Transport Proceedings of the Institution of Civil Engineers

http://dx.doi.org/10.1680/jtran.16.00003
Development and evaluation of an Paper 1600003
Received 30/12/2015 Accepted 19/04/2017
integrated transportation system: a case
Keywords: developing countries/sustainability/transport planning
study of Delhi
Chalumuri, Nath and Errampalli
ICE Publishing: All rights reserved

Development and evaluation of an integrated

transportation system: a case study of Delhi
&
1 Ravi Sekhar Chalumuri ME, PhD, CEng &
3 Madhu Errampalli MTech, PhD, CEng
Principal Scientist, Transportation Planning Division, CSIR-Central Principal Scientist and Head, Transportation Planning Division,
Road Research Institute, New Delhi, India (corresponding author: CSIR-Central Road Research Institute, New Delhi, India
chalumuri.ravisekhar@gmail.com)
&
2 Rejitha Nath MTech, CEng
Former AcSIR Master’s student, CSIR-Central Road Research Institute,
New Delhi, India

1 2 3

The city of Delhi, India is experiencing rapid urban growth, which is causing a number of transport-related issues such
as congestion, low service levels and pollution. The lack of efficient public transportation is compelling commuters to
shift their travel modes to private and intermediate transport, resulting in unbalanced modal splits. Using the macro-
simulation software Visum, a sequential four-stage travel demand model was developed based on a total of 7098
individual questionnaire responses collected in Delhi. The base year traffic flows for private and public transport trips
were estimated through the developed travel demand model and validated with field data. To encourage transport
sustainability, multi-modal integration of Delhi’s metro rail systems with feeder modes and park-and-ride facilities
was performed and their benefits at the network level were evaluated. The results indicated an increase in metro rail
ridership after devising multi-modal integration. The aim of this work is ultimately to encourage modal shift from
private cars to public transport.

Notation issues such as congestion, low service levels, pollution and dis-
a, b, c calibration parameters calculated in Visum proportionate modal splits. The inability of public transpor-
ai mode-specific constant tation systems efficiently to meet the rise in travel demands has
a0, a1,…,ak coefficients in trip generation model compelled commuters to shift their means of travel to private
bK kth parameter modes and paratransit (a transportation service that sup-
n number of modes plements larger public transit systems by providing individua-
P(i) probability of mode i being chosen lised rides over short distances without fixed routes or
Uij generalised cost of travel (distance or time) from timetables) (Orski, 1975; Verma and Dhingra, 2005). It is
zone i to zone j therefore of the utmost importance to strengthen public trans-
Uj utility of mode j port systems and introduce sustainable solutions to these trans-
V number of model variables portation problems.
Xik kth model variable for mode i
x1 total population According to the 2011 census, about 97·5% of the population
x2 number of households of Delhi lives in urban areas, with the remaining 2·5% living in
x3 number of literates rural areas, making it one of the most urbanised states in India
x4 number of workers (RGI, 2011). Public transport systems in Delhi have not been
x5 total household income able to meet the consistent and rapid increase in demand over
Y trips produced or attracted in a zone the past few decades. Bus service levels in particular have
become worse and their relative productivity has further
1. Introduction depleted, compelling passengers to use personalised modes
Transport problems in India are becoming more complex with and paratransit to complete their journeys.
the growth in population and urban areas. As cities grow, they
tend to have varied and complex travel functions, resulting in Integrated public transport systems involve the combination of
traffic bottlenecks. The city of Delhi is experiencing rapid two or more modes and are widely recognised as a major con-
urban growth, resulting in a number of transport-related tributor to improving public transport operations (Ibrahim,

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 Transport
2003). The objective of such integrated systems is to provide
travellers with seamless transport opportunities with multiple
destination choices through a convenient, accessible, safe and
affordable public transport system (Luk and Olszewski, 2003;
Ülengin et al., 2007). These systems allow various modes of
transport to complement each other and not compete with
each other. Thus, to contain the explosion of personal vehicle
movement on the roads of Delhi, the development of inte-
grated transport has been identified as a solution.
The main objective of this study was to develop and evaluate
an integrated public transport system for Delhi. Two main
multi-modal integration techniques were considered to comp-
lement the Delhi metro rail system with additional modes to
address the lack of last-mile connectivity. These were the inte-
gration of metro systems with (a) feeder modes and (b) park-
and-ride (P&R) facilities. A four-stage travel demand model
was initially developed to estimate the base-year (2013) travel
demand and the model was validated on statistical grounds.
The alternatives for integration were then assessed and their
benefits at the network level were evaluated.
2. Study area and data collection
2.1 Study area and travel characteristics
Delhi, officially known as the National Capital Territory
(NCT) of Delhi, had a population of about 16·8 million in
2011 (RGI, 2011), making it the second most populous metro-
politan city in India. Urban growth has expanded beyond
Figure 1. Traffic analysis zones and road network in Delhi
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Development and evaluation of an
integrated transportation system: a case
study of Delhi
Chalumuri, Nath and Errampalli
the NCT of Delhi to encompass towns from neighbouring
states. Delhi encompasses three municipal corporations – the
Municipal Corporation of Delhi, comprising 272 municipal
wards, and the Delhi Municipal Council and the Delhi
Cantonment Board, which constitute the remaining 88 wards
(GNCTD, 2015). The present study considered a total of 360
traffic analysis zones belonging to the administrative jurisdic-
tion of Delhi, along with eight external zones surrounding the
city in order to study external trip trends (Figure 1).
Public transport modes in Delhi are a strong lifeline to cater to
the mobility needs of the mass population. The main public
transit facilities available in the region are bus and metro rail.
Delhi metro is emerging as an important means of transpor-
tation in the city. It is the thirteenth largest metro system in the
world in terms of length, consisting of six lines with a total
length of 189·63 km and 143 metro stations (GNCTD, 2015).
Apart from the metro, buses continue to contribute signifi-
cantly to mass transport in Delhi. Auto-rickshaws and cycle
rickshaws act as paratransit modes and play a huge role in
commuting people over shorter distances. However, the last
two decades have witnessed a phenomenal increase in the
growth of vehicles and traffic in Delhi. The city is home to
more than 7% of the total vehicular population in the country,
with around 7·45 million registered vehicles in 2012 – a
number that is expected to double by 2021. Nearly 1000 more
motor vehicles are registered on a daily basis (GNCTD, 2015).
Rapid growth in trips from external towns has also added to
the existing flow of traffic within Delhi.
Arterials
Major roads
Traffic analysis zones
ABC
W E
0 4 8 12 km
 Transport Development and evaluation of an
integrated transportation system: a case
study of Delhi
Chalumuri, Nath and Errampalli

2.2 Travel data collection
Travel data were collected through a pre-designed question-
naire. An extensive household travel survey was carried out by
researchers from the CSIR-Central Road Research Institute in
December 2013 to retrieve travel information in Delhi (CSIR-
CRRI, 2016). In the first stage of sampling, blocks or clusters
of colonies were recognised, while particular households were
identified in the second stage. Individual responses were col-
lected through personalised interviews to avoid bias in the
data. The collected raw data were pre-processed and incom-
plete responses were eliminated. A pruned data sample of 7098
individual responses was ultimately considered for model
development.
As shown in Table 1, the travel behaviour questionnaire
comprised four sections – household information, personal
information, trip information and vehicle information. The
household and personal information were used to characterise
the socio-demographic attributes of the travellers.
3. Travel behaviour characteristics
Analysis of the household travel behaviour data revealed
that the largest commuter share was from people in the age
group 31–50 years. Commuters in this age group preferred
private vehicle transportation, with approximately 21%
choosing to travel by car, 15% by two-wheelers and 12% by
bus. The majority (28%) of households fell into the income
category 20 000–30 000 Indian Rupees (INR) per month
(≈£250–350/month). The data also revealed that families
with household incomes of less than 30 000 INR/month typi-
cally used two-wheelers, cycles and walking as their modes
of travel.
In addition, it was found from the analysis that 73% of
trips were for work purposes. Single-vehicle ownership was
notably high (61%), but 19% of households reported
no vehicle ownership, implying that they are completely
dependent on public transportation or walking (Figure 2).
The mode choice data revealed a 32% share for cars, a 25%
share for two-wheelers, a 25% share for bus, 4% for metro, 2%
for auto-rickshaw, 1% for cycling and 11% for walking
(Figure 3).
4. Development of travel demand model
Travel demand modelling is an essential tool that involves the
prediction of travel decisions that people are likely to make
given the generalised travel cost of each travel alternative
(McNally, 2007). To implement the four-stage model

Table 1. Parameters considered for household survey

Information category Details

Household information
Personal information
Trip information
Vehicle information
Household size, income, number of workers, number of literates and so on
Age, gender, qualifications, occupation and so on
Origin–destination data, start and end time, access and egress time, frequency of trips, preferred mode of trip,
cost of travel and so on
Vehicle ownership, types of vehicles

No vehicles
19%

One vehicle
Four vehicles 61%
1%

Three vehicles
3%

Two vehicles
16%

Figure 2. Percentage distribution of number of vehicles in households

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 Transport
Drive-alone car 30%
Walk 11%
Metro 4%
Bus 25%
Figure 3. Observed mode choices
comprising trip generation, trip distribution, mode choice and
traffic assignment for the road network in Delhi, the macro-
scopic simulation software Visum (PTV, 2011) was used.
The transportation planning and macro-simulation software
Visum enables traffic modelling according to a four-stage
approach (Häll, 2006). It is a powerful geographic information
system (GIS)-enabled tool for private and public traffic ana-
lyses, forecasts and GIS-based data management. In this study,
a traditional four-stage travel demand model was developed,
which consists of a number of mathematical models and algor-
ithms performing the volume computation process. The main
inputs considered in the model development were the study
road network and travel characteristics. Secondary network
data including roadways (links, turns and intersections) and
metro rail were digitised in the ArcGIS platform (Esri, 2011;
Google Corporation, 2013). The development of the four-stage
travel demand model is covered in the following sections.
4.1 Trip generation
Trip generation establishes a relationship between trips pro-
duced from and attracted to, between a given set of influencing
parameters of zones. The dependent variables in trip gener-
ation modelling are trip productions and attractions, respect-
ively starting from and ending in a particular zone. The
explanatory variables for the current analysis considered were
total population, number of households, number of workers,
number of literates and total household income. All the
independent variables were observed to have a significant
correlation with the trips generated. This indicated that all the
selected model parameters influenced trip making. Multiple
linear regression analysis was conducted to determine the func-
tional relationship between trip and influencing parameters
separately for each trip purpose. Equation 1 represents the
4
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Development and evaluation of an
integrated transportation system: a case
study of Delhi
Chalumuri, Nath and Errampalli
Car-pool 2%
Two-wheeler 25%
Auto-rickshaw 2%
Cycle 1%
functional relation of the trip generation model considered in
this study
1: Y ¼ a0 þ a1 x1 þ a2 x2 þ a3 x3 þ a4 x4 þ a5 x5
in which Y is the number of trips originating or ending in
a zone, x1 is total population, x2 is the number of households,
x3 is the number of literates, x4 is the number of workers,
x5 is the total household income and a0, a1,…,ak are model
coefficients
Trip generation equations for productions and attractions for
different modes and trip purposes (namely home-based work,
home-based education and home-based other) were developed
and R 2 values were estimated. The R 2 values (0·955) indicated
that the developed model can explain 95·5% of the variation
and hence the developed trip generation model can predict
with reasonable accuracy.
4.2 Trip distribution
Trip distribution was performed in Visum using the most
widely used ‘Gravity’ model. Skim matrices were obtained
based on the shortest path between all origin–destination (OD)
pairs. The deterrence function (or the function for spatial
separation between origin and destination) could be distance,
travel time or travel cost, and is computed using
2: FðUij Þ ¼ a
Uijb
eðc
Uij Þ
where Uij is the generalised cost of travel (distance or time)
from zone i to zone j and a, b and c are calibration parameters
calculated in Visum.
 Transport
The calibration of coefficients of trip distribution obtained
from Visum were a = 0·65, b = 0·00 and c = −0·11. The OD
matrices for distributed trips were calculated based on these
calibrated values from the Gravity model and were used in
further stages of the travel demand model. The estimated travel
distance was validated statistically by considering a chi-square
test. The chi-square value was estimated to be 34·48 by consid-
ering the observed and estimated frequency of trips. The criti-
cal value of chi-square at the 1% level of significance is 37·56.
From this it can be concluded that there was insignificant
variation between observed and estimated trip lengths.
4.3 Mode choice
How commuters choose their mode of travel plays a key role
in public transport policymaking. Mode choice analysis con-
siders the choice-making behaviour of commuters. Evaluation
of the modal split of different available modes of travel was
carried out using a multinomial logit model. The logit model
is represented by Equations 3 and 4.
eUi
3: PðiÞ ¼ Pn
j¼1 eUj
where P(i) is the probability of mode i being chosen, Uj is the
utility of mode j, n is the number of modes. Utility of mode i,
Ui, is given by
X
V This section describes the execution and analysis of integrating
4: Ui ¼ ai þ bK
Xki
K¼1
where ai is a mode-specific constant, bK is the kth parameter,
Xik is the kth model variable for mode i and V is the number of
model variables.
In the present study, eight travel modes were observed and con-
sidered for mode choice analysis. These modes were drive-alone
car, car-pool, two-wheeler, cycle, auto-rickshaw, bus, metro and
walk. The development of the mode choice model in Visum
requires an individual demand stratum for individual transport
modes in a skim matrix, which takes more computational time.
To overcome this, the Limdep econometric software N-logit
(version 5) (Greene, 2012) was used for model building and to
obtain the required mode-wise utility parameters.
A total of 7098 household samples were analysed. The analysis
revealed that in-vehicle travel time (IVTT) and travel cost were
the most influential parameters that affect the selection of a
particular travel mode. The mode choices were then estimated
as 31% modal share of drive-alone cars, 24% of two-wheelers,
25% of buses and 3·2% by metro. Based on these results
of modal split between different modes of transport, mode-
specific OD matrices were prepared. These OD matrices were
then used in the traffic assignment process.
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Development and evaluation of an
integrated transportation system: a case
study of Delhi
Chalumuri, Nath and Errampalli
4.4 Traffic assignment
The traffic assignment model was developed in Visum using
the modal OD trip matrices obtained from the previous stage
of modal split. For private transport assignments, the user
equilibrium method was considered. Public transport modes
were assigned based on an all-or-nothing assignment wherein
the passenger chooses the shortest (hence fastest) route in the
network without any impedance caused by public transport
line routes or timetables. The traffic assignments were carried
out in Visum for the base year and the link flow on each road
link was obtained as the output in terms of vehicle volume per
day for private transport and passenger volume per day for
public transport, as shown in Figure 4.
Metro assignment was carried out using timetable-based
assignment wherein trips run on a scheduled run time and stop
time. Arrival and departure times, run times and stop times of
metro lines were obtained (DMRC, 2015) to input in Visum
for macro-simulation. Figure 5 shows the timetable-based
assignment performed for metro trips in terms of passengers/d.
At the network level, the total daily metro ridership was found
to be 2·65 million passengers, with an average metro passenger
speed of 27·86 km/h.
5. Evaluation of integrated
transport systems
An integrated multi-modal system ensures a higher quality of
services and cost savings for passengers (Fierek and Zak, 2012).
the metro with other modes. Three scenarios at the network
level were considered and evaluation of these scenarios was
based on application of the four-stage transport model designed
and simulated in Visum. The scenarios considered were
& the base case: existing transportation systems
& case 1: integration of the metro with a feeder mode
& case 2: P&R as an additional mode.
5.1 Integration of the metro with a feeder mode
The influence of paratransit as a feeder mode for mass transit
systems has gained much significance in recent times, especially
in developing countries (Tangphaisankun et al., 2010). These
services play an important role in the ridership of such mass
transit systems as the Delhi metro. The feeder modes in Delhi
act as access and egress modes to serve the last-mile connectivity
issues in public transportation (Gupta and Agarwal, 2008). To
enable integration in the present study, an attempt was made to
introduce a combination of metro and feeder modes. In this
study, the feeder mode was considered as a metro bus driving to
and from a metro stop. Thus, the metro and feeder combination
acts as the ninth mode choice in the analysis. The following
assumptions were made in view of this approach.
& Feeder transit modes are available at a radius of 500 m
from the metro station.
5
 Transport Development and evaluation of an
integrated transportation system: a case
study of Delhi
Chalumuri, Nath and Errampalli

Volume private transport:

vehicles (AP)

37 500 75 000 150 000

0
Volume public transport:
passengers (AP)
5000 10 000 20 000
0

Road links

W E

0 3 6 9 km

Figure 4. Traffic flow assignment obtained for private and public trips for base year. AP, analysis period

Jahangir Puri
Rithala

Dilshad Garden
Mundka Kashmere Gate

Vaishali
Rajiv Chowk

Volume: passengers/d (AP)

50 000 100 000

Noida City Centre 0 25 000

Stop points
Passengers boarding (AP)
≤ 10 000
Dwarka Sector 21 ≤ 20 000
≤ 30 000
> 30 000

N
Badarpur Border
W E

S
Huda City Centre
0 2 4 6 km

Figure 5. Metro trip assignment for base year 2013. AP, analysis period

& Feeder services operate for a maximum distance of 6 km The existing mode choice was revised using three influential
from the metro station. input variables, namely the IVTT, out-of-vehicle travel time
& Zones falling under a 6 km radius from each metro station (OVTT) and metro travel cost. The utility coefficients corre-
are only considered for integration. sponding to these variables were used further to perform a

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 Transport
sensitivity analysis with the provision of an additional feeder
mode. In addition, the following scenario was considered: if a
passenger uses the metro and feeder combined trip, the IVTT
is bound to increase while the OVTT (access and egress times)
is intended to decrease due to better connectivity. The trip
cost is also expected to rise due to the extra mode and the
increase in IVTT. It was thus assumed that the IVTT would
increase by 25% (a quarter of the total trip time), the OVTT
would decrease by 25% (a quarter of the total trip time) and
the cost would increase by 33% (a third of the total trip cost)
compared with the base case. Figure 6 shows the modal split
obtained after introduction of the feeder mode. It can be seen
that the modal split for metro increased from 3·2% in the exist-
ing case to 11·4% in case 1, implying that around 8·2% of pas-
sengers would shift to metro if feeder connectivity were
provided.
The integrated metro system with a feeder mode was evaluated
at the network level and an overall comparison between cases
was made, as discussed in the next section.
5.1.1 Evaluation of integration of the metro with
feeder mode at the network level
Based on the parameters generated in Visum, a comprehensive
comparison of cases was carried out. Table 2 shows an evalu-
ation of the metro system by means of ridership change due
to the introduction of a feeder mode. The overall metro rider-
ship was found to increase from 2·65 million passengers to
8·1 million passengers. This increase in metro ridership would
result in a noticeable decrease in the shares of the major
private modes. At the network level, there was a drop of 6·2%
in private mode trips after integration of the metro with a
feeder mode. Table 2 also shows that these changes in modal
split have a positive impact on average passenger speeds. The
average passenger speed on the Blue line was found to increase
Drive-alone car 27%
Walk 12%
Metro 11%
Bus 24%
Figure 6. Modal split obtained after the introduction of feeder mode scenario
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Development and evaluation of an
integrated transportation system: a case
study of Delhi
Chalumuri, Nath and Errampalli
from 27·35 km/h to 28·48 km/h. Similarly, it increased from
26·25 km/h to 27·04 km/h on the Yellow line.
5.2 Integration of the metro with P&R facilities
This part of the analysis aimed to study the enhancement of
metro ridership by the provision of P&R facilities for a selected
set of zones in Delhi. P&R schemes are car/bike/cycle parks
with public transport connections that allow commuters to
park their vehicle and transfer to a public transport system
(bus, metro or commuter rail) for the remainder of the journey.
The provision of P&R sites allows travellers from outer urban
areas to reach destinations easily. P&R sites also help commu-
ters avoid the inconvenience of driving on congested roads and
searching for scarce, expensive city-centre parking. By assisting
and encouraging the use of public transport, they therefore
help reduce congestion on urban roads (Manns, 2010; Szarata,
2005). P&R schemes can thus substantially affect travel pat-
terns and should be considered in demand models. The model-
ling of a P&R scheme was performed in Visum by
& defining P&R as an additional mode in Visum
& defining P&R sites in Visum
& determining the (dis)utility for the P&R mode by splitting
P&R trips into private transport and public transport legs.
Use of the P&R mode was distributed among all demand
strata (namely home-based work, home-based education and
home-based other). To represent travel costs more realistically,
parking charges for P&R trips were taken into account at
various decrements when calculating its disutility. This helped
in estimating the different levels of modal shift at each decre-
ment of parking charges.
Adding a P&R mode to the mode choice operation requires
calculation of the corresponding disutility. For an OD relation,
Car-pool 2%
Two-wheeler 22%
Auto-rickshaw 1%
Cycle 1%
7
 Transport Development and evaluation of an
integrated transportation system: a case
study of Delhi
Chalumuri, Nath and Errampalli

Table 2. Evaluation of metro ridership change with introduction of a feeder mode

Base case With feeder mode

Average passenger Average passenger

Metro line Passenger-h Passenger-km speed: km/h Passenger-h Passenger-km speed: km/h

Blue 25 210 689 744 27·4 88 590 2 423 755 28·5

Green 14 249 362 701 25·5 49 981 1 272 245 25·5
Orange 3130 170 336 54·4 11 028 599 756 54·4
Red 17 747 494 082 27·8 62 247 1 732 973 27·8
Violet 13 704 388 212 28·3 48 024 1 360 230 28·3
Yellow 35 876 941 935 26·3 125 994 3 307 426 27·0

this value is composed of two parts – namely the (dis)utility of
travelling by vehicle car from the origin to the P&R site and
the (dis)utility of travelling by public transport from the P&R
site to the destination. To determine the (dis)utility for P&R,
the variables for private and public transport were added as
follows
& IVTT = IVTT of private vehicle + IVTT of metro
& OVTT = waiting time at stops + transfer time at stops (no
access and egress times)
& Travel cost = car travel cost + metro travel cost + parking
charges.
It was assumed that the private trip distances would not
exceed 1 km. Hence, taking into account vehicle operating
costs, the car travel cost was estimated to be 10 INR. In the
NCT of Delhi, car parks have been provided at 95 metro
stations to facilitate commuters parking two-wheeled and/or
four-wheeled vehicles and then continuing their journey using
the metro. The parking charges range from 20 INR/h to
40 INR/h for time limits of 0–6 h to 6–12 h, but can be more
for different private modes. Taking this into account, the
modal shifts of passengers were evaluated for the reduced
parking charges of 5 and 10 INR/h for the same time limits. It
was found that the modal split for the metro increased from
3·2% in the existing case to 16·4% in case 2 with parking
charges fixed at 5 INR/h; this represents an increase of 13·17%
in metro share (Figure 7(a)). Similarly, the modal split for
metro increased to 8·6% for parking charges fixed at
10 INR/h, an increase of 5·3% in metro share (Figure 7(b)).
This implies that more passengers could be attracted to use the
metro if parking charges were reduced.
5.2.1 Evaluation of integration of the metro with P&R
at the network level
During the simulation in Visum, between all zonal centroids
and P&R sites, the shortest route for each OD relation was
determined. The weighting factors for private and public trans-
port (namely IVTT, OVTT and mode-specific penalties
(i.e. parking charges)) allowed determination of the best P&R
routes and the corresponding modal shift. Table 3 shows a
considerable increase in the number of people taking the metro
with the provision of P&R facilities with parking charges of 5
and 10 INR/h as compared with the existing scenario. The
average passenger speed was also found to increase, from
27·86 km/h in the base case to 29·05 km/h after introducing
P&R at 5 INR/h and 28·69 km/h at 10 INR/h.
6. Conclusions
Four-stage travel demand modelling expresses the transpor-
tation needs of passengers from origins to destinations. In this
study, transport models were developed as an efficient tool to
predict travel patterns within Delhi city by simulating the real-
world scenario as accurately as possible. The major inferences
drawn from an analysis of household survey data indicated
that the largest share of commuters came from those aged
between 31 and 50 years, who largely chose private cars as
their mode of transport. Single-vehicle ownership was notably
high (61%), while 19% of households reported no vehicle own-
ership, implying that these households are wholly dependent
on public transport or walking.
This paper further outlined the development of integrated
transport systems as travel demand models using macro-
simulation. Analysing the trip profiles of private and public
modes to identify the probability of modal shift from private
vehicles to the metro helped to gain understanding of the
potential benefits that could be obtained through the provision
of an integrated transport system. A comparative evaluation of
the performances of the existing transportation system against
two scenarios for integrated transportation systems was also
presented. This analysis revealed that the introduction of
feeder modes and P&R facilities as separate variances of mode
choice would increase the metro share from 3·2% in the exist-
ing scenario to a maximum share of 16·4%. A quantitative
comparison of P&R alternatives indicated that providing such
facilities with parking charges of 5 INR/h (as compared with
10 INR/h or higher) would yield the maximum benefits at the
network level of integration.
The major output of this study is a methodological analysis
to develop and execute transport modelling and network
integration using the macro-simulation software Visum. The
method considers the construction of a set of parameters

8
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 Transport Development and evaluation of an
integrated transportation system: a case
study of Delhi
Chalumuri, Nath and Errampalli

Car-pool 2%
Drive-alone car, 27%

Walk 11%
Two-wheeler 21%

Metro 16%

Bus 22%

Auto-rickshaw 1%
(a)

Car-pool 2%
Drive-alone car, 29%

Two-wheeler 23%

Walk 12%

Metro 9%

Bus 24%

Auto-rickshaw 1%

(b)

Figure 7. Modal split after the introduction of P&R mode for parking charges of (a) 5 INR/h and (b) 10 INR/h

Table 3. Evaluation of total metro ridership after introducing P&R

Base case With P&R

Average Parking Average

passenger charge: passenger Number of
Passenger-h Passenger-km speed: km/h INR/h Passenger-h Passenger-km speed: km/h passengers

18 325 510 563 27·9 5 92 561 2 688 807 29·1 10 180 914
10 48 652 1 396 279 28·7 7 615 829

that can be applied in evaluating an integrated network and
examines its efficiency in terms of passenger benefits. From
a practical point of view, the aim of the method is to
establish opportunities for better connectivity to public
transport systems (the metro in this case study) and encoura-
ging passengers to shift from private modes to public
transport.
Beyond the reported results, this study also highlighted the
essential need for data and variables, both in supply and
demand, in order to predict travel patterns and to design effi-
cient transportation systems. Although the model results are
satisfactory, further refinement of the model could not only
bring more agreeable results but could also lead to the recog-
nition and avoidance of conventional ambiguities in travel

9
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 Transport
demand modelling. To this end, the sample size could be
further increased and an adequate number of uniformly dis-
tributed samples throughout the study area would help in
further improvement of the model. However, despite
deficiencies in the data, the integral variables used for the
development of this model were successful in explaining
its characteristics and validity. In addition, further study could
be attempted to evaluate the benefits of the integration of
transportation system by considering both macroscopic and
microscopic simulation techniques.
Acknowledgement
The authors acknowledge the resource of data collected for the
Sustrans project (April 2012 to March 2017), a 12th Five Year
Plan project of the CSIR-Central Road Research Institute,
Delhi, India.
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