Conclusions

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Figure 3.16 Effect of 5Ds and travel purpose on mode choice

All motorized mode is found positively related with increase in work trip which meant people use motorized mode mainly for work purpose. Motorcycle is found highly used for study trip (ST) followed by work trip (WT). In Nepal, people send their children (including kindergarten students) where they like regardless of the travel distance.

Most of the families use motorcycle for dropping and picking their children from the school, likely on their way to work or business. As motorcycle is affordable for all economic group and convenient mode especially in the narrow streets like of Kathmandu, it is popular among college students, office workers and housewives.

As the business trip (BT) is increased use of motorized mode (motorcycle, car and public mode) is found reduced which indicates people travel short distance for business purpose that can be traveled by walk or they engage in home based business.

Increase in non-motorized mode is strongly related with increase in private trip (PT).

It indicates that people in Kathmandu travel short distance for PT. Though the shorter travel distance, people use motorcycle more often for PT.

129

applying multiple linear regression model based on the entire 35 wards of Kathmandu city. This study dealt with the methodological challenges for modeling and analyzing complex relationships between urban form, travel purpose, mode choice, travel distance and energy consumption.

The result of regression model can be used to take a decision in urban planning that aims to reduce travel energy consumption in Kathmandu. This study has shown that increase in non-motorized mode and public mode has a significant role in reducing travel energy consumption. Likewise, reduction in motorcycle use and travel distance is the found key factor for reducing travel energy consumption in Kathmandu.

This study suggests that increase in non-motorized mode is possible even further away from CBD areas if it is facilitated with public mode services and higher density (D1). Unless a density threshold is met, providing public mode is not effective to reduce travel energy consumption. So, for increased use of public mode also, density has a key role. In contrast, this study showed that increasing transit accessibility has an adverse effect on public use. Therefore, this result suggests that improving transit accessibilities in terms of service quality may result supporting role to reduce travel energy consumption.

The result indicates that increase in density (D1) and design (D3) promotes motorcycle use reduction. Whereas, increase in D3 is influences car use. Therefore, this study suggests that an increase in road connectivity, public mode needs to be provided with better transit accessibilities and quality service to encourage people to use public mode for travel.

Both motorcycle and car are found highly used near to CBD areas. This indicates that the centralized development in city core of Kathmandu has led people to travel to CBD. So, this study suggests that urban decentralization within Kathmandu is effective; in such a case, most of the trips can be travel by walk or bicycle;

simultaneously need to provide better service of public mode.

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CHAPTER 4: SYNTHESIS

4.1 Identifying Urban Form Driving Factors for Travel Energy