The Janmarg Story

28th May 2018 by admin

India, one of the most populous countries in the world, has experienced almost a fourfold increase in its population since independence 70 years ago. Urban India alone is expected to accommodate nearly 125 million new inhabitants in the next 15 years; that is roughly the size of Japan.

However, urban transport services and facilities have not kept pace with this unprecedented population growth. In recent decades, more and more people have welcomed private motor vehicles into their homes as cities fail to provide quality public transport infrastructure.

Short-sighted solutions such as building flyovers and widening roads increase dependence on personal motor vehicles for daily travel needs. The damage caused by this approach can be measured in rising road fatalities, degrading air quality, and unhealthy livelihoods.

In an effort to curb these adverse impacts, Ahmedabad, the largest city in the state of Gujarat, welcomed ITDP and other experts to reimagine bus-based transit in 2005.

The introduction of a bus system was not unconventional for the city; on the contrary, local buses plied on the streets of Ahmedabad but the quality of infrastructure and service conditions were dubious. Insufficient supply forced daily commuters to inch for room in overcrowded buses.

The city recognised the need for a quality bus-rapid-transit—ultimately buses are the most affordable, sustainable, and efficient way to carry a large number of people in the compact amount of street space. ITDP India’s partnership with Environment Planning Collaborative, and thereafter with CEPT University and the Ahmedabad Municipal Corporation, resulted in the launch of Janmarg —India’s first high-quality bus-rapid-transit system.

Janmarg or ‘the people’s ways’, started operations in 2009, and has grown from a 12 km corridor to an 88 km network of bus-only-lanes. From its initial days, passenger numbers have increased from 18,000 to nearly 1.5 lakh people per day.

ITDP India along with other partners assisted the Ahmedabad Municipal Corporation with physical designs, operational planning, and system contracting. To its merit, the system won six national and international awards in its first two years of operations; these included the Sustainable Transport Award in 2010 and ‘Best Intelligent Transport System from the Ministry of Urban Development’ by the Government of India in 2011.

The system adhered to bus-rapid-transit standards and principles. Dedicated bus-only-lanes were constructed in the centre of the road to ensure buses were not delayed due to traffic congestion and kept away from the busy kerbsides where vehicles were parked.

The journey on the Janmarg is much quicker because the BRT enjoys centre-aligned, bus-only lanes

Janmarg’s stations and bus fleet have a matching height for quick and easy step-less passenger boarding. This makes the system fully accessible to everyone, especially wheelchair-bound passengers and mothers with strollers. Off-board fare collection eliminates delays caused by passengers waiting to pay on board. With the right features in place, Janmarg has scored a Silver rating on the BRT Standard.

Since the station floor is at the same level as the bus floor, Janmarg BRT is easily accessible to individuals with limited mobility.

Janmarg set a national benchmark and inspired many Indian cities which, with guidance from ITDP, have created over two hundred kilometres of high-quality BRT to date. Janmarg itself was inspired by Bogotá’s TransMiIenio, one of the best in the world.

ITDP organised study tours for key public officials as well as future system operators to Bogotá. Public officials realised that a bus-rapid-transit system can bring many of the benefits of rail-transit systems — speed, convenience, comfort, image — while costing a fraction of the capital investment.

Janmarg started off well but has failed to achieve its full potential. Ridership has remained stagnant while the number of personal motor vehicles on the road has been growing unabated due to an absence of any steps to curb their ownership and usage. Enforcement of bus lanes is weak in some areas. Not enough steps have been taken to rationalise integrate informal public transport services provided by auto rickshaws.

Ahmedabad took bold steps to make the Janmarg bus-rapid-transit the backbone of its urban transport system. It won fame but lost some. The city can learn from its shortfalls and get back on the wheel.

Indian cities that dream of providing mobility to their citizens, boosting the local economy, and caring for the natural environment, must not miss the bus! Across the globe, citizens take pride in well-implemented bus-rapid-transit systems because of the convenience and efficiency it has to offer. The people of India deserve it too!

Tamil Nadu to plan a clean, green and healthy way of moving its people: 10 cities take the lead

25th May 2018 by admin

Tamil Nadu is at the cusp of turning into the most urbanised State in India. With over 48 percent of its population living in urban areas, the cities of Tamil Nadu recognise the need to provide a clean, green, and healthy way of moving it’s citizens—walking and cycling.

To set the wheel in motion, ITDP India programme in collaboration with the Tamil Nadu Commissionerate of Municipal Administration (CMA) and GIZ Smart-SUT organised a day long workshop on ‘Designing streets for walking and cycling’.

The dearth of pedestrian and cycling infrastructure undermines our basic civil right. But, undeniably people of Tamil Nadu rely heavily on commute by foot; more than a third of all trips are made on foot!

Cities of Tamil Nadu now have a second chance at reclaiming space for its primary users—pedestrians and cyclists. The workshop paved way for the Transforming Tamil Nadu: Creating walking and cycling-friendly cities programme that aims to transform urban cores to liveable, safe cities.

The Programme brings together 10 Tamil Nadu cities — Coimbatore, Madurai, Salem, Thanjavur, Vellore, Tiruppur, Tirunelveli, Tiruchirappalli, Thoothukudi and Erode — selected under the National Smart Cities Mission. These cities have been allocated approximately 2500 crores towards the transformation of 500 km of streets, in total.

The 10 cities will be assisted by ITDP India programme, over a nine month period, to identify, plan, and implement city-wide walking and cycling networks. Of these 10 cities, three will be identified and assisted in creating detailed network plans by ITDP India programmed in collaboration with GIZ Smart-SUT. These network plans aim to boost economy, promote healthy living, and reduce the environmental impacts of our transport choices. In a nation where cars are a status symbol, it is commendable for these cities to envision an increase in the use of cycles and the ease of walking.

The Programme, that is now commissioned by the CMA is attributed to the efforts of sensitising and inspiring city officials over the last two years. Coimbatore, with support from ITDP India programme, kick-started the sustrans crusade by evangelising the Greenways and Lake Restoration Project, which includes a 30 km network of exclusive walking and cycling infrastructure connecting eight water bodies across the city. The city’s vision has had a bandwagon effect across the State.

The 10 cities have also been inspired by the seamless design and execution of Pune’s Complete Streets. ITDP India programme, with the support of the State Government, organised study tours for over 50 Commissioners, Engineers, and Project Management Consultants to explore Pune’s work on-ground that has set world-class street design standards in India.

TN delegates assessing the public bicycle sharing system on a site visit to Pune

As cities were already sensitised to embrace the walking and cycling paradigm shift, the participants—Commissioners, Engineers, and Project Management Consultants—were extremely receptive of catalysing change.

During the workshop, presentations by Shreya Gadepalli, South Asia Programme Lead (ITDP), and Aswathy Dilip, Senior Programme Manager (ITDP India programme) struck a chord among participants to ensure that our cities put people before cars. In effect, all citizens should be able to walk and cycle safely, and easily access jobs and services via quality public transit.

Shreya Gadepalli, South Asia Programme Lead (ITDP), presenting on sustainable urban transport

Jan Rickmeyer, Transport Policy Advisor for GIZ Eschborn, presented case studies from Leipzig to demonstrate how cities can transform into cycling utopias. Similarly, Juergen Baumann of C40 Cities Finance Facility, presented Bogota’s story of designing 25 km of cycle highway through low, middle, and high income neighbourhoods to ensure socially inclusivity.

At the workshop, peer-to-peer learning, through group exercises, was organised by ITDP India programme and GIZ to ensure that cities were equipped with the right skill-set to translate their learnings into implementation projects. Mapping existing transport opportunities and constraints of the city has helped determine the selection of streets that will be redesigned and transformed into walking and cycling networks.

Groups mapping existing transport constraints to identify potential walking and cycling networks

Transformation through design is the underlining key to success. In this regard, the Commissioner of Municipal Administration requested cities to adopt the model Request for Proposal (RFP): Appointment of a Technical Consultant for Planning, Re-designing and Monitoring of Smart Roads Development, prepared with the support from ITDP India programme, to appoint qualified designers to execute these network plans.

The Transforming Tamil Nadu: Creating walking and cycling-friendly cities programme that is now set in motion owing to the success of this workshop, will see through 10 smart cities wherein walking and cycling will form the backbone of their transport system. ITDP South India team will collaborate with these cities to make their dream a reality.

Walking is a basic human instinct, and cycling is a healthy and sustainable choice. They are unparalleled forms of transport. With clear vision and direction from the State, the cities of Tamil Nadu are on a resolute path to embrace a future where cities are designed to be enjoyed on foot or by pedal.

Watch this space as we embark on a journey to assist 10 cities of Tamil Nadu transform into people-oriented cities.

Women Mobilize Women – Empowering Women in Transport

24th May 2018 by admin

The personal is the political, and personal experiences can become very powerful drivers of social action and change.

Across the world, women who are focussed on revolutionising the transport sector have found the right medium to be heard: the first ‘Women Mobilize Women’ Conference organised by the Transformative Urban Mobility Initiative (also known as TUMI). The conference was organised to empower women in the transport sector and change mobility systems to cater to women‘s needs.

The first Women Mobilize Women-Conference aims to connect female transport leaders and experts from around the globe

Source: womenmobilize.org

Held on 22nd May at Leipzig, Germany, the conference kick-started a conscious debate on the role and potential of women in the transport sector by involving female change-makers across the world to share their experience. In a male-dominated industry, the female-dominated conference on sustainable transport was a welcomed change.

Shreya Gadepalli, South Asia Program Lead (ITDP), and Sonal Shah, Senior Programme Manager (ITDP), were invited to moderate and speak at sessions respectively.

Shreya Gadepalli, South Asia Program Lead (ITDP), moderating at the event

The conference hosted an impressive diversity of speakers—female transport ministers, politicians, professionals and entrepreneurs from the Global South. While the group acknowledged that women are not a universal and homogenous group, they signified the need for diverse, personal experiences to bear the torch of revolution.

Through the exchange of experiences, one thing is certain, women across the world have more similarities than difference. Sharing of stories inspire people. Women should share their stories and learn from each other’s experience to make our cities, our world, more women-friendly.

The all-female speakers ranged from transport ministers and politicians to professionals and entrepreneurs

Integrating gender in transport is not only a technical issue but also a social one that will involve urban and transport planning, legislation and behaviour change. This requires broadening of expertise to include gender experts, sociologists, women’s groups, and social workers within planning teams.

ITDP has led work in India on Women in Transport by addressing the issues of safety, comfort, convenience and affordability of urban transport, in consultation with the people that mattered—women.

This work was presented during the session on ‘Innovative solutions and practical approaches for women empowerment and gender-sensitive urban transport – Exchange with the experts on the ground’. The presentation generated excitement from numerous participants on the role of indicators in setting goals for evaluating mobility plans, from a gender perspective. For example, measuring CO2 emission reductions from interventions can encourage women to use sustainable modes of transport.

Sonal Shah, Senior Programme Manager (ITDP), presenting on gender-intrinsic indicators for evaluating mobility plans

The concluding session on ‘Quick wins versus structural change’ unanimously agreed that no single organization will be able to achieve the goal gender equity in transport alone. Effecting structural change from pilot projects will require partnerships, bridges between social and technical expertise and sustained advocacy. However, the barriers in integrating gender in transport policies and implementation at scale still requires deeper introspection.

The experience has invigorated the ITDP India Programme on Women to continue full steam ahead: steering cities in India toward a women-friendly future makes for a brighter future indeed!

“A city for the Women, by the Women, and of the Women, is a city that’s great for all” — Shreya Gadepalli, ITDP.

ITDP invites you to share your urban transport story – write to us on india@itdp.org

Source of Cover Picture: http://womenmobilize.org/#program

Riding on the Success of Modern Cycle Rickshaws

18th May 2018 by admin

Back in 1998, ITDP began its journey in India, in Agra. The vision to develop a modern cycle rickshaw—to counter the growing threats of motor vehicular pollution—gave way to the India Cycle Rickshaw Improvement Project.

What started off as five prototypes has become sustainably embedded as the standard design in cities across North India—Agra, Ghaziabad, Lucknow, Chandigarh, Jaipur, Bharatpur and Mathura. Today, around half a million of these modern cycle rickshaws serve 4-5 million zero-carbon trips daily and offer dignified livelihood to over a million people, transforming the lives of their families as well.

The project started in Agra to address the damages caused to the world heritage monument, Taj Mahal, by motor vehicular pollution. ITDP New York, along with other Indian organisations, initiated the project to simply modernise the humble cycle rickshaw to counter the growing menace of air pollution in the city. Shreya Gadepalli, the first member of the India Programme and current ITDP South Asia Programme Lead, led the project with ITDP Vice President and human-powered-vehicle designer, Matteo Martignoni, and Executive Director, Walter Hook.

Why modernise the age-old cycle rickshaw? While the West looked for sustainable transport solutions, most Asian countries already had the solution—cycle rickshaws plied in every nook and corner of the city. Unfortunately this is a mirage of the past, as despite their massive modal share Indian cities continue to undermine the value of cycle rickshaws by increasingly banning their use from streets.

Modern cycle rickshaw

Cycle rickshaws are non-polluting and provide cost-effective means for last mile connectivity. They don’t just provide employment to the driver; the local production of almost the entire fleet benefits manufacturers too.

The design of the traditional cycle rickshaws came with a set of challenges. One, they were heavy to pedal, primarily because basic bicycle parts were just strengthened for the production of a rickshaw; strengthening of parts resulted in significant increase in weight (80 kgs). Two, drivers had to put in extra effort while pedaling due to misalignment of the basic bolt-on unit. Three, passengers experienced extreme discomfort as the rear passenger seats were made of thick planks of wood nailed together. Often, cycle rickshaw wallahs complained of fatigue and adverse impacts on their health.

Beginning in 1999, path-breaking work was done by the ITDP team to advance the cycle technology and increase the income of rickshaw wallahs in Agra. After extensive research, real-life testing of prototypes, and public participation for over a period of three years, a modernised Indian cycle rickshaw was created.

Modern cycle rickshaws in production at the workshop

These new rickshaws are revolutionary in terms of safety and comfort, for the rickshaw wallahs as well as the passengers. The weight has been reduced by more than 30% (at 55 kgs compared to 80kgs) by means of an integral tubular frame that has excellent structural qualities, and the provision of a multi-gear system specifically designed for rickshaws.

Shreya Gadepalli and Matteo Martignoni testing modern cycle rickshaws on ground

The impact—the drivers could ply them for a third longer—increased their earning by close to 50 %. The increase in earnings can also be attributed to the comfortable passenger seat that is woven with nylon strap on the tubular frame. It provides comfortable and safe seating with adequate suspension, hence giving a bump-free ride.

Since the implementation of the project, rickshaw drivers have enjoyed a new economic status with improved earning. Passengers are enticed by these new rickshaws due to their comfort, safety and a brand new image. Many five-star hotels in the city of Agra now allow these new cycle rickshaws on their premises and also promote them amongst their guests!

Modern cycle rickshaws being used at tourist attractions across North India

Today, what started as five prototypes at a small workshop in Agra has turned into a fleet of over five hundred thousand rickshaws spread over cities of Northern India. They provide zero-carbon mobility and provide a dignified livelihood to millions. This is tangible transformation at scale, one of ITDP’s commitment to not just it’s donors but to society at large.

In this regard, should Indian cities not revive cycle rickshaws across the country and make them an integral part of urban transport?

ITDP India talks about transforming urban mobility for women, by women

15th May 2018 by admin

ITDP India is excited to be invited as key speakers at the Women Mobilize Women conference hosted by Transformative Urban Mobility Initiative, and the International Transport Forum Summit in Leipzig, Germany, this month. Both events will foster knowledge exchange and discussion on implementing sustainable mobility solutions for women, by women.

ITDP has led work in India on Women in Transport to address the issues of safety, comfort, convenience and affordability of urban transport. Even though women use public transport modes for four out of five work trips, surveys indicate that they feel most vulnerable in public transport and public spaces.

If women perceive public transport and public spaces as unsafe, it affects their access to work, education, and social opportunities. “Ultimately, transportation is the fulcrum that allows women to participate in the workforce; a societal shift to transform the entire world economy.” – Sonal Shah, ITDP India Programme.

ITDP and Safetipin released a policy brief on Women and Transport in Indian Cities. The draft was released in June 2017 at a roundtable discussion on Gender and Transit, organized by ITDP, Safetipin and UN Women with participation from 30 women’s groups, international organizations, professionals and academic institutions.

To address safety concerns, and as a first of its kind, a paper on Women and Transport in Indian Cities was created by ITDP India Programme and Safetipin. The paper provides recommendations on policy interventions to improve walking, cycling, and public transport for women. The conferences in Leipzig will provide a platform to share experiences of women surveyed, and make recommendations to guide gender responsive mobility planning.

A city safe for women, is a city safe for all. With that in mind, ITDP India is proud to be involved with female change-makers from across the world with one vision—to make transport systems safe, accessible and reliable for women.

Watch this space for more coverage of the event.

To hear more about our work, click here to access our webinar on #WomenOnTheMove.

ITDP India – Our Journey from a Dream to Reality

11th May 2018 by admin

It was back in 1998 that ITDP began its engagements in India, inspired by Mahatma Gandhi’s words, “Be the change that you wish to see in the world.” What started as one woman’s journey to change the dystopian path our cities were drifting towards has transformed into a formidable force of young, passionate visionaries who strive to bring back life in a place we call home. Today, ITDP celebrates two decades of action on the ground, catalysing tangible transformation at scale in over a third of urban India.

Transportation is the focus of many pressing issues facing the world today—decisions about whether to build highways or bus corridors have a great impact on our health and our planet. For this reason, ITDP has worked with over 18 Indian cities to reduce the human impact of transport choices: ensuring cities put people before cars, all citizens can walk and cycle safety, and jobs and services are a bus ride away. Through the dedicated efforts of our team and a strategic approach towards sustainable transport, ITDP India programme has impacted the lives of millions for the past 20 years.

The journey in India began in Agra. The vision to develop a modern cycle rickshaw to counter the growing threats of motor vehicular pollution, gave way to the India Cycle Rickshaw Improvement Project. What started off as five prototypes has become sustainably embedded as the standard design in cities across North India. Today, around half a million of these modern cycle rickshaws serve 4-5 million zero-carbon trips daily and offer dignified livelihood to over a million people, transforming the lives of their families as well.

ITDP realised the need to transform the quality and availability of public transport in Indian cities. Since 2003, the India Programme evangelised the idea of the Bus Rapid Transit (popularly known as BRT) to transform mediocre bus services into high-quality mass transit.

Ahmedabad, Gujarat’s largest city, welcomed ITDP to reimagine bus transit in 2005. Our partnership with Environment Planning Collaborative, and thereafter with CEPT University and the Ahmedabad Municipal Corporation resulted in the launch of Janmarg (in 2009)—India’s first high quality BRT system that expands to a network of 87 km. Janmarg has inspired many cities in India, and with guidance from ITDP, five cities have created 200 km of high-quality BRT to date.

In 2009, the India Programme revolutionised the way people perceived streets in India. Safe, child-friendly streets are not just a mirage of the past, but can be a beautiful reality even today. Ahmedabad was the first city in India to host Car-Free Sundays in collaboration with ITDP, Riverside School and other partners. The initiative allowed citizens to experience the freedom of walking and cycling on safer car-free streets. The success enabled expansion to Tamil Nadu and Maharashtra to raise awareness and transform their streets into places we all dream of everyday.

ITDP India Programme initiated collaboration with Chennai City Connect in 2009 to improve cycling and walking conditions across the city. Change isn’t easy in cities where the car is a symbol for status. But within five years of ITDP’s engagement with the city, Chennai took the bold move of adopting the Non Motorised Transport (NMT) Policy—first in India.

The policy mandates that a minimum of 60 percent of of transport funding to create and maintain walking and cycling infrastructure in the city. Having retrofitted over 50 km of walkable streets over the years, Chennai has initiated the next phase of redesigning an additional 50 km of street network. Chennai’s policy has inspired many national and international cities—from Chandigarh to Nairobi—to adopt similar policies. The comprehensive approach undertaken by Chennai, was awarded the Sustainia Award in 2015.

Since 2013, the India Programme has worked with the smaller cities of Tamil Nadu – Coimbatore, Trichy, Tirupur, Salem, and Madurai. In Coimbatore, the Namma Kovai Namakke (Our Coimbatore Ourselves) campaign, initiated by ITDP, sparked citizen demand for better pedestrian facilities. Coimbatore was the first city in Tamil Nadu to host Car-Free Sundays, that inspired Chennai and Madurai to do the same. The city also adopted The Coimbatore Street Design and Management Policy that aims to increase walking, cycling and public transport use. In light of Coimbatore’s vision to improve people-mobility, the city has planned a 30 km-network of walking and cycling paths to connect the city’s major lakes, in line with the guiding Policy.

The India programme began its engagements in Maharashtra in 2009, first with the Municipal Corporations of Pune and Pimpri-Chinchwad, and thereafter in Nashik and Aurangabad. Today, Pune is the epitome of a smart Indian city. Pune launched 40 kms of the Rainbow BRT in 2015, with an additional 45 km in the pipeline. The city adopted the Urban Street Design Guidelines and plans to redesign 100 km of streets based on the world-class standards set by the transformation of JM Road and DP Road pilot project.

While Pune has taken the first steps towards developing a people-centric city, the next challenge is to address the encroachment onto footpaths by parked vehicles. As a result, Pune adopted the Public Parking Policy to regulate parking, in 2018. The Policy aims to manage on-street parking through an efficient paid parking system but exempts bicycle parking from any charges. Pune realises that encouraging cycling reduces CO2, improves commuters’ health and increases retail visibility. As a result, the city plans to implement a dockless Public Bicycle Sharing system of 13,100 cycle, under the city’s Bicycle Plan. Yes, the city has worked wonders. Pune, Chennai, and Coimbatore – all cities ITDP assisted, were selected in the first round of the national government’s Smart City Mission.

In 2013, the India programme also expanded to Ranchi, the capital of the state of Jharkhand. Local conditions were unfavourable to support sustainable transport; thus, ITDP initiated collaboration with local civil society groups, educational institutions and trade associations that formed the Ranchi Mobility Partnership. Ranchi’s Mobility for All action plan prepared by ITDP, with input from the partners, provided a detailed roadmap of transport solutions for local conditions.

The action plan inspired the city to take responsibility of overseeing operations of 100 new buses, and an additional 300 buses in the due course—an applaudable move for a city that had fewer than 30 buses. The plan also identified a cycle network to improve access to public transport; as a result, the city is in the midst of constructing the state’s first Bicycle Sharing system comprising of 1200 cycles.

Onward and upward, Ranchi’s Parking Policy has inspired other cities in the state, like Jamshedpur, to manage on-street parking. The State too realised the chaos caused by unregulated parking and thereafter adopted the Jharkhand Parking Regulations—first in India. Jharkhand is also the first state to endorse the Transit Oriented Development Policy that was prepared in consultation with ITDP India.

On account of leveraging the sustainable transport agenda at the national level, the India expanded to the country’s capital, Delhi, in 2016. This gave rise to the policy brief on Women and Transport in collaboration with Safetipin and UN Women. Women represent the largest share of public transport users, yet they face many barriers that limit their mobility such as safety, comfort, convenience and affordability. Empowering women in transport enables them to participate in workforce, thereby creating a societal shift to transform the entire world economy.

The India Programme’s capacity development work, through training workshops and study tours, has been imperative to the success of its projects and policy. The India Programme has trained over 1000 government officials and other stakeholders. Over the years, our knowledge products have not only been used for best practise references, but also endorsed by the government – for example, the National Guidelines for Public Bicycle-sharing for the Ministry of Urban Development, and Street Design and BRT Guidelines for the Indian Roads Congress (IRC).

Since 1998, ITDPs’ agenda of improving the quality of life of citizens through equitable and sustainable transport has only magnified in momentum over time. Times have evolved, but our dream remains the same. Take a moment and imagine a 2050: will we design a future where we continue to get trapped in endless traffic while pollution destroys the city, and infrastructure fails to deliver? Or, will we live in ‘smart cities’ where people can zip around town, connected with walking and cycling boulevards and world-class rapid transit. The choice is yours; we chose the latter.

P.S. Dear Mahatma Gandhiji, we are being the change we wish to see in the world today. And, we have been doing it successfully for the past 20 years in India!

Nashik’s Students Call for Better Streets, for a Better City, and a Better Life

27th April 2018 by admin

“The design solutions suggested are customised for Nashik’s streets—and they’ve come from the city’s youngsters no less!” Mrs. Himgauri Adke, the Chairperson of the Nashik Standing Committee.

Whom does the road belong to? This question formed the foundation of a public exhibition held in Nashik for a week from 13th April. The open-air exhibition explored the need to design streets that cater to all roads users, yet focusing on pedestrians, cyclists, and public transport commuters. Pedestrians and cyclists remain the most vulnerable road users and suffer severe consequences in road accidents since they are unprotected against the speed of vehicles and poor quality of infrastructure.

ITDP, in partnership with students of Nashik District Maratha Vidya Prasarak Samaj’s College of Architecture (also known as NDMVP) and Nashik First Foundation, a local NGO, organised the exhibition. The exhibition was based on a year-long collaboration with the students on designing safer streets for the people of Nashik. Lokmat, a leading local newspaper, was the media partner for the event.

Students of NDMVP explaining their street design proposals to citizens

The response to the exhibition was positive! The introduction of concepts like “more parking induces more traffic” proved to be thought-provoking for passersby. A major highlight of the event was the visit of the Chairperson of the Nashik Standing Committee, Mrs Himgauri Adke, who was enthusiastic about the students’ proposal and showed keen interest in understanding modern street design concepts!

Nashik Standing Committee chairperson, Mrs Adke, and BJP City President Mrs Naidu visited the exhibition on April 18

ITDP collaborated with the students of NDMVP in 2017, over two semesters, to conceptualise and redesign the streets of Nashik, within a particular study area. Each group also suggested a PT-NMT network plan for the study area, based on their vision of mobility in the area.The redesign focused on changing the way people experienced life on streets—a playground for kids, walkers, cyclists and all other users. The proposed designs formed basis for the exhibition, to develop awareness amongst citizens and decision-makers in the city. The proposals of the NDMVP architecture students emphasised on the following, based on the Better Streets, Better Cities Manual by ITDP:

- Allocating road space for pedestrians, bus stops, cycle tracks, street utilities, landscape, parking – in that order;
- Designing safe at-grade crossing opportunities on streets with traffic-calming elements;
- Implementing efficient Mass Rapid Transit solutions like Bus Rapid Transit (also known as BRT) on mobility corridors.

Students discussing their conceptual work prior to the exhibition

Even if rapid motorisation plagues Nashik, the exhibition has shown that innovation and resourcefulness toward sustainable urban transport is not scarce in the city. The spirited preparation of the event and the committed response it has received indicate that Nashik is on its way to truly becoming ‘a city for its people!’

Public bicycle sharing: Ranchi’s big move to being a cycle-friendly city!

25th April 2018 by admin

“At the end of the day, I head to a nearby store for vegetables and other items before walking home,” explains Shivani, a native of Ranchi who commutes to work by shared auto rickshaw. Her shuttle isn’t uncommon in a city that’s growing rapidly despite the lack of formalised public transport system. However, she needn’t fret – the city’s ‘go-ahead’ for a public bicycle sharing system (commonly known as PBS system) aims to improve last-mile connectivity.

In Jharkhand’s first step toward cycle-friendly streets, Ranchi city has begun construction of its PBS system stations this month. ITDP assisted the State Urban Development Agency (SUDA) in preparing the feasibility of PBS in Ranchi that proposes to see 1200 cycles distributed in the state capital. ITDP also provided technical assistance for the tender document and review of bids in the process.

Construction of PBS stations underway in Ranchi

A PBS system is a flexible form of personal public transport. Cycles are stored in a closely spaced network of stations. With a smart card or other form of identification, a user can check out a cycle from a station and return it to any other station. The system offers the convenience of cycling without the burden of ownership, and the flexibility to accommodate one-way trips.

PBS stations are being built in high-density commercial areas

With the finalisation of the operator, the system is being implemented in two phases: 600 cycles will be rolled out by May and the remaining 600 by July. The cycle stations provide access to notable public destinations in high-density commercial activity zones like Main Road and Lalpur Road, institutional areas and residential neighbourhoods.

The implementation of the system will not only enhance the image of cycling in Ranchi, but also reduce congestion and improve air quality by attracting private vehicle users. Ranchi’s endeavour to reclaim streets for people will bring them a new experience: a city that can be enjoyed on cycles!

Creating Safer Cities: ITDP’s partnership with Janki Devi Memorial College

22nd March 2018 by admin

Written by Sonal Shah

“ITDP-JDMC partnership has been extremely rewarding in fortifying the initiative towards making Delhi safe for women. The audits at the bus terminals conducted under the guidance of the former have contributed immensely to the understanding of safety issues at the grass root level in cities.”- Ruby Bhardwaj, a member of faculty at Janki Devi Memorial College (JDMC)

Transport – be it streets, buses, metro-rail, rickshaws – is not only infrastructure that we use for daily movement, but also constitutes our image of the city and how accessible or inaccessible it is – depending on our social identity.

To explore the intersections of Gender and Transport, in October 2017, ITDP co-taught a course on ‘Safe and Inclusive Cities’ at the Janki Devi Memorial College (or JDMC). Under the ‘Urban Planning and Infrastructure’ module, ITDP highlighted the dimensions of gendered travel such as trip chaining, forced mobility, forced immobility, and mobility of care. Trip-chaining and the mobility of care look at women’s travel patterns, as they make multiple stops on their way to a destination for caretaking trips (such as accompanying a dependant to school, clinics, shopping for the household etc). Forced immobility is a consequence of violence and insecurity in transport, which constrains their movement. Introducing these concepts to enabled the young women of JDMC college to evaluate their daily paths through the lens of walkability, safety and comfort.

As a part of the course, the students walked as a group and mapped the street from JDMC to Karolbagh Metro Station, the residential streets in the vicinity and Gangaram Hospital Road. They highlighted how encroached, discontinuous and inadequate footpaths forced them to walk on the carriageway, how high boundary walls along deserted stretches became places where men urinated, how ‘dark spots’ due to poor street lighting and inactive stretches increased unsafe walking conditions, how drinking tea at a vendor was uncomfortable because they were “looked” at by male bystanders or how they altered their walking path to take a longer route or avoid an unsafe stretch.

ITDP staff presenting the intersections of Gender and Transport

ITDP staff discussing the mapping exercise and proposals on how streets could be made safer with JDMC students

JDMC students mapping the streets around their college.

This short exercise has been followed by a second workshop in March 2018, where the same students are now conducting walkability assessments and safety audits using the Safetipin application within 500m around bus terminals in Delhi. This will culminate in a report rating the quality of walking infrastructure and the built environment and suggest concrete recommendations for creating gender responsive streets. Sonali Vyas from Safetipin conducted a training session on how to use the application, followed by pilot test audits.

Our preliminary findings reveal that road safety, quality of walking infrastructure, street lighting, gender diversity are consistently emerging as issues in accessing the bus terminals across Delhi. While the comprehensive findings will be shared in April, this exercise reflects ITDP’s endeavour to engage students (in this case, young sociology female students) in not only understanding gendered transport theoretically, but becoming aware of how accessibility can be enabled or hindered and the critical role that infrastructure plays in it.

Right: ITDP staff explaining how to conduct a safety audit on the field.

We would like to acknowledge the students and faculty of Janki Devi Memorial College and Safetipin in this joint initiative.

Cycle sharing: Will India emulate China’s success story?

1st September 2016 by admin

(With excerpts from a toolkit developed by the author for the Ministry of Urban Development, Government of India)

When it comes to public cycle sharing systems, India doesn’t need to look too far. China, in just under a decade, has outpaced European cities that gave birth to the idea half a century ago. Today, all but four of the 20 largest systems in the world are in China—ranging from 8000 to 80000 shared cycles. Unfortunately, India has none.

What is cycle sharing?

Cycle sharing is a healthy, non-polluting, and flexible form of personal public transport—a great option for short trips and as a feeder to other public transport options. Cycles are securely stored (or docked) at a closely spaced network of stations. With a smart card or another form of identification, a user can check out a cycle from any station, use it for a short ride, and return it at any other station of the system. For a small membership fee (annual/monthly/daily), users can make unlimited free trips, as long as they return the cycle within a stipulated time (typically capped at 30-45 minutes).

Is cycle sharing a new concept?

Not really. It started as an experiment half a century back in Amsterdam with fifty cycles. Since then, the idea has evolved and expanded while retaining the basic essence. Advances in information technology gave a big boost to the idea and led to a massive growth in the last decade. Today, there are over 1.3 million shared cycles in over a 1000 cities around the globe. More systems are starting every year. Cycle sharing has demonstrated its ability to re-energize cycling—transforming the image of cycles from lowly tool to cool mode. In many cities, it has also led to the creation of large networks of safe cycling facilities.

User leaving after unlocking a cycle from an automated docking system in Paris, France.

Where does one start?

Above everything else, cycle sharing requires political will and policy support to succeed. Some of the largest and most successful cycle sharing systems in the world—such as those in Paris, London, and New York—are a result of active championing by the mayors of those cities. London’s hugely popular cycle-sharing scheme is a result of two of its former mayors, Ken Livingstone and Boris Johnson, who were determined to increase cycling in London.

The London story also gives us insights on the best way to implement a cycle sharing programme— through public-private partnership. While the London scheme is overseen by the city’s transport department, Transport for London, it is sponsored by Santander Bank (originally sponsored by Barclays) and operated by SERCO, a private company, on a six-year contract with service level benchmarks. The system that started with 5000 cycles in 2010 has expanded to 11,500 cycles today, serving 5-7 trips per cycle everyday.

Successful implementation of a cycle sharing system requires meticulous planning and oversight on the part of the government. Private sector participation can bring several advantages, including access to capital and technical expertise. But, constant oversight by the public implementing agency is necessary to ensure that the system meets high service quality standards. The contracting structure should create the right incentives by rewarding good work and penalising poor performance. In order to evaluate the operator’s performance, the implementing agency needs access to real-time system data.

The most successful systems have over 5000 bicycles, like at this docking point in Shenzhen, China.

What are the features of a good system?

To begin with, a system should have at least a 1000 cycles with a coverage of five square kilometres or more. Anything smaller is unviable and almost always fails. For instance, Smartbike DC in Washington DC failed to exist with ten stations and 120 cycles. It shut down in a year. Capital Bikeshare replaced it successfully with 1100 cycles connecting a 100 stations. Today, the system has three times as many stations and 2500 cycles. The most successful systems have over 5000 cycles; the largest ones have even more. The system in Hangzhou, the world’s largest, has over 80000 cycles.

Cycle sharing stations should be spaced closely—in a grid of 300m or less—so that users can get a-near-doorstep service. A fully automated system removes the need for staffing at a station. The number of docks in a system (where cycles are locked) is 1.5 to 2 times the number of cycles in operation. A typical station has 12-15 docks. Stations at some important locations, like public transport terminals, can be larger, with 30-50 cycles placed inside an enclosure, accessed through one or more automated control gates.

Technology plays a key role in cycle sharing—from safeguarding cycles from theft, to giving real time information to users as well as operators. Chips embedded in a smart card or tag (issued at the time of registration) allow users to unlock cycles from automated stations and docking points. Users get information on station location as well as availability of cycles through web based portals and mobile applications. Operators use the data collected to redistribute cycles from saturated stations to empty ones to ensure availability at all locations. Data also helps in planning future expansion of the system.

The overall appearance of the cycle is a key element in the branding of a cycle sharing system. It should project a sleek, modern image. Cycle should have specially designed parts and sizes to discourage theft. Operators must conduct regular and frequent maintenance of cycles. A cycle with a flat tyre or a broken chain is of no use. Users should be able to notify an operator if a cycle needs repair with just a push of a button at a station. For instance, the maintenance team should clean the cycles and inflate tyres every alternate day. Once every fortnight, things like drive chain lubrication and functioning of brakes should be checked. Once a year, a full overhaul is recommended.

The overall appearance of the cycle is a key element in the branding of a cycle sharing system.

What cycle sharing is not

Cycle sharing is often confused with cycle rental systems. Cycle sharing is a technology-based self-service system that differs in significant ways from the traditional commuting or tourism-oriented rental services that are present in many parts of India. Shared cycles give the user flexibility to pick and drop a cycle at any station, encouraging short trips and providing last mile connectivity. Rentals are small scale businesses with pricing models that encourage longer trips. Users have to return the cycle where they picked it up from.

Cycle sharing systems are also not a replacement for large-scale cycle distribution schemes. These programs, generally aimed at rural users, have a strong focus on poverty alleviation. It is important to recognize that cycle sharing is not necessarily for the poorest of the poor, but an alternative for short trips done by paratransit, bus, or walking. Many low-income residents already own and use cycles because they cannot afford to use any other mode, even public transport. A critical aim of cycle sharing is to attract new users who would not otherwise use cycles. By broadening the cycle user base and raising the profile of cycling in a city, cycle sharing can build a constituency for improved cycle infrastructure, which benefits all cyclists, rich and poor alike.

What is the future of cycle sharing in India?

Over the past decade, there have been over a dozen experiments—all of them very small in size—in various parts of India. Some were non-profit enterprises; others were commercially driven. Many were, at best, cycle rentals; others were just advertising contracts in the garb of cycle sharing. It would be a fair to say that there is not a single shared cycle in operation in India at present.

In 2012, on behalf of the Ministry of Urban Development (Government of India), the Institute for Transportation and Development Policy (ITDP) prepared a planning toolkit for India cities on public cycle sharing systems. The Ministry has been actively encouraging cities to adopt this idea. A positive sign is the large number of cities that were selected in the first round of the India Smart Cities Challenge identified cycle sharing as a key initiative in their proposals.

Cycle sharing is an idea whose time has come in India. Many Indian cities are at an advanced stage of planning, or even implementation. According to calculations by ITDP, the top hundred Indian cities should have invested by the year 2031 in over over six hundred thousand shared cycles—along with many other sustainable transport facilities—to become truly smart. It remains to be seen if India will emulate the success of its neighbour, China!

The article was first published in Urbana World, May-Jun 2016.