1. PUBLIC TRANSPORT ACCESS & RIDERSHIP: A CLEAN AIR ISSUE Geetam Tiwari Transportation Research and Injury prevention Programme Indian Institute of Technology Delhi BAQ, Jogjakarta, 13-16 December 2006

2. Optimality Indicators of Transport System Least space consumption/passenger-km Least space consumption/passenger-km Least energy consumption/ passenger- km Least energy consumption/ passenger- km Least emission/passenger-km Least emission/passenger-km Least accidents/passenger-km Least accidents/passenger-km

3. Comparison of Optimality Indicators Mode of transport Occupancy persons Energy consumption Kj/pass-km Co emission gm/pass-km Fatalities/ million pass- km Scooter1.37069.219.21 Car2.218256.53.17 Bus (Diesel) 40267.26.4 Train (EMU ) 108088.120 Fatalitiy does not include access trips. Public transport- Bus and Train/metro to be given priority

4. Priorities for optimal modal mix Preserving walking and bicycle trips in all cities Preserving walking and bicycle trips in all cities Mixed Landuse,Mixed Landuse, relationship between informal and formal sectorrelationship between informal and formal sector City speed limits 50km/hCity speed limits 50km/h Safe infrastructureSafe infrastructure PT for serving 5-15kms long trips (30- 40%) of total trips PT for serving 5-15kms long trips (30- 40%) of total trips Safe walking and bicyclingSafe walking and bicycling Medium density to generate sufficient demandMedium density to generate sufficient demand Fares to compete with MTW operating costFares to compete with MTW operating cost

5. System Summary CharacteristicLRTSkybusMetro BRTS () Line Capacity (Pax/hr/direction/ not demand 20,000- 25,000 40,000- 70,000 20,000 - 35,000 20,000 - 35,000 Avg. Speed (km/hr)/freq of stops 15-4024-5526.6 Infrastructure cost (INR 10m /km) 100-5025010-15 Avg. Cost/trip (INR) ~30~50~10 Desired trip length 15-30km15-30km5-15km Catchment area Medium (feeder) Low (feeder- must) high

6. TRIP LENGTH DISTRIBUTION IN SELECTED CITIES > 85% trips are less than 10 km long

7. Desirable trip length for users preferred choice 2WH: 1.8 3WH: 2.5 Car: 4.8 Taxi: 7 Bus: 6.5 Metro: 14 Distance, time, access/line haul, marginal cost, safety, security

8. Issues for Public Transport MTW and car trips < 10kms have to be served by PT MTW and car trips < 10kms have to be served by PT Marginal cost of using a MTW ~ Rs.60/km Marginal cost of using a MTW ~ Rs.60/km ~ 75% of the registers vehicles are MTWs ~ 75% of the registers vehicles are MTWs Every PT trip is also a walking/bicycle trip Every PT trip is also a walking/bicycle trip Catchment area of Public transport, construction time and cost should influence the choice of technology.

9. 200 metro users and 200 bus users survey, Delhi 2005 Average number of transfers of metro users> bus users Average number of transfers of metro users> bus users Number of transfers increase with increase in journey distance Number of transfers increase with increase in journey distance

10. Comparison of Bus users (BU) and Metro users (MU), Delhi 2005 Access+Egress Distance ~4 Km(BU) 8 Km(MU) Access+Egress Distance ~4 Km(BU) 8 Km(MU) % of Total Distance 15 45% of Total Distance 15 45 Access + Egress Time 17 mn 32mn Access + Egress Time 17 mn 32mn % of Total Time 27 67% of Total Time 27 67 Average no. of Transfers 3.53 3,81 Average no. of Transfers 3.53 3,81 Cost short distance 4 Rs 8 Rs Cost short distance 4 Rs 8 Rs Long distance. 20Rs.60Rs Long distance. 20Rs.60Rs Bus has higher accessibility than metro

11. Conclusion Bus system is more accessible (distance, time, cost) Bus system is more accessible (distance, time, cost) Journey times for short trips are comparable to Metro (despite mixed traffic) Journey times for short trips are comparable to Metro (despite mixed traffic) Load factor is close to one Load factor is close to one Improved infrastructure will attract MTW users Improved infrastructure will attract MTW users

12. PLANNING FOR SUSTAINABLE URBAN TRANSPORT  Promotion of public transport only possible if pedestrians and bicyclists are safer  Designs of bus stands and vehicles for safe entry and exit  Role of street hawkers and vendors to be integrated in road design  Provision of segregated bicycle lanes on all arterial roads otherwise bus operation inefficient  Convenient bus stop locations