ITDP India

Promoting sustainable and equitable transportation worldwide

Interview with Geetam Tiwari: Mobility and Climate Solutions in Indian Cities

by

Geetam is the TRIPP Chair Associate Professor for Transport Planning at the Indian Institute of Technology (IIT) in Delhi and Alderbrastka Guest Professor for Sustainable Urban Transport at the Chalmers University of Technology, Sweden 2007-2009.   She developed systems and designs that make transportation safer and more efficient, with a special focus on vulnerable road users and commuters.  This is her interview with Meeting of the Minds, a global knowledge sharing platform.

Can you tell me a little bit about the work you are you doing?

We were one of the first recipients of VREF’s Centre of Excellence grant and have had their renewed support since 2002. The broad framework for our Transport Planning group here at the Indian Institute of Technology (ITT) is to work on research that reduces adverse health effects of transport with a special reference to low-income countries. The original focus of work was on transportation planning and traffic safety, as well as vehicle safety.

We have had many projects and PhD students supported over the years. Colleagues from mechanical engineering and applied mechanics work on crash modeling. Guidelines and policy documents have been produced for both the state and central governments in India. Many useful concepts have come out of our Transport Planning Group at ITT, such as high capacity bus systems like Bus Rapid Transit (BRT) that were first introduced to cities in India. In fact, the Delhi government came up with new bus systems and specifications for urban buses through VREF support. Although a lot of our research is funded by city and state government, implementation of our work depends on who is in government, who is in power, and how effective they are.

The Industry-Academic Partnership is a project we are working on closely with a company in Delhi that looks after bus systems. The idea is that they share data with us, we do a lot of research to come up with ideas of how to improve bus performance, and they use them to improve the performance of the bus system.

More recent funding supports work in two other areas. One is pedestrian safety, which includes planning better roads for pedestrians, planning safer vehicles for pedestrians, and getting into what legislative changes are required to create a pedestrian safe environment. The other topic is a new one that has emerged: urban freight.

What is the connection between urban freight and safety or health?

More and more we realized that very little is known about urban freight. The only related policies are very restrictive– we don’t allow freight vehicles to enter the city at certain hours and don’t allow them to use certain roads. When we started looking at larger health issues, including global warming and climate change, we knew we couldn’t exclude such an important aspect of transport.

Have you come across any interventions to mitigate the negative effects of urban freight?Urban freight has implications for greenhouse gas emissions based on how clean it is; what kind of fuel is being used and whether is it motorized or non motorized. The other aspect is that almost 60% of pedestrians involved in fatal crashes in cities are actually hit by freight vehicles. So we are starting to explore this in more detail by looking at Indian city data. It is quite alarming that involvement of freight vehicles in hitting pedestrians is so high, even though we don’t allow freight vehicles in the city during day hours. So the involvement of freight in looking at environmental solutions (both local and global) and also the health aspects of traffic crashes has to be understood better.

There are straightforward policies for the environmental aspects: clean up the fuel for freight vehicles. A more interesting aspect is finding counter-intuitive information. For example, generally, the main freight centers have been created outside the city. The main logic is that bigger vehicles don’t enter the city so as not to congest city roads, with the final freight distribution happening some other way. However, now some research is showing that this might not be a good strategy. Instead of one big vehicle coming into the city, there are several smaller vehicles used for final delivery, and that part is not being optimized. Our basic transport system has traditionally been optimized for passenger traffic but it’s very clear that you need freight wherever people live. We have not accounted for that in our planning and modeling and it cannot be ignored any longer.

One of my colleagues has an operations research background and is working closely with researchers from Rensselaer Polytechnic Institute (RPI) Center for Sustainable Urban Freight Systems in the US. They are studying how final freight delivery is taking place and if there is any way of optimizing it. One of my PhD students is working with the Chalmers University of Technology in Gothenburg, Sweden to look into what kind of policies can reduce the main externalities created by freight, which include: safety, climate change issues, and local pollution and congestion. We will eventually look into what strategies would work to reduce these. 

Have any of your research findings surprised you?

We were recently studying detailed traffic crash data from six cities for the last five years. The presence of two-wheelers, such as motorcycles and other motorized two-wheeled transport with small engines, is very high in most Asian countries. We were surprised to find that at least 15-20% of the fatal crashes in cities are caused by two-wheelers hitting pedestrians.

One of the best measures of controlling crashes is speed control by design. However, traffic-calming devices are designed more for cars and right now there are not many designs available that can effectively control speeds of motorized two-wheelers. When you create exclusive lanes for pedestrians and bicycles, it is very easy for two-wheelers to also use those lanes. So this is going to throw up a lot of new challenges for us in terms of making urban environments safe for pedestrians in the presence of many motorized two-wheelers.

What about active transportation, like walking or biking?

You can’t promote public transport without promoting pedestrians. We have done important guidelines for government that also discuss modal shares. The Code of Practice for Urban Roads explains how to make roads safer for pedestrians, bicycles, and public transport users. Another is a very detailed audit checklist city governments can use to make public transport accessible by all by following universal design guidelines. We also created the excel-based Bus Evaluation and Design Tool, as well as different versions of a bicycle master plan for Delhi.

We see active transport as a part of this whole story. You cannot promote active transport if you cannot ensure safety. We have to create safe environments – only then will people walk and bicycle by choice.

What innovations or major changes to do you see coming in the next five years?

A lot of people are already working on hybrid buses, cleaner buses, and electric buses with very different technology. This is where we are looking for major breakthroughs that make a clean and less expensive bus. However, we also need innovation in institutions that can deliver clean and safe mobility to large numbers of people in our cities. Whether it’s a partnership between government and private sector, or civil society organization and citizens, we need to come up with some new breakthroughs in how we organize our systems. Better integration to benefit the commuter.

Another important issue is urbanization now taking place in Asia, and next in Africa. The rest of the world is already 80-90% urbanized but in these two continents, urbanization does have a different shade because population densities are very high and all cities have “informal settlements”. These are usually viewed as something undesirable and not a legal part of master planning or urban planning. Because of that, large numbers of people end up living in very poor conditions. So we will have to understand how to deal with informal settlements, how to integrate them into the formal processes to improve the living conditions of their residents.

In fact, the formal sector has not been very good at providing jobs, livelihoods, and decent living conditions to these people. This is the set of people for whom even subsidized public transport is not affordable. Access to employment, health, and education – not just housing – is extremely important. Can we ensure access by offering public transport, or can we do it by locating facilities so they can be reached by active transport which doesn’t require any money? Do we have policies and methods to ensure efficient and safe mobility for this set of people? Dealing with the link is between livelihoods, urban planning, and mobility in urban informal settlements is a major research and policy challenge.

Something that strikes me is that the 21st century is different from the last century when motorization began. Climate change and global warming issues were not understood then so the whole aspect of transport now has to be understood differently. We hope there is a paradigm shift in understanding how to provide efficient and democratic mobility to the majority of the population. It cannot be dependent on the individual car. The powerful industry behind traditional mobility will pose a lot of challenges in doing something very different. If something drastic is not done by 2050, many studies show that global temperature is going to rise by up to four degrees. This will pose a major challenge. If we are living in that kind of world, then how should we organize our cities and mobility differently to adapt to this new reality?

This interview is the part of a partnership series between ITDP, Meeting of the Minds, and Volvo Research and Education Foundations (VREF).  In this series, we will feature interviews with researchers from VREF’s Future Urban Transport program. The original interview conducted by Meeting of the Minds can be found here.

Related News

More News >

Transport investments for better cities

by

In the next fifteen years, the top hundred cities of India will grow by around 60 percent. These cities will have 125 million new inhabitants, roughly the population of Japan! Today, with less than a third of all urban trips on personal motor vehicles (and less than 10% by personal cars), and more than two thirds by sustainable modes—walking, cycling, and public transport—Indian cities look good on paper. But, the ground reality is different.
Formal public transport is poor or non-­existent. Uncomfortable, unsafe, and polluting paratransit services fill the gap in most cities. Walking and cycling facilities are completely missing, or unusable if they exist. People use ‘sustainable’ modes out of financial compulsion, not out of choice. Cities are choked with traffic and pollution. Road fatality rates are 20-25 times that of developed countries.

On the other hand, personal motor vehicle ownership is doubling every decade, at nearly thrice the rate of population growth. As more and more people depend on personal motor vehicles for their daily travel needs, cities try to accommodate this deluge of traffic by expanding roads, building flyovers, and increasing parking space. However, such automobile centric planning practices cause urban sprawl, resulting in longer commutes and more traffic on the roads. Infrastructure costs, user costs, travel times, and pollution increase; traffic safety worsens.

To become smart, Indian cities must embrace a radically different approach to urban mobility: one that focuses on efficient and sustainable forms of mobility like public transport, walking and cycling. They also need to adopt a transit-oriented development (TOD) approach to create dense yet livable neighborhoods along mass transport lines, so that trips remain short and convenient and cities remain compact.

Access hierarchy by mode - Infographic - low res

Large and medium-sized Indian cities must invest in an extensive network of rapid transit along with a wide coverage of frequent, high-quality urban bus service. Further, cities of all sizes must invest in safe and convenient walking and cycling infrastructure. The aim should be to provide safe, convenient, and attractive mobility options for all while restricting the vehicle-kilometres travelled (VKT) by personal motor vehicles to no more than present levels. In mode share terms, percentage of trips by personal motor vehicles should be cut by half of present level by 2031.

Rapid transit in India: A global comparison

A global comparison of rapid transit projects reveals that India has just 3.2 kilometers of rapid transit per million urban residents (counting only cities with population of more than half million), a third of its peers China and Brazil, and less than a twentieth of France. To keep pace with its urban growth, India needs over a eight-fold increase of its mass rapid transit supply by 2031. However, at the present rate of building rapid transit in India, it would take at least 3-4 times longer, by when, the need for rapid transit would increase even further. India is not investing in sustainable urban transport at anything close enough to meet even basic mobility needs, much less to addressing the issues of inequity and environmental degradation that are growing faster than the population.

Countries like Brazil, Colombia, and Mexico not only have much more urban rapid transit per capita than India but are expanding their systems at significantly faster rate. The reason behind this is bus rapid transit (BRT)—an inexpensive and quick to implement rapid transit mode that can provide metro-quality service with the added benefit of flexibility of rubber-tyred buses compared to rail systems. BRT systems not only have dedicated median lanes to bypass congestion but also have feature elements like stepless boarding, off-board fare collection, and real-time passenger information that reduce delays and improve customer service.

BRT and bus-based public transport in India

The Ahmedabad BRT system—known as Janmarg or “the People’s Way”—has revolutionised expectations about bus-based mass rapid transit in India. In a span of five years from 2009 to 2014, Janmarg has expanded from a 12.5 km corridor to a network of 88 km, providing connectivity across the city. Janmarg demonstrates that BRT can provide high-quality service at a fraction of the cost and has inspired similar BRT efforts like Rajmarg (Rajkot) in 2012, iBus (Indore) in 2013 and Citilink (Surat) in 2014.

BRT Basics - Infographic - low res

Features of Bus Rapid Transit

In 2015, Pune-Pimpri Chinchwad inaugurated Rainbow BRT. Bus operations are monitored from a central control centre using real-time data from GPS tracking devices on buses. The system uses a fleet of Euro IV CNG buses to contain emissions. With a daily ridership of 130,000, Rainbow BRT has helped reduce reliance on personal motorized vehicles. Around 12 percent of Rainbow BRT commuters used personal motor vehicles for their daily travel earlier.

Rapid transit, while important, is not enough. Many Indian cities have skeletal bus services or none at all. In their absence, people depend on intermediate public transport modes that are unsafe and, often, highly polluting. Hence, a formal bus-based public transport service is a necessity in all cities. In all, Indian cities will need over 3 lakh new city buses and minibuses in operations by 2031.

Walking and cycling: Basics of urban transport

More than a third of all the trips in our cities are made by foot or cycle. Public transport trips too start and end on foot—making walking integral to India’s transport systems. Cities must focus on redesigning streets to support walking and cycling—clean modes of transport that still play an important role in Indian cities. Indian cities need to build at least 32,000 km of wide and accessible footpaths and 16,000 km of safe and convenient cycle tracks over the next fifteen years.

Chennai is the first Indian city to adopt a non-motorised transport policy to promote walking and cycling in the city. The Corporation of Chennai has proposed to create a safe and pleasant network of footpaths, cycle tracks and greenways through the entire city to arrest the current decline in walking and cycling. 26 streets have been redesigned with better walking infrastructure, with another 20 streets under construction. Streets with wide carriageways and narrow or no footpaths have been replaced by wide, continuous and unhindered walking spaces, safe pedestrian crossings, properly scaled carriageways, conveniently placed bus stops, and clearly designated on-street parking.

Building cities around transit

Investments promoting walking, cycling and public transport will not bear fruit unless Indian cities stop counterproductive car-centric investments like flyovers and elevated roads. No city in the world has solved its congestion problem by building more roads. Our cities should follow a simple mantra: Build transit, Add density, Control parking. Cities should encourage higher densities in areas where there is good connectivity to mass rapid transit. They must also actively control personal motor vehicle use through parking restrictions and market-based pricing. Parking fees should be pegged to parking demand—higher demand, higher fee. Revenue generated from parking can be used to build better walking and cycling infrastructure and to expand public transport.

Ahmedabad’s Development Plan 2021 embraces this mantra. It encourages the use of public transport and promotes a compact city by encouraging higher density commercial and residential activities along BRT and Metro corridors while removing minimum requirements for off-street parking in new buildings. In fact, there is a cap on the amount of parking that new buildings can create—a maximum of two basement levels. Any additional parking will be deducted from the permitted FSI.

Pune Municipal Corporation (PMC), through its draft parking policy, makes a case for limited parking. In areas with good connectivity to mass rapid transit, the emphasis is on controlling parking supply. As per the policy, the city will be divided into multiple parking districts. Parking rates in these districts will reflect rentals in the area, the size of the vehicle and the levels of congestion in the area.

Parking - Infographic - low res
PMC has also proposed in its 2016-17 budget to spend 50% of its transportation budget on footpaths, cycle tracks, and BRT, thus prioritising spending on sustainable transport over car-oriented infrastructure. Revenue generated from parking will also be used to build streets with better walking and cycling infrastructure as well as to expand public transport. Many vehicle-free zones are also planned, particularly on busy shopping streets.

The way forward

Benefits of adopting such a sustainable transport approach are many. It can bring down capital expenditure, fuel consumption, pollution levels and travel costs, saving money for government and individual citizens. Building safe streets that support the needs of all road users can also save tens of thousands of lives.
The Smart Cities Challenge has clear guidelines to promote walking, cycling, and public transport and will see an investment of around one trillion rupees (including central, state, and city contributions) over the next five years to develop best practices in the urban sector. Though these are good signs, implementation challenges remain. Access to funds, while essential, is not enough. Cities must also improve their capacity to plan and deliver high quality projects, by creating institutions with clear authority to plan, design, and implement. Smart are those cities that have the ability to create a sustainable, equitable and livable future.

The article was first published in Urbana World, Mar-Apr 2016

Related News

More News >

Nashik celebrates the bicycle with its first ‘Cycle Day’

by

“I have been riding a bicycle for years, but this is the first time somebody respected me and honoured me for this.” These were the words of Kiran Nikam, an industrial worker, when he was greeted with a rose for riding a bicycle on 26th April, the first ‘Cycle Day’ in Nashik. The ‘Cycle Day’, a joint effort by the Marathi newspaper Sakal, Nashik Municipal Corporation (NMC) and ITDP, is a part of the larger movement to promote non-motorised transport (NMT) as a safe, comfortable way of commuting around the city.

Nashik, situated in north-west Maharashtra, is witnessing rapid motorization and congestion, but like other Indian cities, lacks good infrastructure for pedestrians and cyclists. ITDP has been working with NMC to promote a transportation paradigm where the focus is on public transportation, pedestrians and bicycles. To achieve this end, there needs to be a visible demand for these facilities with elevation of the social status of bicycles and public transport.

When ITDP and Sakal discussed how to build support for cycling and raise demand for better cycling infrastructure, Sakal proposed a ‘Cycle Day’, which would in turn encourage the next generation to use cycles as a safe and acceptable mode for commuting. The team from Sakal headed by editor Shrimant Mane handled the outreach and community engagement, with support from NMC and technical assistance from ITDP.

The initiative kicked off with a pre-event launch on April 12th, which was attended by the Mayor and Deputy Mayor of Nashik, officials from other important government departments and notable residents of the city, who extended their support to the initiative. “NMC is committed to safety of cyclists, and I personally support the need to create the necessary infrastructure,” said Ashok Murtadak, the Mayor.

As a run-up to the event, a 12 km Cycle Rally was conducted on Sunday, April 24th, and the wide media outreach by Sakal helped in getting a turnout of about 250 enthusiastic cyclists- school children, men and women of all ages, and even the Mayor riding the entire course with the participants. A member of Nashik Cyclist Association joined the rally after completing a long-distance ‘brevet’ of 200 km the previous night, and Sanjay Gaay, a person with special needs also completed the rally on his tricycle. With the conclusion of the successful rally, the Mayor announced that NMC would create a bicycle friendly greenway this year.

combine_images

The cycle rally saw a turnout of about 250 enthusiastic cyclists of all ages and backgrounds.

After the right spirit created ahead of the Cycle Day, people used the Monday to borrow bikes or dust theirs off, to make sure that they are seen riding one on Tuesday and their efforts certainly paid off : the Cycle Day recorded  a 26 percent increase in cyclists as compared to a normal day. (This data was gathered from surveys that ITDP conducted at critical locations along with volunteers from ‘Young Inspirator’s Network’.)

NMC-AddlComm-officers

Cycle Day saw widespread participation from both government workers and private sector companies.

Government employees across various ranks pedaled their way to work to send the right signal to the people, the private sector was not too far behind with many companies ceremoniously welcoming employees who cycled to work, and even some school teachers cycled 30 km to work on a hot summer day.

With the passion that cyclists showed on the Cycle Day and the backing received from NMC, it is evident that the city still loves the bicycle, and ITDP is optimistic that Nashik will soon see serious investments on bicycle-friendly infrastructure to pave the way to a cleaner, healthier city.

 

Related News

More News >

Pune’s progressive parking policy shows the way forward for Indian cities

by

Like many Indian cities, Pune is witnessing a spurt in urban growth that is also accompanied by growth in private vehicle ownership. The Regional Transport Office in Pune registers almost 500 new vehicles every day. With such explosive growth in the number of automobiles, the demand for parking escalates, resulting in footpaths and available open spaces being swallowed by formal or informal parking lots.

To address these concerns, Pune has proposed a parking policy that focuses on the need to shift people away from cars, towards public transport modes. It acknowledges that creating excessive, cheap parking to keep up rising demand doesn’t solve parking problems. Instead, the policy discourages free parking, and calls for differential parking rates pegged to demand. By stressing that users pay directly for parking, the policy discourages direct and indirect public subsidies for private vehicle use and ensures that personal motor vehicle users bear the full cost of driving.

A zone-based approach to parking management

Demand for parking spaces is affected by a host of factors such as location, surrounding land-use, economic activity and traffic volumes. City centres and business districts often see high demand for parking as compared to other areas. In the zone-based approach proposed in this policy, Pune will be divided into 4 parking zones, each with their own parking rules and rates.

Zone A includes the central areas of Pune. As intense development is expected around transit corridors in the future, transit influence zones are also demarcated for better parking management. Areas close to rapid transit, located within 100 metres around of mobility corridors are designated as Zone B while Zone C includes areas located from 100 to 500 metres of transit corridors. Others areas are designated as Zone D.

Proposed parking zones in Pune

Pricing parking to manage demand

To manage demand for parking, encourage efficient use of parking facilities, address specific parking problems and ensure that the parking is available for intended users, the policy proposes various pricing strategies. As cars occupy more road space compared to motorcycles, base parking rates for cars are proposed to be 4 times that of two-wheelers.

As parking demand varies by time of day as well as day of the week, the policy calls for rates to be determined considering these factors as well. By stating that parking must be charged proportional to the amount of time parked, the policy discourages discounts for longer-term parking.

Parking rates also vary based on the zones in which the vehicle is parked in. Zones with high parking demand are proposed to have higher parking rates. Lower parking rates are proposed in Zone D that includes residential and other areas not served by transit. For instance, parking a car on-street in Zone A would cost Rs 71 per hour whereas parking it in Zone D would cost Rs 30 per hour. To encourage people to use off-street parking facilities where available, off-street parking rates are proposed to be lower than on-street parking rates in the same zone.

Parking rates vary by vehicle type and location of parking spot. (Left) Areas of high parking demand have higher on-street parking rates. (Right) Off-street parking rates are lower than on-street parking rates in the corresponding zone.

The policy uses pricing strategies as a tool to encourage walking, cycling and public transport. Cycles are exempt from parking charges at all locations in the city. As auto rickshaws and taxis are important means of providing last mile connectivity to and from transit hubs, these vehicles too are exempt from parking charges, provided that they are parked in dedicated parking slots meant for them.

Framework to implement reforms

Successful implementation of customer-oriented, parking management systems require detailed planning and coordination between various agencies. In addition to day-to-day operations, communicating the benefits of parking management to the public is crucial. In this regard, the policy recommends creation of a Parking Management Cell, chaired by the Municipal Commissioner and supported by a team of competent professionals, who will be responsible for planning, implementation and overseeing parking operations in the city.

Many cities around the world have successfully used parking revenue to improve transit options. Barcelona used surplus revenue from on-street parking fees to fund its cycle sharing system. Several boroughs in London use revenue from parking to subsidize public transport passes for the disabled and the elderly. In keeping with these best practices, Pune’s draft parking policy also recommends channeling surplus revenue from parking to a dedicated public transport and non-motorised transport fund to create better facilities for walking, cycling and public transport.

With such provisions, Pune’s progressive policy not only addresses issues related to parking, but also strives to create a better urban environment centered around people, rather than vehicles.

Read the draft policy here: Suruvath: Public Parking Policy 2016.

Discover the basics of parking management and regulation in ITDP’s publication, Parking Basics.

Related News

More News >

Citizens want safer streets and greener spaces for a better Coimbatore

by

 

DB Road and NSR Road are two of busiest streets in Coimbatore, where one can often see pedestrians fighting for space with vehicles. But every Sunday morning, thanks to car-free days, such scenes are replaced with those of citizens walking, cycling and playing. Initiated in August 2015, car-free Sundays have not only provided a new form of public space for people to unwind, they have also  brought together various organisations working on improving Coimbatore and helped initiate dialogue on different issues in the city.

Residents Awareness Association of Coimbatore (RAAC) is one such citizen organisation. Along with Coimbatore City Municipal Corporation, Coimbatore City Police and ITDP, RAAC was a founding partner of Namma Kovai Namakke (‘Our Coimbatore for Ourselves’), a campaign to create people-friendly streets in Coimbatore. In conversation with ITDP, R Raveendran, from RAAC, speaks about what residents want for Coimbatore. Responses have been translated from Tamil and have been lightly edited for length and clarity.

Coimbatore has seen rapid growth in traffic over the past few years. What can the city do to address this concern?

The concept of traffic jams in Coimbatore was unheard of, even a few years ago. But of late, there are traffic jams that last an hour or more. In this context, project such as car-free Sundays and better streets for walking and cycling are timely interventions.

Giving importance to pedestrians is a novel idea in Coimbatore, and people support this idea. Before this, we didn’t know concepts like pedestrian movement and walkability. People ended up walking on busy streets, sharing space with vehicles. With car-free days, children can now play on the streets. Residents have realised the importance of walking as well.

Namma Kovai Namakke has been very well received in Coimbatore. Tell us more about what makes this campaign a success.

Streets become highly energetic on car-free Sundays, new friendships are being formed, and  the image of the city itself has been transformed. The cultural activities are a great hit, with many schools coming forward on their own to organise dance, drawing and other activities. Laughter clubs are popular with the older crowd. Walking and fitness activities are popular among all ages. For children who have forgotten or never experienced the idea of playing on the streets, car-free Sundays provide a place to kick a football and run around.

Within a short time, the city has expanded car-free Sundays from DB Road to NSR Road. How has the event been received in the second location? What makes this one different?

The event on NSR Road is also getting a lot of attention. With new activities like street magic, flash mobs and street music planned every week, people have something new to look forward to. Often, there are popular chief guests who come in. This also draws many people.

How have car-free Sundays helped in engaging people in the city-building process, in initiating a dialogue on different social issues in Coimbatore?

With car-free Sundays, residents now have a platform to talk about these issues. Many community  organisations meet during the car-free Sundays to discuss common problems. The message that people want better footpaths has come out strongly in the event. Even for other social issues like voter awareness or disability rights, the event has become a platform where different people can communicate with each other as well as with the government.

What kind of public space improvements do you look forward to in Coimbatore? What public transport improvements do residents want in the city?

Coimbatore has been selected for funding under the Smart City Mission, and we hope that better footpaths on all roads, with features like good lighting, will be a part of the project. Work to redevelop six roads with better footpaths has already been initiated by the municipal corporation, in collaboration with ITDP.

We look forward to redevelopment of the lakes and creation of cycling tracks. Cycling is becoming increasingly popular here and streets needs to be made safer for cyclists. Such projects are not too expensive and should be a part of the government budget and implemented quickly. To address traffic congestion, we hope that the city develops a mass transit system that will help reduce use of personal motor vehicles.

What other projects do you work on? How does Namma Kovai Namakke fit in with your overall vision for Coimbatore?

We work on many projects like source segregation of waste, increasing green cover, developing parks and improving roads. We conduct activities related to restoring forests and rivers, and improving the quality of life in the city. We want the city to develop in a positive way, and initiatives like Namma Kovai Namakke help the cause.

Car-free days are held every Sunday, from 6:30 a.m. to 9 a.m., on DB Road, TV Swamy Road, as well as NSR Road in Coimbatore. All are welcome. For more information, log on to https://www.facebook.com/NammaKovaiNamakke.

Related News

More News >

ITDP signs MoU with Thane to develop comprehensive transport solutions

by

Thane is a fast growing city situated in the state of Maharashtra, adjacent to the city of Mumbai. As per the 2011 Census, the city had a population of about 1.8 million. Due to high cost of living in Mumbai, and presence of rail connectivity between the two cities, a large number of people reside in Thane and travel to Mumbai for work every day. As a result, Thane railway station is the focal point of most trips in the city, attracting a significant number of commuters who take buses, rickshaws or walk to access the station.

The city has grown rapidly over the last couple of decades. The west- and east-ward expansion of the city is constrained due to presence of natural features like hills and water bodies respectively, and the mega city of Mumbai itself lies on southwest of Thane.  This leaves mostly only the north and northwest areas available for further development. These areas are served by Ghodbunder Road, and the geographical constrains mean that most development is within 2 km from this arterial road. This road is therefore ideally suited to be a good model of transit-oriented development.

To address the transportation needs of these areas, ITDP was invited by the Thane Municipal Corporation to provide technical support to develop rapid transit in the region, along with better walking and cycling facilities. ITDP signed an MoU with the Thane Municipal Corporation on 2nd April 2016 to assist the city in these projects. In addition to improving pedestrian and cycling infrastructure in the city, ITDP will also carry out comprehensive assessments to understand existing situation and propose a holistic transport solution for the city.

ITDP and TMC sign an MoU to work towards comprehensive transport solutions for the city.

Thane Municipal Corporation and ITDP sign an MoU to develop comprehensive transport solutions for the city.

These sustainable transport projects, together with residential and commercial development in the region, can help transform Thane into a model of Transit-Oriented Development (TOD) in the future.

Related News

More News >

Growth of Bus Rapid Transit in India

by

The start of the BRT chapter in India can be traced to the announcement of the National Urban Transport Policy in 2006 by the Government of India. During this phase, the government received many applications for funding BRT projects.

The cities of Delhi and Pune were the first to start pilot BRT projects in the country, with plans for 257 km and 100 km networks respectively. But with only 5 km operational in Delhi and 15 km in Pune, both these systems were limited in scope and were heavily criticised for their poor quality of implementation.  Perceiving BRT merely as a modified bus lane meant that these pilots did not address the need for BRT-specific service plans, integration with existing bus operations. The need for supporting infrastructure and enforcement measures were also ignored.

Janmarg paves the way for a new phase of BRT in India

In 2009, a new phase of high quality, bus rapid transit systems in India started with the implementation of Janmarg in Ahmedabad. From its initial operational length of 12.5 km, the system was expanded to an 88 km network in 2014, providing connectivity across the city. The success of Janmarg inspired similar BRT efforts like Rajmarg (Rajkot) in 2012, iBus (Indore) in 2013 and Citilink (Surat) in 2014.

More recently, another successful BRT system–known as Rainbow BRT–was implemented in the twin cities of Pune and Pimpri Chinchwad. These cities, assisted by ITDP, carried out various studies to understand existing ridership, daily travel patterns, passenger transfers, and waiting times on potential corridors to create a service plan that optimized system operations. Based on findings from these surveys, the cities decided to create a hybrid system with BRT services operating on dedicated trunk line, and then extending in mixed traffic to outlying areas. The cities also worked on rationalizing the routes of the public bus service, to efficiently complement the BRT system.

Key features of BRT

Whether it is Janmarg or Rainbow, new BRT systems in India are characterized by better infrastructure design and administrative structures that ensure smooth operations. Median-aligned stations with level-boarding ensure the system is accessible to all users. Intersection designs that prioritise BRT buses also help in improving bus speeds. Better enforcement ensures that the BRT corridors are reserved exclusively for BRT buses. To cater to rising demand, many of these systems also have overtaking lanes at stations, to allow for express services.

Dedicated right of way for buses with median-aligned stations (left) and level boarding(right) are some of the physical characteristics of the new phase of BRT systems

Hybrid systems, such as the Rainbow BRT, feature high quality buses with doors on both sides, to cater  both to median-aligned stations within the dedicated BRT corridors, as well as left-aligned bus stops outside the dedicated corridor. Better buses, such as the Euro IV CNG buses used in Rainbow BRT, help minimise carbon footprint of these systems. All buses are fit with GPS that allows monitoring by the central control centres, ensuring reliable service.

Clean, well designed stations offer a comfortable means of travel for the commuters. Clear branding coupled with real time passenger information systems help commuters in perceiving these systems as a high quality transit options that are different from regular bus services.

All these features contribute to make BRT a reliable means of commute in Indian cities. Both Janmarg and Rainbow have touched daily ridership numbers of 150,000, and have encouraged mode shift from private transport to BRT.  In the case of Janmarg, studies indicate that 19% of private vehicle users have shifted to BRT. Rainbow BRT saw 8% of private vehicle users shift to BRT within 3 months of operations.

Cities are increasingly realising that they cannot increase road capacity by adding road space in the form of flyovers and elevated roads. With a focus on moving people rather than vehicles, cities are prioritizing sustainable mass rapid transport modes. This new paradigm, coupled with the realization that bus rapid transit systems can increase capacity at a lesser cost, makes the future of BRT in India undoubtedly bright.

This article is adapted from a webinar on ‘BRT in India’, presented by ITDP on 31 March, as part of the monthly webinar series hosted by The Across Latitudes and Cultures BRT Centre of Excellence. The presentation was followed by an interactive session where participants discussed various topics relating to fare collection, integration of BRT with other systems, data analysis etc. Watch the webinar below. 

For quick understanding of the key features of BRT, download ITDP’s BRT standard infographic or to delve through the details in the BRT standard guide book.

This infographic highlights the key features of BRT essential to any BRT system.

Related News

More News >

Transport improvements to address women’s safety in Ranchi

by

Like most Indian cities, Ranchi, the fast-urbanising capital of Jharkhand, is struggling to provide efficient transport solutions to its urban population. Despite a high share of non-motorised transport modes, pedestrian and cycling infrastructure are non-existent. Lack of formal public transport systems mean that much of the population is dependant on shared auto rickshaws for commuting in the city. While these problems affect all sections of society, lack of safe mobility options acutely affect women, often forcing them to rush home before dark, severely affecting their access to education, jobs and opportunities.

ranchi graph

Comparing modal shares for women with overall population in Ranchi reveals that commuting needs of women are significantly different from men.

A transport assessment led by ITDP last year, threw up some worrying facts. Almost 90 percent of women in Ranchi depend on walking or use semi-formal shared auto rickshaws to go to college or work. Even though almost all women surveyed said they felt unsafe in the share autos, only 1 percent said that they would consider switching to cycling. This is hardly surprising, considering 46 percent of women cyclists mentioned being teased on the roads and 59 percent were afraid of cycling down lonely roads. While this is not just a transportation issue, lack of reliable and affordable public transport, coupled with poor quality of streets and public spaces, only increase their exposure to these dangers.

ITDP presented these findings at a two-day workshop, ‘Building a strategic framework for women’s safety in Jharkhand’, organised in Ranchi on 17th and 18th February. The workshop, hosted by women’s rights organisation Jagori and supported by the Oak Foundation, brought together multiple civil society organisations from various sectors to discuss gender issues in Jharkhand.

Panelists from various organisations came together to discuss the issue of addressing women’s safety in Jharkhand.

Panelists from various organisations came together to discuss the issue of addressing women’s safety in Jharkhand.

The role of better public transport infrastructure in improving women’s safety was also reflected in the findings from women’s safety audits presented by Jagori. The audit, conducted as part of research on Women’s Safety in Public Spaces in Jharkhand, used a mobile app Safetipin to evaluate perception of safety in public spaces in two cities – Jharkhand and Hazaribagh. Using various parameters like lighting, openness, availability of transport and people density, the audit evaluated areas frequented by women and children such as bus stops, parks and marketplaces. Findings from the audit highlighted the need for well-lit streets and well-designed public spaces that provide ‘eyes on the street’. In addition, the audit also recommended the need to increase availability of public transport so as to provide comfortable and reliable services that can be used at all times of the day.

Creation of well-designed and well-lit public spaces around Ranchi’s extensive network of canals and waterways can offer transport solutions that also improve quality of life for all.

Both these studies indicate that good urban planning practices that provide better public transport facilities, improved street design with better lighting, creation of safe cycling environments can go a long way in furthering women’s access to public space. Improving public transport systems in Ranchi and creating better walking and cycling infrastructure, will not only provide affordable and sustainable transport options for all, but will also play a crucial role in empowering women by improving their access to opportunities.

Women now are claiming their right to urban spaces, to study work and lead a life free from any form of fear and sexual harassment, said Sunitha Dhar from Jagori. A collaborative effort from different organisations and stakeholders would be required to achieve this. “A core team including women’s groups should be set up to lead the process. Tribal dominated areas should also be integrated in the intervention plans,” said Reshma from AALI, a participant at the workshop.

Click here to download ITDP’s presentation on Transforming Ranchi. Complete findings from the transport assessment of Ranchi can be found in the report, Mobility for All.

Related News

More News >

Coimbatore delegation visits Chennai: Understands best practices in street design

by

As Coimbatore looks at developing 13 km of streets as ‘Model Roads’ in the city featuring high quality pedestrian environment, a team comprising officials from the Coimbatore City Municipal Corporation along with empanelled architects visited Chennai for a detailed knowledge-sharing session with their peers from the Greater Chennai Corporation on 23 February.

The team, comprising of four engineers and ten architects from Coimbatore, visited various streets developed in Chennai as part of the ongoing Chennai Street Design project. ITDP facilitated the site visits and discussions with support from the Greater Chennai Corporation and local partner, Chennai City Connect Foundation.

IMG_5017

City officials from Chennai explained various site-specific details to the visiting engineers and architects.

Over the course of the day-long program, participants visited various streets in the city and noted key design features, such as continuous footpaths at property entrances, location of bus stops, and pedestrian crossings, all of which contribute to a safe walking environment. City engineers from Chennai showcased various construction details and stressed the need for contextual design solutions that accommodate existing utilities and landscape elements. Key implementation barriers like managing parking and street vending were also discussed.

These site visits were followed by a presentation by ITDP on best practices in street design. Mr. L. Nandakumar, Superintending Engineer (Roads, Works & Bridges), Greater Chennai Corporation, outlined the various processes adopted in Chennai to build public support for better streets. In addition, he also detailed out the construction and implementation challenges faced in Chennai and how these were resolved. Subsequent discussions saw active participation from the visiting delegation, who provided positive feedback on this program.

Learnings from these site visits and discussions will directly contribute to the street design processes underway in Coimbatore, where important streets like DB Road, TV Swamy Street, NSR Road, Sanganoor Road, Race Course Road and Masakalipalayam Road are to be redeveloped at an estimated cost Rs. 26 crore. 

B and A

DB Road in Coimbatore (left) is proposed to be redeveloped into a pedestrian-friendly street with wide, continuous footpaths (right).

Related News

More News >

Pune, Coimbatore and Chennai Selected as India’s ‘Smart Cities’

by

Pune, Coimbatore and Chennai have been making huge progress creating sustainable cities. Each has made great strides in recent years, laying the groundwork for even bigger changes to come. Thanks to their demonstrated commitment to act, in addition to well-developed plans for next steps, all three have been selected for the first round of India’s national Smart Cities Mission.

Right now, experts predict that about 25-30 people are migrating every minute to major Indian cities from rural areas in search of better livelihood and better lifestyles. It is estimated that by 2050, Indian cities will house nearly 843 million people. This massive increase in population will put incredible pressure on India’s cities, requiring new infrastructure for transportation, energy, and safety. To address these imminent issues, the Government of India has allocated Rs 48,000 crore to create the Smart Cities Mission, a programme dedicated to helping cities invest in sustainable infrastructure and growth.

As part of the Smart Cities Mission, these three selected cities (see the full list here) have each proposed to invest over 600 Crore rupees in sustainable transport projects. By pegging this money to tangible, area-based improvements, these cities have a clear plan to transform over the next 5 years, bringing widespread socio-economic benefits to a large section of society. ITDP is proud to have partnered with Pune, Coimbatore, and Chennai to chart out their sustainable paths for the future.

ITDP has been working with these cities in different roles, providing technical support to projects, capacity building for officials, and  creating community engagement at various levels. In the twin cities of Pune and Pimpri-Chinchwad, ITDP helped implement the Rainbow BRT, incorporating best practices in BRT planning and design. ITDP has been instrumental in helping Chennai adopt a Non-Motorized Transport Policy and overseeing its implementation through street design and engaging with citizens through initiatives like car-free Sundays. In Coimbatore, the Namma Kovai Namakke (Our Coimbatore Ourselves) campaign, initiated by ITDP, sparked citizen demand for better pedestrian facilities, all of which formed the groundwork for the Smart City proposals developed by these cities.

In the next 5 years, Pune aims to increase the mode share of public transport from 18 percent to 50 percent by augmenting its bus fleet and improving bus services using Intelligent Traffic Management Systems (ITMS). The city also aims to expand its high quality BRT network by 30 km and improve access to transit by creating 75 km network of footpaths and cycle tracks.

To facilitate easy interchange between Rainbow BRT and other buses, a transit hub is proposed at Anudh Baner Balewadi, Pune, along the lines of the Kiwale terminal pictured above.

In keeping with its NMT policy, Chennai aims to develop ‘Complete Streets’ and build footpaths to cover 80% of its major roads. A city-wide cycle sharing system with 3000 cycles and an IT-based parking management system are also expected to give a major thrust to walking and cycling while restricting private vehicle use.

Better NMT facilities are proposed in T. Nagar, a commercial and retail hub of Chennai.

Non-motorised transport is a key focus for Coimbatore as well, where the city aims to create NMT infrastructure along 75 percent of its primary and secondary road networks before 2020. A 30 km network of greenways connecting major lakes in the city is expected to improve quality of open space for its residents. The city also aims to increase mode share of public transport from 42 percent to 60 percent by modernising and expanding public bus services.

Congratulations to these cities, and all the selected Smart Cities, for the exciting work preparing India’s cities for a more sustainable, brighter future.

Related News

More News >