooring facing compulsory open space as well as on road
side.
Construction that complies with the fire rating of the horizontal segregation and has any gap packed
with a non-combustible material to withstand thermal expansion and structural movement of the
walling without the loss of seal against fire and smoke..
(2) Mechanism of Opening: The openable glass panel shall be either left or right shall
have manual opening mechanism from inside as well as outside. Such openable panels shall be
marked conspicuously so as to easily identify the openable panel from outside.
(3) Fire seal to be provided at every floor level between the external glazing and building
structure.
(4) The glazing used for the facade shall be of toughened (tempered) safety glass as per
I.S.2553.
(5) To avoid fire propagation vertically from one floor to another floor, a continuous glass I
must be separated internally by a smoke/ fire seal which is of non-combustible material having a
fire resistance rating of not less than 2 hours.
(6) Service ducts and shafts shall be enclosed by walls and doors with fire resistance rating
(Refer Clause 12.7.1 of Chapter 12). All such ducts/shafts shall be properly sealed and stopped fire
ingress at all floor levels.
(7) A vent opening at the top of the service shaft shall be provided having an area between
one- fourth and one-half of the area of the shaft.
(8) The openable vent of minimum 2.5% of the floor area shall be provided. The openable
vent can be pop out type or bottom hinged provided with fusible link opening mechanism and shall
also be integrated with automatic Smoke Detection System.
(a) Alternate vertical glass panels of the facade shall be openable type with the mechanism
mentioned above in order to ventilate the smoke.
(b) Refuge areas covered with the glass facade shall have all the panels fully openable (either
left or right hinged) both from inside as well as outside. Glass quality and Practice of use of
Glass in buildings shall have to be in conformity with the BIS codes as given in Table 6.1
below:
RMP 2015
FAR and Ground Coverage in Residential (Main)

 If the road width is less than 9.0 m, then the maximum height is restricted to 11.5 meters or
Stilt +GF+2 floors (whichever is less) irrespective of the FAR permissible
 Multi dwelling units (Apartments) shall be allowed only on plot sizes of above 360 sq.m in
the I and II Ring and on plots above 750 sq.m in the III Ring. In both cases, the road width
shall be more than 9.0m.

FAR and Ground Coverage in Residential (Mixed) zone up to 20000 sq m

FAR and Ground Coverage in Commercial (Central)

Buildings with a floor area not exceeding 100sqm are exempted from providing car
parking. However, equivalent parking fee shall be levied as determined by the authority
from time to time. Parking fee shall be credited to a separate head of account and it
shall be used for providing parking facilities.
FAR and Ground Coverage in Commercial (Business) up to 12000 sq.m

FAR and Ground Coverage in Mutation Corridors (Commercial)

The radial corridors and main arteries/ corridors of the city are designated as Mutation
Corridor Zones.

FAR and Ground Coverage in Industrial (General)

FAR and Ground Coverage in Industrial (Hi-Tech zone):

This is a priority area for establishment of activities associated with new technologies: IT, IT
Enabled Services, BT, electronics, telecom and other emerging areas and as well as services
sector organised in industry format (Back offices, etc). This zone also enables work- home –
play relationship.
FAR and Ground Coverage in Public and Semi public
This zone includes Government owned complexes and civic amenities and large infrastructure
facilities of health, education, sports, cultural and social institutions.

FAR and Ground Coverage in Traffic and Transportation

Transportation zones are reserved for Transport and Transport related activities such asrailway
yards, railway station, bus stands, bus shelters, Road and transport depots, parkingareas, airport,
special warehousing, cargo terminals and transfer of cargo between differenttypes of transport (rail,
road, air).

PUBLIC UTILITIES (PU)

Public utilities include energy, water, telecommunication, sub stations, gas and gas lines,
transformers, and microwave towers and solid waste management facilities such as land fill sites.

PARK AND OPEN SPACE (P)

The natural and man made features meant for environmental conservation and preservation,
including water bodies, forests and drains; parks, playgrounds, burial grounds and
crematoria.
i) Permissible land uses:
i. Uses permissible include: Sports grounds, stadium, playgrounds, parks, swimming pools,
cemeteries, garden land and crematoria.
ii. Uses permissible under special circumstances by the authority: Open air theatres, indoor
recreational uses, dwelling for watch and ward, sports clubs, libraries, milk booths, HOPCOMS, the
area of such use shall not exceed 5% of the total area and shall not be more than G+ 1 floor in any
case.
iii. Setbacks for the above will be decided by the Authority taking into account the surrounding
development and traffic scenario in that area.
ii) Valley/ drain
Within the demarcated buffer for the valley the following uses are allowed:
i. Sewerage Treatment Plants and Water treatment plants
ii. Roads, pathways, formation of drains, culverts, bridges, etc which will not obstruct the water
course, run offs, channels.
iii. In case of water bodies a 30.0 m buffer of ‘no development zone’ is to be maintained around the
lake (as per revenue records) with exception of activities associated with lake and this buffer may be
taken into account for reservation of park while sanctioning plans.
iv. If the valley portion is a part of the layout/ development plan, then that part of the valley zone
could be taken into account for reservation of parks and open spaces both in development plan and
under subdivision regulations subject to fulfilling section 17 of
KTCP Act, 1961 and sec 32 of BDA Act, 1976.
v. Any land falling within the valley for which permission has been accorded either by the Authority
or Government, and then such permission shall be valid irrespective of the land use classification in
the RMP 2015. Fresh permissions for developments shall not be accorded in valley zone.
- The drains have been categorized into 3 types namely primary, secondary and tertiary.

SUBDIVISION REGULATIONS
RESIDENTIAL
a. Road widths:
The minimum width of road shall not be less than 9.0 m and the road widths shall not be less than
the plot widths facing the respective road. Every Fourth road in a layout shall have a minimum of
12.0 m width.
b. Area for Residential development:
Apart from the provision for amenities and open spaces, the area for residential development shall
be up to a maximum of 55 % of the total land area.
c) Parks / Open spaces and Playgrounds: Parks / Open spaces and Playgrounds shall not be less
than 15 % of the total land area. This shall be relinquished to the Authority (free of cost and free of
encumbrance) and if required, the authority may handover the area for maintenance to the resident’s
welfare association. If the land is not maintained up to the satisfaction of the authority, it shall be
resumed back by the authority.
d) Civic amenities and Roads:
i) After making provision for Parks and roads in the layout, the balance portion of land shall be
earmarked for civic amenity site only. Such CA site shall be relinquished to BDA free of cost and
free of encumbrance.
ii) If the area that remains after making provision for road and park is less in extent, then the
authority shall have the discretion to earmark such land for park.
iii) When ever the total area proposed for formation of layout exceeds 10 acres, then adequate extent
of land may be earmarked for provision/installation of utilities like transformer, sewage treatment
plant, overhead water tank, bus bay/shelter etc. This area may be taken in to calculation under either
CA or Park as the case may be. Decision of the Authority in this regard shall be final.
iv) CA sites owned by Bangalore Development Authority (BDA) could be used for any purpose
irrespective of the land use classification in the Revised Master Plan-2015. But, such use shall be
based on the need of the locality and the Authority has to take a conscious decision in this regard.
This clause is operative till amendments to relevant Acts & Rules are made.

REGULATIONS FOR NON RESIDENTIAL LAYOUT PLAN:

Sanction of layout plans for non residential purpose shall be subject to the followingconditions:
i. 10 % of Total area shall be earmarked for Park and Civic amenities (ratio to be decidedby
authority).
ii. Minimum width of road shall not be less than 12.0 m.
iii. 5 % of the total area shall be reserved for parking purpose.
iv. Parks, CA and roads shall be handed over to Authority as per section 32 of BDA Act,1976.
FAR & Ground coverage for Residential development plan on a site area over 20,000sqm

FAR & Ground coverage for Non – Residential development Plan and flatted industries on a
sital area over 12,000sqm
PARKING REQUIREMENTS AND NORMS
WIDTH AND NUMBER OF EXITS FOR VARIOUS OCCUPANCIES

Building lines specified for various roads

80 ft road, Rajajinagar 3.0 m from the edge of road
West of chord Road 3.0 m from the edge of road
Tumkur road 5.0 m up to C.M.T.I, Quarter road
Tumkur road 12.0 m beyond C.M.T.I Quarter road
Rajajinagar Bashyam circle to ESI Hospital 3.0 m from the edge of the road
SOURCES –
1. Revised Master Plan 2015
BANGALORE
2007
Volume – III
ZONING OF LANDUSE AND REGULATIONS
(Approved by Govt vide G.O. No UDD 540 BEM AA SE 2004,
Dated: 22 – 06 - 2007 as part of the Revised Master Plan 2015)

2. National Transit Oriented Development (TOD) Policy

3. Draft
Bengaluru Transit Oriented Development Policy, February, 2019

4. URBAN DEVELOPMENT SECRETARIAT

NOTIFICATION-II
No. UDD 14 TTP 2017 (P-4), Bengaluru, Dated: 28/10/2017