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Access terminology is evolving since its inception by Hansen in 1959. Accounting accessibility is central to multiple disciplines such as geography, transportation, health, economics, social sciences, etc. Developing indicators to measure access is a common practice and usually favor specific dimensions of access based on application. Although measuring accessibility and developing related indicators is a common practice, there are missing links in the indicator development, planning process, its implementation and related policy-making. Due to many available indicators, each differing in context, the practicality of implementation and their transferability is generally lost. Current work focuses on extracting commonalities between indicators and understanding how the contextual focus of indicators' have changed over time to measure access. Requirements for improved access related policies, developing realistic measures and future research directions based on gaps in the identified access measures are suggested. • The study brings out the deficits in access measures studied earlier. • The study identifies access measures applied in the Spatial, Health care, Response Services and Transportation systems. • The study highlights the changes in accessibility indicators contextually applied over time. • The specific targets of future research needs in the domain of accessibility measures have been identified. [ABSTRACT FROM AUTHOR]

Cycle rickshaw trolley (CRT) is a widely used non-motorised mode of intra-city freight transport in Delhi. While a number of studies are available for non-motorised passenger rickshaws, role of CRT in urban goods movement has not been studied adequately. This paper presents findings from a survey of 2000 CRT drivers in Delhi in 2011. The paper highlights the contribution of CRT in city goods movement, savings in fuel and emissions and benefits to CRT drivers. If CRT s are replaced by motorised vehicles, CO2 emissions from vehicular traffic will increase by over 3% and hydrocarbon emissions will increase by over 8% and six to seven hundred thousand people will have to find alternate employment. The findings have a direct impact on various urban freight policies and welfare policies for the poor. [ABSTRACT FROM AUTHOR]

Abstract: This paper develops the model and methodology to estimate the marginal external cost of urban road transport, which is necessary for analysing optimal urban transport prices. Four major marginal external costs analysed in this paper include the marginal external costs for congestion, air pollution, road accidents and noise. The paper estimates the marginal external costs for cars and buses in peak and off-peak periods for Delhi urban agglomeration for the year 2005. [Copyright &y& Elsevier]

Delhi and Mumbai are large cities with a population of more than 15 million each. Both cities have large bus systems. However, the share of bus users is much higher in Mumbai as compared to Delhi. There is a need to enhance the share of bus users in Delhi to reduce the growing traffic externalities in the city. The objective of this work is to compare the existing bus services of Delhi and Mumbai, and identify feasible strategies to improve the bus system in Delhi. A total of 1347 and 1045 bus passengers were surveyed in Delhi and Mumbai respectively to compare the existing bus systems of both cities. Further, 14 transportation experts in Delhi were surveyed to identify feasible improvement strategies in Delhi. Multinomial Logit (MNL) model and Sign test were used to analyze the perception of bus users. The analyses reveal that overcrowding is a major concern in both the cities. But, unlike Mumbai, Delhi buses are perceived as less punctual and more time consuming by non-captive 1 1 Non-captive bus users are the bus commuters that have formal employment (in-service) and income more than INR 50,000 per month. users. As a result, share of non-captive users that travel by buses in Mumbai is higher as compared to Delhi. In terms of interventions, improved comfort, punctuality, and safety are considered relatively easier to achieve in Delhi as compared to reduction in travel time by experts. It is concluded that strategies to improve comfort, punctuality, travel time, and safety should be prioritized for bus services in Delhi. [ABSTRACT FROM AUTHOR]