**Table 7:** Determinants of log trip speed, variants

||(1)<br>effective <br>length|(2)<br> typical<br>traffc|(3)<br>no<br>traffc|(4)<br>off<br>peak|(5)<br>peak|(6)<br>high<br>peak|(7)<br>peak<br>radial|
|---|---|---|---|---|---|---|---|
|log trip length|-0.18<sup>_a_</sup>|0.13<sup>_a_</sup>|0.16<sup>_a_</sup>|0.14<sup>_a_</sup>|0.13<sup>_a_</sup>|0.13<sup>_a_</sup>|0.040|
||(0.012)|(0.012)|(0.012)|(0.011)|(0.013)|(0.012)|(0.030)|
|log trip length<sup>2</sup>|0.085<sup>_a_</sup><br>(0.0031)|0.017<sup>_a_</sup><br> (0.0039)|0.019<sup>_a_</sup><br> (0.0032)|0.019<sup>_a_</sup><br>(0.0031)|0.013<sup>_a_</sup><br>(0.0039)|0.0098<sup>_a_ </sup><br>(0.0034)|0.065<sup>_a_</sup><br>(0.010)|
|log distance to center|0.57<sup>_a_</sup>|0.16<sup>_a_</sup>|0.22<sup>_a_</sup>|0.23<sup>_a_</sup>|0.12<sup>_a_</sup>|0.087<sup>_b_</sup>|0.15<sup>_a_</sup>|
||(0.036)|(0.046)|(0.046)|(0.048)|(0.042)|(0.036)|(0.051)|
|log distance to center<sup>2 </sup>|-0.13<sup>_a_</sup>|0.014|-0.037|-0.047<sup>_c_</sup>|0.054<sup>_b_</sup>|0.083<sup>_a_</sup>|-0.12<sup>_a_</sup>|
||(0.015)|(0.026)|(0.025)|(0.027)|(0.023)|(0.019)|(0.044)|
|City effect|Y|Y|Y|Y|Y|Y|Y|
|Day effect|weekd.|weekd.|weekd.|weekd.|weekd.|weekd.|weekd.|
|Time effect|Y|Y|Y|Y|Y|Y|Y|
|Weather|N|N|N|N|N|N|N|
|Observations|19,385,656|19,385,656|19,385,656|4,910,731|10,469,622|2,375,960|826,539|
|R-squared|0.34|0.56|0.54|0.54|0.54|0.53|0.54|
|Cities|154|154|154|154|154|154|154|

_Notes:_ OLS regressions with city, day, and time of day (for each 30 minute period) indicators. Log effective speed is the dependent variable in column 1. Log speed under “typical” traffic conditions is the dependent variable in column 2. Log speed under ‘no traffic’ is the dependent variable in column 3. Log speed is the dependent variable in all subsequent columns. All columns only consider weekday observations. Column 4 considers observation from only off-peak hours (before 7.30 and after 22.30). Column 5 considers observation from only peak hours (from 8.30 a.m. to 5.30 p.m. and from 8 p.m. to 10 p.m.). Column 6 considers observations from only high peak hours (from 5.30 p.m. to 8 p.m.). Finally, column 7 considers only radial observation from peak and high peak hours (going towards the city center in the morning and back in the evening). Robust standard errors in parentheses. _a_ , _b_ , _c_ : significant at 1%, 5%, 10%.

speed as dependent variable. The increase in effective speed with trip length and with trip distance to the center is even more pronounced than the increase in actual speed. This is consistent with shorter and more central trips being more tortuous. Column 2 uses speed under “typical” traffic conditions as dependent variable; results are very similar to those for the corresponding specification using actual speed in column 5 of table 4. Column 3 uses the same to with no specification predict speed traffic. Interestingly, trips taking place further from the center remain faster. While figure 1 above suggests that central parts of Delhi are more the bulk of the difference in between more central and more congestible, speed peripheral trips remains in the absence of traffic. This is plausibly caused by the expected 22