Develop pedestrian based TOD index to

measure TOD-levels in brownfield areas of

Noida
Cite as: AIP Conference Proceedings 2644, 030037 (2022); https://doi.org/10.1063/5.0104072
Published Online: 07 November 2022

Sahil Singh Kapoor and Tejwant Singh Brar

AIP Conference Proceedings 2644, 030037 (2022); https://doi.org/10.1063/5.0104072 2644, 030037

© 2022 Author(s).
 Develop Pedestrian based TOD Index to Measure TOD-
Levels in Brownfield Areas of Noida
Sahil Singh Kapoor1, a), Tejwant Singh Brar1, b)

Sushant School of Art & Architecture, Sushant University, Gurugram, India

a)
Corresponding author: kapoorsahilsingh@gmail.com
b)
brartejwant@yahoo.com

Abstract. Transit-oriented development (TOD), by integrating land-use planning with transit system is gaining importance
in Indian Metropolitan cities as a new urbanism strategy however, lack of similar research for large satellite towns like
Noida with medium to high densities is lacking. This paper attempts to assess and measure TOD based-pedestrian mobility
by performing a land-usage QGIS-based 500 meters walkability buffer analysis across 6 consecutive TOD stations in Noida
operational since 2009 based on identified TOD indicators characterized as urban development characteristics (density,
diversity and design) and transport characteristics (destination accessibility, distance to transit station and travel demand
management), combined into TOD index using Spatial multiple-criteria analysis (SMCA), which influence pedestrian
movement in and around TOD station areas. Determining pedestrian accessibility to navigate and access wide range of
mixed land uses falling within walkable limits from transit station using explicitly spatial types of analyses has still been
lacking in smart efforts towards TOD projects. Methodology used for this study is based on quantifying TOD-ness around
existing Noida Transit station areas using TOD index, calculated using SMCA to measure walkability levels with urban
planning and express TOD-ness and potential development of these TOD station areas. The results show calculation done
for various TOD indicators influencing pedestrian accessibility in and around metro station areas and identify on ground
issues impeding TOD based local pedestrian accessibility in Noida. Conclusion assigns TOD typology to all the six metro
stations based on the surrounding land-uses, activities and the role each station is performing in the transit corridor.

INTRODUCTION
In Developing countries, rich cities consume more energy as higher rising incomes result in more automobile use
and thereby emit more per capita Greenhouse gases (GHG) emissions. On the other hand, densely populated cities
become more energy efficient and reduce their per capita GHG emissions by locating higher urban density and
commercial activities near to transit system [1]. Maximum of future dense cities of the initial 21st century will be
South Asian cities comprising Indian cities such as Mumbai and Surat [2]. Transit Oriented Development (TOD) is a
multi-functional, moderate to high-density, compact, mixed land-use and pedestrian environmentally friendly
development around transit nodes that is achieved by providing a mixture of employment, accommodation, shop and
relax activities to transit users within walkable limits (maximum 800 meters) from transit station [3,4,5,6]. It is gaining
popularity in India as a smart growth policy framework and a new urbanism strategy [1]. Although several studies
conducted in developed nations (e.g., Australia, USA and European cities) examining the relations between transit
system and surrounding land use/cover change, which governs sustainable urbanization in the mega-urban regions,
yet lack of apposite research remain unexplored in emerging economies such as India [6,7]. Unfortunately, current
TOD discussion in India is only debating to add more floor spaces near a transit node in Indian Metropolitan cities
with already high densities, developing fear to turn TOD form into “Transit Adjacent development” (TAD) which
fails the walkability test of bringing development within a 10 minutes walking distance to transit station [1]. Current
land-use and transportation planning policies are limited to investigate the pedestrian needs, necessary for assessment
of the pedestrian-friendly environment for TOD planning [8]. Many current transit policies fail to explore the effect
of transit station on walking, bicycling and other travel modes. Thereby, the difference between car versus transit

10th International Conference on Applied Science and Technology

AIP Conf. Proc. 2644, 030037-1–030037-11; https://doi.org/10.1063/5.0104072
Published by AIP Publishing. 978-0-7354-4241-2/$30.00

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accessibility remains large especially in neighborhood areas by ignoring pedestrian accessibility to the transit stations
[9]. Singular objective of having public transit systems in many cities of developing countries is to enhance mobility
within cities with lack of focus on improving walking distance to a transit station [10]. Urban attractiveness to reach
transportation facilities in proximity is crucial accessibility indictor to influence land-use patterns and complement
each other [11]. The need of adjustments to arterial roads and collector streets in close proximity to important places
like housing, school, retail spaces and transport nodes like transit stations to serve as vital pedestrian routes instead of
only favoring vehicles and cars [12].
Determining pedestrian accessibility to navigate and access wide range of mixed land uses falling within walkable
limits from transit station using explicitly spatial types of analyses has still been lacking in smart efforts towards TOD
projects [13]. Moreover, they highlight understanding pedestrian environment encircling transit station as a key
component to understand TOD as all transit trips are pedestrian at least on one end. Local accessibility is a vital driver
of land-use change and planning of transport applications [11]. Trained planners should assess underlying accessibility
characteristics to develop robust master plans that can reduce home-work distance at neighborhood-level, curb traffic
congestion, uplift liability and quality of the built environment [11,12]. In Indian context, TOD indirectly exists in all
cities where primary land use along the major roads served by public transport has higher density with mixed-use
areas to cater wide range of users. However, it is the spatial planning of policies which decides whether TOD can
promote articulated densities, introduced strategically across parts of city to seek for higher development concentration
within accessible walking distance from transport node or lead to sprawl [7].
This research study contributes to understanding TOD in terms of walkability and categorizing active brownfield
MRTS station environments into TOD typologies. This study is useful for TOD policy formulation and embrace
planning effective future TOD. Moreover, this study assesses the general characteristics of existing metro station areas
to improve walkability and look for TOD potentials. The classification of TOD typologies will aid urban planners and
policymakers to better understand the complex interaction between land use and transportation and develop future
TOD guidelines for redevelopment areas, at neighborhood level and greenfield areas. TOD planning works better by
understanding the similarities and differences among different metro station areas across the city.

Aim and Objectives

The aim of this research study is to perform a land-usage GIS-based 500 meters buffer analysis of six elevated
transit stations in Noida city along the blue line MRTS stretch of Delhi Metro Rail Corporation (DMRC) connecting
Delhi-Noida and operational since 2009 using a TOD index comprising TOD indicators which can improve pedestrian
access to identified transit stations and pedestrian connectivity within TOD area. This paper primarily focuses on TOD
factors influencing pedestrian connectivity of the walkable environment and thereby, other larger issues related to
land-use and transportation connection such as density, diversity and land-use mix are considered. Also, the issues
and methodology presented in this paper is not only limited to asses walkability environment around transit stations
but can be applied to various local destinations where walkability is a key concern such as neighborhood areas, bus
stops, schools and health clinics. The study has following objectives –
1. To identify major inhibiting factors which discourage pedestrian movement to the identified TOD
corridor/stations in Noida city.
2. To develop TOD index based on identified TOD indicators which can influence pedestrian accessibility in
an around TOD nodes walkable limits.
3. To determine whether adjacent land-use patterns around transit corridor complement each other to improve
quality of the life of the neighborhood residents.

LITERATURE REVIEW

Need of TOD in Large cities and Satellite towns

The existing literature predominantly explores potential of land-use and public transport integration mainly in
metropolitan areas with high urban population densities and high-capacity transport infrastructures [14]. Conversely,
very little focus or no meaningful discussion is put on areas with medium to high densities such as satellite towns and
large cities as here station’s catchment area is accessed by different forms of modes (for instance biking, feeder buses,
cars and other public transport) and not only by walking. Neighborhood areas in metropolitan cities where residents
access more jobs using cars rather than relying using transit [9]. The existing literature completely overlooks the

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characteristics of transit accessibility to improve access to transit stations and thereby increase transit ridership and
job accessibility [1,2].
Most existing literature studies overestimates the effects of urban design as one effective key element to implement
TOD strategies while neglecting other efficient tools directly related with the level of public transport service based
on the Node-Place model analysis [5,15,16]. Application of three dimensions of TOD (density, diversity and design)
managed to reduce total vehicle miles travelled only by 3-5%, which ask to focus on transit characteristics as well
such as quality of transit service and facilities available at transit station to generate more local pedestrian trips in
TOD area [8].
TOD in Delhi has limited itself to bring desired land-use changes along its Mass Rapid Transportation System
(MRTS) corridor or stations owing to lack of focus on pedestrian connectivity interventions missing in their land-use
policy and has in turn encouraged land cover change in Delhi’s peripheral areas [7].
The current spatial and transport planning approach in Indian cities is an independent exercise. The preparation of
Master plans as a statutory document comprises of land-use planning and guiding development control regulations to
implement them over a horizon period (15-25 years) with primary objective to accommodate future growth as well as,
in a limited manner, identify the future proposed transport road network and nodes without explicitly understanding
interaction among various land-uses. Moreover, transportation studies are politically-driven priority rather than a
continuous part of Master plan based on modelling-based results to build ring roads, elevated flyovers and metro
system, limited to achieve integrated vision of land-use and transportation planning. In developing nations such as
India, transit planning for cities depends on city-specific features which vary considerably in economic activities,
population, topography and urban built-form, which asks to prepare ‘Transit plans’ to intrinsically link transit planning
with land-use planning to assuage uncontrolled urban sprawl and allow future key social and economic activities
located near pre-planned transit network [10]. However, to do so, effective assessment of the current base situation is
key to determine possibilities of planning TOD around identified transit nodes by quantitatively measuring various
urban development and transit characteristics associated with TOD within walking distance to transit station [5,15,16].

Why TOD is good for Indian cities?

In middle-income countries like India where urban expansion is common to penetrate into adjacent regions of
cities due to excessive personnel car use, TOD solutions are crucial as they offer high-density, mixed-use
neighborhoods and commercial activities around public transport nodes [17]. TOD is a tool which can embrace
sustainable development and smart growth in densely-populated city like Dhaka with uncontrolled urbanization [18].
TOD is a best option to facilitate walking and bicycling through its urban design near to public transport nodes like
BRTS and MRTS to minimize demand for private transportation and thereby, reducing number of private vehicles on
the road. The modal share of walking and cycling is comparatively higher in medium cities (0.5 to 1 million
population) and large cities (2-5 million population) against metropolitan cities with more than 5 million population.
However, percentage share of public transport in Mega-cities – Delhi and Mumbai are higher and relatively lower in
large cities (2-5 million population) and much lower in medium cities like Noida (<1 million population) which asks
to improve different types of sustainable non-motorized urban mobility forms such as bicycling and walking properly
interconnected with their metro system [19].
Restoring the lost relationship between land-use and transit integration due to rampant unplanned urbanization and
proliferation of automobiles in the 20th century is one of the fundamental aims of the Indian transit policies. However,
despite having the National TOD policy and its various state TOD policies, TOD implementation faces two critical
barriers. The first remains the preparation of local area-level TOD influence zone plan using numerous urban planning
interventions and the second challenge is related to sustainable funding sources necessary for capital-intensive transit
corridor development [20]. Consecutive master plans prepared of many Indian cities have failed to integrated urban
development with Transportation planning which not only underestimates future population growth, but also fails to
assign adequate urban land for future urban expansion and mobilize enough funding to build roads and transit networks
[21].
Contemporary planning focuses on TOD as an effective development strategy to overcome ill effects of urban
sprawl, traffic congestion, air pollution, and inefficient use of available resources mainly land and fuel. Many Indian
states such as Maharashtra, Madhya Pradesh, and Haryana have come up with exclusive TOD policies to successfully
implement TOD and its replication in Indian cities. However, transit-oriented urbanism is much more than just
encouraging urban development near the transit station/corridor. Successful TOD implementation requires a ‘Form-

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based approach’ as a paradigm shift away from conventional zoning where building codes not only create building
envelopes but also emphasize its relation with adjacent land-uses and streetscape [22].

Metrorail and Land-use change using accessibility

Historically, the evolution of car-oriented infrastructure along with supporting transportation infrastructures such
as national highways has not only led to suburbanization and urban sprawl of cities, especially American cities but
has also altered existing urban forms to change along with its shape and density to follow automobile-oriented
urbanization [7]. Automobile oriented urban mobility not only increases traffic congestion in urban areas but also
separates areas for different racial or ethnic groups. For instance, South African cities where major economic centers
are located close to ‘white’ settlements and away from labor areas, which increases their daily commuting distance
[23].
Also, the budget of road repair and maintenance, especially State highways increases notably with the unexpected
burden of local traffic congestion [24]. Thereby, for decades, researchers have been investigating several studies to
analyses the negative impact on urbanization patterns due to the advancement and innovation in transportation
technology which increases automobile dependence and GHG emissions in urban areas.
TOD can be adopted to address both the areas characterized by higher urban densities and sub urban areas with
the growing problem of declining accessibility. The research literature study the relation between TOD, as a mixed
land use development concept and transit ridership by examining the impact of a specific land use essential for TOD
on travel behavior [24]. The measure the prevailing TOD-degree levels in an urban area, various indicators such as
land use density and diversity, mixed ness and existing number of retail and commercial activities are mapped in the
study area [25]. The basic notion of TOD is that by creating compact communities with diverse functions and mixed
dense development located within walkable and bicycling limits from the metro station can be quickest and most
successful tool to decrease automobile dependence and limit horizontal growth within the urban areas [26]. Stronger
residential supportive activities such as schools, retail shops, employment centers, and shopping complex incline to
establish themselves in the neighborhood area of the transit stations [26]. However, successful TOD planning not
only requires access to public transport and high density but also ask for careful coordination among urban local bodies
and regional authorities, prior understanding of real estate markets and housing options and Public private partnership
(PPP) formations [1]. Pedestrian oriented design characteristics such as well-connected and lighted walking paths are
must to be considered in planning to succeed TOD [27]. Some typical issues and challenges which have hindered the
implementation of TOD to reach the desirable outcomes are lack of support from real estate markets owing to complex
collaboration for transit surrounding area development, limited coordination among urban and transport planners to
identify transit node and delineate surrounding area available for TOD, and supporting policies and regulations [28].
It is the hierarchical combination of transit systems with walking and riding, higher concentration densities and land-
use diversity which has caused the transport corridor development more important than considered ever [26].

What is TOD index?

TOD index is a potential device to measure a particular development project “TOD-ness” levels which is both,
backward-traceable and forward-looking planning application based on essential TOD indicators namely walking
distance to transit (maximum 800meters), high-efficient and reliable transit services, land-use mix encouraged by
walkability with retail and infrastructure services, sufficient density and managed parking [3]. TOD indicators are
measure at three different scales – station-area level, transit corridor level and city area-wide level, which requires
multi-scalar and multi-criteria spatial analytical assessment tools like Spatial Multi-Criteria Analysis (SMCA) using
QGIS platform [5,15,16]. SMCA is capable to assess multiple TOD indicators spatial in nature and allow stakeholders
or decision makers to assign weights to them and arrive at a composite TOD index value. TOD index aid in framing
TOD policy for any region by comparing TOD-ness levels of different station areas at local scale in terms of their
user-friendliness, pedestrian access to transit stations, potential of economic development in the surrounding area and
suggesting places around transit nodes where urban development has high inclination for transit orientation, but poor
pedestrian connectivity to transit station and vice versa [5,15,16]. Based on TOD index recommendations, detailed
TOD policy for implementation can be prepared for the whole region encompassing each station area with specific
lacking TOD characteristics such as adequate cars and bicycle parking, extra space for retail shops or improving
accessibility and higher densities to increase number of jobs.

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 ASSESSMENT METHODOLOGY
Implementation of future TOD projects is a multi-functional approach, which asks for scientific analysis methods
such as SMCA framework to measure, assign and arrive at an overall TOD level values by aggregating multiple
identified spatial indicators [25]. Using the SMCA, we can measure and combine various spatial indicators linked
with TOD into a single TOD index, using GIS platform, which can be used to guide public investments for TOD
projects planning, and identify locations or hot-spots suitable for future TOD-ness based on existing situation as well
as identifying new suitable TOD project area with better transit connectivity [5,15,16]. However, SMCA limits itself
to understand the heterogeneous built environment area characteristics surrounding different stations within the TOD
network and thereby, is only suitable to uncover the extent to which an area is suitable for transit-oriented based
development [4]. Vehicle Kilometers Travelled (VKT) has been used as TOD performance measure tool in the
Western world countries as here people tend to combine transit with bicycle and walking for daily commuting purpose,
resulting in lower VKT as one goal of TOD and owing to availability of rich-data information, it is possible to evaluate
their case cities, lacking in the Indian context [25].
The Node-place analysis model is used to achieve research goals of this study as it defines characteristics of
transport node and surrounding urban development characteristics to fill the gap identified in the existing literature.
Here, ‘Transport Node’ refers to the transportation quality service and intensity, the attractiveness of the transportation
modes, thorough accessibility and number of directions served by transport system. ‘Place’ measures the functional
mix of diverse land-uses, and land-use intensity surrounding transit node [14]. With respect to urban transit and land-
use integration, an urban transit network comprises of four key elements: transit nodes, linkages interconnecting transit
nodes, transit ridership as flow of people, and valuable land surrounding transit nodes [4]. It is the complementarity
effects of two or more transit nodes which allows to reap value added synergy effects within a network. Instead of
focusing recent research only on individual transit node for assigning transit-oriented development-based level value,
focus should be expanded to evaluate the role of TOD node within the entire TOD network and assigning TOD
typology to an individual transit station not only limited to number of final destinations trip to a specific station and
its built-form indicators, but also considering different non-motorized mobility forms available around a TOD node
[4]. It is imperative for metropolitan cities in developing nations to develop TOD typologies which can respond to
emerging market realities, consumer preferences and local conditions rather than adopting a standardized approach
[10]. The study area around transit nodes is limited to 500 meters and will consider only bicycle, pedestrian networks
and other intermediate feeder transport routes as mobility options to stations' catchment areas.

Identification of the study TOD Indicators

Urban Density (higher number of employments, people or Dwelling units per unit land area), Design (Urban Street
design with narrow roads and smaller building blocks) and Diversity (Greater land use mix) are considered crucial
variables to achieve TOD [4]. Later, three new dimensions have been added to complement the built environment:
Destination accessibility, distance to transit station, and travel demand management [35]. Above six dimensions often
overlap to impact residents travel choices and their interrelation depicts that implementation of TOD can’t be achieved
through isolated criteria and thereby, requires multi-dimensional approach [4,5,15,16]. There are 8 criteria categorized
as urban development and transport characteristics which have been used to identify number of indicators proposed
in past literature TOD case studies however, actual shortlisting of indicators has been done according to existing
situation area and availability of data to measure proposed indicators [5,15,16]. Table 1 lists various selected TOD
indicators and their data source, falling under six dimensions based on the literature review of various international
TOD case studies done within a comfortable walking distance.

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 TABLE 1. Selected TOD Indicators
TOD Dimension Criterion Indicator and Unit Data sources
Urban Development Characteristics
Density Population densities Population per square Census of India 2011
kilometer (Person/km2)
Diversity Land-use Diversity Land-use diversity Noida Master Plan
measured using Entropy (NMP) 2031
within analysis area
Design Intersection density Number of street Google Earth
intersections per square
kilometer
Car Parking Car Parking facility in Delhi Metro Rail
TOD area Corporation Limited
(DMRC) website
Bus stops Number of bus stops per Delhi Transport
unit catchment area Corporation and Google
Earth
Transport Characteristics
Destination accessibility Local destination accessibility Mixedness of residential NMP 2031
land-use w.r.t other land
uses
Distance to transit Access and accessibility Interchange to other DMRC website
station routes at the same transit
station
Travel demand Transit station Ridership Transit station footfall DMRC
management User-friendly transit station Basic amenities like DMRC
ATM at the station

CASE STUDY AREA

The three-post transit era Noida Master Plans – 2011, 2021, and 2031 – have limited themselves to understand
spatial impacts of MRTS on surrounding land use, which can be taken as an opportunity to increase urban density
along the existing/proposed metro corridor to tackle rapid urbanization of this satellite town where population is
projected to triple by 2021 from the 2011 [29]. Noida – a satellite town to Delhi is experiencing fast urbanization
growth as it was induced to bear additional population influx of Delhi. Although, infrastructure and related utilities
have been well planned in the city to develop it as the largest planned industrial township of Asia, yet sector-based
land-use planning have failed to balance existing and proposed land-use patterns [30]. About 45% of the daily travel
mode trips are made through walking, which are encouraged by high intra sector walk trips [31]. Moreover, nearly
60% of person trips are confined within 1 kilometer distance and majority of trips happen for work, leisure or education
purposes. Noida master plan 2031 talks about the possible modalities of ‘Mixed us zoning’ concept along the arterial
roads to encourage blending and interaction of a variety of commercial and public and semi-public land uses in the
residential sectors. Also, mixed residential development emphasizes a combination of group housing, plotted or flatted
development with linked open spaces and social interaction facilities within the individual sector to bring in social
cohesion and eradicate social exclusion. However, master plan doesn’t specify particular selected streets for mixed
land use implementation. Fig. 1. below shows existing land-uses used for this indicator namely residential, industrial,
commercial, public and semi-public, transportation and recreational along six identified elevated metro stations
namely Sector -15, 16, 18, Botanical Garden, Golf course and Noida City Centre in Noida on the Blue line of DMRC.

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 Figure 1. GIS-based 500 meters walkability buffer analysis across 6 consecutive TOD stations in Noida

CALCULATION OF TOD INDICATORS

Population densities
The original data for Noida city population is available at census of India website. However, as the study area of
buffer analysis do not conform to sector boundaries, a data apportionment populations densities operation is carried
out in QGIS referring population densities prescribed in Noida Master Plan (NMP) report 2031 to divide
proportionately population data per sector into the study analysis area. This function operation used the raster-based
building footprints data classification as per land-use gathered from Open-street maps India and Google Earth.
Land-use Diversity
Land-use diversity is a critical indicator to measure TOD-ness of an area as it measures a balanced mix of a diverse
urban land-uses which can create a sense of vibrant and livable place around a ‘transit node’ to improve transit
utilization during off-peak time, holidays and on weekends [5,15,16,32].
Intersection density
Understanding urban street layouts as a base to compute urban connectivity for land use and transportation
planning [11]. A road layout reflects manifestation of different activities that operate at different scales, from
neighborhood up to city level. Higher density of street crossings and intersections encourage cycling and walking as
they help in shortening walking distances and provide choices available to pedestrian to choose and shorten their
walking routes [5,13,15,16]. The number of key intersections along the main streets per square kilometer in the road
network data of the study area analysis is marked in QGIS for commutation of this indicator.
Car Parking Facility around station area
Parking facility accessible by covered walkways within or around TOD station area has been considered vital for
TOD success [6,33]. It allows transit commuters particularly living outside TOD area to park their cars and bicycle at
parking facility near transit station. Less parking supply than standard requirement can potentially lead to higher transit
mode travelers within TOD area but will lead to lower park-and-rider ridership, which ask for balanced parking
management near transit station [3,14]. Table 2 below describes measure unit and scoring unit to evaluate this
indicator.

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 TABLE 2. Car parking indicator measure and scoring unit
Indicator Description Measure unit Score unit
Car parking Car parking area m2 m2/Max. value
Car parking Distance transit station – car m 1- (n/MAX value)
accessibility parking (n)

Out of 6 stations, only Noida city center and Botanical Garden have parking facility with an area 3,921.80 square
meters and 6081.05 square meters. None of the six stations have bicycle parking facility.
Interchange Bus stops
The number of buses stops and daily available public bus route operational length within TOD catchment area
support to increase corresponding ridership at the transit station and improve efficiency of the MRTS. Thereby, it is
imperative to locate bus stop locations and available bus service within walkable limits to the transit nodes [34].
Local Destination accessibility
Existence of mixed land-use pattern within TOD area is a characteristic to have low Vehicle miles travelled (VMT)
and increase the number of people on the streets connecting to a transit station [33]. Mixed land-use development aid
to provide a variety of different housing types and access to food markets (restaurants, grocery store), recreational
spaces (parks, grounds), entertainment (malls, movie theatres), healthcare (hospital, pharmacy), education (schools,
colleges), and employment (office, industry, business) within comfortable walking distance to each other and from
transit station. Existence of mixed land-use pattern supported with walkable environment allows economically weaker
sections (EWS) and Lower-income group people to save money spent on travelling and use it for other urgent purposes
[2]. The land use mixed-ness index is used to indicate the local destination accessibility which measures easiness to
reach resources within short walkable trips, calculated using the below given formula adapted [4].
∑ 𝐿
MNI i
∑ 𝐿 𝐿
where MNI(i) is the mixed-ness index of pedestrian 500 meters buffer area i, Lr and Lo are correspondingly
residential land-use and non-residential land-uses. The calculated value of MNI(i) shows a composed mixed-ness
index when it is 0.5. When the index is closer to 0 or 1, the more biased it is to the corresponding land use.
Mixedness of residential Land-use against non-residential land-uses
Mixedness of residential land-use with respect to non-residential land-uses is different indicator from land-use
diversity and can be used to assess walkability in the study area analysis [3,5,15,16]. Many daily purpose non-work
trips can be made on foot provided residential land-use is sufficiently blend with other land-use types. We measure
this indicator using the below formula, as adapted from Singh et al. (2017).
∑⋂
MI(i)= ∑ ∀𝑖
⋂

MI(i) = ‘Mixedness Index’ for study area of analysis i

Sc = sum of the total area under non-residential land uses and
Sr = sum of the total area allocated to residential land-use
The output value of MI ranges from 0 to 1 where balanced mixedness of land-use is at 0.5 indicating equal portion
of residential to non-residential land-uses.
Access and accessibility
Access to and from the transit station is affected by Frequency of transit service, the number of transit routes
available at each station as interchange change station to different transit routes has potential to get more travelers,
and lastly interchange facilities to other transport modes such as bus stops [3,5,15,16].
Transit station Ridership
Ridership of any transit station is a single direct indicator to measure TOD efficiency as it promotes modal shift
[34]. It is described as average daily commuters and monthly ridership per person station-wise at selected Noida transit
stations as provided by DMRC website. Residential population residing near transit station directly boards transit
station, whereas office and commercial population are associated with the alighted ridership considering their
employment or commercial attractiveness.
User-friendly transit station

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 Presence of Information dynamic display systems, basic Amenities like ATM and built-up shops at the station,
and safety of commuters affect the user-friendliness of all the transit station and encourage people to use it [5,15,16].

RESULTS
Based on field observations and geospatial calculations of identified TOD indicators using QGIS, the following
results are obtained in Table 3:
TABLE 3. Result of TOD Indicators calculation
Station Name Operational User Friendliness Accessibility
Capacity
Average Ridership ATM Services Disabled Interchange Local
Access routes destination
(Bus/Metro) accessibility
1 2 3 4 5
SECTOR- 15 0.84 0.53 1.00 0.81 0.62
SECTOR- 16 0.50 0.82 1.00 0.77 0.74
SECTOR- 18 0.68 0.63 1.00 0.71 0.90
BOTANICAL 0.83 0.89 1.00 1.00 0.55
GARDEN
GOLF 0.17 0.61 1.00 0.73 0.51
COURSE
NOIDA CITY 1.00 0.77 1.00 0.80 0.92
CENTRE
Parking Utilization Density Diversity Design
Car Parking at Car parking Population Land-use Intersection
metro station accessibility Density Diversity Density
6 7 8 9 10
SECTOR- 15 0.00 0.86 0.20 0.88 0.61
SECTOR- 16 0.00 0.51 0.55 0.71 0.65
SECTOR- 18 0.00 0.73 0.75 0.85 0.52
BOTANICAL 0.75 0.86 0.24 0.61 0.41
GARDEN
GOLF 0.00 0.56 0.70 0.55 0.40
COURSE
NOIDA CITY 1.00 1.00 0.15 0.92 0.46
CENTRE

Sector-15 metro station acts as a destination node with diverse surrounding land uses including medium density
residential housing, institutional, industrial and commercial land-use. Vacant commercial land on south-west side
close to the metro station can be utilized for further commercial development in close proximity to transit service.
Sector-16 metro station is a mixed-use transit node area. It predominantly has medium density residential land-use in
South-east end not well connected to the metro station. However, surrounding commercial and industrial areas are
well connected to the transit service within walkable limits. Sector-18 metro station is actively works as an
employment center node as it is encircled by urban village settlements, prime shopping destinations like DLF mall of
India, street shopping at Atta market and medium-density housings. A lot of street shopping activity takes place close
to the metro station area. Botanical Garden metro station is an intermodal gateway as magenta line originates and
intersects with blue line at this station. It is surrounded by recreational land-use in south-west side and medium density
residential development present in the north-east area. Golf course metro station is a transit neighborhood area. It is
predominantly encircled by residential and recreational areas. As there is no parking area in the immediate vicinity,
average ridership is least among all other stations. There is need to have clear pedestrian accessibility from nearby
residential area well-connected to the metro station to potentially increase ridership and destination accessibility in
and around Golf course station area. Noida City center station is similar to Noida Sector 18 station as it acts as an
employment center node. It has high ridership among all other stations yet clearly defined pedestrian access to the

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station area is not there owing to large building block sizes. The surrounding multiple land uses predominantly
commercial and other including residential, transportation and institutional uses complement each other.

CONCLUSION
The study empirical evidence suggests that the street-level layouts and master-plan land-use allocations does not
interact in terms of accessibility to the nearby metro station. The existing land-use patterns surrounding the transit
corridor situated on the major arterial road have multiple-scale connectivity roads with slow to fast moving traffic.
Many slow speed traffic streets either do not culminate with fast roads or are not well connected with them which
restrict pedestrian movement in and around transit station areas. Moreover, large building blocks present in
commercial, industrial and institutional areas makes walking and bicycling less safe and uncomfortable. However, our
analysis shows that public facilities like car parking, ATM machines, bus stops, and public toilets are present within
0.5 km from transit stations, ideal walking range. The absence of parking areas at many existing metro stations restricts
park-and-ride parking system, usually located near public stops. Although, several privately managed parking areas
are operating close to the transit corridors. The medium-density residential sectors namely Sector 14, 15, 17 and 19
along with urban villages like Atta and Harola minimize work distance travel of the labors employed in the industrial
sectors like Sector 2, 3 and 16 near to the transit corridor. However, fast traffic sector dividing roads restrict smooth
pedestrian movement among adjacent sectors. The main arterial road with right of way (RoW) 60 meters along the
transit corridor offers hindered pedestrian linkages with connecting sector road of 30m RoW. Moreover, the informal
Atta market in the vicinity of Sector 18 metro station blocks pedestrian activity to the transit station.
According to our study, the medium-density residential neighborhood sectors with walkable limits from the transit
corridor are offering full supporting facilities and services like parking areas, schools, banks, hospitals and local
markets. However, the inner residential streets fail to link pedestrians with the sector diving roads to design walkable
neighborhoods. Our analysis suggests that the Noida Master Plan is only limited to assign single land-use to the
individual sector and fail to achieve desirable walkable road pattern for smooth intra-sector and inter-sectors
movements. Functional neighborhoods will likely emerge, but away from the transit stations more automobile
dependent to commute in and around the city. Our research methodology can guide urban planners to predict the
performance of the masterplan by assessing the pedestrian accessibility of the urban street grids contained in the
neighborhood-level sectors. Whether developing greenfield areas or retrofitting existing brownfield areas of a city,
understanding urban road network morphology can give useful insights to calibrate land-use allocation and optimize
adjacent land-uses to complement each other.

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