Mitigating Greenhouse Gas Emissions From Passenger Transportation Modes and Patterns with the Existing Policy Framework In City (- )

Shweta Khatri CEPT University, Ahmedabad Nishant Joshi AMITY University, Noida Introduction Methodology

1. Number of houses to be sampled were decided on the basis of population and builtup density in the areas 2. A stratified random sample survey was conducted with a pretested and structured questionnaire to know about the annual family income, annual family expenditure on transportation, willingness to use public or mass transport service and willingness to use these services while commuting towards a specific direction. 3. The results from the sample survey have been used to calculate the per capita per year carbon dioxide emissions from every zone of Ahmedabad City. 4. Further analysis shows the regression, correlation and box plot analysis of the parameters recorded in the sample survey. 5. The deductions from all the above points have been used to propose measures to readily reduce the emissions due to passenger transport. Methodology Methodology Result and Discussion-Central

LMIG Modal Share

47% BRTS 53% Not a factor Two-Wheeler

Low

0.323 tCO2 /capita /year Result and Discussion-North

MIG Modal Share 3%

33% BRTS Two-Wheeler and 64% Walk

Moderate

0.25tCO2 /capita /year Result and Discussion-South

MIG 6% Modal Share 6% 6% 4% AMTS 34% BRTS and RTO Circle Two-Wheeler 44% Four-Wheeler Staff Bus Walk Moderate

0.197tCO2 /capita /year Result and Discussion-East

MIG Modal Share

5% BRTS 18% 3% Cycle 2% Not a factor 72% Four-Wheeler Rickshaw Two-Wheeler Slightly High

0.246tCO2 /capita /year Result and Discussion-West

UMIG Modal Share

BRTS 13% Four-Wheeler 28% and Maninagar 57% Rickshaw Two-Wheeler

2% High

0.56tCO2 /capita /year Result and Discussion-New West

HIG Modal Share 14% 2% 2% BRTS Cycle 45% Four-Wheeler Maninagar and RTO Circle 35% Rickshaw School Bus Two-Wheeler Walk 1% 1% High

0.98tCO2 /capita /year Conclusion

• Annual Family Income impacts the Annual Transportation Expense by 52%

• Thus, with the rise in the Annual Income the reference to choose mass or public transport has been found to be decreasing Conclusion

1. In Northern Ahmedabad the BRTS bus frequency should be increased from to Odhav and Bapunagar area. Direct buses to distant locations could be made available. This would make the commute easier, faster and better for the residents.

2. In Southern Ahmedabad, the residents usually prefer BRTS to commute towards Maninagar or RTO Circle because the AMTS service gives them a better access to nearby areas. Thus, the frequency of AMTS buses should be increased in the near vicinity and the frequency of BRTS buses towards Maninagar and RTO Circle should be increased.

3. In eastern Ahmedabad people need a quicker access to BRTS bus stops. Till the time this facility is provided, the AMTS bus frequency could be increased and relatively the BRTS bus frequency could be reduced. Conclusion

4. In western and new western parts of the city, the preference for private mode of transport is the highest and is predicted to grow in the coming years. Though, a fraction of residents prefer BRTS services while commuting to Kalupur, Maninagar and RTO circle, a notable fraction of buses do not run on their full capacity. Thus, reducing the frequency of BRTS and AMTS services in western and new western areas of Ahmedabad can be considered.

5. The willingness to use the mass or public transport system would increase in the resident population below the median (line) when the buses would be less congested. Urban and Digital India must be an Eco Conscious India which travels together