Abstract
As Indian cities adopt the concept of transit-oriented development (TOD), concerns have arisen regarding the applicability of TOD standards formulated in developed countries in the Indian context. This study aims to estimate the TOD influence areas in New Delhi by examining the last mile connectivity patterns of passengers on the Delhi Metro Railway (DMR). Questionnaire surveys conducted on the last mile connectivity reveals use of various access modes for metro stations in India, although current research only considers walking and cycling to be universal forms of access. Therefore, this study focuses on the DMR’s multimodal accessibility to investigate the last mile distance of each mode. In order to offset the rounding errors of reported distance, a heaping model and multiple imputation (MI) were employed to improve the accuracy of the reported distance. Afterward, distance decay analysis and receiver operating characteristic (ROC) curves were used to determine the thresholds of last mile distances. The findings show that the influence area differs across travel modes and increases in the order of walking, informal transit, buses, and private transport, respectively.
Highlights
The catchment or influence area of transit stations is a key factor in transit-oriented development (TOD) planning
We focused on passengers’ multimodal accessibility and last mile distances to Delhi Metro Railway (DMR) stations to examine the appropriate influence area for TOD planning in New Delhi
According to the 2015 survey administered to Delhi metro passengers by the DMRC, walking, informal transit, buses and private transport are considered effective access and egress modes in New Delhi
Summary
The catchment or influence area of transit stations is a key factor in transit-oriented development (TOD) planning. Those research results give different distance values with each other indicating that the transit catchment area may vary among cities, travel modes (both last mile and transit mode), types of area (urban or sub-urban) and trip purposes Those studies focused only on walking [3,8,10,11] and cycling [12,13] as the access modes. Larsen et al [27] applied the exponential decay function to a case study of Montréal, Canada and suggested that it could be used to better understand catchment areas and the level of access to services They examined travel distances by walking and cycling for various purposes such as work, school, shopping, and leisure, while the previous two studies only focused on walking.
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