ITDP India

Promoting sustainable and equitable transportation worldwide

Carefree on Car-free Sundays: Citizens take to city streets for fun and revelry

by

Imagine an arterial road in your city. Now, place a child running about in that stretch. Fair to assume that your brows twitched at the thought of these two events aligning. Though stark, urban dwellers are naturalised to the danger that arterial roads or streets in general hold. But to hold a static entity accountable is unfair. So where does the buck stop?

Let’s reimagine this sequence of events. Same arterial city road and same child running about carefree. This time though, cordon off vehicles from the section. Suddenly, the road seems to be devoid of chaos. It even becomes an oasis where people can come together to run, play, and enjoy themselves to their heart’s content.

Isn’t it bewildering how one component can drive our stress up the walls and still be considered an integral part of our lives. This is exactly what the “Car-free” initiative was conceptualised to debunk. Originated in the Netherlands and Belgium during the 1956 Suez Crisis, the move was planned to ration petroleum. But it took its true form in 1958, when New York City residents blocked vehicles into their neighbourhood to protest the extension of a road at the cost of a public space.

As vehicles started taking over our streets and lives, the initiative gained prominence to counter this menace. And it is with the same intention that the initiative made its way into the Indian quarters. The “Car-free Sundays” drive, proposed by ITDP India Programme in collaboration with Riverside School and other partners, was first introduced to Ahmedabad in 2009. Every Sunday, citizens were given unconditional access to three arterial stretches to experience the freedom of walking and cycling on safer car-free streets.

India’s first car-free Sunday in Ahmedabad in 2012

It wasn’t long before other states recognised the transformative nature of the initiative. Tamil Nadu and Maharashtra were quick to come on board and transform their streets into vibrant spaces for citizens, not vehicles, to occupy.

Leading the charge in Tamil Nadu was Coimbatore. The dialogue, facilitated by ITDP, was a success. All partners –including the Coimbatore City Municipal Corporation, Residents Awareness Association of Coimbatore (RAAC), print media partners and the residents– realised that the concept would help improve walking and cycling conditions in the city.

The Corporation and the Coimbatore Police left no stones unturned to help citizens reclaim landscape lost to vehicles. With prior public consultation workshops for residents, the campaign was launched across two stretches –DB Road and T V Swamy Road– for a total of 1.7km, in 2015. This sense of emancipation was refreshing, as many came in droves to be part of the revelry. Soon accolades started pouring in, with the campaign being honoured with the Best Project Award, Non-Motorised Transport category, by India’s National Ministry of Urban Development.

People enjoying hop-scotch at the car-free Sunday in Coimbatore

The obvious impact was soon realised by Chennai and it didn’t take much for city officials and the police to join the bandwagon, with ITDP again playing a hand holding role in collaboration with Chennai City Connect and The Hindu (media partners). Titled “Namma Chennai Namakke” (Our Chennai for Ourselves), many residents took an instant liking to the idea.

“I would love to see children aimlessly ride their cycles on the road…or adults playing badminton and pet enthusiast take their companions for a walk. I personally would indulge my pet, without the fear of him/her getting hit by a car,” said Jennifer Jacob-Murali, resident of Chennai.

Father and daughter bonding over skipping at the car-free Sunday in Chenani

Every Sunday, the ruckus of vehicles were replaced by that of laughter and excitement. Of kids being kids and parents joining the act. Of people dancing, doing yoga, and enjoying art and craft. Of citizens, young and old, not surrendering their right to walk, run, and cycle to the chagrin of fuel guzzling automobiles.

Today, these cities have taken a step ahead towards sustainable urban transport solutions with Chennai adopting a Non-Motorised Transport Policy and Coimbatore adopting the Street Design and Management Policy. Car-free Sundays helped citizen to wake up to the possibility of enjoying public spaces like roads and streets without the hindrance and dread of vehicles. Its success gave momentum to the ‘Model Roads’ project, as citizens demanded better walking and cycling infrastructure across Coimbatore.

Not even John Lennon could have imagined how vehicles would take over lives, leaving us struggling to find our way. So an ode to his legendary vision, with a twist of our own.

Imagine there are no vehicles
It’s easy if you try
No fumes around us
Only people and the sky
Imagine all the people living for today

Cover image courtesy: Times of India, Coimbatore.

Challenges of a Bus-Rapid-Transit System in Indian Cities: The Rainbow case study

by

Over the past decade, cities across India have dared to dream of reimagining bus transit, most famously known as the Bus-Rapid-Transit, or the BRT. The concept of having buses ply in the centre of the road, on dedicated bus-only lanes, has gradually mulled into our urban transport systems with a tenacious aim of mobilizing people rather than cars.

India’s first high-quality bus-rapid-transit system was inaugurated in 2009 in Ahmedabad — the Janmarg bus-rapid-transit. Janmarg set a national benchmark and inspired systems across India, including the Rainbow bus-rapid-transit in the twin cities of Pune and Pimpri-Chinchwad that was launched in 2015.

The Rainbow bus-rapid-transit offers convenient commute, as efficient as a metro or a train without the cost of acquiring land, laying tracks, building large scale stations, and the pedestrian foot-over-bridge to get to them. The ITDP India Programme assisted Pune Municipal Corporation, Pimpri-Chinchwad Municipal Corporation, and Pune Mahanagar Parivahan Mahamandal Limited create physical designs and operational plans for the system.

Today, the Rainbow operates along a 43 km network of bus-only lanes, with 58 stations along four corridors. However, this was Pune’s second attempt at perfecting a system that would help address the pressing issue of transport needs for the influx of population. Back in 2006, Pune piloted a 13 km bus-rapid-transit corridor but failed to meet BRT Standards.

A good bus-rapid-transit system requires dedicated bus-only-lanes, high quality bus fleet at regular frequency, a matching height of the station and bus fleet for easy step-less passenger boarding, off-board fare collection, and adequate passenger information for seamless travel. Unfortunately, the pilot bus-rapid-transit was short of meeting these basic standards.

The initial set back was not detrimental to the city regaining momentum to construct a successful bus-rapid-transit. Learning from this experience, and from the systems later commissioned in India and around the world, leaders were determined to get Rainbow right.

The Rainbow bus-rapid-transit was faced with a challenge of retrofitting a high-quality system on an existing bus network. The ITDP India programme assisted with route rationalization to deliver frequent service and ensure efficiency of the system’s fleet.

Soon after it’s launch, Rainbow was awarded the ‘Outstanding Contribution to Sustainable Mobility’ at the Volvo Sustainable Mobility Awards 2015. The award was attributed to it’s efficiency of mobilizing thousands of commuters, and travel time savings. Dedicated bus lanes ensured that commuters reach their destinations 10 to 15 minutes earlier than usual.

Rainbow bus-rapid-transit started off well but has failed to achieve its full potential. Ridership has only increased by 12-17 percent over the three years while the number of personal motor vehicles on the road has been growing unabated due to infrequency of buses. Considered a first for any urban area in India, Pune’s total number of vehicles has surpassed the human population!

Lack of cleanliness of stations areas attributed to the public’s demeaning perception of the system. Walking and cycling access to bus-rapid-transit stations is the dire need of the hour but yet to be developed along most corridors.  

In an era where financial resources are sparse but population growth is inevitable, large-scale public transport systems are difficult to conceive. An expansion of the the Rainbow system is being planned for an additional 45 km network. This is because the twin cities strongly believe that the Rainbow can provide a solid backbone to the urban transit system.

A major limitation to the bus-rapid-transit system is also the stigma that comes with being a ‘bus’. This can be addressed through better system design, well-maintained stations, and most importantly bus-only lanes to make the users feel like it worth leaving the car back at home.

Finally, for the success of any bus-rapid-transit system it is essential to periodically assess the infrastructure and operations of each corridor, and set benchmarks to ensures its longevity. Pune and Pimpri-Chinchwad can aim for a ‘Rainbow’ future, learn from its shortfalls, and get back on the wheel to move its citizens.

 

 

Are flyovers the problem or the solution to traffic woes in Indian cities?

by

The growing traffic problems in our cities calls for urgent and effective remedies. Yet old-school ‘solutions’ such as flyovers, wider roads, and elevated expressways actually make matters worse. Flyovers represent a twentieth century delusion of free flowing traffic, built at extraordinary costs for a very small percentage of road users.

Over decades, planning and development authorities around the world have fetishized the flyover as putative symbols of ‘modernity’ or ‘technological advancement’. Their actions to fuel the velocity and demand of private vehicles have shaped the urban space discourse. Flyovers continue to hack through the urbanscapes, displacing homes and economies.

In reality, while such infrastructure may provide a short-term illusion of relief from traffic woes, but by making it easier for people to use their own vehicles, new roads attract even more traffic and repeat the vicious cycle of congestion all over again.

Around the world, cities from Seoul to San Francisco are tearing down flyovers and/or rejuvenating dead spaces under the flyover with human scaled spaces that promote green modes of transport. In doing so, these cities have been able to reduce pollution, improve safety, and ensure that high quality public transport offers a meaningful alternative to sitting in traffic.

The Cheonggyecheon River Linear Park Project, Seoul

Cities in India have started to recognise that the key to urban mobility is moving people, not vehicles. In 2016, Ranchi (capital city of Jharkhand), a city for which ITDP India Programme has provided technical support since 2013, took bold steps and stalled the construction of two flyovers on Main Road.

The Urban Development and Housing Department, Government of Jharkhand, cancelled the flyover project that was proposed to decongest the city area, and instead focused on designing the street to prioritise the cleanest, most efficient modes: walking, cycling, and public transport.

Over a third of the population in India cities rely on walking, cycling, and other forms of human-powered transport to commute to work and get around cities every day.  Increasing the use of cycles and the ease of walking is one of the most affordable and practical ways to reduce CO2 emissions, while boosting health and access to economic opportunity.

Indian cities should also focus on public transport driven mobility. By international standards, our cities need 20-30 km of mass rapid transit for every 10 lakh (one million) residents. This means that the larger cities of the country like Chennai require over 300 km of rapid transit.  Currently, with only 100 km of suburban rail and metro combined, it would take two generations to build enough rapid transit in the city!

One of the most effective option to scale up the nation’s ability to provide high capacity public transport corridors is the Bus Rapid Transit, also known as the BRT. The system features dedicated median lanes for buses, allowing commuters to bypass the congestion in mixed traffic lanes.

A Bus Rapid Transit can carry anywhere between 10,000-30,000 people per hour per direction, which is approximately seven to eight times more than the capacity of a 2-lane flyover. The system can also be deployed quickly at a fraction of the cost of a flyover. A flyover costs approximately Rs 200 crores per km, whereas, a Bus Rapid Transit costs Rs 15-20 crores per km.

Cities like Seoul, San Francisco, Toronto, built flyovers between the 1950s and 1980s, only to pull them down later to make space for its people! To be ‘smart’, Indian cities must learn from these examples and best practises. Our cities should realise that such infrastructure only begets more traffic and pollution, and shift focus to prioritising walking, cycling, and the use of public transport.

Authored by Kashmira Dubash

Chennai’s journey to reclaim city streets for its people

by

Chennai, a thriving South Indian metropolis and the capital of the state of Tamil Nadu, is at the cusp of turning into one of the world’s megacities. While it historically had the image of being somewhat insular, the Chennai of today is a cosmopolitan hub where the old meets the new.

Transportation is the focus of many pressing issues facing Chennai today—decisions about whether to build highways or bus corridors have a great impact on our health and our environment.

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.

Watch how ITDP India has supported, and continues to support Chennai transform its streets for a better city, and better lives.

 

Our Cities Ourselves

by

Over the recent decades, the impact of our city’s population growth has lead to a whole slew of transportation issues that we as citizens experience daily. Car-centric approaches continue to fail, and the need for solutions that improve people’s freedom to move is the dire need of the hour. Cities across the globe were provided the opportunity to not only shape their future — but to design it for its people.

Our Cities Ourselves: The Future of Transportation in Urban Life, kicked off a world-wide tour to exhibit the vision of ten major global cities along with the world’s leading Architects. The exhibit focused on eliminating the 21st century car-dependant model of urban sprawl by replacing it with a more sustainable, equitable, and liveable urban future with walking, cycling, and public transit.

Organised by ITDP to commemorate its 25th anniversary in 2010, the exhibition addressed urban solutions for ten major global cities: Ahmedabad, Budapest, Buenos Aires, Dar es Salaam, Guangzhou, Jakarta, Johannesburg, Mexico City, New York City and Rio de Janeiro. The various approaches offered distinct takes that were shaped to fit the city’s different urban cultures.

In Ahmedabad, where the Indian edition of Our Cities Ourselves was launched, in partnership with Environmental Planning Collaborative and six leading Architects, initiated conversation about the city’s future over a four-month engagement. ITDP, along with its partners facilitated discussion on visioning Ahmedabad by organising an advisory committee of ten members from various local sectors.

The result – a vision that embraced the unique character of Ahmedabad and seeked a more equitable and environmentally sustainable future.

To bring this vision to life, the Architects—Kamal Mangaldas, Parul Zaveri & Nimish Patel, Rajeev Kathpalia, Bimal Patel, Aniket Bhagwat, and Apurva Amin—re-designed six sites across the city to transform them into streets and public spaces that were safe, comfortable, and accessible by all members of the society.

Central to the Our Cities Ourselves programme were the principles of transport in urban life: walk, cycle, connect, transit, mix, densify, compact and shift. These principles guided the design and the overall vision of the city.  The designs were also prepared in consultation with a Citizens Council formed by a group of eminent Ahmedabad residents, to reflect what the people of the city desired.

Visioning of a city is incomplete without the views of its citizens. Awareness and engagement of citizens can mean the difference between a city that withers under the presence of growing traffic & pollution and one that approaches these challenges with a proactive, determined response.

In this regard, the Our Cities Ourselves exhibition was a grander affair that showcased life-sized renderings of the six re-designed sites to reflect the vision of urban Ahmedabad. Thousands flocked to CEPT University to not only witness, but also be part of this journey that would change the face of their city.

The month long exhibition included a series of activities to engage with local citizens, Architects and Planners, and civic bodies. The exhibition included a series of activities: day-long design charrette with local architects, workshops on envisioning ‘a better Ahmedabad’ with key stakeholders such as Ahmedabad Urban Development Authority, cycle-day for school student, a painting competition for school kids, and a movie night on street films.

The success of the exhibition was unparalleled, and resulted in two key wins for the city: the underlying principles and the vision of the city informed the revision of Ahmedabad’s Master Plan 2021, and it led way for citizen engagement for the much awaited Sabarmati Riverfront Project – the pride of the city.

Furthermore, the exhibit inspired decision-makers from many cities like Pune, Chennai, and Indore to initiate such thought-provoking discussions in their cities and kickstart various sustainable transport projects. With the widely positive response, the programme drove home the Our Cities Ourselves motto: ‘Livable today, sustainable for the future.’

Cities like Ahmedabad have started off well to meet the challenges of sustainability because “we simply can’t sustain the sort of automobile-dominated transportation systems that we have today”, Walter Hook, former Chief Executive Officer of ITDP. The successful city of the 21st century is one that is replete with travel choices, including walking, cycling, and public transit.  These cities will leap ahead of others by attracting people who demand a healthy and culturally rich lifestyle.

The Janmarg Story

by

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

by

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

by

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

by

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.

making of modern cycle rickshaws

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?

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

many-visitors

by

“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.

curious-citizens

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!

CommitteeChair-MrsAdke

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-presenting-their-work

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!’