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Nevertheless, Dinesh highlighted that epidemiological evidence shows that occupants of these vehicles have lower injury rates per trip than cars despite these vehicles having no surrounding steel shell and a much lower weight (Mohan et al., [36]; Mohan & Bhalla, [27]). This work included, many of the themes we have discussed above, such as studies that questioned the role of motorization, urban design and trip modal shares (Mohan et al., [25]; Mohan & Bhalla, [27]; Mohan & O'Neil, [29]). Dinesh was taking pictures of Sikh children with burn injuries, who were playing in one of the relief camps. The main ideas were presented in a series of books and edited collections, with contributions from the leading figures in the field of injury prevention (Mohan & Berger, [26]; Barss et al., [2]; Mohan & Tiwari, [33]; Peden et al., [46]; Tiwari et al., [54]; Mohan, [23]; Tiwari & Mohan, [53]). [Extracted from the article]

Abstract: Pedestrians on Delhi roads are often exposed to high risks. This is because the basic needs of pedestrians are not recognized as a part of the urban transport infrastructure improvement projects in Delhi. Rather, an ever increasing number of cars and motorized two-wheelers encourage the construction of large numbers of flyovers/grade separators to facilitate signal free movement for motorized vehicles, exposing pedestrians to greater risk. This paper describes the statistical analysis of pedestrian risk taking behavior while crossing the road, before and after the construction of a grade separator at an intersection of Delhi. A significant number of pedestrians are willing to take risks in both before and after situations. The results indicate that absence of signals make pedestrians behave independently, leading to increased variability in their risk taking behavior. Variability in the speeds of all categories of vehicles has increased after the construction of grade separators. After the construction of the grade separator, the waiting time of pedestrians at the starting point of crossing has increased and the correlation between waiting times and gaps accepted by pedestrians show that after certain time of waiting, pedestrians become impatient and accepts smaller gap size to cross the road. A Logistic regression model is fitted by assuming that the probability of road crossing by pedestrians depends on the gap size (in s) between pedestrian and conflicting vehicles, sex, age, type of pedestrians (single or in a group) and type of conflicting vehicles. The results of Logistic regression explained that before the construction of the grade separator the probability of road crossing by the pedestrian depends on only the gap size parameter; however after the construction of the grade separator, other parameters become significant in determining pedestrian risk taking behavior. [Copyright &y& Elsevier]

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]

Urban transport has serious problems that are symptoms of the general process of rapid urbanization and environmental degradation. Policymakers in general and urban economists in particular have paid little attention to public transport system pricing leading to the absence of a financially viable, self-supporting urban transport system. In this paper, we report a partial equilibrium model developed by us, which captures transport tax reforms in the presence of certain transport externalities. Our theoretical model shows that the question of public transport subsidies to reduce congestion and provide quality transport services depends on three factors: (a) the extent to which such subsidies induce people to switch from private transport to public transport; (b) if the price elasticity of current users of public transport is higher, there may be a sharp rise in public transport ridership as a reaction to increased subsidies, which will have an undesirable effect; and (c) there is the danger that subsidies will cause a loss in productive efficiency. The numerical model of our paper for Delhi shows that the cross price elasticity of public transport demand with respect to the price of private transport is significant (0.63) in the off-peak period whereas the same in the peak period is somewhat low (0.16) and the combined effect of these elasticities will result in a considerable modal shift in favour of bus transport demand (19%) if the price of public transport were to be subsidized and private transport were to be priced optimally. Even without subsidy, the modal shift will be significant (18%), if the under-priced private transport modes are optimally priced keeping the current bus prices constant. This paper shows that there will be significant welfare gains in both these scenarios. [ABSTRACT FROM AUTHOR]

Non-motorized transport is an integral element of urban transport in Indian cities. More than 50% of the city residents cannot afford any other mode of transport unless heavily subsidized. Therefore, non-motorized transport has to be given equal priority in designing the urban infrastructure. This paper uses Delhi, India as a case study to indicate that the existing urban transport infrastructure in cities does not meet the needs of a large number of city residents who remain outside the formal planning process. This leads to sub-optimal conditions for all modes of transport. An efficient bus system cannot be designed without taking care of the slow vehicles (non-motorized vehicles, NMVs) on the road. Since sustainable transport systems in Indian cities demand the movement of large number of people by bus transport and NMVs, planning for the latter is indispensable. Planning for non-motorized transport and integrating it with the other modes of city transport is a prerequisite for creating sustainable transport systems, thus leading to sustainable cities. [Copyright &y& Elsevier]

Background: The urban freight transportation (UFT) system is an essential facilitator for the smooth functioning of city logistics. It also contributes significantly to transportation-related issues, such as vehicular congestion, pollution, accidents, infrastructure damage and other related problems. Objectives: This study aimed to understand and compare the urban freight traffic characteristics and their impact in two cities: Gothenburg, Sweden and Delhi, India, having high socio-economic differences. The findings of this study will be helpful for practitioners and policymakers in the development and successful implementation of UFT management policies. Method: Using the cordon count (traffic data), retailers' interviews (receivers' data) and freight vehicle drivers' interviews, UFT characteristics such as sector-specific contribution, trip characteristics, vehicular characteristics and negative impacts in terms of external cost to society are evaluated. This study also discusses the prediction of attracted trips in the study zone using freight trip attraction (models. Results: About 75% of the trips in Gothenburg and 92% of the trips in Delhi are made by light commercial and other small-sized vehicles. Gothenburg has formally organised sectors involved in freight vehicle movement; however, Delhi has informally organised sectors. Conclusion: The results revealed substantial differences in characteristics of freight trip operations in both the cities, compared with few similarities. Measures taken considering the specific local attributes of freight traffic and stakeholders' requirement may lead to a sustainable transportation system in cities. [ABSTRACT FROM AUTHOR]

Abstract: This article addresses issues of the development of transport systems taking its examples from Delhi and Stockholm. The introduction of the first bus rapid transport corridor in Delhi and the congestion tax in Stockholm is presented and discussed in terms of modernisation and sustainable transport. This paper explores the perceptions of politicians and examines some transport plans in the search for the driving forces for transport policies. The continuing presence of a high proportion of non-motorised modes of transport and use of public transport in Delhi over the past 50years gives it a greater political opportunity for creating a more inclusive city than Stockholm. Whereas, in Stockholm, awareness of the influence of emissions on climate change makes the inhabitants more inclined to accept fees for the use of city streets where sustainable transport and modernisation of transport systems are seen as key activities, but are perceived and operationalised differently in Delhi and Stockholm. Despite all the differences, some similarities in the development of their urban transport projects have been found. This paper inquires into the planning and operationalisation of transport modernisation and the politics of sustainable transport. [ABSTRACT FROM AUTHOR]