## 5 Results and Discussion
### Results from Consideration Propensity Model
#### 5.1.2 Segment-Wise Variations in Key Factors Influencing Consideration
Low personal mobility (LPM) resource segment: As noted previously, these individuals do not own vehicles or have driving knowledge and mostly belong to low-income households. Thus, they display a greater tendency to rely on public transit and access these modes mostly by walking. Therefore, the influence of walkability is evaluated through two indicative measures, namely, the usability of footpaths and the ease of walking or crossing roads. These variables tend to have a larger positive effect on the consideration of trains among this segment of travelers (0.57 and 1.47, respectively) than on other segments. Even though this segment does not have the choice of using personal vehicles or IPT modes, poor accessibility in terms of walkability to train stations may induce a stronger preference for buses, which are cheaper than the metro, as well. Therefore, removing impediments to walkability, such as footpath encroachments, and providing signalized pedestrian crossings near train stations would increase consideration among LPM travelers. 2. Medium personal mobility (MPM) resource segment: In this segment, workers who own only one two-wheeler in the household. For this segment, congestion and out-of-pocket costs appear to be important determinants in train consideration. Workers with access to a single two-wheeler and facing high or medium road congestion display a greater tendency to consider train services (1.07). As the cost of shared access/egress modes (shared auto) increases, the train consideration probability reduces. This effect is stronger for access than egress (\(-0.17\) for access and \(-0.08\) for egress, respectively), indicating that this segment is more sensitive to first-mile connectivity costs. This segment could potentially prefer a personal vehicle over making a multimodal transit trip involving multiple vehicle transfers as the cost increases, whereas captive workers do not have that flexibility. In addition, poor access to bus stops (i.e., access distance to bus is more than 1.5 km) has a positive effect on train consideration (0.58), suggesting potential competition between bus and train modes when both are accessible. Thus, careful planning of bus and train services is essential to maximize the overall consideration so that the two modes complement each other for an effectively integrated multimodal transportation system. 3. High personal mobility (HPM) resource segment: In this segment, where the respondents own multiple two-wheelers or at least one car, a higher level of sensitivity to transit service quality attributes influencing consideration is noted than in other segments. Users who perceive a higher discomfort while traveling have a lower propensity to consider trains (\(-0.46\),). A perceived difficulty in purchasing tickets is also related to a lower propensity to consider trains among this segment (\(-0.65\)). Hence, digital payment methods (using mobile phones or smart cards) can enhance consideration. Also, poor security perception has a negative role in this segment (\(-1.16\) and \(-0.32\) for low and moderate levels of security, respectively). This segment also appears to be risk-averse to lateness and hence values reliability more. For example, users who face a penalty for late arrival at work were less likely to consider the train (\(-1.05\)). Built environment and land-use characteristics, such as the presence of shops or restaurants near the train station, also improve the consideration propensity in this segment, reflecting the importance of more activity and trip-chaining opportunities in attracting choice riders to metro services. These results imply that segment-specific policies are desirable to improve consideration propensity among non-users since different attributes are important to different segments. Factors common across multiple segments: The results also show that accessibility and multimodal integration strongly affect consideration across all three segments.