Integrating Transit-Oriented Development (TOD)

Principles in Chennai Metro Station Architecture

Annaamalai T V
Department of Architecture, IIT Kharagpur

May 26, 2025

Challenges and Solutions for Sustainable Urban Mobility

The integration of Transit-Oriented Development (TOD) principles into Chennai Metro’s infras-
tructure represents a critical opportunity to address the city’s urban mobility challenges while
fostering equitable, compact, and sustainable growth. This report analyzes Chennai’s TOD im-
plementation framework through the lens of India’s National TOD Policy (2017) and global best
practices, identifying systemic barriers and proposing context-specific solutions. With Phase II
expansion covering 118.9 km and 116 stations, Chennai Metro Rail Limited (CMRL) faces unique
challenges in land acquisition, multi-modal integration, and community displacement—issues that
require innovative architectural and policy interventions tailored to Tamil Nadu’s socio-economic
context.

1. Chennai Metro’s TOD Landscape: Current Status and Strate-

gic Imperatives

1.1. Phase II Expansion and TOD Integration Challenges

Chennai’s metro network, operational since 2015, is undergoing its most ambitious expansion un-
der Phase II, which includes three corridors (Lines 3, 4, and 5) connecting Madhavaram to Sholin-
ganallur (45 stations) and Lighthouse to Poonamallee Bypass (30 stations) [4, 15]. The project
requires acquisition of 28.14 hectares of land (5.7 hectares privately owned), affecting 1,031 fami-
lies and 4,755 individuals through partial or complete displacement [3]. CMRL’s Land Acquisition
Rehabilitation and Resettlement Unit (LARRU) faces challenges in balancing infrastructure needs

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with social equity, particularly in densely populated areas like Mylapore and Mandaveli where 30%
of affected structures are residential [3, 10]. The draft Tamil Nadu TOD Policy (2023) proposes
an FSI cap of 6.5 within 750m of metro/MRTS corridors, significantly higher than the current
4.87 maximum [9, 14]. However, implementation delays persist due to inter-agency coordina-
tion gaps between CMRL, Chennai Metropolitan Development Authority (CMDA), and Greater
Chennai Corporation (GCC). For instance, the Koyambedu transit hub—a 31-acre site integrat-
ing metro, bus terminus, and commercial development—remains underutilized due to conflicting
jurisdictional claims between CMDA and GCC [10, 12].

2. Architectural Barriers to TOD Implementation

Chennai’s existing metro stations exhibit three critical design shortcomings:

1. Pedestrian-Unfriendly Interfaces: Stations like Alandur and Koyambedu lack seamless

integration with surrounding neighborhoods, with 72% of Phase I stations requiring pedes-
trians to cross high-speed arterial roads for last-mile access [4, 12].

2. Inadequate Multi-Modal Hubs: Only 8 of 41 Phase I stations integrate formal auto-rickshaw/bus

bays, forcing 58% of commuters to rely on informal paratransit [10, 12].

3. Vertical Development Constraints: Restrictive FSI norms (1.5–2.5) near stations like Thiru-
mangalam limit mixed-use development, resulting in 83% of station-area land use remaining
residential as of 2024 [10, 11].

3. Policy Framework Analysis: Aligning National Guidelines

with Local Realities

3.1. National TOD Policy (2017) Compliance Gaps

While India’s TOD Policy mandates mixed-use development within 500–800m of transit nodes,
Chennai’s implementation reveals critical deviations [5, 7]:

1. Affordable Housing Shortfalls: Only 12% of 6,500 housing units approved near Phase II
stations (2023–2025) meet EWS criteria, contravening the policy’s 20% affordability man-
date [9, 14].

2. Parking Management Failures: Unregulated parking near stations like Vadapalani con-
sumes 23% of right-of-way space, undermining pedestrian accessibility [10, 12].

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 3. Institutional Fragmentation: CMRL’s limited authority over land use planning—a GCC/CMDA
prerogative—has resulted in 14 of 19 Phase I stations lacking TOD-compliant local area
plans [4, 9].

3.2. Tamil Nadu’s Draft TOD Policy: Opportunities and Pitfalls

The state’s revised TOD framework (2023) introduces innovative measures but faces implementa-
tion hurdles:

1. FSI Gradient System: Proposed FSI ranges from 4.5 (0–300m from stations) to 2.5 (600–750m),
incentivizing density near transit nodes. However, resistance from resident welfare associa-
tions in Anna Nagar and Adyar has stalled rezoning approvals [9, 14].

2. TDR Market Creation: The policy allows Transferable Development Rights (TDRs) for
landowners surrendering land for TOD projects. Early trials in Koyambedu saw only 18%
participation due to unclear valuation mechanisms [10, 14].

3. Street Vendor Integration: Mandating 5% of station plaza area for informal vendors—a
progressive inclusion measure—faces opposition from GCC’s zoning enforcement wing,
which cites congestion concerns [9, 14].

4. Architectural Solutions for Chennai-Specific Challenges

4.1. Multi-Modal Integration Prototypes

• 3D Pedestrian Networks: Inspired by Guangzhou’s Transit Loop, proposed skywalks at
Thirumangalam and Alandur stations would create elevated pedestrian boulevards connect-
ing metro exits to bus terminals, commercial complexes, and residential towers [10,12]. The
450m Thirumangalam skywalk (est. cost:Rs.2.3 billion) integrates cycle tracks and auto-
mated walkways to reduce last-mile connectivity time by 70% [10, 15].

• Hybrid Parking Plazas: CMRL’s plan for 12-storey vertical parking at Poonamallee Station
allocates 50% space to electric vehicle charging, 30% to bicycle hubs, and 20% to shared
mobility kiosks—a model replicable across 14 Phase II stations [10, 12].

4.2. Land Value Capture Mechanisms

• Air Rights Development: CMRL’s partnership with Sobha Developers for the Koyambedu
Transit Hub leverages air rights above the depot to build 2.5 million sq.ft of office/commercial

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 space, generating Rs.5.2 billion in lease revenue over 30 years [10, 11].

• Joint Development Model: The 17.4-hectare Madhavaram Depot project combines 30%
CMRL ownership with 70% private partnership, allocating 15% of residential FSI for af-
fordable housing—a template adopted from Delhi’s Karkardooma TOD [1, 8].

4.3. Climate-Resilient Station Design

• Elevated Station Plinths for flood resilience: Phase II stations like Madipakkam and Me-
davakkam are being built 1.5m above the 2015 flood level, incorporating stormwater storage
tanks beneath platforms [3, 15].

• Permeable Pavements for cooling and drainage: 85% of pedestrian approach areas in new
stations use interlocking concrete blocks with 30% void ratio, reducing urban heat island
effects by 2–3°C [10, 15].

5. Governance and Community Engagement Strategies

5.1. Institutional Reforms

• Unified TOD Authority: Proposal to establish a Chennai Metropolitan TOD Corporation
(CMTODC) under the Housing and Urban Development Department, consolidating planning
powers from CMDA, GCC, and CMRL [9, 14].

• Digital Land Pooling: Blockchain-based platform for voluntary land assembly in TOD
zones, piloted in Sholinganallur, enabling real-time compensation tracking and dispute res-
olution [1, 3].

5.2. Anti-Displacement Framework

• In-Situ Rehabilitation: CMRL’s revised Resettlement Plan (2023) offers 1:1.2 land com-
pensation within 2km of acquisition sites, with 25% additional FSI for affected commercial
establishments [1, 3].

• Community Land Trusts: Modeled after Ahmedabad’s Sabarmati Riverfront project, the
proposed Mylapore CLT enables displaced residents to retain ownership stakes in redevel-
oped properties [2, 8].

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6. Financial Innovation for TOD Sustainability
• Metro-Bond Securitization: CMRL’s Rs.45 billion TOD Infrastructure Bonds (2024–2027),
backed by future rental income from station-area developments, offer 7.5% annual returns
to institutional investors [1, 11].

• Carbon Credit Monetization: Phase II’s projected 182,000-ton annual CO2 reduction from
modal shift qualifies for Rs.1.3 billion/year via global carbon markets—funds earmarked for
pedestrian infrastructure [1, 15].

7. Conclusion: Towards a Chennai TOD Model

Chennai’s metro expansion presents an unprecedented opportunity to redefine Indian TOD paradigms
through:

• Contextual Density Management:Adopting Mumbai’s Transit-Oriented Zone model with

FSI up to 5.0 within 200m of stations, gradually tapering to 2.0 at 750m [6, 14].

• Informal Sector Integration:Allocating 10% of station plazas for regulated vending zones,
as successfully implemented in Delhi’s Sarojini Nagar [8, 13].

• Polycentric Urbanism:Developing secondary CBDs at Madhavaram and Poonamallee through

integrated metro-property development, reducing pressure on Chennai’s congested core [11,
15].

The proposed solutions—grounded in Chennai’s socio-spatial realities and informed by pan-

Indian TOD experiences—offer a replicable framework for South Asian cities grappling with sim-
ilar urbanization challenges. Success hinges on political will to implement bold architectural re-
forms, foster cross-sectoral collaboration, and prioritize inclusive growth in transit corridors.

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