INTERMODALITY, AN APPROACH TOWARDS IMPROVING RAIL FREIGHT TRANSPORTATION

(Tanya Mittal)

Abstract

In India, the movement of freight can be found with the highest share in roadways
while the share of railways and waterways has been decreasing over past many
decades (Niti Aayog, 2018). Even the cost of freight movement by road is INR
2.58/ton–km as compared to INR 1.41/ton–km for rail and INR 1.06/ton–km for
waterways, the former is most preferred (NTDPC 2014). It is because the alternative
modes have low reluctance in competing with door to door service of roadways and
poor efficiency in the whole supply chain. Since, railways and waterways are
considered to be green both in their practices and the externalities they impose to
the environment and society, increasing its share holds the key for overall freight
improvement. To achieve the same, Indian government has proposed projects like
Dedicated Freight Corridor (DFC) 3 with Ministry of Commerce and Sagarmala4 with
Ministry of Shipping. While, both the projects will overcome current loopholes in freight
industry by reducing logistics cost and time for EXIM and domestic cargo movement,
they will enhance the overall efficiency and allow modal shift towards green modes.
But, managing the same is also a big challenge either in terms of infrastructure,
coordination or getting the requisite load for targeted volume. While railway is known
for goods movement within the country, shipping has provided opportunity for
international trade. If we discuss on freight movement along various nodes in the
country, we may conclude that the current practices in Indian railways is in a very
bad shape. Though the highest revenue is collected from freight rails, the services for
the same is very deprived. The situation has hampered both its competitiveness and
the overall demand as compared to other freight options.

In today’s scenario, the country is fourth largest carrier of rail freight globally with
logistics sector growing at CAGR of 10.5% and expected to reach about USD 215
billion in 2020 (NITI Aayog, 2018). Freight transport accounts for 7-8% of global carbon
emissions, and is one of the main contributor to global warming. Out of the total cost
incurred under various segments of logistics in India, transportation accounts highest
share with 35% followed by warehousing, packaging and losses at 30% (Economic
Survey Report 2018-19). The demand for freight transport with lower logistics cost and
dwell time will always escalate. It is perceived that the average vehicle load is low
and numerous vehicles run empty on daily basis. The external costs in transport are
typically born by the environment and society as a whole. Thus, better fleet
 INTERMODALITY, AN APPROACH TOWARDS IMPROVING RAIL FREIGHT TRANSPORTATION
(Tanya Mittal)

management practices with utilization of green vehicles to reduce truck movements

and related emissions are essential. External cost formalization tools are necessary to
be adopted to cut long road haulages and switch road freight to greener fuels.
Intermodal approach can play a vital role where the movement of goods are carried
out using successively two or more transport modes without handling of goods
themselves in changing modes (Stölzle and Hoffmann 2006). The concept promotes
use of multiple transport modes in a flexible, dynamic way and induce modal shift
towards more environmental friendly modes like rail or inland waterways, without
compromising service quality and responsiveness. Under this integrated service
design, depending on specific delivery time requirements and availability of modes,
the most appropriate mode is selected to improve service levels and increase
utilization of transport means. In addition, the innovative technologies allow bundling
of cargo flows, mode free bookings, flexible switching between modalities, and
synchronization with empty vehicles. Concentrating on joint planning and
coordination among different logistic players with real time information sharing, and
by integrating moving resources (trains, trucks, barges), stationary resources (roads,
inland waterways, rails) and customer demand, the approach has proven to be very
effective in various European countries. Moreover, India is a fast developing country
where freight plays an important role in providing a competent economy. To
overcome the challenges in current freight supply chain, it is must that the sector is
well organized. Making rail efficient and competitive with existing road prices and
transit time can only paved the way for increasing freight share towards the same.
The generalized cost towards green modes should be made cheaper to promote its
higher usage. The potential measures should become part of national logistics plan to
provide more accuracy to the current operational practices. Green practices should
be encouraged and the challenges for the same should be dealt in an efficient
manner. Regulatory and Incentive based strategies could help in achieving the same.
The demonstrate the same, this study, as a testament has analyzed current freight
practices in both road and rail freight modes, along a stretch of 1500 km on upcoming
dedicated freight corridor. Via expert’s opinion, appropriate tools to cut long distance
road haulages are selected and interview surveys from road and rail carriers are
conducted. Average generalized cost for freight in both modes is compared and its
influence on mode choice is assessed. Current challenges in rail freight transport is
identified and measures for modal shift towards green fuels are suggested. Using
 INTERMODALITY, AN APPROACH TOWARDS IMPROVING RAIL FREIGHT TRANSPORTATION
(Tanya Mittal)

stated preference approach, prospective modal shift is also deliberated. In the end,
the study has ascertained the overall impact of reduction in road haulage and modal
shift towards low carbon transport modes. The impact is assessed in terms of emissions,
vehicle utilization, total transport costs and lead time. At last, suitable strategies to
encourage rail freight transportation are recommended.

Key Words: External Costs, Internal Costs, Time Costs, Intermodality, Greener Fuels,
Average Generalized Cost, Stated Preference Approach, Dedicated Rail Freight
Corridor, Innovative Technologies
 PLANNING FOR DISTRIBUTION COST OPTIMISATION IN TEXTILE MARKET OF INDORE
(AKSHIKA JOSHI)

Abstract

Cities are evolving faster than ever and so is the technology. With the rapid
development, urbanization, and growth in every sector contributing positively to the
overall economy, the logistics sector is also on a big growth tide. Urban goods
movement signifies the secondary and primary (for the nearby industries) distribution
of commodity. It is vital as cities are the centers of economic and social life and urban
freight distribution underlines the physical and managerial activities necessary to
support them. The literature study highlights the importance of optimization distribution
cost to the stakeholders and the enterprise. It becomes imperative to mention that
the optimization of the cost involved in logistics has not yet received the attention it
deserves in practice owing to an unorganized and fragmented market setup. This
research is an attempt to quantify and evaluate the various costs incurred in the
distribution channel taking the case of textile markets in the study area Indore. The
research aims to provide solutions to optimize the distribution costs for the stakeholders
in the current market setup. The market scenario has been sketched through various
primary surveys and stakeholder interviews conducted in the study area. The whole
process of distribution has been assessed over various key performance indicators
(KPIs) and an exploratory factor analysis has been done to identify the latent
distribution cost components relevant for further assessment. The components
identified from the factor analysis are further assessed and generalized cost equation
has been obtained for all distribution routes by regressing the total cost with respect
to the individual components. Assessment of both the distribution cost as well as the
opportunity cost concerned with the fleet and labor has been done to estimate the
scope of optimization in the whole process. Two scenarios have been developed to
contribute towards the aim. Finally the research concludes with the
recommendations for obtaining an efficient distribution channel through optimal
vehicle routing with restricted time windows for delivery during off hours along with
increased fleet utilization measures.
 DYNAMICS OF FRONT HAUL AND BACK HAUL FREIGHT TRAFFIC – CASE OF NAGPUR
(PRAMOD RAJENDRAN NAIDU)

Abstract

The draft national logistics policy was proposed by the Government of India to drive
economic growth and business competitiveness of the nation through an efficient,
sustainable and cost-effective logistics network by leveraging latest technology,
process and skills which, at present, within India are highly unorganized and being
neglected. Thus, promising new efficiencies are bound to have an impact on national
economy and environmental aspects to which road freight transportation emissions is
a major contributor. The draft national logistics policy also puts emphasis on India to
integrate and optimize the various elements of its logistics value chain which is the
future. Due to the influence in market by difference in location, time and cargo value
pricing in transportation becomes complex. Resulting in variation of freight rates
between minimum cost of providing the service and maximum value of service
provided. Service pricing value is often discussed as "charging what the market will
bear" which can also be referred to as demand-based pricing, and can be applied
in conditions in which the carrier enjoys a "seller's market". However, sometimes, the
carrier experiences a "buyer's market" where the freight rates are decreased by a
surplus of vehicle supply. The question that arises then is how much carrier’s costs can
be obtained from the market. All services of transportation require the operator with
his/her equipment to return to origin for various modes of travel. Unlike passenger
travel, freight transport need not be a round-trip always. Usually the direction of trade
with a higher demand are taken as the front haul and the one with the lesser volume
of trade as the backhaul. The secondary backhaul market-nature is then forcibly
taken by the carrier. There are various issues within the trucking industry framework
and operations in India, impacting the haulage pattern of truckers and bringing down
the efficiency of overall logistics. This study shall further help understand the dynamics
of fronthaul and backhaul freight-traffic by studying a set of transport firms and their
practices in the selected study area with adequate references from international
scenarios and practices. The ultimate aim of the exercise would be to initiate a need
for study in the direction of true price discovery of transportation and trucking
efficiency.
 PLANNING FOR URBAN FREIGHT DISTRIBUTION OF AGRICULTURAL PRODUCES – CASE STUDY OF
GURGAON
(YASH PRATAP SINGH)

Abstract
Globally, wholesale markets are the major trading centres where buyers and sellers
transact business in the manufacture of perishable products that has been increasing
in India since independence. Output rose from 12.77 million ha and 96.56 million tons
in 1991-1992, to 20.4 million ha and 22.1 million tons in 2009- 2010, respectively.
Horticulture contributes about 30% of India's agricultural GDP produced from 13.08%
of the crop region and accounts for 37% of total agricultural commodity exports
rendering India the second largest fruit and vegetable producer after China.
Restrictions on production, differences in yields and logistics costs influence the
productivity of the region. (Gopal Naik, 2018). The understanding of freight issues and
their applied solutions in developed countries still remains just a concept while
planning for cities in developing countries like India. It also aims to facilitate decision-
makers in assessing the importance of urban freight in making rational and informed
policy decisions for transport infrastructure related to freight activity. The freight sector
also faces several challenges such as congestion, parking for delivery vehicles and
reverse logistics (e.g. recycling and garbage collection), the lack of awareness,
understanding and overall vision for urban goods movement. Besides, lack of
information about the flow of urban goods, fragmentation within stakeholders, lack of
skills and knowledge are also contributory factors leading to negligence in the urban
freight sector. where Logistics aspects related to supply chain linkages, storage,
handling, distribution aspects including the modes used are often not given enough
importance. The agriculture supply chain is rather unorganized and inefficient and
there is a lot of wastage during storage. Also, lead times are high and security issues
are not considered (Dr. Sanjay Gupta, 2017). In the study, methods like Multicriteria
Decision Making (MCDM) i.e. AHP and Supply Chain Operational Reference (SCOR)
model will be used for assessing and increasing the efficiency of agricultural produces.
Various scenarios will be created after evaluating the parameters affecting
agricultural freight transport and will be further compared based on the truck trip
commodity-based modelling for efficient urban freight deliveries to agricultural
mandis.
 IMPACT OF LANDSLIDE ON TRANSPORT NETWORK IN HILLY REGION: A CASE OF KULLU DISTRICT
(SAURABH VERMA)

Abstract

In hilly areas, the common mode of transport is road transport, and the situation is the
same in other parts of the country as well. The road network gets affected by various
natural hazards due to changes in climatic conditions and human activities in hilly
regions. Such dangers are in the forms of the earthquake, floods, cloudburst, or
landslides that affect the road and other infrastructure. In the Himalayan region
around 21 landslide-prone sites are found in Himachal Pradesh at high to very high
landslide frequency. In particular, the districts of Chamba, Kinnaur, Kullu, Mandi,
Shimla, Sirmaur and Una are prone to natural disasters such as flash floods, cloud bursts
and landslides. India 's big active landslide zones are at the center of my field
research. According to GSI, 15 percent of the land area of our country is prone to
landslides in which 80 percent of that 15 percent of the land area is spread around
the Himalayan range. In the Himalayan region, the occurrence of landslides mainly
blocks contact on the road corridors and poses a high risk to society. Kullu district,
(Himachal Pradesh) is chosen for this research where landslide events destroy roads,
assets and pose a high threat to society every year. Therefore, it is important to
research the effect of landslides in approaching route planning, which is capable of
removing the inclusion of landslide-prone areas, engineering designs and various
geological factors in terms of slope stability and health. The main problem posed by
travel delay switches with frequent economic losses and infrastructure failure, etc.
Studying literature helps in understanding the key terms and parameters,
understanding road network rule, regulations and guidelines in a hilly region.
Examination of best case studies and intention and target formulation. Analysis of the
data collected via OD survey, TVC survey, accident data, hotspot position, tourist
traffic and field visit help recognize problems and issues such as landslide position
hotspots, road section blockage, several hours of traffic delay, debris removal period,
economic and infrastructure losses. Section-2 (Blocking on-road NH-21 Bhuntar to Kullu
on-road NH-21 Kullu to Manali) selected for the report. To understand the current
scenario and traffic load on both roads, the inter-comparative analysis is done
between the two road section. Some infrastructure facilities for better mobilization of
traffic in the hilly area are proposed to overcome the scenario between the selected
road section proposal for traffic dispensing points at some spot.
 APP-BASED SHARED MOBILITY AND IT’S IMPACTS: A CASE OF BENGALURU
(Nausheen Akhtar)

Abstract

Since a long time, the normative ideal of mode of consumption had always been
ownership, given the advantages it offers: a means of capital accumulation, sense of
independence, security and flexibility of use including reselling the commodity.
However, in recent times ownership became precarious owing to various social,
economic and political changes the world has gone through in the past decades.
This gave rise to the concept of ‘Shared Economy’, which found its way into the
transportation sector in the form of Shared Mobility. Transportation Network
Companies (TNCs) emerged as disrupted mobility and impacted not just the public
transit but the way people look at private car ownership as well. These very impacts
of App-based Shared Mobility, Uber to be precise, have been analysed in this study
of Bengaluru municipal corporation-BBMP. For the purpose of study, 25 major routes
connecting 5 CBDs to 5 major residential areas were selected. The change in mode
choice for daily work/education trips and recreational trips after the inception of App-
based Shared Mobility services were analysed along with the factors which lead
people towards their preferred mode choice. The factors leading to shift of mode
choice from public transit to App-based Shared Mobility was further looked into by
comparing the Public Transport Accessibility Level map of BBMP with the Uber-trip
generation and attraction trends (2016-18). Further, Uber and public buses were
compared on the grounds of fare charged, waiting time, and travel time on those 25
major routes. The change brought about by these services on public transit (bus and
metro) and on the attitude of seeing car ownership as a status symbol was calculated
and forecasted to prove the potential impact it can have on mode share in the
coming years. Also, the issue of extreme congestion was highlighted by calculating
the Travel Time Index of the 25 routes. Moreover, the economic and environmental
cost incurred due to congestion was found in the form of the additional fuel cost and
the cost of additional petrol emissions per kg. By highlighting the economic and
environmental loss occurring at these major routes, recommendations were drawn to
improve the traffic conditions on them which will save a huge amount of resources,
presently going down the drain on a daily basis.

Key Words: App-based Shared Mobility, Public transit, Car Ownership, CO2 emissions,
additional fuel cost
 SUSTAINABLE MOBILITY OPTION IN HILL CITIES
(Debina Das)

Abstract

Transportation is a very important element which cannot be separated from society.

It is responsible for the growth of society from the early times by meeting the travel
demand of the people. Transportation provides easy accessibility and mobility to the
dwellers of the city. The growth of rapid urbanization and the necessity to provide
resources to the growing population leads to the growth of mobility demands to stay
connected with society by performing needful daily activities. Such a huge demand
in transportation would give rise to several problems in which the idea of sustainability
comes into being. As stated by the Brundtland Commission in 1987, "development that
meets the needs of the present without compromising the ability of future generations
to meet their own needs". SO, sustainability in mobility is very important to tackle
situations that pose threat environmentally as well as economically at present and
also in the future.

As cities grow, the necessity of amenities also grows. Cities in the plain areas have
enough strategies to endure and manage the growth from time to time. Whereas the
hill cities have to face a lot of challenges as they have a very limited scope of
expansion with acute bends, curves and narrow roadways which gives rises to a
problematic situation. An example of this is the hill city Shillong situated in the state of
Meghalaya which is selected as the study area. So, to face such a challenge in future,
sustainable mobility options are very necessary to fulfil the needs in the longer run.
Larger cities provide many mobility options for the ease of commuters and goods to
move from one place to another, in broader ways, connecting the entire globe. But
in hill cities, there are only a few options of mobility due to its undulating topography.
Therefore, it is very essential to opt-out a sustainable efficient mobility alternative that
would cater to the transportation system.

This study identifies the various sustainable indicators in the dimension of Environmental
Sustainability (Emission) and Economical (Generalized Cost, Generalized Time)
available in the literature. Understanding the existing transportation system is another
important step towards sustainability analysis. The data that has been collected
through primary and secondary sources are used for calculating the GC, GT and
Emission of the IPT and PT modes of the study area and as a result, the most efficient
mode among them has been found out that would aid in preserving the sustainability.
 PROMOTING ACTIVE SCHOOL TRANSPORTATION – A CASE OF MUMBAI CITY
(Prathamesh Wadekar)

Abstract

The mode of travel differs from individual to individual based on the demographic
characteristics like age and gender, socio-economic background, surrounding
environment, the purpose of the trip, and availability of the mode which makes the
transportation system diverse and insufficient to meet the traveler’s satisfaction. The
daily nuisance like traffic congestion and road accidents is generally observed to be
at peak in developed metro cities where the number of private vehicles owned and
used stands responsible causing delay and health issues along with deteriorating the
environment. Having sufficient and safe transportation infrastructure has been
recognized as a basic fundamental requirement for human by many government
policies and initiatives. The daily trips which have a severe impact on the service and
flow of the existing transportation system are work trips followed by educational trips
and recreational trips. As observed throughout the country, educational trips stand
second after-work trips responsible for peak hour traffic congestion which is generally
neglected in many of the studies and policies. As everyone including parents,
institutions, and government officials are bothered about providing a healthy
environment in school but the integral aspect of transport to school remains un-
attended leading to a rise in health issues like obesity and asthma in school-going
children.

As recommended by the World Health Organisation (WHO) in 2011, there is a need

for students to involve in 60 minutes of daily physical activities to maintain good health.
The global statistics given by the Global Burden of Disease Collaborative Network in
2017 mentioned that nearly around 1.20 lakhs students met with road fatalities out of
1.8% of students were under the age of 14 years. This, when compared to the statistics
of India, carried out in a study of Road Accidents in India 2015 by Transport Research
Wing, the fatalities were observed nearly around 20% (17,192) children falling under
the age group of 0-18 years out of which 15,633 children died in road crashes. (G
Gururaj & Gautham in 2017) stated that fatalities among the children due to the Road
Traffic Injuries (RTIs) were more common with 45% share on city roads where 53.90%
was observed in the urban areas. Various reports and newspaper articles cited that
India has the highest number of road accidents in the world where Mumbai leads
among the cities with a debatable dominance in overall accident deaths and non-
fatal injuries of school students.
 PROMOTING ACTIVE SCHOOL TRANSPORTATION – A CASE OF MUMBAI CITY
(Prathamesh Wadekar)

Traffic congestion emerged as major issues faced by the country due to the daily
school trips especially in the morning and afternoon peak hours where an unexpected
number of students are driven by their parents either in the private vehicle or escorted
in hired vehicles with pick-up and drop-off activities near school premises causing the
traffic jam. The Tom-Tom index in Forbes Statista 2019, reported that Mumbai has
come off resulting as the city with the worst traffic congestion level with 65% of
congestion among the 53 countries worldwide. (Somit Sen in 2019) stated that
Mumbai has the worst car density due to its shorter road span of 2876 km which is
almost 5 times more when compared to Delhi, known for the highest number of
private vehicles and having road spans of around 12780 km. The reason for this is
explained by a report on the Greater Mumbai Region (GMR) by LEA Associates in 2016
where it was observed that the numbers indicating the private vehicle ownership
have tripled within 15 years from 2001.

To addressed these problems faced in the city a research question was developed
considering which parameters can help to reduce traffic congestion for which an aim
of the study was developed for studying the role of the built environment and parent
perception by identifying the facilitators and barriers associated with the adoption of
active school transportation. The research objectives were set and achieved within
the scope of 2km of the study area which is considered as a walking and cycling
distance by different research writings. The expected outcome of the study is to
formulate an effective plan for the facilitation of school children and their parents by
encouraging mode shift towards active modes. The study is limited to the
consideration of school trips where the assumption is made that other trips like work
and recreational trips do not influence the study. To successfully carry out this study a
research methodology categorized into five aspects like Literature study, Secondary
Data Collection, Primary Surveys, Data analysis, and Outcome/Proposals was
achieved at every stage. The literature reviewing various studies and reports helped
to detail the terms and definitions of different concepts and the process to carry out
the sampling techniques, primary surveys, and methods for analysis. The successful
implementation of strategies and government initiatives carried out in different
countries to overcome these issues along with their results and outcome was an
important finding that emerged from the literature.

The survey and sampling techniques were selected on the criteria of the number of
schools and students, school density, connectivity between the streets, surrounding
 PROMOTING ACTIVE SCHOOL TRANSPORTATION – A CASE OF MUMBAI CITY
(Prathamesh Wadekar)

land use, etc. A structured questionnaire was prepared to capture the demographic
and socio-economic details followed by travel choice of school students and their
parents and the perception towards adopting an active mode of travel. The primary
survey was carried out in 1 out of the 24 wards of Mumbai covering almost 58% of the
sample size consisting of 622 students and their parents were surveyed from 12 schools
from each section of the ward keeping in mind the demographic and socio-
economic status of the students studying in a different medium of school. The sample
thus collected from 12 out of 75 schools in the ward, the data were further categorized
based on the demographic characteristics, socioeconomic characteristics showing
the income level and vehicle ownership of each surveyed sample, distance and
mode of travel from home to school and escorted trips to schools highlighting pros
and cons of the existing facilities and infrastructure associated with the safety and
security aspect of school travel.

The preliminary analysis was done showing the location and mode of school travel of
each surveyed student reflecting the cluster of locations using private mode for daily
school commute. The impact of surrounding built environment on the decision of
parents and their children on adoption of a particular mode for travel to school was
analysed comparing the land use distribution near the residential location,
infrastructure present on the route from home to school, and the concern of safety
during the school travel. The willingness of students to travel by active mode of travel
to school was analysed which stated that almost more than 40% of the student wishes
to adopt active school travel along with their friends and classmates. The parent’s
perception to shift towards active school transportation was carried out in a major
analysis of willingness of parents to shift from their current mode towards active school
travel using univariate binary logistic regression on SPSS where the response against
the variables classified into three categories listed from various literature was assessed
on a four-point Likert scale. The results from the analysis helped to identify the
facilitators and barriers associated with the active school transportation and
accordingly the interventions and strategies were set to be proposed recorded by the
response of parents willing to shift.

A question was analysed which covered the requirements of improving an existing

condition or the particular infrastructure on the route from home to school
encouraging a shift from passive transport mode to active travel mode. The results
from this analysis helped to propose some interventions and strategies which will be
 PROMOTING ACTIVE SCHOOL TRANSPORTATION – A CASE OF MUMBAI CITY
(Prathamesh Wadekar)

positively associated with active school transportation. The proposals were

categorized into 5 categories like preparation which included spreading awareness
and education among the students, their parent’s and institutional authorities about
the benefits of such initiatives, and its successful implementation already been carried
in other countries. The second category of policy implementation includes Safe
Routes to School (SRTS) a government initiative implemented in various countries
which raises awareness and building the practice for cities and schools to be
designed and retrofitted so that people can safely walk and bicycle more often, and
participate in healthier lifestyles from youth into adulthood.

Different programs like Walking School Bus (WSB) and Bicycle Train to School were
promoted to encourage school children into physical activity under the supervision of
adults moving along with them. The implementation and improvements of physical
projects like improving the walking infrastructure and implementation of newly
proposed cycling tracks play a vital role in promoting walk and bicycle to school
along with the increasing level of safety and security during the school travel which is
a common concern reported by many parents. The enforcement of several rules puts
a significant impact on the travel behaviour and maintaining the discipline as it is
observed that Engineering solutions alone cannot deliver the desired safe school
zones for pedestrians, bicyclists, and drivers. This requires installed or engineered
options that must be augmented with a reasonable application and enforcement of
laws by those with the legal authority to do so.

The safe and effective school travel plan thus proposed should carry out an
assessment of the surrounding area, community consultation and evaluate taking into
consideration of Monitoring and documenting outcomes, attitudes and trends
through the collection of data before and after the intervention(s).
 ACCESSIBILITY PLAN FOR THE RAILWAY STATION IN SUBURBAN AREAS -A case of Chennai
Metropolitan Area
(Venu Madhav Annavarapu)

Abstract

The suburban stations are experiencing congestion issues in the peak hours for daily
commuters due to traffic congestions outside the station area. By 2030, the
employment is expected to increase to 70% net new employment which creates
more pressure on suburban areas as per a McKinsey report on Urbanisation. In this
scenario the suburban railway in the metropolitan areas will play a crucial area to
satisfy the expected new employment. In order to justify the case I have chosen
Chennai Suburban Railway network as the case study area. There are three routes in
Chennai Suburban Railway network. Out of which Tambaram Railway Station and
Avadi Railway Station are the busiest in the whole network with highest footfall of
suburban commuters. The Tambaram Railway station is on the southern line towards
Kanchipuram and Avadi Railway station is on the western line towards Ambattur. The
Tambaram is a Municipality and Avadi is a Municipal Corporation making them one
of the major suburbs in Chennai Metropolitan Area. The commuter survey is
conducted in both the suburban railway stations emphasizing majorly on the travel
characteristics of the commuters such as origindestination, cost, time and distance.
The speed and delay survey is one of the crucial exercises to demarcate the active
congestion zones and intervention zones. The critical nodes and congestion factors
are analysed based on the Traffic Volume obtained from the primary survey. The
accessibility parameters are then applied to the case and assessed to understand the
issues faced in the intervention area. Then the delay is calculated by the using a
technique Travel Time Index and the modes are selected on the basis of maximum
delays observed by each mode reaching the station area. The active congestion
zones and influence zones are then analysed and compared in both the cases and
the location specific accessibility infrastructure is recommended to ease the
congestion in the area. The infrastructure recommended in the intervention zone will
emphasize to smoothen the vehicular movement to and fro from the railway station.
The critical nodes, the bus stops are made more accessible friendly for the movement
of commuters to suburban railway stations.

Key Words: Suburban Railway Station; Metropolitan Area; Active Congestion Zone;
Influence Zone; Intervention Zone; Accessibility; Infrastructure
 NETWORK CONNECTIVITY OF THE URBAN ROAD TRANSPORT SYSTEM (A COMPARITIVE STUDY OF
NAGPUR AND INDORE)
(Prerna Jain)

Abstract

As city grows, the building density, height, structure and usage may change, but the
street network will remain the same (except in case of a natural disaster) like
earthquake. Networks are thus the guiding elements of urban form which defines the
‘movement patterns’. They are powerful determinants of the relationship between
morphology and functional use of the location in the settlements and are important
as they also guide the behavioural travel pattern. Modern urban plans were mostly
conceived in the most specific practical sense–a collection of housing units linked to
the right kinds of access roads, plugged into a main road superstructure. The
challenge, then, is to rethink how transport can best support urban design; how urban
architecture can be improved for best 'placemaking' without losing simple
circulation and access functionality. In ‘Streets and Patterns’ published in 2005 by
Stephen Marshall, hierarchy in roads can have very concrete consequences on
transportation it can lead to urban destruction (aiding and abetting demolition and
severance by urban motorways) and in urban creation (giving rise to the car-oriented
townscape of bleak distributor roads). Some sort of hierarchy is desired by
contemporary urban designers and planners as it acts as a positive formative device,
advocating for a ‘clear hierarchy of spaces’. This concept is further taken up in cities
worldwide in form of Transit Oriented Developments (TODs). The conventional
hierarchy of roads is not only about the practical efficiency of traffic flow but also
about the safety, amenity and environmental quality of urban areas. Consequently,
it takes into account non-traffic issues in the urban sense, but it mostly tends to do so
by putting the traffic first and incorporating the other problems around it. The
classification of urban roads in India includes arterial, subarterial, collector and
locals. Major roads (arterial and sub-arterials) tend to be associated with strategic
routes, heavy traffic flows, higher design speeds, with limited access to minor roads
with frontage access and are considered ‘primary distributors’. Minor roads tend to
be associated with more lightly trafficked, local routes, with lower design speeds and
more frequent access points and with access to building frontages generally termed
as ‘access roads’.
 PLANNING THE TRANSIT INFRASTRUCTURE FOR PLACEMAKING
(Anadi Saxena)

Abstract

Studies in the past have highlighted key issues about the heavy dependency of
commuters on private vehicles. The major factor behind this is the user experience
and satisfaction. Transit Infrastructure has failed to attract commuters towards
NonMotorized and Public Transport modes. This problem can be solved by the
successful concept of placemaking. Building inclusive, healthy, functional, and
productive cities is perhaps the greatest challenge facing humanity today. There are
no easy solutions. And yet a key part of the puzzle lies right in the heart of the world’s
urban areas: the public spaces. Placemaking is a multi-faceted approach to the
planning, design and management of public spaces. Transportation can and should
be a powerful tool to help people access opportunity, drive economic development,
and improve health and safety. Transit facilities, from simple bus stations to major train
stations can be natural focal points for communities, becoming a gravity point for
activity and revitalizing adjacent neighborhoods. Much of Transit’s impact comes
from it drawing pedestrians and cyclists to an area, which helps enliven adjacent uses
and support business. The idea is to identify and improve infrastructure (walkability) of
links approaching the bus stops and develop it in form of a public space so as to draw
public towards it and to create a multi-functional destination for local residents. This
study focuses on the Transit Infrastructure at the selected site. The assessment of the
elements of the transit infrastructure is done through various surveys such as Road
Inventory, Building use survey, Audit Tool and Pedestrian Perception Survey. The
analysis tools used for this study include Ped-shed analysis, space syntax analysis and
Walkability Score. This data is then used to prepare design interventions for key public
spaces and links. This is followed by Household surveys which help evaluate the user
profile and analyze the willingness to shift towards public transport. The study
concludes with a proposed skeletal framework for an efficient placemaking initiative.
The study uses pedestrian perception study results to develop suitable design
interventions and suggests strategies that will help understand the role of Placemaking
in Transit while creating quality shared space.
 MODELLING DEPARTURE TIME CHOICE OF METRO PASSENGERS: CASE STUDY OF DELHI METRO
(Atri Prashant)

Abstract

Delhi metro is suffering from serious congestion due to booming travel demand.
Differential pricing is an important and effective measure in traffic demand
management (TDM). Whether pricing strategies work depends strongly on the
responses of travellers to fare changes. Normally, the fare elasticity of demand is used
to describe the relationship between demand changes and fare changes at an
aggregate level. It is useful to estimate demand changes for system-wide and long-
term pricing policies. However, for regional and short-term (valid time window is short)
fare strategies, it is hard to capture the reactions just by the fare elasticity of demand.
The retiming elasticity decreases greatly with increasing shifted time, and 30 minutes
is almost the maximum acceptable shifted time for passengers. Moreover, the
retiming elasticity of passengers in the middle term is approximately twice that in the
short term. Applications of fare optimization are also executed, and the results suggest
that optimizing the valid time window of the discount fares is a feasible way to improve
the congestion relief effect of the policy, while policy makers should be cautious to
change fare structures and increase discounts. Passengers’ travel responses to fare
changes are very complex and related to various external factors, such as service
quality, travel preference, and socioeconomic factors. In past works on travel
responses are usually specific to a certain region or transit system and assume that the
external factors remain the same before and after the policy. As we already seen that
flexi fare is success full in Beijing suburban railway and it handles booming congestion
of suburbs rail. Modelling in departure time choice plays a vital role in caters the
congestion in metro and distributes the commuters in different intervals of time. For
knowing the modelling departure time choice different we have to know the
willingness to shift to off peak hour or hike in fare of peak hour. So for this new fare
strategies must be recommended.

Key Words: 2SCF, OLS, Price endogeneity, Departure time choice, Willingness to shift
 ENHANCE THE EFFICIENCY OF URBAN FREIGHT TRANSPORT IN MEDIUM-SIZED CITIES – A CASE OF
KAKINADA
(Narendra Bandaru)

Abstract

There have been growing concerns over the rapid urbanization and population
ageing. According to the United Nations report, nearly half of the total world
population of 7 billion people lived in urban areas in 2010 and this is expected to reach
60 per cent by 2030. Globally, in 2010 the proportion of people over the age of 65 was
7.6% and is predicted to reach 18.3% in 2060.(Concept of City Logistics for Sustainable
and Liveable Cities, 2014) Under these demographic circumstances, problems of
urban freight transport have become more critical to help a better life for people and
a better environment in urban areas.Urban freight transport is important not only to
economic development but also to improving the urban climate. However, logistics
activities in urban areas often cause traffic congestion, air pollution, noise and
crashes. So, smart economic development must be matched with healthier, cleaner,
and safer communities. Hence, as we face higher risks of catastrophe due to global
climate change and aging populations, urban freight transport should incorporate
these risks in order to build a more stable and sustainable environment.
 INTERNALIZING THE EXTERNALITIES OF URBAN PRIVATE TRANSPORT- A CASE OF GURGAON, INDIA
(Aditya Saxena)

Abstract

India is a developing nation with one of the fastest-growing economies in the world.
The theories of microeconomics establish a direct and positive relationship between
the increase in GDP and per capita income with per capita consumption. The rise in
disposable income indicates more opportunities for an individual to pursue his
personal needs like owning a luxurious vehicle which affects their travel behavior and
indirectly discourages the use of public transit. Although the increase in vehicle
ownership indicates growth in the economy, its negative impacts cannot be ignored.
The negative externalities (e.g. congestion, air pollution, GHG emission, noise
pollution) generated by the use of private transit create a significant economic loss
to the country. A World Bank study released in 2016 revealed that India lost more than
8.5% of its rise in GDP in 2013 due to air pollution. According to a study by Uber, Indian
commuters take 1.5 times longer to travel a given distance in peak hours compared
to travel time during non-peak hours. The present study intends to incorporate the
external cost (congestion, vehicle emission, noise pollution) of transport for private
vehicle users developing a mechanism to estimate it and suggesting a framework to
collect external cost. The study will help in assessing the change in the travel behavior
of urban private vehicle users if external costs are implied. Furthermore, the study will
also help in estimating the reduced amount of greenhouse gases which used to emit
from private vehicles on the road, reduced volume of vehicles, increased number of
users for public transport, and the increased revenue generated from it resulting from
the shift of private transport users towards the public transit. The present study shall
also evaluate the revenue generated as a form of tax levied on private vehicle users
if they continue to use the prevailing mode by paying the external cost.

Keywords: Negative externalities of private transport, Travel behavior, Congestion,

Noise pollution, Vehicle emission
 WATER TRANSPORT TOURISM DEVELOPMENT
(Neela Vamshi Krishnamohan)

Abstract

The tourism and water transport research are a multiplier sector which always positive
impacts on all the other sector in the view of development. It effects on resources and
the life of living the way of local residents of their daily life activities and economy of
the local people and as well as helping in the development of the region. It has
parallel relation with the country economy through the subject of its activities like
transport, trade, construction, agriculture and many more. Tourism as a sector has
immense potential on its own and the value of it depends on the kind of tourism the
area holds. Various parts of the regions attract people from one other place to view
its culture, tradition, landscape and other features, and once natural beauty always
attracts another one. The emergence in the backwater cultural tourism and rural
island tourism is an apt example for this theory. Water based transport mode is solar
energy efficient environment friendly and price effective mode of transport and quite
relevant considering the recent global changes. It is cheaper that other modes of
transport. Transport is a basic operator of the tourism sector built as a functional
immediate act that bring transportation on a various mode choice to complete the
major action of movement from one place to another place. Transportation on ferry
ways is specially will have impact when the origin and destination are waterfront
areas. Tourism is certain less time movement and stay of tourists at the vacation spot
for a few days of vacation/holidays, as well as their activities to move from one tourist
spot to another place while they staying at one particular zone. The estimation of trip
times on water if cochin water transport department to increase the ferry ridership,
Goal to reach the estimated ridership twenty lakhs above will reach kochi as a favorite
tourist destination every year to extend the ferry routes connecting to the islands.
Tourism sector lays on the mode of usage by the tourists mainly based on choice and
methods, the tradition, heritage and the culture, the current nature conditions and
scenic places, and it should have a prevalent importance on the tourist city financial
condition, by conservation and upgradation of the major factors of tourism industry,
and the social cultural life of the people.
ASSESSMENT OF THE FACTORS RELATED TO ACTIVE TRANSPORT USE IN COLLEGE GOING STUDENTS:
THE CASE OF MAJOR HIGHER EDUCATIONAL INSTITUTES IN INDORE
(Ayush Jain)

Abstract

Active transport is the type of transport defined where human efforts and energy is
spent. It includes all forms of Non-motorised forms of transport including cycling,
walking, where physical activity is involved. It might also include public transport
where walking and cycling is involved for longer trips in from of access and ingress
trips or as a feeder to Public transport. University students and population are more
likely to use/adapt active transport as a mode of commute in comparison to the
general population (Bonham et al, 2013). The university campuses and its adjoining
area are capable of promoting active transportation. The university campuses form
part of major trip attractors and generators, and the sustainability goal of universities
go in hand with the promotion of active transport amongst its staff, workers and most
importantly students (Whalen et al, 2013). Market segmentation is an approach to
cluster the individuals who share some common characteristics that help to formulate
more precise strategies favourable to segmented population (Hair et al., 1998). In the
field of transportation planning, there can be three different kinds of travellers such as
Captive Motorized transit users, Captive Active transit users and, Potential Active
transit users. Captive Active transport users are those who chose to walk or bicycle
because of the lack of travel choice or the other motorized means of transport modes
are out of their financial means. Captive active transport users continue to walk or
cycle even if they are unhappy with walking or cycling experience. Potential active
transport users are those who are not walking or cycling yet but hold the potential to
shift toward active transport if conditions are in favour of them. These are very much
sensitive to the quality of mode service and can easily shift from one mode to other.
Captive motorized users are those who are very much addicted to motorized vehicle
usage and do not hold any kind of potential to shift to non-motorized modes of
transport due to their socio-economic status (Jacques et al, 2013). This dissertation tries
to capture the perception of attitudinal, subjective and objective parameters and
segment the students into the three predefined clusters of a Non-Residential College
In Indore through K-means Clustering analysis and calibrate the induced shift by
proposing a Public Bicycle Sharing (PBS) Docking Point near the college by Binary
Logistics Regression analysis using IBM-SPSS Statistics software.
 EVALUATING LEVEL OF SERIVCE BASED ON PASSENGER BEHAVIOUR PARAMETERS AT AN
INTERCHANGE
(Kanika)

Abstract

A public transport interchange is one of the most important system in urban transport.
An Interchange is defined as the node where different transport modes cumulate. On
the onset of the 21st century, the travel behavior of the passengers changes a lot, as
we saw massive migration from smaller urban regions to larger one as well as when
urban cities merge together, the distance of travel increases, and thus cities need
more efficient and optimal modes of travel to connect. The concept of transport
interchange thus play a very decisive role in making these systems work in proficient
manner, by reducing the travel time and distance. This thesis will endeavor through
this system and its service levels impact based on the passengers behavior. Passengers
behave differently based on the type of luggage they are carrying, their age, and
gender. Passenger behavior is one of the most imperative component of this study.
For evaluating behavior, level of service for passengers with different parameters were
studied. Two sites were selected based on the availability of different modes and
passenger footfall. Both the sites are in Delhi first is Sarai Kalen Khan in south Delhi and
second one is Anand Vihar in East Delhi. A system of surveys were set and deployment
schedule was created to record data for interchange system during peak hour for
both the locations. The data is then further organized and analyzed based on
passenger behavior at different travel modes and Interchange and Level of services
are set up, which will help in evaluating the service levels on 7 parameters and 6 levels.
These 7 parameters are Age, Gender, Luggage, speed, Density, Flow, and Space. A
methodology is developed to unify the passenger behavior in one and termed as PEF
(Passenger Equivalent Factor) which is then used in evaluating the Level of service.
While levels are basically categorized in A, B, C, D, E, F; where A, B are overdesigned,
C is optimally designed, D is Sub-Optimally designed and E, F are Under-designed. The
Interchange pathway will then be tested on these and inferences will be carved out.
The inference will guide us to understand the current state of interchange and the
need to intervene and to optimize its operations. Apart from understanding Level of
service a Benz model theory is also studied which relates the space and time. Space
and time is one of the most important output of this study which actually gives us the
need of space during peak and will also help in identifying whether the interchange
system is operating on the optimize space.
 EVALUATING LEVEL OF SERIVCE BASED ON PASSENGER BEHAVIOUR PARAMETERS AT AN
INTERCHANGE
(Kanika)
Thus two theories are used in a way to make double check on the optimal space
requirement of the interchange. Walkability index is also evaluated and based on the
inferences, the quality of the system walkable areas are identified. The proposals are
based on the credible analysis and the inferences which are jotted from the above
said study. These proposals will enhance the operational capability of the whole
system at both the study sites. The main objective of this study to device a
methodology which can be incorporated for the upcoming Greenfield interchange
systems around the country and also in retrofitting already existing interchange
system.

Keywords: Interchange, Level of Service, Passenger Behavior Parameters, PEF

(Passenger Equivalent Factor)