©2021 International Transaction Journal of Engineering, Management, & Applied Sciences & Technologies

ISSN 2228-9860 eISSN 1906-9642 CODEN: ITJEA8

International Transaction Journal of Engineering,
Management, & Applied Sciences & Technologies
http://TuEngr.com

A Systematic Process for the Evaluation of

Successful Application of TOD in Indian Cities
Deepshikha Jain1*, Bandana Jha2, Ekta Singh3, Rashmi Ashtt4

1
Amity School of Architecture & Planning, Amity University, Sec- 125, Noida, U.P., INDIA
2
Architecture and Planning Department, Amity University, Sec- 125, Noida, U.P., INDIA
3
Amity School of Design, Amity University, Sec- 125, Noida, U.P., INDIA
4
Hindu College of Design, Architecture, and Planning, Sonepat, Haryana., INDIA
*Corresponding Author(Tel: +91-7404245876, Email id:ar.deepshi@gmail.com).
Paper ID: 12A11H Abstract
Volume 12 Issue 11 As per the literature study, Transit-Oriented Development is a concept
Received 02 June 2021 that has many definitions and perceptions perceived differently by
Received in revised form 09 every author as it varies according to the demand of the situation. Thus,
September 2021 many researchers have been already done to measure the success of Transit
Accepted 15 September
Oriented Development around the world, with handbooks and guidebooks on
2021
Available online 24
how to plan for TOD and others. Since India is a developing country and
September 2021 there is an urge to make changes in the planning system to achieve
Keywords: sustainable development such that most of the problems can be handled.
Framework design; Indian Thus, this concept is being tried in the Indian government in many cities by
Cities; Step by step this or another way whether it is directly planned as Transit Oriented
approach; Transit-Oriented Development concept, or in the form of mobility in Smart City Mission, or
Development TOD; City
many more. Thus, this paper has developed a step-by-step procedure to
planning; TOD planning;
evaluate the readiness for the application of a successful Transit Oriented
Smart Growth
Development Development through high-quality transport availability with mixed-use
development and public space with other important factors for successful
application of Transit Oriented Development leading to a healthy, safe,
sustainable, and environmentally friendly city or area.
Disciplinary: Transportation Science, City Planning & Sustainable
Development.
©2021 INT TRANS J ENG MANAG SCI TECH.

Cite This Article:

Jain, D., Jha, B., Singh, E., and Ashtt, R. (2021). A Systematic Process for the Evaluation of Successful
Application of TOD in Indian Cities. International Transaction Journal of Engineering, Management, &
Applied Sciences & Technologies, 12(11), 12A11H, 1-12. http://TUENGR.COM/V12/12A11H.pdf DOI:
10.14456/ITJEMAST.2021.239

1 Introduction
Cities in developing countries are increasing at an exceptional rate and it is expected that
over upcoming years, the world’s population is going to increase at a high rate which will lead to

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the rapid increase in automobile ownership thus, becoming the major reason for many problems
like traffic congestion, environmental degradation, ill health, insecure places for women to work or
travel, accidents, and many more. This will also lead to huge pressure on renewable and non-
renewable resources. These problems lead to urbanization and haphazard growth which needs to be
tackled in a sustainable manner such that resources can be utilized efficiently. Therefore, after a
review of vast literature review, it was identified that Transit-Oriented Development is one such
sustainable development strategy where people can afford the cost of travel through the means of
mass transit and reside in the affordable housing constructed at a walkable distance from that mass
transit and other, day to day facilities required by the individual despite using private modes
transport for such needs.
Thus, this research was aimed at identifying the readiness of the Indian cities to apply the
concept of TOD for which firstly, we tried to identify the criteria and indicators which are
responsible for the success of the Transit-Oriented Development based on the vast literature review
and after creating the scale for evaluating the TOD policy (Jain & Singh, 2019). Further, two surveys
were done by conducting a structured interview (questionnaire) among the experts of TOD from all
over the world especially from seven Indian cities and the general users of Ahmedabad (because
this was the only city with implemented TOD in India). Thus, this paper has developed a step-by-
step procedure to evaluate the readiness for the application of a successful TOD through high-
quality transport availability with mixed-use development and public space with other important
factors for successful application of TOD leading to a healthy, safe, sustainable, and
environmentally friendly city or area.
2 Literature Review
As per the literature study, TOD is a concept that has many definitions and perceptions
perceived differently by every author as it varies according to the demand of the situation. Thus,
many researchers have been already done to measure the success of TOD around the world,
handbooks and guidebooks on how to plan for TOD, and others. Since India is a developing country
and there is an urge to make changes in the planning system to achieve sustainable development
such that most of the problems can be handled. Thus, this concept is being tried by the Indian
government in many cities in this or another way whether it is directly planned as TOD concept, or
in the form of mobility in Smart City Mission, or many more. So, it becomes important to check
whether our Indian cities are ready for the TOD to be applied in this situation where the most
important aspect of TOD.
3 Criteria and Indicators
After grounding a whole lot study, five main parameters have been enumerated having
additional significance to measure TOD defining compactness, mixing of land uses, and
encouraging populace to cycle and walk through urban design, concurrently the safety of people as
well as concentrating on economic development is also taken into consideration. Within those
criteria, subsequent indicators are accredited as an amalgamation of spatial and non-spatial, to
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evaluate the numerous aspects of this concept adequately although being measurable and even
quantifiable at the same time.
The characteristics of TOD are multi-dimensional and influence various stages of planning,
implementation, assessment, or evaluation(Thomas & Bertolini, 2017). The study of TOD made,
lead to a large set of indicators that must require. Each dimension act as a criterion for successful
TOD planning (Singh, 2015). Distinct indicators can evaluate each criterion. This study considered
5 criteria each with 4 indicators, making it to 20 indicators for calculating the success of TOD in
India.
4 Methodology for Framework Design
To design a framework to evaluate the success of TOD in India, the importance of all the five
criteria with 4 indicators each was evaluated on the three scales of TOD levels in India based on the
policies studied of all the TOD in the Indian cities as mentioned in Jain et al., 2021 and Jain et al.,
2020, questionnaire survey done amongst the experts of those cities and even survey done with
users of Ahmedabad. Figure 1 shows the framework designed where the links of all the three TOD’s
are understood with all the five criteria and 20 indicators individually.

Figure 1: Framework Design for the Success of TOD in India.

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 Figure 1 clearly states that experts, stakeholders, and policymakers of Area level TOD give
importance to D1, D2, and D4 indicators of Demography aspect which depicts Residential mass,
Commercial mass and Charisma- Urban Design, building footprint density. Similarly, the importance
of other indicators are identified likewise all the indicators of Land use and Environmental aspect
are taken into consideration and 3 indicators are considered more important each for Travel and
Economic aspect in Area level TOD i.e. on-street parking density- for commuters, residents, and
shared parking, mode of connections to a transit station (Non- motorized and walkable environment and
road density leading to last-mile connectivity and employment density, private venture and tax earnings
of municipalities are given more importance respectively. Likewise, important indicators are
evaluated for the other two TOD levels i.e. City and Station level.
This whole process framework evaluation leads to the calculations of the elements of TOD
which could lead to smart growth development of the cities in India. The important indicators
identified through the above-mentioned process from all the five criteria could act as the elements
for the TOD in Indian cities. Those indicators are Residential mass and Amount of mixed-use
planning from the Demography aspect, diversity of land uses- location efficiency, affordable housing,
planning schemes and design based planning from Land use aspect, on-street parking density- for
commuters, residents, and shared parking, mode of connections to a transit station (Non-motorized and
walkable environment and road density leading to last-mile connectivity from Travel aspect, all
indicators from Environmental aspect i.e. sensitivity of security, comfortable access to transit modes
by walking and cycling, connectivity to non-motorized transport mode, pedestrianization and feature of
good atmosphere, fitness and finally from the last criterion i.e. indicators from Economic aspect are
private venture and tax earnings of municipalities.

Figure 2: Elements of Smart Growth Development

5 Strategic Planning Process for the Evaluation of a Successful

Application of TOD
The above framework design describes everything about the important elements that have to
be present to make any development a smart growth. Now the question arises about the strategic
planning process using the above-mentioned elements that can be used as a tool for the successful
planning and finally implementation of a successful TOD especially in Indian cities. Therefore,
below a flow chart is shown which has been developed using all the answers received from surveys
and the analysis done during this whole project.

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 STEP 1 Formation of Institutional Coalition
• Department of Transportation
• Department of Community Affairs
• Regional Transport Authority
• Regional Planning Councils
• Local Governments and Municipals
• Transit Agencies

Existing Conditions Review Previous Studies Issues, Concerns, and

• Land use/ Zoning • Focus on Opportunities
• Development Plans recommendations and • Gathered refined during
• All Modes where they stand first two meetings
• Recent Programs/ • Public Participation
Projects
• GIS Mapping
Framing Objectives of
Planning TOD

STEP 2 Location Selection through

STEP 3 Regional Survey

Demography 1. Residential Density

Aspect • Residential mass >5000person/m2
• commercial mass 2. Commercial Density
• Employment mass >2000person/m2
• Charisma- Urban Design, 3. Employment Density
building footprint density >50person/acre
4. Availability of Community
Diversity

Site is unsuitable
STEP 4 Yes Whether it meets the No
and needs to be
Demography objectives? changed
Land Use
Aspect • Diversity of land uses-
location efficiency, efficient 1. Diverse uses leading to a variety of
land use pattern services
• Affordable housing 2. Existing proposals for affordable
• Planning schemes housings
• Design based planning 3. Framework for renewal of planning
schemes every 5 years
4. Integration of LAP/ SAP

The site is
Yes No unsuitable and
STEP 5
Whether it meets the
needs to be
Travel Aspect Land use objectives?
changed
• Transit ridership w.r.t
public transport
• Parking density 1. Trips of public transport >70%
2. Availability of short-term and long-
• Mode of connections to
term parking
the transit station
3. Minimum mode of connections to
• Last-mile connectivity
station >2
4. Variety of mode of transport
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 No The site is
Yes
STEP 6 Whether it meets the unsuitable
Travel objectives? and needs to
Environmental
be changed
Aspect • Safety and security
• Non-motorised
1. Proximity to the Police station (<2km), a
transport mode
large number of shops, and eating joints
• Walkable and cyclable
with appropriate lighting at night.
paths
2. Direct, attractive, safe pedestrians paths
• Livability- the quality
and cycling linkages
of air, health
3. The minimum distance between transit
stations should be between 500m-
1000m
4. Walkable access (500m- 1000m) to
commercial centers, green spaces, and

No The site is
STEP 7 Yes Whether it meets
the environmental unsuitable and
objectives? needs to be
Economical Aspect
changed
• Employment levels
• The density of Business
establishments 1. Proposed TOD leads to
• Private ventures economic development and jobs
• Tax earnings of creation
municipalities 2. Local low-value businesses
should not be replaced by high-
value retail chains
3. Proposed TOD leads to private
sector initiatives through PPP
for funding and financing
mechanisms
4. Exploring income generation
possibilities through rental
STEP 8
income, Parking fees, etc.
Action of Plan
• Coalition agrees to the confirmation of TOD
and site
• Further, the coalition continues to meet over
Whether it meets No
the project progress to oversee the following Yes
the TOD planning Eliminate
actions:
objectives? the site
1. Specific agencies & groups assigned as
lead- support for action
2. Public participation in planning process
3. Follow up presentations and updates
4. Revisit action plan beneficiaries

Figure 3: Strategic Planning Process for a Successful TOD.

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 Successful implementation of Transit-Oriented Development faces major problems
especially having a vigorous process that leads to the development. The above flow chart explains
the strategic planning process for the success of TOD in Indian cities which offers a potentially
workable process toward TOD project development. Following are the steps to be taken:

Step 1: Launch of the Institutional Coalition

The institutional framework is very essential as it supports TOD projects in every path
(Dittmar & Ohland, 2004). Successful TOD projects require a stronger and more flexible framework
of institutions especially in India due to the variety of existing situations in all cities that cannot be
considered or developed similarly. Initially, there is a need to identify the list of a diverse range of
experts and departments to be involved with their role in the project planning and development
which can further lead to the establishment of the forum for the coordination of those stakeholders
in maintaining the stability in the development and execution process.
Different departments playing different roles in the making and development of the TOD
projects are to be coordinated with each other to make it a success. These departments include
“Department of Transportation”, “Department of Community Affairs”, Regional Transport Authority”,
“Regional Planning Councils”, “Local Governments”, “Transit Agencies”, “Municipals”, and so on.
“The initial challenge is the development of a clear and supportive institutional framework
for TOD and this section includes the establishment of agreed criteria for TOD project selection”
(Hale, 2007). The process of selection of project TOD should be in the light of identified objectives
and the establishment of the structure should be flexible and open to adapt and even change for the
betterment.
Step 2: Selection of Location and Framing Objectives

The next step is to identify the potential location for the execution of a successful TOD i.e.
that fits the policies, paths, and criteria identified for the project selection. For this firstly, a range
of available locations are identified for the application of TOD using the information received by
going through the existing conditions, previous studies and issues, concerns, and opportunities
related to that location. Likewise, this information is collected from the detailed study of Land use/
Zoning Plans, Development Plans, or other modes like recent programs or projects in those areas
and maybe through GIS mapping. Similarly, this process of identification of location continues with
the understanding of previous studies done on those sites i.e. the recommendations and their
existing situation.
Finally, this process comes up with answers to the issues, concerns, and opportunities on
that identified site which is shortlisted in the first two meetings of the department concerned as
well as adding up of the recommendations and suggestions through public participation which can
lead to the framing of the objectives for the planning of TOD in that location which could make it a
success.

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 As TOD theory tells us that locations selected for the TOD projects should be well served
with a high capacity and frequent transit to make it successful (Hale, 2007). Understanding Land
use/ Development plans assure the potential of the land in terms of its adequacy for new
construction. Thus, the site offering high-frequency transit service with multi-modal connections
to reach the concept of last-mile connectivity creates strong patronage for potential locations.
Step 3: Context Review Based on Demographic Aspect
After the selection of the location, it becomes important to find out the contextual and
planning issues to make the project successful for which as per the above listing of five aspects
following with 20 indicators, it has to be answered. Thus, starting from the Demographic Aspect
point of view, a detailed analysis of its 4 indicators i.e. residential mass, commercial mass,
employment mass, and Charisma- urban design, and efficient land use pattern are required to acquire
background information on which afterward project actions can be taken.
Therefore, a list of questions that need to be answered likewise “Residential Density
>5000person/m2”, “Commercial Density >2000person/m2”, “Employment Density >50person/acre”
and “Presence of the landmark of national importance which promotes community activity”.
Generalized data could be gathered to understand the existing scenario of that location in terms of
demographics and employment characteristics as well as the upcoming or the existing
developments of that location. An early estimate of the floor space and number of residences that
might be constructed in the future is also an important aim to be identified.
Thus when the answers to the above-mentioned questions are achieved and if they meet the
objectives of the Demographic aspect then another step could be taken else it can be said that the
site is unsuitable for the success of the TOD project or some further changes according to the
situation can lead to the achieving the objectives and henceforth to the next step.
Step 4: Context Review Based on Land Use Aspect
A mix of uses and local serving stores provide an opportunity to reduce travel by
internalizing trips and also supports a high degree of walking and cycling. It creates livelier, safer,
and vibrant areas with increased interaction among the people (Maheshwari, 2019). Thus, the more
diversity in and within the land uses including the affordability for the people who are majorly
subjected to walking and cycling by adding a planning scheme of affordable housing can add to the
success of TOD.
This criterion includes four indicators “Diversity of land uses- location efficiency”, “Affordable
housing”, “Planning schemes” and “Design-based planning”. For contextual assessment process, a
few questions need to be analyzed to check on the efficiency of the location which is “Diverse uses
leading to a variety of services”, “Existing proposals for affordable housings”, “Framework for renewal of
planning schemes every 5 years” and “Integration of LAP/ SAP”.
Thus, a generalized identification of the above-mentioned answers is, to identify to analyze
the existing situation of the location such that how much diversity is present and how much more

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is to be achieved to make the project successful. The affordable housing scheme is really important
for the success of TOD to make it affordable for the users and similarly with other schemes to make
it more sustainable. Similar to the method used in the above step, if all the criteria meet the
objectives of the Land-use aspect leads to another step that could be taken else it can be said that
the site is unsuitable for the success of the TOD project or some further changes.
Step 5: Context Review Based on Travel Aspect
Comfortable traveling by commuters i.e., transit ridership is found by many authors as one
of the vital aspects of TOD planning as it defines the transit service level by gazing at the
enlargement of transit users and thus, its consumption as development in terms of TOD cannot be
designed for those of saturated stations, hence, it should have optimum level utilization of transit
station by users. An adequate area under roads is required to ensure comfortable movement of
people and vehicles in an urban setting thereby ensuring connectivity (Maheshwari, 2019).
TOD encourages the use of public transport or non-motorized transport where the quality of
transit system contributes significantly (Renne, 2007a), (Newman, 2009). Intersections at a regular
distance ensure a reduction in the speed of the vehicles and signalized intersections would create
safer streets by reducing conflicts between the road users. Thus, leading to indicators like “transit
ridership with respect to public transport”, “parking density- for commuters, residents and shared
parking”, “mode of connections to transit station” and “last mile connectivity”.
Therefore, this involves understanding of the frequency of service, operating hours, current
and projected capacity, connectivity through “Trips of public transport >70%”, “Availability of short-
term and long- term parking”, “Minimum mode of connections to station >2” and “Variety of mode of
transport”. Similar to the above two context review of the two aspects, in this aspect also after
achieving the objective of travel aspect leads to the next step of context review concerning
Environmental aspect else failure in achieving this proves the unsuitability of the site and hence if
some changes can improve it then also next step could be taken.
Step 6: Context Review Based on Environmental Aspect
The station environment is very important for the success of TOD which targets the
locations with high quality or those with expecting renovations or replacements i.e. strong
opportunities for change (Hale, 2007). This encouragement of a pedestrian-friendly environment
around the TOD area will not improve the health and finally, the environment but will also increase
the footprints on road leading to the safety of people by making people aware of their
surroundings. This aspect covers indicators like “Safety and security”, “Non-motorised transport
mode”, “Walkable and cyclable paths” and “Livability- the quality of air, health”. “Our investments in
transit must be supported by land-use patterns which put riders and jobs within an easy walk of
stations” rightly said by Calthorpe, (1993). Since walkability is an essential element for high TOD
levels and it should be measured as it can be chiefly developed through city development through
planning and diverse land use.

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 Therefore, the question that arises to check the coverage of Environmental aspects in the
TOD project is “Proximity to the Police station (<2km), a large number of shops and eating joints
with an appropriate lighting at night”, “Direct, attractive, safe pedestrians paths and cycling
linkages”, “Minimum distance between transit stations should be between 500m- 1000m” and
“Walkable access (500m- 1000m) to commercial centers, green”. These are the important aspects to
validate the presence of the present criteria. Therefore absence or incompleteness of any aspect
leads to the unsuitability of the site for the TOD else meeting the objectives leads to the final step
important aspects to be considered i.e. Economic Aspect.
Step 7: Context Review Based on Economic Aspect
Most of the studies have mentioned the importance of financial development as an
important aspect of TOD. Some of the authors have mentioned this criterion in other terms like
financial returns by Belzer & Autler, (2002), property value by Renne, (2007b), Tax Revenue by TRB
(2005), and many more. According to them, TOD is all about engaging people in the surrounding
area itself for the various activities which will lead to better economic development, and areas with
higher economic development or tax returns will be having higher TOD levels which replicate the
elevated journey of people and even elevated stage of the success TOD in that neighborhood. Thus,
this criterion has been shorted down to four indicators together with “employment density”, “density
of business establishments”, “private venture” and “tax earnings of municipalities”.
For the contextual assessment process, a few questions need to be analyzed to check on the
efficiency of the location which is "Proposed TOD leads to economic development and jobs creation”,
“Local low-value businesses should not be replaced by high-value retail chains”, “Proposed TOD leads
to private sector initiatives through PPP for funding and financing mechanisms” and “Exploring income
generation possibilities through rental income, Parking fees, etc”.
These questions are framed to check the level of achieving or achieved objectives for the
Economic aspect and fulfilling of these answers the meeting of the TOD planning objectives or the
site should be eliminated for TOD project. Urban planning concerning the transport requires proper
balance in Economic respect which has to be maintained and reviewed to lift outcomes as make
improvements in the site selected as major TOD activities involves a noteworthy height of
alterations with growth away from the present conditions thus leading to the final step.
Step 8: Plan of Action
A development plan or the plan of action shall be organized and lodged as soon as possible
involving work details for further development and planning process for which important points
which are to be taken into considerations is “Coalition shall agree to the confirmation of TOD and
site”. Further, the coalition continues to meet over the project progress to oversee the following
actions:
1. Specific agencies & groups assigned as lead- support for action
2. Public participation in the planning process

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 3. Follow up presentations and updates
Finally, revisiting the action plan beneficiaries is important to make the TOD project a real
success. As Dittmar & Ohland (2004) has that “Entitlement risk is the risk associated with securing
the approvals, zoning and permits critical for the project to build and occupied.”
6 Conclusion
The survey with experts has led to many questions being answered and it has been identified
that TOD is misinterpreted as a device to increase Floor Surface Index (FSI). Master Plan lacks
dynamism which often dissociates themselves with ground realities makes TOD a failure, therefore,
design may not be enough to implement TOD on the ground. Even the availability of
multidisciplinary stakeholders with diverse interests’ i.e. inadequate transit agencies increases the
chances of failure of TOD. Thus, the lack of coordination between the regional governmental
coordination and the lack of collaboration and coordination between the development and real
estate communities leads to the failure of viable TOD.
Thus, this paper has developed a methodology to develop the process for the successful TOD
through high-quality transport availability with mixed-use development and public space with
other important factors for successful application of TOD leading to a healthy, safe, sustainable,
and environmentally friendly city or area.
7 Availability of Data and Material
Data can be made available by contacting the corresponding authors.

8 Acknowledgement
The authors appreciate the financial supports from the Double Twin Foundation, under the
contract number FG2021-987.
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Ar. Deepshikha Jain is an Architect- Planner and an Associate Professor at Hindu College of Design, Architecture and
Planning, Sonepat. She is a PhD student at Amity University, Noida. She got a B. Arch as well as her post-graduation in
Urban and Rural Planning from DCRUST, Murthal. She has acute interests in the Sustainable Growths of Cities.

Prof. Dr. Bandana Jha is a Professor, Artist, Architect, Project Manager and Green Building Consultant. She holds an M-
Tech & a PhD from IIT Delhi with a Gold Medal in Bachelors of Architecture from Institute of Environmental Design,
Gujarat. She was Dean of the Institute of Design, Engineering and Architecture at Rai University, Delhi. Her research
encompasses Energy Retrofit of Buildings.

Prof. Dr. Ekta Singh is Director at City Dialogue, Amity University Uttar Pradesh. She is an architect.

Prof. Dr. Rashmi Ashtt holds a Ph.D. in Urban Planning. She is Director of Hindu College of Design, Architecture and
Planning, Delhi NCR. She has won many awards including 'Proud to be an Indian Woman Award' by Saanwari Women
Power Club.

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