Smart and Sustainable

.Urban Mobility

As the avenues and streets of a city are nothing less than its arteries and veins, we may
well ask what doctor would venture to promise bodily health if he knew that the blood
circulation was steadily growing more congested!
Hugh Ferriss, The Metropolis of Tomorrow

apid motorization impacts the natural and the built environment-noise, pollution, affic
accidents and community severance. In Delhi 72 per cent of emissions (suspended rticulate
matter) are from motorized vehicles. Of these the private vehicles, which are per cent of
total motorized transport, carry 31 per cent of vehicular trips and are ponsible for 90 per
cent of emissions. Violent and agressive traffic and transport pacts the health and safety of
the people. Urban transport services are hardly essible to all, especially the elderly,
children, women and disabled.
The fast-growth of private vehicles is seen as a most intractable source, of carbon !ssions.
Environmental footprints of private motor vehicles also include the amount of ources
(including embedded energy) used in their production, amount of waste duced by their
disposal, and continued use of fossil fuels. The electric car is being moted through the
government subsidies. However, the production of thermal ~rgy is still a large producer of
carbon emissions. Recent empirical data indicates that lution loads are marginally
reducing, mainly due to vehicular technology in terms of 'ssion norms (such as Bharat
Stage II and Bharat Stage III/Euro norms)., arid the use of G. However, the potential gains
of stringent emission control and public transit tern are yet to be fully realized which faces
several barriers, such as increasing ume of vehicles and idling due to congestion on roads.
Besides engine norms and fuel 'ey, it is necessary to reduce the vehicle kilometres travelled
(VKT) and trip length by vel demand management, land use and transport synergy, car
pooling and rating public-private modes of urban transport.
 108 SMART CITIES

Rapid, aggressive and noisy traffic constantly disturbs the peace of the residents, sick and
students. It is common to observe that the vehicles not slowing down, not restraining horn
blowing near the residences, schools, hospitals, temples, mosques, etc. With less than 1 per
cent of the world's vehicle population, India accounts for 6 per cent of world's road accidents
and 10 per cent of world's road fatalities. More than 1.41 lakh people die in road accidents and
more than half million fatal road accidents happen every year. The victims are mostly
pedestrians or cyclists for whom there is hardly any dedicated space on the roads, though 30
to 40 per cent of citizens walk or cycle to work.
Planning of transport in synergy with land use can effectively address the issues of urban
mobility. It aims to reduce the need to travel and encourages walkability together with
maximizing the efficiency and ridership in public transport system in the following ways:
-Wailk to work (W2W), "local hubs" within 10 minutes walking and cycling distance
Integrated planning of urban transport/corridors
Mixed land use, rationalisation of land use and density
Multi-modal integration of buses, trams, metro rail, rail corridors and LRT

Fig. 5.1 : The urban hierarchy is worked out on modular basis and accessibility to various functions so that
community, especially children, women and aged can walk to their places of education, recreation, shopping or
work. As the distance increases, the public transport should provide access to the place of destination.

Source: Adapted from Barton H. (2003) Shaping Neighbourhoods, Spon Press, London
Potential of using subterranean space
Communication as a viable substitute for transportation
 SMART AND SUSTAINABLE URBAN MOBILITY 109

Encouraging cycles and non-motorised vehicles (NMV)

Safety of the movement for children, pedestrian, women, disabled and elderly Low
noise and traffic calming

1. Capital complex
2. Central business district
3. Hotels, restaurants and visitors center
4. Museum and stadium
5. University
6. Wholesale market
7. Park extending through residential areas
8. Shopping street (V4)
9. Area expansion of the city to a population of 500,000
5.2 : Le Corbusier's Master Plan for Chandigarh, 1951. The starting point of planning of Chandigarh was nisation
of a transport network based on V-7 hierarchy and sectors (800 x 1200m) with an interconnected green ridors,
cycle tracks and pathways.
Safe and accessible cities are compact, walkable and sustainable, which are designed
enhance local identity, provide diverse housing options, land use efficiency, generate
110 SMART CITIES

local employment and provide comfortable, safe, affordable, reliable and non-polluting public
travel modes. Most of the local facilities are reachable by a convenient 5-minute (400 to 500
meter) walking, with dedicated paths for walking and cycling. Neighbourhood facilities,
shops, schools, parks, clubs and city centres are located along the pedestrian, cycle and public
transport corridors. The urban form plays an important role in the safe urban mobility by
accommodating all modes to travel, including walking, wheelchair, cycling, public transit and
people by a safe, efficient and attractive road network, with generous footpaths and trees.
Buildings are located directly onto street fronts to ensure passive surveillance of public spaces
that increases personal safety. Streets are provided with service roads and pooled parking
area at every kilometre (adacent to Metro/Bus stop) that keeps the footpaths and building
front free from onstreet parking.
The concept of community module and urban hierarchy is the basis of planning. Le
Corbusier in his Chandigarh Plan adopted the sector measuring 800 x 1200 m, which is the
building blodc of the city. This has public transit on its periphery from where one can walk
dovyn to any place within the sector in 5 to 10 minutes. The starting point of planning of
Chandigarh was organisation of a transport network based on V-7 hierarchy of road network
and sectors (800 x 1200 m) with an interconnected green corridor, cycle tracks and pathways.

Access

Fig. 5.3: Access is directly related with distance, time and mode of travel. As such the places of frequent visit should -
be located closest to the place of residence, aiming at a walkable development
 SMART AND SUSTAINABLE URBAN MOBILITY 111

Charles Correa developed the plan of New Bombay (Mumbai) along the MRT orridor,
which he called the string, along with a series of new cities, the beads, in the egion. The
junction of transport nodes constitutes the regional transport and business ode. The Master
Plan of Delhi is based on poly-nodal, poly-nuclear concept in the rganisation of Districts,
Communities and Neighbourhoods. However, in actual actice there had been a centrifugal,
centripetal transport network with gridlocks all er. The growth of large cities had been
usually concentric, leading to congestion in the ntral areas and numerous intersections. The
building of flyovers/grade separators ovide only temporary relief to the perennial
congestion. Often it is not possible to tructure the city completely, but mixed land use,
compact and smart development, ~sit oriented development, car, pools, efficient public
transport and taxies, improving ad capacity and using Intelligent Transport Systems
Management can provide utions to the problem.

CEMTRM. BUSINESS WSTWGT DISTRICT CEMTOMlStaiB)

o 5 MILES Q! SUeOtSTSBCr CtNTHE (ISNW)

: The five tier commercial centres in the Master Plan of Delhi were based on the concept of poly-nodal, poly-
ierarchy of Districts, Communities and Neighbourhoods. However, there had been a centrifugal,
centripetal ' pattern and gridlocks.
Jain, A.K., 2012, Sustainable Urban Transport and Systems, Khanna Publishers, New Delhi
 SMART AND SUSTAINABLE URBAN MC

A WALKABLE URBAN STRUCTURE

Mobility is the lifeline of urban living. It is necessary that the urban structure and land use
pattern make day to day activities accessible by walk and there is a close relationship between
residence and place of work. The concepts of Transit Oriented Development (TOD), Transport
Demand Management (TDM) and Corridor Development form the basis of walk to work,
compact and smart urban planning, which establishes a close relationship among the
residential, employment and service locations. For Integration of land-use and transport
planning, mixed land use helps in minimising the need to travel. A walkable community
provides a fundamental building block in creating a sustainable urban form. As such, a city
comprises a network of overlapping communities, each focused on a local centre, within which
people can access on foot most of the facilities and services for day-to-day living. Each
community is defined by the walking catchment or "ped-shed", which is generally around 500
m, or a 5 to 8 minute walk. Walkability is about making it possible for the average citizen to be
able to lead his/her life by relying largely on walking for day to day activities. This needs an
urban design consideration, *uch as density, mixed use, street life, pedestrian crossings, tree
shade, public places and on. All these parameters are important in their own right but
walkability is a simple ay to encapsulate this philosophy of integrated transport and urban
planning.

;tr or possible |
' A* location
\
____
Douwe strand aevetcpnem sf f P
&Aurtsan,
loop 0?location A* location
vi* raty
. J*
ft
Bainer
ft to
1 vehicular
BMstop&Aocal Betties
movemen
1 t
dfttrict centres .

location, Pedestnan access

Catchmentboundanes^
(400 m radius Horn stops)
^ Rafcvaystation
A* and u* location
vxstaie city centre
activities

. 5.6: Principles of walk to work and public transport planning comprise linear catchment zones, magnets and cs,
limted lateral movement and fast and stopping services.

rce: Barton H. et.al. (2003) Shaping Neighbourhoods, Spon Press, London

 114 SMART CiTIES

This means that the organisation of land use, circulation pattern and decisions regarding
density, Floor Area Ratio and other controls should be around the public transport system, so
as to which reduce the need of personal vehicles.
The World Development Report (2009) of the World Bank cites the example of Atlanta
and Barcelona. Atlanta has a metro network of 74 km while Barcelona has 99 km. These may
seem comparable but per capita C02 emission for Atlanta is 10 times that of Barcelona. The
difference is mostly explained by Barcelona being more compact while its American rival is
spread out. As a result, less than 4 per cent of Atlanta's population 1 lives within reasonable
walking distance of a metro station compared to 60 per cent for Barcelona. If Atlanta now tries
to give its citizen the same accessibility, it would have 1 to build 2800 new metro stations and
3400 km of new tracks. The lesson learnt is that public transport, land use and walkability are
interlinked and need to be planned] together. 1 ]

Fig. 5.7 : Barcelona : Public Transport Oriented Urban Form

Studies show that to transport one ton of cargo per kilometer, road transportation needs 4
to 5 times the energy that is needed by a train. The energy used by a car to carry a passenger
over one kilometer is 3 to 4 times that of a bus. Greenhouse gas emission per
 SMART AND SUSTAINABLE URBAN 115

Fig. 5.8: Los Angeles : Poor Ridership of Public Transport due to Urban Sprawl

Fig. 5.9 : Integrated Transit Corridor

 116 SMART CITIES

passenger of public transport (bus, rail and trams) is about one-twelfth that of a c Although
NMTs (including walking) are ideal from the point of view of emissions, terms of kilometers
travelled, these cover only 1 to 2 per cent of the total kilomet travel, even if the proportion of
trips are as high as 40 to 50 per cent, as in Delhi other megacities. It implies that
environmentally sustainable transportation a reduction of energy use is essentially a
walkable community and a gree transportation, which helps in reduction in use of fossil fuels
and conservation natural resources. Walkable community is compact and smart with home
bas offices. Sustainable fuels, energy, water, waste management, sanitation and mobili
should be the basis of planning and growth, along with extensive use of IT and governarice.

Table 5.1: Environmental Sustainability of Different Modes of Transport

Walking 5 S' 5

Cycling 5 5 IlllllllSi 2

Car 1 2 2 yC:.

Tram . 5 3 3

Light rail.(HR), Surface 5 3 3

Rapid Rail (RR), Surface 4

2 2
Rapid Rail (RR), Elevated 5 1-2 2 vs

Rapid Rail, Tube 5 5 5 5

Bus, Mixed Traffic 1-2 3 4

Bus, Reserved Lane 3 3 4

Legend : 1 = very bad, 2 = bad, 3 = average, 4 = good, 5 = very good

Source: Vuchic, R.V (1981), "Urban Public Transportation Systems and Technology", Prentice Hall Englewood Cliffs, New
Jersey,, cited by Raman Parti and Surjit S Katoch, Efficient Transportation Plannirr and System Integration for Healthy
Environment of Large Cities, Proceedings of International Conference on Energy and Environment March 19-21, 2009

Dense and compact urban planning can effectively reduce the vehicle kilometer travelled
and trip length which results in lesser accidents, pollution and noise. Density is highly
correlated with modal distribution and the intensity of automobile use, as shown in Table
5.2.
 SMART AND SUSTAINABLE URBAN MOBI 117

Transport-related energy consumption

Gigajoules per capita per year
80

Houston

70 f Phoenix
1

Detroit
60 H Denver
Los Angeles
San Francisco
Boston
50 1 Washington
Chicago
New York
40

PerffiToronto
Brisbane
30 H Melbourne
Sydney
Hamburg
Stockholm
I .Frankfurt
20 H (//Zurich
Paris-^Jr-Brussels
i Munich
London West Berlin
Copenhagen Tokyo
10 Hi Amsterdam .
Singapore
Hongkong
Moscow

5000 10,000 15,000 20,000 25,000 30,000

urban density (inhabitants per square kilometer)

10: Newman and Kenworthy's hyperbola "Urban density and transport-related energy consumption" shows a
elation between urban density and intra-urban transport-related energy consumption per capita.

: Newman, Peter, R Kenworthy, 1999, Sustainability and Cities: Overcoming Automobile Indepen- ,The Centre for
Resource Economics, Washington DC, USA.

tegrated land use planning considers Transport Demand Management (TDM) ons,
such as, rideshare program, mobility management programs, shared parking ~er
charges. These aim to encourage people to reduce car trips by incentives and rt to reduce
peak-period driving, including better cycling facilities and flexible g hours. The core of
integrated planning is to improve public transit and increase rice efficiency by dedicated
corridors (e.g. BRT), better vehicles and stations, frequent services, reduced crowding,
improved walking conditions of transit , and priority to high occupant vehicles (buses
and car pools).
 E118
L SMART CITIES
1

Table 5.2 : City Typology Based on Average Urban Density and Transport

person,/ha 1

Modal distribution MPT: 80% MPT: 50% MPT: 25% 1

PT;50% 1
PT: 10% PT: 25%
NMT: 10% NMT: 25% NMT: 25% |
Automobile use (km/pers/yr) > 10,000 < 5,000 |
>250 1
Public transport use
(tFip/person/an)
<15,000 '\
Petrol consumption for transport > 55,000 3,500-20,000 1
. (MJ/persons/an) North American European cities Asian cities (
Representative positions & Australian cities

MPT: Motprised Public Transport PT : Public Transport NMT : Non-motorised Transport density; Number of inhabitants and
jobs per hectare of net urban surface (omitting green and waC .surfaces)
' Source: Newman, Peter, R Kenworthy, 1999, Sustainability and Cities: Overcoming Automobile Indepe dence. The Centre
for Resource Economics, Washington DC, USA.

KEEP
Ip
Slim'!

if! SMOKING
|j|i*
* DOUBLE
Ik
w'i BY PASS
li AHEAD
tl; >1?^^5
'*m
*J
*
o

Fig. 5.11: Transport Contributes up to 70 per cent of SPM and other Pollution

Transit Oriented Development is a set of planning practices to create more attractive

efficient and safe communities. These can significantly improve accessibility and reduc per-
capita automobile travel, by various design features. The land use reforms can i
implemented at various local level, site and block level, and city level. These reforms i not
exclude automobile travel, but aim to increase transportation options and givd
 SMART CITIES

Residents in a well-designed neighbourhood with good walkability, mixed land

connected streets, and local services tend to drive 20-30 per cent less than residents
automobile dependent areas.Vehicle travel reduction may be even greater, if urbanism
coordinated with TDM strategies, such as transit improvements, car sharing, ro pricing,
parking, management and commuter trip reduction programs. This can prov : a variety of
economic, social and environment benefits, such as reduced traf congestion, parking costs,
accident risk, pollution and urban sprawl. It can significa improve liveability, interaction
and cohesion, with increased traffic safety due narrower streets and slower traffic (traffic
calming).

TRAFFIC CALMING AND NOISE CONTROL

The need for traffic calming has become urgent in India, which involves by reduc ! speeds,
noise and volumes by various measures such as no horn zoning, traffic circles intersections,
raised crosswalks, and partial street closures to discourage, short- traffic through residential
neighbourhoods. Traffic calming may be necessary on cert streets, such as high security
zones, areas fronting university, college, schools, hospita etc. Traffic Calming and Noise
Control measures involve notifying No Horn Zon Constitution of area-wise Noise Control
Circles, preparation of Noise Monitoring a Control Plan (NMCP), hybrid electric vehicles,
speed breaker/hump, landscape noise buffers and rubberised road surface.

*11*1

Fig. 5.14: Indian drivers are so fond of blowing horns that amused the architect Patrick Crooke to sketch the a'
cartoon.
 SMART AND SUSTAINABLE URBAN MOBILITY

RRIER FREE ACCESS

housing and mixed use developments should be within easy walking distance of )d public
transport services that give access to the main centres of urban activity. :ess is also
influenced by gradients (especially for older people) and psychological iers such as Foot
Over bridges (FOB), subways or intimidation by road traffic. Foot- ;r Bridges (FOB) and
subways are hardly used as they cause inconvenience and Bcurity to the users. As a result,
the pedestrians risk their lives crossing the high Insity, high speed roads. It is necessary to
provide wide and safer pedestrians ridors at grade while the motorised vehicles move up
and down. The walkways also to cater to wheelchair users that require avoidance of
steps and provision of curb ftps. This may be possible by raising the carriageways of the
road by about 2 to 3 ters, so that pedestrians keep moving freely at the ground level
without mingling vehicular traffic. Such facility should be provided on all major roads,
national and te highways, in front of village abadi, transport nodes (Railway Stations,
Metro faons, Bus Terminals, etc.), and also forests and wildlife areas. The walking zone
mid be barrier free and designed as per the specifications.
^Public transport has to be disabled and wheelchair friendly with tactile flooring and floor
buses with footboard at level with the platform and proper street lighting for safety and
security of pedestrians. A dedicated bicycle lane has to be built along sry road. The fixed
signs, maps, variable message signs, pedestrian crossings, egrated fare collection systems,
protection systems and communication are important ttents of safe mobility.
Tn order to deliver an inclusive, safe and barrier free mobility for all, it is necessary
jynergise supply and demand side measures. Various options are available, which can
onsidered in combination or separately depending upon the context, traffic volume,
ttainability (social, economic and environmental), costs and feasibility.; Public sport is to
be planned keeping in view the operational characteristics of different Jes and their

mi yr.
optimum efficiency/ridership. >

STRUCTURAL AND NON-INVASIVE TRANSPORT PLANNING

planners can significantly affect the safety and viability of public transport by jing roads,
footpaths and land uses. The quality of bus and train services can be jher where the
maximum number of people can reach their destination by the pnum number of routes.
Linearity is therefore a key feature. The points where routes |te (nodes) then become the
prime locations for local jobs and services and the focus (pedestrian and cycling routes.
Public transport accessibility needs to be considered ns an after-thought, but as the
starting-point for neighbourhood planning, with land ^attached to the public transport
network, opular solutions like widening of roads, construction of flyovers/grade
separators ftega transport terminals are pursued by transport organizations and political
frship, who consider these as a matter of prestige and professional achievement.
 120 SMART &TK3S

Residents in a well-designed neighbourhood with good walkability, mixed land

connected streets, and local services tend to drive 20-30 per cent less than residen
automobile dependent areas.Vehicle travel reduction may be even greater, if urbanis
coordinated with TDM strategies, such as transit improvements, car sharing, r pricing,
parking, management and commuter trip reduction programs. This can pro' a variety of
economic, social and environment benefits, such as reduced tr congestion, parking costs,
accident risk, pollution and urban sprawl. It can signific improve liveability, interaction
and cohesion, with increased traffic safety du narrower streets and slower traffic (traffic
calming).

TRAFFIC CALMING AND NOISE CONTROL

The need for traffic calming has become urgent in India, which involves by redu speeds,
noise and volumes by various measures such as no horn zoning, traffic circl intersections,
raised crosswalks, and partial street closures to discourage, short- traffic through
residential neighbourhoods. Traffic calming may be necessary on cert streets, kuch as
high security zones, areas fronting university, college, schools, hospi1 etc. Traffic Calming
and Noise Control measures involve notifying No Horn Zon Constitution of area-wise
Noise Control Circles, preparation of Noise Monitoring Control Plan (NMCP), hybrid
electric vehicles, speed breaker/hump, landscape noise buffers apd rubberised road
surface.

Fig. 5.14: Indian drivers are so fond of blowing horns that amused the architect Patrick Crooke to sketch the aboi^
cartoon.
 SMART AND SUSTAINABLE URBAN MOBILITY 121

RRIER FREE ACCESS

I housing and mixed use developments should be within easy walking distance of od
public transport services that give access to the main centres of urban activity, cess is also
influenced by gradients (especially for older people) and psychological iers such as Foot
Over bridges (FOB), subways or intimidation by road traffic. Footer Bridges (FOB) and
subways are hardly used as they cause inconvenience and security to the users. As a
result, the pedestrians risk their lives crossing the high tensity, high speed roads. It is
necessary to provide wide and safer pedestrians idors at grade while the motorised
vehicles move up and down. The walkways also to cater to wheelchair users that require
avoidance of steps and provision of curb ps. This may be possible by raising the
carriageways of the road by about 2 to 3 ters, so that pedestrians keep moving freely at
the ground level without mingling 'th vehicular traffic. Such facility should be provided
on all major roads, national and te highways, in front of village abadi, transport nodes
(Railway Stations, Metro tions, Bus Terminals, etc.), and also forests and wildlife areas.
The walking zone uld be barrier free and designed as per the specifications.
, Public transport has to be disabled and wheelchair friendly with tactile flooring and
floor buses with footboard at level with the platform and proper street lighting for safety
and security of pedestrians. A dedicated bicycle lane has to be built along ery road. The
fixed signs, maps, variable message signs, pedestrian crossings, grated fare collection
systems, protection systems and communication are important nents of safe mobility.
In order to deliver an inclusive, safe and barrier free mobility for all, it is necessary
synergise supply and demand side measures. Various options are available, which can
considered in combination or separately depending upon the context, traffic volume,
stainability (social, economic and environmental), costs and feasibility. Public sport is to
be planned keeping in view the operational characteristics of. different ies and their
optimum efficiency/ridership.

N-STRUCTURAL AND NON-INVASIVE TRANSPORT PLANNING

planners can significantly affect the safety and viability of public transport ty nging
roads, footpaths and land uses. The quality of bus and train services can be her where the
maximum number of people can reach their destination by the 'mum number of routes.
Linearity is therefore a key feature. The points where routes (nodes) then become the
prime locations for local jobs and services and the focus pedestrian and cycling routes.
Public transport accessibility needs to be considered -as an after-thought, but as the
starting-point for neighbourhood planning, with land attached to the public transport
network.
Popular solutions like widening of roads, construction of flyovers/grade separators
mega transport terminals are pursued by transport organizations and political ership,
who consider these as a matter of prestige and professional achievement.
 SMT CITIES

However, these often prove to be short term and sometimes even worsen the situa"
Planning interventions and non-invasive, non-structural solutions such as promo' public
transport and land use integrity need to be adopted.
It is being increasingly realized that the structural solutions, like flyovers built enormous
cost, provide only a temporary relief and fail to keep pace with the growth traffic. The Master
Plan for Delhi-2021, notified in February 2007, advocates comprehensive strategy comprising
preventive, structural and non-invasive transp approaches. For a synergy between land use
and public transport system, it mand restructuring the city by Transit Oriented Development.
Higher density, FAR and mi land use envisage a compact and smart growth. It mandates an
integrated multi-m public transit system, including Rapid Railway extending to NCR,
together with corri development. Simultaneously transport infrastructure, roads, dedicated
two wheele cycle and pedestrian tracks are to be improved.
As urban transport in Indian cities contributes up to two-thirds of the emissions
pollution, it is crucial that the concepts of walk to work, inter-modal public trans mixed land
use, e-governance, transit oriented development and travel dema management are adopted,
rather than just end of the pipe, pollution under che certification. Low carbon, green mobility
is crucial for an efficient, sustainable a " healthy. society.

INFORMAL AND NON-MOTORISED TRANSPORT

Informal and intermediate modes of transport, which include 3 wheelers, vans, pickir
rickshaws, manual thelas and rehri, etc. cater to about 30 to 60 per cent of passengers an
goods movement in the cities like Delhi. As compared to small truck, the autos an rickshaws
are substantially cheaper, which by multiple trips deliver as much as a 5-t truck in a day.
Courier services, perishables, such as milk, vegetables, fruits, groceri and other short-haul
deliveries are increasingly being made by auto-rickshaw, van tricycle, These reach in the
narrow lanes and congested areas where public authoriti do not allow trucks/public carriers
during day time and also during frequent VV visits, processions, ceremonies, etc.
However, the intermediate and informal transport sector is riddled with numero"
challenges, including lack of parking space and road right of way, harassment by traffic and
transport officials, poor vehicle safety and fitness standards, lack of insurance, etc. Although
competitive and affordable, low fares force the operator using substandard fuels, polluting
engines and preclude service improvements.The predisposition among motoring class and
transportation officials is to expedite automobile flows, and they usually fail to appreciate the
importance of informal transport. This mindset together with the pressures from customers
and automobile industry add to the marginalization of informal transport. There is absence of
any kind of normative policy framework for informal motorized transport services, which is a
part of overall city transport. Delhi had about 60,000 transport related shops and repair
facility, of which one-third are illegal or informal. Keeping in view the service rendered by
informal transport and workshops, there is a need to integrate them with land reservations.
 SMART AND SUSTAINABLE URBAN MOBILITY

There is ample scope and need to develop and plan for NMTs and intermediate lie
transport (IPT) to improve their safety, efficiency, speed, and comfort. By pting standards,
protocols and legal provisions, together with simple technical ovations, such as, installing
a two-speed gear system would enable the rickshaw- er to pedal easily. Redesigning the
handlebars in such a way that the rickshaw-puller not have to strain his wrist and lungs,
its efficiency can be substantially improved, puncture proof or tubeless tyres, using
lighter and more durable, sturdier metal, a *r designed seat can provide a more
comfortable ride to the commuter. To meet the ' ements of school children a motor with a
battery to run for small distances and a ti-speed gear system can be fixed for smooth and
easy pulling. To rectify the alances, which often cause overturns in the conventional
rickshaw, the geometry of design can be improved, together with other aspects of safety.
In Agra, state of the designer rickshaws have made them prestigious for the users, besides
being more !ent, less polluting and more comfortable.

le and Pedestrian Planning

Increase the proportion of public roads, and take up traffic calming with dedicated
corridors for pedestrians and cyclists. The length of dedicated cycleway can be
gradually increased by planned target each year. Likewise the length of pedestrian-
friendly streets can be targeted each year.
Provide incentives to increase the proportion of institutions, businesses and
dwellings with facilities for bicycles (e.g., daytime storage).
Increase on a priority-route basis the proportion of public transit vehicles capable of
carrying bicycles.
Develop an active campaign to publicise the personal, community and ecosystems
health benefits of cycling and walking.
124 SMART CITIES

Fig. 5.16 : Janmarg Bus Rapid Transit System, Ahmadabad

Fig. 5.17 : Janmarg (Ahmedabad BRTS)

 SMART AND SUSTAINABLE URBAN MOBILITY 125

Create and publicise targets to increase the annual share of work and shopping trips
taken by bicycle or by walking.
Provide end of trip facilities, like bike racks, storage lockers and shower changing
facilities at railway/metro/bus station, offices, shopping centres, etc.
Source: Adapted from Kenworthy and Laube (1999)

Fig. 5.18 : Streetscaping

Source: DIMTS

19: A Pedestrian Passage should also facilitate mobility of wheel chair, pram and hand trolley users.
 126 SMART CITIES

An Agenda for Safe and Non-violent Mobility

Corridor plans and strategy for safe and non-violent mobility should cover the follov
Reduce need to travel by Transit Oriented Development and Travel Dem Management
Improvement of public transport, sidewalks, cycle tracks, NMVs, underpa and
overpasses
Safety oriented planning and engineering specifications, norms and practice
Upgrading of traffic controlmulti-functional and sophisticated signal con and
ITS
Priving license regime
Work Zone Safety
It is necessary to provide wide and safer pedestrians corridors at grade while
motorised vehicles move up and down. The walkways also need to cater to wheelc users
that require avoidance of steps and provision of curb ramps. Such facility should
provided on all major roads, national and state highways, in front of village abadi, ca'
grazing fields, transport nodes (Railway Stations, Metro Stations, Bus Terminals, et and
also in forests and wildlife areas.

Fig. 5.20 : A 10 to 15 m wide pedestrian underpass is created by raising the vehicular carriageway by 2 to 3 m
dipping the pedestrian passage by 0.5 to 1.0 m. It must be provided at regular intervals on all NH, SH, Arterial
where there is sizable volume of pedestrians, NMTs/cydes, cattle/wildlife. Similar provision is required on
railway lines for safe passage of pedestrians and animals.
W"'

Fig. 5.21 & 5.22 : Safe corridors for cyclists, pedestrians, wheelchair users and cattle
 SMART AND SUSTAINABLE URBAN MOBILITY 127

ning for Pedestrian Zone and Road Safety

(i) Identifying accident prone points, pedestrian movement, volumes and areas (if)
Prepare area wise/corridor wise pedestrian and road safety plans with dedicated
footpaths, NMTs and cycle lanes (in) Underpasses at grade for pedestrians and cattle at
regular intervals

'neering and Implementation

(0 Road management plan, repairs, drainage and work zone management (ii) Speed
breakers
(iff) Maintenance to aim zero defect roads (ip) Road markings, zebra lines

(P) Provide railings and crash barriers, signage, orientation points and guide maps ic

Regulation/control and Audit

(0 ITS, Intelligent signals, alarm and communication system, unified CCTV command
platform be installed
(ii) Streamline drivers licensing procedures; training and behavior (in) Check
overloading of goods vehicles and joy rides
(IP) No free U turn, No blind corners, keep right of way and crossings free from parking,
bus stops, kiosks, taxi stands, encroachments, etc. s (p) Online complaints and redressal
system to be in place (pi) Inter-state/city and inter-departmental coordination

in Emergency >
(i) Helpline, surveillance, first aid, trauma centres, ambulance service ii)
Integrated/common complaint centre

tional Capacity Building, Public Participation and Support

(i) Organisational resources, financial strengthening and capacity building ii) Promote
active safety campaigns by participation of public, road useris/citizens 7)
Accountability, monitoring framework p) Revisiting Motor Vehicle Act and other legal
framework (p) Pedestrians right be deemed as a human right
ing in view the importance of road safety, it needs to taken up as a mission, with
structured action plan. It should move beyond reactive actions to the incremental 1
and transformative. These include regulatory, strategic, governance and ranee aspects
of road safety ladder. The 'National Road Safety Mission' under the d 'State Road
Safety Missions' under the CMs of each State may be constituted in to give serious
attention to the issues, which it deserves.
 128 SMART CITIES

Transformative

Radical

C
C o
CO o "CD

Incremental F "CD 3
0
CO c CD
>
O) > "E LU
c o oO
5CM
C0
w f* o O)
Reactive *D
O o c
I-
CL o>
2 CD
3
o
(A Q O) (A
O 0 0
t
Q. Q 08 Cd
</) 06 o _CD >.
C
CD o> o E CD
O) 2 '& co
0 CD 3
I- c
c co i <A CD
O CD *D .>
c
!5 CD CD CD
3 CL Q_ O
CL cc CD
CO

Fig. 5.23 : Transport and Road Safety Ladder

Transit Oriented Development

National Urban Transport Policy (NUTP), 2006 has identified integrating land use transport
planning, as one of its main objectives. In the past decades, urban sprawl resulted into loss
of high quality agricultural land and open space, fragmentation ecosystems, spatially
segregated uses inducing high dependency on private vehicle and unfavourable conditions
for public transport. Land transport integration benefits making investment decisions in
transport infrastructure and services which in turn linked to economic, social and
environmental outcomes. It involves two mutual supportive processes:
Organizing the physical form and land use pattern of a city such that the trav
demands, trip lengths and travel times are minimized, while accessibili' comfort
and efficiency are maximized.
Organizing all systems of transportation from pedestrian pathways to ma~ transit
systems such that they integrate well with each other and enable t' harmonious
establishment of land use around them, in the process generating city form that is
sustainable.
Development plans of Indian cities have a statutory status, whereas transportati plans
are not statutory. Comprehensive Mobility Plans (CMPs) have been mad mandatory under
the JNNURM to access central funding for transport related proje with a view to integrate
development plans, transportation projects and land u planning.
 SMART AND SUSTAINABLE URBAN MOBILITY 129

Transit Oriented Development is linking the development, around a transit node,

facilitates public transit system and ease of access to the transit facility thereby ring people
to prefer to walk and use public transportation over personal modes of port. This
attempts to compact the cities and reducing dependency on the new n developments
which encourage the shift from non-motorized modes of travel, roach to Transit Oriented
Development highly depends on establishing mixed use zone and strategic densification.
The policy includes:
Networks and Connectivity: Disperse high traffic volumes over multiple parallel
streets rather than concentrating traffic on few major arterial streets. Create a network
of streets that provides choice of routes for all modes, reducing distances between
places, as well as journey times.
Last Mile Connectivity: Provide fast, convenient interchange options and spatial
provision for various modes of Intermediate Public Transport (IPT) at Multimodal
Transit Station for seam less travel. Provide multiple mode choices for last-mile
connectivity at various prices and comfort levels. At a given situation, eliminate the
need of Intermediate Public Transport by design and engineering.
Pedestrian access: Provide the shortest direct route to pedestrians and non-
motorised modes to station as well as between building blocks.
High Density, Mixed-Income Development: Compact and mixed use
neighborhoods for shorter commutes and equity for all sections of society.
Streetscape Design: Urban places should be designed for enjoyment, relazaiion and
equity. Pedestrian friendly designated space for all activities.
Promote Place Making to Create a Sense of Place: Focus oh prompting
liveability, quality and uniqueness of each space.
I Direct Business to TOD Locations: Create transit services to regional job centers,
focus job creation investments in transit serviced locations, in context of scales in planning
i.e. regional, sub-regional, city and area, 'res a differential methodology for intervention.
Besides, integrated urban pment, TOD can act as an alternative revenue generation source
from:
Financing of urban transport projects by unlocking land values as higher FSI in
influence zone of transit corridors within the framework of the overall planning
guidelines to be prepared by respective states.
Transit Corridors (Metro/Mono-Rail, BRTS, Ring Road) attracting economic activities
and leading to induced urban development with less efforts.
Land-use based financing sources along transport corridors, for example, periodic
revision of property guidance value, higher property tax along transit corridors,
impact fees, development charges, conversion charges and betterment levy.
130

If properly planned and implemented, it invariably promotes value added acti

including commercial and services.

Comprehensive Mobility Plan (CMP)

Increasing population of urban centres has resulted in traffic as a major urban prob CMP
is the key document providing rationale for the transportation proposals u_ JNNURM. It
draws its rationale from CDP, Master Plan and Comprehensive Traffic Transport Studies
(CTTS). It provides a long term vision of mobility patterns focuses bii integration of land
use and transport and improvement of the mobili people; CMP reviews the future land
use patterns in the Master Plan from the mob optimization point of view and selects a
preferred pattern of land use/trans integration. According to guidelines and toolkit for
Urban Transport Develop (MOUD), the following are the contents of a CMP:
1. Existing Situation
> Introduction
- Objective of the CMP
- Scope of the CMP
City Profile
- General background
- Socio-economic profile
Review of Land Use System
- Existing reports and documents
- Land use patterns and development trends
- Land use development policies and strategies
- Identification of issues
Existing Transport Systems
- Existing studies, reports and proposals
- Existing transport infrastructure
- Public transport systems
- Urban goods movement
- Traffic safety and enforcement
- Legal framework and standards
- Institutional and financial situation
- Environmental and social conditions
- Other relevant issues
Analysis of Existing Traffic/Transport Situation
- Traffic Survey (Traffic Volume, Origin-Destination, Traffic Movement, etc.)
 SMART AND SUSTAINABLE URBAN MOWLflY 131

- Development of base-year transport demand model

- Analysis of travel characteristics
- Analysis of vehicular traffic and bottlenecks
- Analysis of social consideration
- Identification of Issues
- Comparative analysis of urban transport environment
Development of urban land use and transport strategy
Development of Vision and Goals
- Vision statement
- Urban transport development strategies
- Goals setting
Future Urban Growth Scenarios
- Urban growth scenarios in the master plan
- Development of urban growth scenarios
Future Transport Network Scenarios
- Road network scenarios
- Public transport development split scenarios
Development of Urban Land Use and Transport Strategy
- Evaluation of urban growth and transport network scenarios
- Strategies for land use and transport systems development
Plans and projects
Public Transport Improvement Plan
- Bus service improvement plan
- MRT development plans
- Trunk and feeder public transport network
- ITS application
Road Network Development Plan
- Hierarchical road network
- Arterial road construction/imporvement
- Secondary road construction/improvement
- Intersections and flyovers
- Railway crossings and underpasses
NMV Facility Improvement Plan
- Strategy for NMV/NMT facilities, (including bicycles, rickshaws, etc.)
- Pedestrian facilities
132 ernes
Intermodal Facilities
- Bus terminals
- Bus-Rail interchange
- Park and ride facilities
- Freight terminals
Regulatory and Institutional Measures
- Unified metropolitan transport authority
- Traffic impact assessment mechanism
-r Regulatory changes required for the introduction of TDM measures
- Traffic safety regulations
- Palrking regulations