J&K eases development norms around transit hubs under TOD policy

Srinagar, Jul 14: The Jammu and Kashmir Government has notified the Jammu & Kashmir Transit-Oriented Development (TOD) Policy, 2026, introducing a comprehensive planning framework to transform the Union Territory’s urban centres into compact, high-density, and transit-oriented cities. The policy seeks to integrate land use with public transport planning, reduce urban sprawl, promote affordable housing, improve walkability and create environmentally sustainable urban areas. The Housing and Urban Development Department (HUDD), which has issued the policy, said its objective is to develop cities that are economically vibrant while offering a better quality of life. According to the policy, “Urban centres in UT of J&K will be developed as people-friendly and compact cities, designed to foster robust economic growth while ensuring a high quality of life.” The policy will apply to all Urban and Regional Development Authorities (URDAs) in Jammu and Kashmir and all Urban Agglomerations (UAs) and Urban Local Bodies (ULBs) with a population of one lakh and above. It envisages development within designated Transit-Oriented Development (TOD) Planning Areas, defined as “a notional area of 800m radius or 10min walking distance around transit stations.” The identified transit nodes include railway stations, NHAI toll plazas, bus stands and e-bus stops. However, the policy specifically excludes environmentally sensitive and protected areas from its ambit. It states that TOD provisions will not apply to “any areas identified for environmental protection, buffer zone as identified in Master Plan, green zones as identified in Master Plan, heritage area and unauthorised colonies.” A key feature of the policy is the relaxation of development norms around transit corridors to encourage higher-density development. It provides that “the maximum FAR limit for any plot included in TOD Schemes shall be 500,” while clarifying that building heights will continue to be regulated by the Airports Authority of India’s Colour Coded Zoning Map (CCZM). The policy also introduces mixed land use within TOD Planning Areas, allowing residential, commercial, institutional and recreational activities to coexist in close proximity to public transport infrastructure. The objective is to reduce travel distances, increase public transport ridership and create self-sustaining urban neighbourhoods. Significant changes have also been introduced in urban design. For plots located along roads with a Right of Way (RoW) of 15 metres and above, the policy mandates “No setback” and “No Boundary wall.” It further requires a “Min. 3.5m wide shaded arcade (can be part of the building) on ground floor with floor height at the level of footpath” and stipulates that “at least 90% of the building line shall be built-to-edge with active frontage provisions and continuous arcade.” To create vibrant streetscapes, the policy mandates that “at least 75% frontage along all streets (including public streets) shall be maintained as active frontage.” It explains that active frontage includes “arcades, colonnades, shopfronts, pedestrian entries/exits, plazas, access points, transparent windows etc.”* Even parking structures have been brought within the ambit of these provisions, with the policy requiring that “the ground floor of all parking structures/podiums or stilts must be lined with active frontage facing the main streets.” The policy places considerable emphasis on walkability and non-motorised transport by prioritising pedestrians and cyclists over private vehicles. It seeks seamless integration between land use and public transport while promoting universally accessible pedestrian infrastructure and cycling networks throughout TOD Planning Areas. To ensure inclusive development, the policy introduces mandatory affordable housing provisions. It states that *”the EWS FAR shall be 15% over and above the residential FAR permitted in the scheme, calculated as 15% of the maximum permissible residential FAR in the scheme.” It further provides that “charges for premium FSI shall be exempted for affordable housing projects.” Developers will also be required to reserve housing for smaller households. The policy mandates that “at least 15% of Residential FAR is to be used for dwelling units of size up to 45 sqm,” while the remaining residential development, after meeting existing requirements, is to be utilised for “dwelling units of size upto 60 sq.m.” These provisions are intended to encourage affordable ownership, rental housing and accommodation for students and young professionals. Environmental sustainability forms another major pillar of the policy. For projects measuring 0.2 hectares and above, it prescribes *”mandatory 100% treatment and 100% reuse of wastewater – whether in own TOD scheme or in any other building or green open space in the city.” It also requires “segregation and reuse of 100% green waste” and stipulates that “at least 10% of the energy demand should be met through renewable sources like solar.” The policy further mandates that “TOD Planning area shall be planned/designed in a manner that the entire average rainfall is absorbed within it,”* thereby incorporating rainwater management and climate resilience into urban planning. To improve the availability of public open spaces, the policy requires that “20% of the area of the amalgamated plot shall be developed as Green Public Space for public use.”* It further states that *”such greens shall be kept un-gated, have direct access from a major road on at least one side and shall be handed over to the concerned local body for maintenance. No parking or basements shall be permitted under or beneath such greens.” In a move aimed at discouraging excessive dependence on private vehicles, the policy replaces conventional minimum parking requirements with parking caps. It provides that “TOD Schemes shall provide 0.5 Equivalent Car Space (ECS) per 100 sq.m. of covered area.” It further mandates that “5% of the parking area” be earmarked for bicycles and wheelchairs, while “at least 20% of the parking area shall be equipped with charging points for electric vehicles.” In addition, “DE shall provide at least 50% of all parking facilities within TOD schemes as ‘public parking’ facility.” The policy prohibits surface parking by stating that “parking shall mandatorily be located within the building floors on basements or on any other floor except Ground and First floor... Ground floor parking within the open space of the plot is not permitted, which shall be green.” To facilitate implementation, the government has constituted a Union Territory Level Committee under Government Order No. 1151-JK(GAD) of 2026. Headed by the Administrative Secretary, Housing and Urban Development Department, the committee comprises representatives from the Srinagar and Jammu Development Authorities, Town Planning Organisation, Airports Authority of India, Northern Railways, National Highways Authority of India, Traffic Police and other stakeholder departments. The committee has been tasked with approving new TOD nodes, coordinating infrastructure works undertaken by various agencies, monitoring implementation and sanctioning expenditure from dedicated Transit-Oriented Development Funds. To finance urban infrastructure, the policy introduces a Land Value Capture mechanism under which developers seeking additional development rights will contribute to local infrastructure. It states that “the DE shall pay Additional FAR Charges to the respective local bodies... collected by the implementing agency/Authority and ring-fenced through a dedicated TOD Fund set up at city level for each TOD Node.” The funds will be utilised exclusively for infrastructure improvements, streetscape development, public transport integration and civic amenities within TOD areas.