SUSTAINABLE URBAN MOBILITY THROUGH PLANNING FOR WALKABLILITY AND CYCLABILTIY IN CITIES: CASE STUDY BHOPAL. Mausmi Hajela

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1 Parallel session 4C MOBILITY OPTIONS FOR ORDINARY PEOPLE SUSTAINABLE URBAN MOBILITY THROUGH PLANNING FOR WALKABLILITY AND CYCLABILTIY IN CITIES: CASE STUDY BHOPAL Mausmi Hajela DHV India Pvt Ltd. Rohit Sharma Urban Mass Transit Company Ltd.

2 FACETS OF URBAN DEVELOPMENT IN INDIA

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4 OVERVIEW OF THE STUDY 1. Understand the importance of walkability and cyclability, as part of city planning. 2. Identify the issues pertaining to walkability and cyclability in Bhopal and suggest suitable planning interventions and policies to enhance walkability and cyclability in Bhopal. 3. Identification and planning of an area in Bhopal, enhancing its walkability and cyclability and ensuring a more sustainable urban environment which includes safety, proximity and access, and not simply mobility. 4. Focus only on pedestrians and cyclists and not all forms of non-motorised means of transport.

5 NEED FOR WALKABILITY AND CYCLABILITY PROVIDE MOBILITY AND ACCCESSIBILITY I. Mobility defines access: to education, culture, housing, food and clothing, work, leisure. II.Barriers to mobility and access are barriers to social equity. III.Equality essential to democracy, safety, security, quality of life, the environment. PROVIDE SAFETY AND COMFORT Safe, clean and walkable streets for all. BE ECOLOGICALLY SENSITIVE Reduce impact on the natural environment, create climate sensitive design. BRIDGE DISPARITY

6 EXISTING SCENARIO DEMANDS WALKABLE & CYCLABLE CITIES IN INDIA EXISTING FRAMEWORKS AND LEGISLATION IN INDIA A.Current IRC Guidelines for Pedestrian and Cycle track design provide basis standards for pedestrian and cycle oriented design. B.National Urban Transport Policy 2006 recommends: I. Integrated land use and transport policy II.Equitable distribution of road space between all road users III.Priority to public transport and non-motorized modes. CITY LEVEL TARGETS AND FRAMEWORKS Working group report, XII five year plan recommends a special transportation cell for NMT in all urban local bodies. Central Motor Vehicles rules (CMVR) 1989 Safety Rules states that motorists cannot enter pedestrian way and are liable to penalty. Indian Penal Code (sec 283), sec 34 of Delhi Police Act -- Obstruction in public space punishable. Police Act provides for penalty for jaywalking. Persons with Disabilities Act 1995 (Sec 44) recommends guidelines for the disabled persons. SOURCE : UTTIPEC,2012

7 POTENTIAL AND WEAKNESSES OF INDIAN CITIES IN TERMS OF WALKABILITY AND CYCALBLITY HINDERED MOBILITY million persons (or 42.6% of the urban population) live in 53 Million Plus UAs/Cities which lack good public transport. UNAFFORDABLE PUBLIC TRANSPORT - a quarter of India's population earns less than government specified poverty threshold of $0.40/day. SHORT TRAVEL DISTANCES - potential walkable and cyclable areas. CONDUCIVE WEATHER CONDITIONS -320 days available for walking and cycling Yet no incentives to promote walking and cycling

8 BHOPAL - THE CITY OF LAKES First stage of analysis was to understand the interaction of urban form (density, size, topography, and road layouts) and socio-economic and cultural variables (household types, income levels, attitudes to travel behavior) in Bhopal. There is a need to move away from planning based on simplistic relationships between form and travel behavior, to a more complex approach reflecting the increasingly diverse nature of society. Second stage was identification of potential areas in Bhopal (nodes and work centers etc.) for walkability and cyclability. Third stage of analysis was to bring out the issues and potentials of the area identified for walking and cycling and give appropriate strategies and proposals for it.

9 JUSTIFICATION OF SELECTION OF BHOPAL AS CASE STUDY Important economic, industrial, educational and political center of state & Central India million population. 2. The average income of the city is about 35 $, who cant afford motorised transport. 3. The city has physical features like large water body, hills and forests making walking and cycling interesting. 4. A million plus city, it can represent the majority of Indian cities SOURCE: Bhopal Development Plan,2005

10 STRENGTH Well planned with avg. distance between neighborhoods 1-2 km and city centers ranging from 3-4km. Average per capita travel in Bhopal is around 3 km/day. Many re-densification schemes coming up, new areas being planned. WEAKNESS City lacks public transportation facilities. They are still expensive and inaccessible. Government has taken steps to beautify boulevards, with facilities for people to walk but they are still beyond reach due to infrastructural loopholes. OPPURTUNITY The city has wide roads, comparatively less traffic congestion, yet government has not popularized the city as a pedestrian and cycle friendly city. THREATS With the coming of BRTS, the focus has been on widening of roads, with no attempts made to enhance walkability and cyclability too.

11 WORK CENTERS & RESIDENTIAL AREA RELATIONSHIP Old City Area- 254 pph to 1215 pph (Draft CEMP Bhopal, 2007) Old City Extension-150 pph Industrial pph Administrative MANIT pph Commercial Residential pph

12 TRAVEL CHARACTERISTICS & MODAL SHARE IN BHOPAL 1. The avg. trip length for walking - 1 km in 11 min lakhs passengers are carried by various sub systems of public/ para transport in Bhopal. 3. City generates vehicular trips at the rate of about 1.0 trip per person (2006, Final Report CTTS, Bhopal) equal to 1.84 million person trips. Source: Development Plan of Bhopal(2021)

13 CLASSIFICATION OF SUB-CITIES IN BHOPAL FOR STUDY Zone 4 Zone 6 Zone 2 Zone 1 Zone 3 Zone 5 Map not to scale. SOURCE: Phd. Kshama Puntambekar: Measuring the Relation in Land Use and Travel Behaviour, 2009

14 GTB COMPLEX PLATINUM PLAZA APEX BANK NEW MARKET PANCHANAN Change of landuse of 2.0 acres (M.L.A. Quarter Plot no. 1-64) from Residential to Residential cum Commercial BUS DEPOT STUDY AREA DELINEATION WITHIN T.T.NAGAR ZONE BUS STAND DUSSERA GROUND GTB COMPLEX NEW MARKET TT NAGAR STATDIUM PLATINUM PLAZA MINTO HALL RAJ BHAWAN PANCHAN BUILDING APEX BANK GAMMON CBD BIRLA TEMPLE Change of landuse of 15 acres for CBD(residential to commercial) with 2.5 F.A.R 1. Road widths available to plan for walkability and cyclability in this zone. 2. Many green areas which can be linked pedestrian walkways and cycle tracks can be achieved. 3. Low density, high literacy rate, population amenable to change and abundance of Government land available.

15 POTENTIALS FOR WALKABILITY AND CYCLABILITY IN STUDY AREA 1. The identified study area has an upcoming re-densification scheme. 2. BRTS project connecting Bairagarh to Misrod app 23 kms in length passes through this area. 3. The re-densification scheme proposes a Central Business District opposite Major Nankey Petrol Pump, Main road no. 1, convention hall/hotel/shopping arcade in Old vidhan sabha campus which is abutting the study area. 4. Central location with respect to the city, important business centre and work centre for the city of Bhopal. 5. Natural drainage, no water logging issues.

16 ISSUES HINDERING WALKBAILITY AND CYLABILITY IN STUDY AREA 1. Too many traffic junctions hinder smooth flow of traffic. 2. Junctions are staggered in nature making the area accident-prone. 3. Sufficient road widths but encroached, which hinder the flow of pedestrians and cyclists. 4. Increase in density due to the upcoming developments putting immense pressure on traffic. 5. Informal markets hinder pedestrian and cyclist movement and also motorized traffic is clogged. 6. Non availability of organized green areas and recreational zones makes the residents to take to recreational areas which are far from the city centre.

17 GOOD SIDEWALKS MADE BY GOVERNMENT

18 ENCROACHMENTS ON SIDEWALKS DISCONTINUOUS SIDEWALKS

19 HOUSING APRROACH INACCESSIBLE

20 NO INCENTIVES FOR CYCLISTS OR PEDESTRIANS

21 VIEW OF INTERNAL ROADS IN STUDY AREA NEAR DUSSHERA MAIDAN

22 UNUTILIZED AVENUES IN STUDY AREA FOR WALKING AND CYCLING

23 PEDESTRIAN AND CYCLISTS MOST SUCCEPTIBLE TO ACCIDENTS As per the cyclist and pedestrian opinion survey 80 % people wanted to shift to motorised transport since they had no infrastructural facilities.

24 LEARNING LESSONS FROM OTHER CITIES EFFORTS IN GRONINGEN CASE STUDY Aspect

25 EFFORTS IN DELHI, AHMEDABAD & THANE, INDIA

26 PROPOSALS - SPATIAL PLANNING INTERVENTIONS 1. ROAD HIERARCHIES - Following road hierarchies are proposed: Physical segregation (RED LINE): exclusive sidewalk for pedestrians or bicycle track for cyclists (ROW: M) Visual segregation (BLUE LINES): strip on carriageway reserved for bicyclists or pedestrians. (ROW: M) Mixed traffic (ORANGE LINE): road space shared by all (ROW less than 30M) GREEN WAYS - Pedestrian friendly streets (ROW less than 24M). 2. THE THREE PAVEMENT ZONE

27 ROAD HEIRACHY IMPLEMENTATION AT ZONAL/CITY LEVEL 3. Traffic management and traffic calming in T.T.Nagar zonal plan 4. Encouraging walking and cycling for recreation & non-work trips 5. Landuse planning (part of the redevelopment scheme) 6. Infrastructure for pedestrian and bicycle facility planning and design

28 ADMINISTRATIVE EFFORTS TO PROMOTE CYCLES IN RECREATION CENTRES VAN VIHAR

29 ADMISNITRATIVE REFORM- PROPOSED ORGANISATIONAL SETUP ROAD DEVELOPMENT AGENCIES IN BHOPAL PWD ( ONLY CONSTRUCTION) BHOPAL MUNICIPAL CORPORATION ( CONSTRUCTION AND MAINTENANCE) CAPITAL PLANNING AUTHORITY(CPA)- CONSTRUCTION ROAD AND TRANSPORT DEPARTMENT(RTO)- ONLY ENFORCEMENT SPECIALISED TRANSPORTATION CELL PLANNING CONSTRUCTION AND MAINTENANCE FUNDING ENFORCEMENT URBAN MOBILITY PLANNING, IDENTIFICATION OF AREAS FOR PROVISION OF WALKING AND CYCLING. MERGING OF ALL ROAD DEVELOPMENT AUTHORITIES INTO ONE FINANCING MECHANISM AS PER XII FIVE YEAR PLAN WORK TO BE CO- ORDINATED ALONG WITH RTO, BHOPAL

30 CONCLUSION Planning with goals of equity, mobility and accessibility, safety and comfort and ecology to be achieved. Green areas and recreational centers to be integrated. Cut oil dependence and greenhouse gas emissions, through walking & cycling. Land use restructuring to be pedestrian and cyclist oriented. High quality infrastructure like ramps, tactile, signage etc shall be installed. All BRTS/MRTS bus stands should compulsorily have cycle stands and give proper last mile connectivity. Faulty planning and designs Unused Spaces Encroached spaces GETTING PRIORITIES RIGHT Long years ago we made a tryst with destiny, and now the time comes when we shall redeem our pledge, not wholly or in full measure, but very substantially - PANDIT JAWAHARLAL NEHRU