PLANNING FOR BICYCLE INFRASTRCTURE A Case of Gurgaon City

Transcription

1 PLANNING FOR BICYCLE INFRASTRCTURE A Case of Gurgaon City 6th Urban Mobility India Conference & Expo-2013 Manekshaw Centre, Near Dhaula Kuan, New Delhi Presented by : Liju Mathew UMI201314

2 A I M The main aim of this study is to understand the trend of present bicycle users in Gurgaon and providing proper infrastructure to them on a selected route in Gurgaon to demonstrate the social, health and environmental benefits of cycling so that more people could be shifted from present mode of transport to bicycles and also to make it function as a feeder to metro. Gurgaon has developed as an industrial, IT, BPO and commercial hub. Multinational companies, large business houses, foreign investors, Non-Resident Indians (NRI) are continuing to invest in Gurgaon. Rapid urbanization, population growth, growing economy and emerging employment opportunities in the region have placed an enormous demand for quality in transport infrastructure Gurgaon faces common challenges like deficient public transport, traffic congestion, deteriorating roads, pollution, etc.

3 O B J E C T I V E S The objectives of the study will be to assess the bicycle trips in Gurgaon and then planning for bicycle infrastructure to accommodate the bicycle trips at an improved Level of Service (LOS).The study picturises the benefits of cycling in form of heath cost, air pollution cost, fuel savings if the number of vehicles get reduced. To achieve the above stated aims of the study following objectives needs to be achieved: Understanding the problems faced by present cycle users Present major mode of local travel. Type of cycle users present in Gurgaon. Major trip attractors in the study area. Cycle trips generation, attraction & distribution in Gurgaon Present available infrastructure

4 N E E D O F S T U D Y Increasing pollution and decreasing air quality. The National Urban Transport Policy (NUTP) by MoUD had emphasised on the preparation of a CMP with priority to pedestrians and NMT. In India most of the bicycle users are captive users as its low cost of operation has made it a favourable mode for students and low income workers. Even after the lack of safe infrastructure, high risk of fatal crashes and lack of favourable policies for cycling, bicycle trips have not disappeared completely. Like in Mumbai and Delhi the two largest cities in India, at least 6-12% trips are on bicycles. Studies have also concluded that 25-35% of all motorised trips could be transferred to bicycles.

5 No. of cycle user in thousands Gurgaon Delhi Chandigarh Bhopal Indore Bangalore Ahmedabad 2001 cities 2011 Cities Surat Mumbai Bangalore Bhopal Chennai Pune Delhi Gurgaon Trip length(km)

6 L I T E R AT U R E R E V I E W Role of NMT at different stages of development Bicyc le Twowheelers Decreasing Increasing Captive Users: Captive users are generally users who are bound to travel low cost bicycle for travelling due to their income constraints. Public Transport Car Adopted from: Ice, 2000 Potential Users: There is, also a group of people who would like to cycle and could be persuaded to cycle under the right circumstances. (Tiwari & Jain, 2011) They are basically the recreational users who use cycle and are well versed with riding a cycle but do not use for going to work place.

7 L I T E R AT U R E R E V I E W Factors affecting bicycle usage Attractions. Trip distance. Demographics. Land use patterns (density and mix). Travel conditions. Topography and climate. Community attitudes. Time and geographic scope.

8 L I T E R AT U R E R E V I E W Energy consumption under various modes of transport (*PMPG : Person-Miles Per Gallon) Transport Average PMPG Max PMPG Bicycle Walking Running Motorcycle Train Airplane Bus Car Heavy Truck SUV, Light Truck Source: x

9 L I T E R AT U R E R E V I E W Bicycle Level of Service Stress Level Interpretation 1-Very Low Street is reasonably safe for all types of bicyclists (except children under 10). 2-Low Street can accommodate experienced and casual bicyclists, and/or may need altering or have compensating conditions to fit youth bicyclists. 3-Moderate Street can accommodate experienced bicyclists, and/or contains compensating conditions to accommodate casual bicyclists. Not recommended for youth bicyclists. 4-High Street may need altering and/or have compensating conditions to accommodate experienced bicyclists. Not recommended for casual or youth bicyclists. 5-Very High Street may not be suitable for bicycle use.

10 S I T E S E L E C T I O N

11 M AT E R I A L S & M E T H O D S The site has been divided into five zone based on the land use distribution. The population required for the gravity model was obtained from Census of India, Gravity model is a factor of Trip attraction and trip generation between zones. Gravity Model W h e r e = Trips produced in zone i = Trips between zones i & j =Trips attracted to zone j. Distance between zone i & zone j,or the time or cost of travelling between them. K = Constant usually independent of i. n = An exponential constant whose value is usually found to lie between 1 & 3. k = Total number of zones

12 M AT E R I A L S & M E T H O D S Trip Generation Trip Attraction Trip Generation = Population * Trip Rate The trip rate is taken as 1.2 as per the Gurgaon CMP Trip Attraction = Plot Area * F.A.R * (Persons/SQ.M) The F.A.R of Gurgaon is taken as 1.75 for commercial and residential. Industries have an F.A.R of 1.25 and offices of 2.5.Institutions and hospitals have an F.A.R of 1.5. Bicycle Compatibility Index BCI= BL-0.410BLW-0.498CLW+0.002CLV OLV SPD+0.506PKG-0.264AREA+AF BL= Presence of a Bicycle lane or paved shoulder > 0.9m (No =0,Yes = 1) PKG= Presence of a parking lane with more than 30% occupancy (No = 0, Yes = 1) BLW= Bicycle Lane ( or paved shoulder) width m AREA= Type of roadside development (Residential =1,Other type = 0) CLW = Curb lane width (m) OLV = Other lane(s) volume-same direction (vph) CLV= Curb lane volume same direction(vph) SPD = 85th percentile speed of traffic (Km/h)

13 D ATA A N A LY S I S Type of cycle users Work/school 59% Recreation 41% Good facts about cycling Percentage Factors Mode of transport by Non-NMT Users Time of travel P e r c e n t a g e Time

14 D ATA A N A LY S I S Age group 3% 13% % 47% >45 Positive & Negative facts about cycling Modal Split in Old Gurgaon 4% 6% 2W 18% Car 43% Bus Cycle 29% Autorikshaw Percentage percentage Cost health Environment Speed Comfort Chance of getting accidents factors Risk & theft Lack of cycle paths Factors Destination too far Modal Split in New Gurgaon Car Cycle 2W Autorikshaw 13% 17% 6% 64%

15 D ATA A N A LY S I S Modal Shift As per TRIPP Delhi It is assumed that he average occupancy rate for different vehicles are as follows :- Bus - 66,Car - 1.3,Auto rickshaws - 8,2-wheeler 1 Thus the number of vehicles reducing due to shifting to bicycle. Mode of trip % Shift Avg occupancy Reducing no. of vehicles Autorickshaw Bus Car wheeler

16 D ATA A N A LY S I S Residential Commercial Industries Office Institution Hospitals ZONE 2 ZONE 1 Residential Industries Institution Commercial Office Hospitals

17 D ATA A N A LY S I S Residential Commercial Industries Office Institution Hospitals ZONE 4 ZONE 3 Residential Industries Institution Commercial Office Hospitals

18 D ATA A N A LY S I S ZONE 5 Residential Industries Institution Commercial Office Hospitals Trip Generation The number of cycle users is only 10% thus the trip generation by cycle users will be 10% of the trip generation of total Zone Population Trip Generation Cycle Trip Generation

19 D ATA A N A LY S I S Trip Attraction The number of cycle users is only 10% thus the trip generation by cycle users will be 10% of the trip generation of total Type FAR Trip Attraction Zone 1 Zone 2 Zone3 Zone 4 Zone 5 Commercial Industries Office/IT Institution Hospital Total Cycle Trip Attraction

20 D ATA A N A LY S I S Applying the trip attraction & trip generation within each zone into the gravity model we will obtain the trips between each zones. 1. Trips distribution between Zones 1 & 2 2. Trip distribution between Zones 1 & 3: 3. Trip distribution between Zones 1 & 4 4. Trip distribution between Zones 1 & 5 Trip Distribution Similarly a trip distribution is done from all the zone and a similar table is obtained showing the trip distribution between zones. Zone

21 D ATA A N A LY S I S Desire Lines from each Zone

22 D ATA A N A LY S I S Road Inventory MG Road Old Gurgaon Road

23 D ATA A N A LY S I S The LOS is compared with the BCI range to get the equivalent value. It should be noted that the facility should always be designed at LOS C or better. LOS BCI Range Compatibility Level A < 1.5 Extremely High B Very High C Moderately High D Moderately Low E Very Low F >5.30 Extremely Low At MG Road: BL = 0, BLW = 0, CLW = 6m, CLV = 240vph, OLV = 3920vph, SPD= 55km/hr AREA = 0, AF = 0.1 The BCI value obtained at MG Road is 4.56 and thus the LOS available at present for bicyclists on MG Road is E or very low level of compatibility for cycle users.

24 D ATA A N A LY S I S If we provide a 2m wide cycle lane along the curb, then applying the formula the BCI value comes out to be 3.76 and thus LOS could be improved to level D and then further reducing the speed to 45 km/hr from present 55km/hr the LOS level C could be achieved at MG road

25 I M PA C T A S S E S S M E N T Using transfer of benefit method from the US to the Indian situation, Sengupta and Mandal (2002) found that the health damage cost of particulate matters (PM) was the highest (Rs.63.73/kg under low-cost estimates and Rs /kg under high-cost scenario), followed by NOx (Rs. 7.37/kg and Rs /kg, respectively), HC (Rs. 0.60/kg and Rs. 6.73/kg, respectively) and CO (Rs. 0.05/kg and Rs. 0.46/kg, respectively). Health Cost Benefit Pollutant Reduction (kg) Daily Health Cost saving(rs.) Low cost High Cost scenario Scenario Yearly health cost saving (Rs.) Low cost High Cost scenario Scenario PM NOx HC CO Total ,544 3,25,303

26 Marginal External Air Pollution Cost Pollutant Reduction (kg) Estimates Daily Pollution Cost saving(rs.) High(Rs/kg) Low(Rs/kg) Low cost High Cost scenario Scenario Yearly pollution cost savings Low cost High Cost scenario Scenario PM NOx HC CO Total Savings in Fuel Vehicle type Nos. Fuel consumed to travel 5km (ltr) Savings in fuel (Rs.) Daily Yearly Auto Bus W Car Total

27 The minimum parking space required for car is (2.5m 5m) as per parking guidelines and for buses it is (3.75m 7.5m).(IRC-86,1983). Vehicle type Nos. ECS Total Area Required (Sq.m) Car Auto Bus W Total The space required for parking of one bicycle is 0.10 * Car Parking space = 0.10*12.5 Sq.m = 1.25 Sq.m Number of converted cycle users = 4087 Space required to park 4087 bicycles = 4087*1.25 Sqm = 5109 Sqm Additional parking space available = Sqm = 6166 Sqm Thus Additional number of bicycles which can be parked = 6166 / 1.25 = Thus an additional 4933 bicycles could be parked.

28 P R O P O S A L S & R E C O M M E N D AT I O N S Plan for Bicyclists Direct cycle routes Coherent networks Cycle audits of plans Cycle plans Green routes to link schools, parks, and workplaces Cyclist facilities at workplaces Dense, mixed-use development pattern Two-way cycling on one-way streets Information, Campaigns, and Events Safety and enforcement campaigns Cycle to work campaigns Cycling for health campaigns Education on the societal costs of cars Campaigns targeted at children Restrictions on Car Driving Remove surface and on-street car parking Reduce speed limits on residential roads Create parking fees Ticket illegally parked or stopped cars blocking cycle areas Road Safety Integrate road safety planning with bicycle planning Perform road safety audits Redesign black spot areas

29 P R O P O S A L S & R E C O M M E N D AT I O N S Competence Hold conferences about cycle planning Development Research and development Offer data for specialists Bicycle Schemes City Bikes or other free bicycle program Company bikes campaigns Bicycle couriers Cycle basket/trailer deposit zone in shops Safer Road Layout Traffic calming, particularly at intersections Cycle crossings, advanced stops, pre-green lights Focus on barrier areas, such as bridges Link Bicycles and Public Allow bicycles on trains or buses Transit Provide adequate parking at transit hubs Enhance Road Smooth surfaces Maintenance Better sweeping Adequate winter-time maintenance Increase Bicycle Parking Bicycle parking funds Provide bicycle racks to meet different needs, including covered and locked areas Economic Incentives Tax deductions for cyclists Deductions for workplaces which provide cycle facilities

30 P R O P O S A L S & R E C O M M E N D AT I O N S Proposed Cycle track at MG Road Proposed Cycle track at Old Gurgaon Road

31 P R O P O S A L S & R E C O M M E N D AT I O N S

32 THANK YOU