This document evaluates transit accessibility and the likely impact on traffic for a fast developing residential area of Surat, India called Adajan. It measures transit accessibility considering walking distances and times to two major bus routes in the area. A transit accessibility index is developed based on inverse of walking distance and time. Higher index values indicate better accessibility. Levels of service from A to E are proposed based on the index, with A being the best. Providing a level of service C or above would induce more people to use public transit rather than personal vehicles, helping to reduce traffic.

1. EVALUATION OF TRANSIT ACCESSIBILITY AND LIKELY IMPACT ON TRAFFIC
FOR FAST DEVELOPING RESIDENTIAL AREA: A CASE STUDY
Balya Manjurali I.
M.Tech Student in Trans. Engg. & Planning, SVNIT, Surat
e-mail: manjurali.momin@ymail.com
Krishna Saw
M.Tech Student in Trans. Engg. & Planning, SVNIT, Surat
e-mail: kriscivil_10@yahoo.com
B.K. Katti
Professor, Emeritus, Civil Engineering Department , SVNIT, Surat
ABSTRACT—For effective public transportation planning, it is quite essential to understand the degree of accessibility status to
work out the deficiency in the road or bus route network. The measurement of transit accessibility and availability are important
both for forecasting transit ridership and for planning and evaluating transit service. Accessibility has been regarded a property
of people indicating how easily they can reach a set of potential destination. While measuring transit accessibility, both spatial
and time dimensions in terms of walking distances, walking and waiting duration are important parameters to patronize the
transit riders. The present paper focuses on measurement of transit accessibility for small study area of Adajan area of Surat city
considering two major bus routes through the area.
1. INTRODUCTION
Public transit is a mode of transportation that
involves transportation by a collective in a large
vehicle, subsidized or managed by the
government, and operates mostly on a fixed route
and fixed schedule. It is multi-faceted, involving
various vehicles and facility types, and engages
populations across various activity centers. The
current fast pace of life in fast developing urban
area demands an effective, fast and reliable Public
Transportation System. . One significant segment
of Public Transport is an effective accessibility
which is sustainable and acceptable by the trip
maker. It is just not enough to have an efficient
Public Transportation System, but it needs
supports of good accessible routes for the transit
pedestrians to reach their bus stations. Therefore,
the accessibility for the transit pedestrians cannot
be ignored or side tracked in planning of public
transit system for any city. Accessibility
parameters and their measurement is an important
task. Perception of the transit riders in this regard
bears equal importance.
2. METROPOLITAN
TRANSPORTATION SCENARIO
Urbanization is a significant phenomenon at
national level, after post independence era. It was
17.29% in 1951 and touched 27.75% in just five
decades and touched urban population mark of 285
million out of 1027 million in 2001 and is
estimated to touch 540 million by the year 2021
(37%). At the same time growth in vehicle
population in cities is going at rapid rate and more
so in the case of two wheelers. Impact has been
felt maximum on metropolitan transportation
system in terms of substantial increase in transport
demand and traffic growth resulting in
sustainability crisis and distortion in modal split
characteristics.
The personalized trips with cars and two
wheelers found significant edge over public transit
system on one hand and squeezing experience on
NMV travel component on the other. The rapid
growth in transport demand and necessary growth
in transport infrastructures are in imbalance to
disturb the model split resulting into heavy traffic
congestions, formation of traffic bottlenecks and
higher level of pollution on road network.
Moreover the increase in personalised vehicles and
significant growth in traffic flow have deterant
impact on city bus services and the schedules are
disturbed. Eventually the net result is inefficient
transit system. This has further promoted
paratransit system which is another important
element of traffic congestion and air pollution.
3. STUDY AREA
Adajan area a sub area of West zone of Surat
city on the right bank of River Tapti has been
selected as study area as belongs to a fast growing
residential sector. The population of study area is
of nearly 2 lacs. The study area has two bus routes.
One is from Adajan Patiya bus terminus to

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Figure 1(b):
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3. 304 ♦ Nation
3.1 Walk
Many
that walk
mode to
distance
significan
on part o
walking d
depending
Home int
study refl
time show
Walking D
Males (%)
Females (%
Children (
Members
The f
family an
interviews
are ranged
family he
whereas
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perceived
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Accessibi
stop distan
3.2 Walk
Walki
accessibil
conscious
walking
observatio
Table-2.
indicated
whereas
walking ti
nal Conference
king Distan
y studies on
king is the
access pub
to reach
nt parameters
of public tr
distances va
g upon his tr
terview surv
lect the varia
wn in Table-1
Table 1: Fa
Dist. 250
) 10.52
%) 27.78
(%) 65.32
(%) 45.35
family memb
nd other mem
s. The presen
d from 250m
ads indicate
the 28% F
ity of 250m
ng distances
acteristics o
ere walking d
d as the dista
her than bus s
hey can use P
ce they reac
continues u
bly. Howev
as addition
accessibility
in Table-1.
accessibili
lity can be
nce after rea
king Time A
ing time can
ity measure
s. Mostly th
time up t
on made in t
Nearly 74%
the presen
88.89% lad
ime. 26% of
& Workshop: R
nce Accessib
public trans
most natura
lic transpor
the bus s
s in decision
ransit users.
aries from p
rip purpose,
veys carried
ations in acc
1.
amily Member
350 45
2 68.42 0.0
8 38.89 22.2
2 12.24 8.1
5 30.23 9.3
bers to incl
mbers are co
nt walking d
m to 800+ m
d their acces
Females sho
m. 65% of ch
s of less tha
observed her
distance by
ance to reac
stops. The re
Paratransit sy
ch the trans
until transit
er by assum
nal to the
distance can
Very few w
ity more
worked out
ching the tra
Accessibilit
n also be con
e, as many
he transit us
to the bus
this regards
% of the f
nt walking
dies stated u
f the males in
RATE12, SVNIT,
bility
port have sh
al and impo
rt. Here wal
station beco
n making pro
The accep
person to pe
age, and gen
for the pre
ceptable wal
rs (%)
0 550 >
00 10.53 10
22 11.11 0
16 4.08 10
30 6.98 8
lude head of
onsidered fo
distance in m
m. 68.42% o
ssibility as 3
owed the tr
hildren indic
an 250m or
re are show
the resident
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eason behind
ystem on sha
it corridor.
supply impr
ming 150m
distance qu
n be worked
ould like to
than 45
t by adding
ansit line.
ty
nsidered as tr
are more
sers consider
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are shown in
family mem
time as 10
up to 10mi
ndicated that
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hown
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0.53
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350m
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6min
W
3.2.1
W
3.3
pref
city
Members(%)
4
Members(%)
June 2012)
accept 15mi
quite low for
ool going ch
shared three
king distance
e are lower t
% children pr
n of walking
Figu
Tab
Walking Time
Males (%)
Females (%)
Members (%)
1 For schoo
Table 2(b
Walking Time
Children
Fig
Stated Pre
When worki
ferred walkin
bus stations
0
10
20
30
40
50
60
70
80
250
0
10
20
30
40
50
60
70
<3
in as their wa
r Female me
hildren carrie
e wheelers,
e further redu
to others as
refer 3min. an
g time.
ure 2(a): Walki
ble 2(a): Male-F
<6
62.89
61.11
53.66
ol going chil
b): School Goin
<3 6
47.83 36.
gure 2(b): Wal
ferred Acc
ing people w
ng distance
s. Nearly 79
350 450
Walking Dista
Male
Childre
<6 1
Walking Time (M
alking time w
embers (Fig
ed by the sch
the access
uces and the
shown belo
nd 37% chil
ing Distance
Female (%)
10 15
11.11 26
27.78 11.11
17.07 29.27
ldren
ng Children (%
6 10 1
.96 15.21
lking Time
cessibilities
were asked t
and time to
9.17% prefer
550 >95
nce (m)
Fem
en Me
10 15
Min.)
where as it
g-2(b)). As
hool buses
sibility of
eir walking
ow. Nearly
dren adopt
Total
100
1 100
7 100
%)
15 Total
0 100
o state the
reach the
rred up to
50
male
embers
Male
Female
Children
Member

4. Evaluation of Transit Accessibility and Likely Impact on Traffic for Fast Developing Residential Area: A Case Study ♦ 305
350m of walking distances and 86% preferred
walking time of nearly 5min to reach their bus
stops. The percentile values of the preferred
walking distances and walking time are given in
Table-3(a) and 3(b).
Table 3(a): Working Member (%)
W Dist.(m) 250 350 450 550 >800 Total
Working
Members (%)
45.84 33.33 11.11 1.39 8.33 100
Figure 3(a): Walking Distance Members Distribution
Table 3(b): Working Members (%)
Walking Time (Min.) 6 10 15 20 >25 Total
Working Members (%) 75 18.06 5.56 0 1.39 100
Figure 3(b): Walking Time Members Distribution
4. DEVELOPMENT OF TRANSIT
ACCESSIBILITY INDEX
It is required to bring the walking distance and
walking time in certain modules for relative
comparison and to specify the likely level of
services. Development of Accessibility Index as
access indicator is desired. The Transit Walking
Distance Accessibility Index (TAI-WD) is defined
as the inverse of walking distance in kilometers.
Similarly the concept of Transit Walking Time
Accessibility Index (TWTAI) has been introduced
in the present study as inverse of walking time in
hour. Accordingly the index values of distance and
time base accessibilities are calculated and
mentioned below Table-4(a),4(b).
Table 4(a): Walking Distance Index Values Scaling
Walking Dist. 250 350 450 550 >950
WD Index 4 2.85 2.22 1.81 1.05
Table 4(b): Walking Time Index Values Scaling
Walking Time 6 10 15
WT Index 10 6 4
The average Accessibility Index values for
males, females and children have been worked out
on average weightage bases for boths categories of
distance accessibilities and time accessibilities as
shown in Table-5. As the walking distance
accessibility are considered in two parts as up to
transit routes and bus stops the index values differ
as mentioned in top two rows. Higher index values
are observed on consideration of walking distance
up to transit route. Additional 150m distance is
assumed in case of distance up to bus stop.
The higher TAI-WD is observed for females
and children because they are not accepting higher
walking distance compare to males. As walking
distance/time for children is still less because of
school buses and three wheelers as their modes
accessibility index values are as high as 7.64 and
14.17 in case of walking distance and walking
time.
Table 5: Observed Transit Accessibility Index
Values-Walking
Member Male Female Children Member
TAI-WD(TR*
) 4.86 5.73 7.64 6.62
TAI-WT (BS*
) 2.67 2.91 3.32 2.25
TWTAI (BS*
) 7.99 8.22 14.17 7.60
*TR- Walk up to Transit Routes
BS= Walk up to Bus Stop
5. PROPOSED LOS OF TRANSIT
ACCESSIBILITIES
Transit Walking Distance accessibility index
TAI-WD all in the range of 1 to 10, the lowest
pertains to walking distance 1 or more than 1km,
whereas index value 10 signifies the minimum
distance of 100m. Similarly range of TAI-WT is 1
to 10 for adults and 1 to 15 for young school going
children and elderly people where their minimum
desired time 6min for adults and 3 to 4 min for
children which lead to Accessibility Index value of
10 and 15 for both categories respectively. The
survey conducted for the working members for
preferred index value are 6.75 for transit route and
3.5 for reaching the bus stop. The Proposed levels
of service in regards of transit accessibility with
0
10
20
30
40
50
250 350 450 550 >950
Members(%)
Walking Distance (m)
0
10
20
30
40
50
60
70
80
6 10 15 20 >25
Members(%)
Walking Time (Min.)

5. 306 ♦ National Conference & Workshop: RATE12, SVNIT, Surat (07–09 June 2012)
reference to walking distances are as shown in
Table-6(a).
Table 6(a): Proposed LOS of TAI for Distance
LOS A B C D E
TAI-WD 5 4 3 2 1
Distance
(m)
< 200 250 330 500 >800
Table 6(b): Proposed LOS of TAI for Time
LOS A B C D E
TAI-WT <15 12 8.5 6.5 4
Time
(Min.)
<=4 4 to 6 6 to 8 8 to 10 >10
6. IMPACT OF TAI ON TRAFFIC
The evaluation of transit accessibility has been
carried here in terms of two accessibility index i.e.
Transit Walking Distance Accessibility Index
(TAI-WD) and Transit Walking Time
Accessibility Index (TAI-WT) in the range of 1to
5 and 1 to 15 respectively. Higher the index values
better is the quality of accessibility to reach the
bus stops. If planners are able to provide LOS C
and above the people are induced to opt for usage
of public transit system. Obviously transit system
will be promoted by people who tend to shift from
their personel vehicle usage to the public transport
system provided the public frequency supports the
improved accessibilities. Eventually there will
reduction in personel modes on the road network
and traffic congestion. Moreover more transit
pedestrians will be on the residential streets
resulting in more social contacts on one hand and
scope for physical fitness due to walking on the
other.
7. CONCLUSION
Transit accessibility is one of the key
parameter in sustainable public transportation.
Therefore, mass transit system cannot be planned,
implemented or operated in absence of effective
transit accessibility introduced in the system.
There are two phases of transit accessibility
namely transit walking accessibility and transit
waiting accessibility. The first is concerned with
the distance from the residence to the bus station
that a transit rider has to walk, whereas the latter is
associated with the bus frequency. The focus here
is on first part of accessibility measured in terms
of walking distance and walking time up to the bus
stops by various members of the family. TAI-WD
and TAI-WT are developed here in the range of 1
to 5 and 1 to 15 and they are further stratified in
five levels from A to E to specify the LOS for the
transit accessibility. It is observed that residents at
present are more interested in transit accessibilities
to reach the transit routes rather the bus stops so
that they can have choice of other paratransit
modes to reach their destinations.
REFERENCES
1. Md. Sha Al Mamun (2009), “An Aggregated Public
Transit Accessibility Measure”, Graduate Student
Department of Civil and Environmental Engineering,
University of Connecticut.
2. Shahbakhti Rostami (2012), “Accessibility Problems and
Transportation Needs of Rural Kurdistan, Iran (A Gis-
Based Analysis)”, Geography Department, Payame Noor
University, Tehran, I.R of Iran.
3. Sony Sulaksono (2005),” Modeling Walking
Accessibility to Public Transport Terminals: Case Study
of Singapore Mass Rapid Transit”, Lecturer, Civil
Engineering Department, Bandung Institute of
Technology, Indonesia.
4. “Study on Traffic and Transportation policies and
strategies in urban areas in India”, Ministry of Urban
development (May-2008).