The short answer: 4.00 maximum, but the road in front of your plot decides how much of it you actually get. Regulation 14.2 is the code's densification instrument, and it is the only place in the UDCPR where the FSI ceiling is set by proximity to a railway line rather than by zone.
Key takeaways
- The TOD zone is 500 m around a proposed metro station boundary, delineated by the Planning Authority with State Government approval.
- Maximum permissible FSI is 4.00 including base FSI, graded by road width from 2.50 at 9 m to 4.00 at 24 m and above.
- Additional FSI over base is bought at 30 percent of the ASR land rate for flats of 60 sq m or less, and 35 percent for the rest.
- At least 50 percent of the total FSI must go to tenements of 60 sq m carpet area or less, and those may not be amalgamated.
- Tenement size is bounded both ways: minimum 25 sq m and maximum 120 sq m of carpet area.
- Parking requirement drops to 50 percent of the ordinary UDCPR figure, and no on street parking is permitted.
- Inclusive housing does not apply in a TOD zone.
- Pune, PMRDA, Nagpur, other Municipal Corporations, other MRDAs and CIDCO each have their own entry.
Where TOD applies
Chapter 14, Regulation 14.2, UDCPR as updated 30 January 2025 switches on only where an authority has, or has proposed in its Development Plan, an RTS, metro rail or BRTS corridor and has started implementing it. A line on a plan is not enough.
Five entries follow, and they are not identical.
| Regulation | Area | Position |
|---|---|---|
| 14.2.1 | Pune Municipal Corporation | The full text. Everything else refers back to it |
| 14.2.2 | Pune Metropolitan Region Development Authority | Regulation 14.2.1 applies mutatis mutandis |
| 14.2.3 | Nagpur Municipal Corporation and NMRDA | Its own text, with a different FSI table and no TDR |
| 14.2.4 | Other Municipal Corporations, other MRDAs and CIDCO | Regulation 14.2.1 applies |
| 14.2.5 | BRT corridor in Pimpri-Chinchwad | Its own table, built on TDR loading rather than premium FSI |
Chapter 14, Regulation 14.2.1, For Pune Municipal Corporation Area# defines the TOD zone as the area 500 m around the proposed metro station boundary, delineated by the Planning Authority with the approval of the State Government, and to be marked on the ground within two months of the notification. Where a reservation or amenity space inside that distance is used for transportation as the regulation prescribes, the 500 m stands relaxed by up to 30 percent.
Nagpur's Chapter 14, Regulation 14.2.3, For Nagpur Municipal Corporation and Nagpur Metropolitan Region Development Authority* uses a different geometry entirely: the Nagpur Metro Rail Corridor is the area within 500 m on either side of the metro rail measured from its centre line, plus 500 m from the longitudinal end of the last station. A corridor, not a set of circles.
The FSI table, and the road that decides it
Chapter 14, Regulation 14.2.1.2, Maximum Permissible FSI is the provision everything else hangs off.
Banded by width of the road in front of the plot
- 9.0 m and up to 12.0 m2.50
- 12.0 m and up to 15.0 m3.00
- 15.0 m and up to 24.0 m3.50
- 24.0 m and above4.00
Source: Chapter 14, Regulation 14.2.1.2, UDCPR as updated 30 January 2025
The 4.00 headline is the ceiling of the table, not its normal value. It is available only on a road of 24 m or wider. That is the same principle that governs ordinary FSI outside a TOD zone, applied to a much higher band.
Nagpur's Table 14-O adds a second criterion, and both must be satisfied at once:
| Minimum road width | Plot area | Maximum FSI |
|---|---|---|
| 9.00 m | Below 1,000 sq m | 2.00 |
| 9.00 m | 1,000 sq m or above | 3.00 |
| 12.00 m | 2,000 sq m or above | 3.50 |
| 15.00 m | 2,000 sq m or above | 4.00 |
Nagpur's explanation to Table 14-O is the sentence to read twice: where the two criteria are not satisfied simultaneously, the maximum permissible FSI shall be the minimum of that permissible against each of the two.
A 3,000 sq m plot on a 9 m road gets 3.00, not 4.00. A 900 sq m plot on a 15 m road gets 2.00. Road width alone does not buy the top band, and neither does plot size.
Nagpur also removes an option Pune keeps: the owner or developer shall not have the option to use TDR in the NMRC, and TDR shall not be received on plots within it. In Pune, TDR is allowed on TOD plots but must be used in a one quarter share alongside premium FSI at every stage of utilisation, and only where TDR is unavailable may the Authority permit the entire potential to be taken as premium FSI.
What the additional FSI costs
Regulation 14.2.1.2.1 prices the FSI above base at a percentage of the Annual Statement of Rates land rate, without applying the guidelines in it.
| Additional FSI used for | Premium |
|---|---|
| Tenements of 60 sq m or less | 30 percent of the ASR land rate |
| Remaining FSI, residential or commercial | 35 percent of the ASR land rate |
Half the premium goes to the Planning Authority concerned with the urban transport project, half to the Project Implementing Authority. In Regional Plan areas, half goes to Government through the district Town Planning and Valuation offices. And under Regulation 14.2.1.15, scrutiny fees, hardship premium and FSI premium collected in a TOD zone are kept in a separate head and used for the metro project.
That is the deal in one line: the density is sold, and the proceeds build the line that justified the density.
There is a condition on the grant, too. Regulation 14.2.1.2.2 provides that additional FSI is granted only after the Authority has done an Impact Assessment on city and sector level infrastructure, amenities, traffic and environment, with mitigation measures and a time bound action plan, and an Integrated Mobility Plan covering interchange between modes, parking management, non-motorised transport, last mile connectivity and pedestrianisation. Local Area Plans are to be prepared with participation of local residents within four months.
What the developer gives up
The FSI is not unconditional, and the conditions change what gets built.
Chapter 14, Regulation 14.2.1.3, Tenement Size bounds tenements at both ends: minimum 25 sq m and maximum 120 sq m of carpet area. And tenements equivalent to at least 50 percent of the total FSI must be of a size equal to or less than 60 sq m carpet. Those tenements shall not be allowed to be clubbed or amalgamated in any case.
In a redevelopment scheme the rehab component may be relaxed, but the free sale component must still put 50 percent of residual FSI into small tenements, except on single building redevelopments below 1,000 sq m. In a mixed use building, the 50 percent is computed on the FSI used for residential purpose. And a developer who wants to build that small tenement component elsewhere in the same TOD zone may do so, paying the Municipal Corporation the difference in ASR sale rates as premium.
Chapter 14, Regulation 14.2.1.6, Parking halves the requirement: parking in a TOD zone is at 50 percent of the ordinary UDCPR parking figure, and no on street parking is permissible unless the integrated mobility plan specifically allows it.
There is an incentive alongside. Within 200 m of a metro station, a developer who provides public parking over and above the requirement pays no premium on that area, and gets a discount on 50 percent of it against the premium for additional FSI. The conditions are strict: built form, minimum 100 sq m at one place on ground, stilt or first floor, independent access from a major road, handed over free of cost to the Planning Authority before Occupation Certificate, not counted towards FSI, and not operated by the owner, developer, society or company that built it.
Three provisions change the street rather than the building, and they are easy to miss when reading for FSI.
No compound wall or fencing is permissible on the plot boundary facing the road, and 50 percent of the front margin, minimum 3.0 m, must be kept accessible to pedestrians as footpath. Fencing goes on the receded boundary behind it.
Large wholesale stores above 500 sq m built up, car dealer showrooms, warehouses, auto service centres and garages are not permissible in a TOD zone at all.
Development within 20 m of the edge of the metro rail needs prior NOC from the Metro Railway Authority under the Metro Railways (Construction of Works) Act, 1978.
Chapter 14, Regulation 14.2.1.11, Provision of Inclusive housing shall not be applicable in TOD zone then removes an obligation. Inclusive housing does not apply in a TOD zone. The 50 percent small tenement rule stands in its place, which is a different instrument aimed at the same result: it produces small flats for sale on the open market rather than a set aside pocket at a controlled price.
The escape hatch
Regulation 14.2.1.13 is short and worth knowing before assuming TOD is compulsory.
If a development on a plot in a TOD zone is proposed within the base permissible FSI, without TDR or premium FSI, then all other provisions of the Principal DCPR apply instead. An independent unit or bungalow for self-use may likewise be developed within base FSI under the ordinary rules.
So the tenement size rule, the parking halving and the wholesale store ban all arrive with the extra FSI. A plot owner who does not want them can decline the density.
For plots straddling the boundary, Regulation 14.2.1.2.4 splits it: where 50 percent or more of the plot falls inside, the regulations including FSI apply to the whole plot. Where less than 50 percent falls inside, TOD FSI applies only to the part inside and the Principal DCPR governs FSI outside. And where a plot falls only marginally inside, meaning less than 10 percent or 500 sq m whichever is less, the owner chooses which rulebook to follow.
PCMC's BRT corridor is a different instrument
Chapter 14, Regulation 14.2.5, Regulations for BRT Corridor in Pimpri-Chinchwad Municipal Corporation does not use premium FSI as its main lever at all. It keeps basic FSI at 1.00 throughout and builds the potential mostly from TDR loading.
| Road width | Basic FSI | Premium FSI | Max TDR loading | Max building potential |
|---|---|---|---|---|
| Below 9 m | 1.00 | None | None | 1.00 |
| 9 m to below 12 m | 1.00 | 0.50 | 0.75 | 2.25 |
| 12 m to below 15 m | 1.00 | 0.50 | 1.00 | 2.50 |
| 15 m to below 24 m | 1.00 | 0.50 | 1.25 | 2.75 |
| 24 m to below 30 m | 1.00 | 0.50 | 1.50 | 3.00 |
| 30 m and above | 1.00 | 0.50 | 1.75 | 3.25 |
Note the first row. Below 9 m there is no premium FSI and no TDR at all: the plot stays at 1.00. A BRT corridor plot on a narrow lane gets nothing from this regulation, which makes the road width test here binary rather than graded.
What the register shows
Anita Rao scouts micro-markets for a mid-size developer, and her question about a metro corridor is not what the FSI ceiling is. It is whether the flats being launched there have actually got smaller.
That is measurable, because MahaRERA publishes the building level unit tables, but only partly. Only about a third of registrations file the building level floor_summary table at all, and none of them file carpet area per flat. So the register can show the count of units a project proposes and the buildings they sit in, but it cannot show whether they cross the 60 sq m line.
What it does show, and what matters more for a corridor read, is the shape of supply: how many registrations have gone live within a district over each of the last few years, how many units each proposed, how many are sold, and how the possession dates have moved. Combined with the corridor's own geography, that is the absorption picture the FSI table is trying to create.
Names and numbers in this story are illustrative.
Frequently confused with
- Whether the road width makes your plot R1 or R2
- Parking requirements, and the factor that multiplies them
- Inclusive housing: 20 percent for EWS and LIG
- Where TDR may never land
Where the filings come in
A TOD premium receipt, an Impact Assessment and an Integrated Mobility Plan all sit with the Planning Authority, not with MahaRERA.
The register shows the outcome: for every project near a corridor, the filed land area, the buildings and their floors, the sanctioned and sold units where filed, the promoter's extension history with the reasons given, and any complaints or litigation, free at reragenie.com.
ReraGenie's area consolidated report, Rs 2,999 for the first project and Rs 1,999 per additional one, reads a whole micro-market that way, which is the unit of analysis a metro corridor actually needs.
Source: Unified Development Control and Promotion Regulations for Maharashtra, UDCPR as updated 30 January 2025. Sanctioned under the Maharashtra Regional and Town Planning Act, 1966.
Evaluating a micro-market or a land parcel?
The ReraGenie project analysis reads every filing in your competitive set: supply, absorption, pricing and promoter records. Rs 2,999 per project, area consolidated reports from Rs 2,999.
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