NON-MOTORIZED TRANSPORT AND SUSTAINABLE URBAN PLANNING: A CASE STUDY OF PUNE METROPOLITAN REGION

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1 International Journal of Civil Engineering and Technology (IJCIET) Volume 6, Issue 7, Jul 2015, pp , Article ID: IJCIET_06_07_009 Available online at ISSN Print: and ISSN Online: IAEME Publication NON-MOTORIZED TRANSPORT AND SUSTAINABLE URBAN PLANNING: A CASE STUDY OF PUNE METROPOLITAN REGION Dr. Rakesh Kumar Jain Principal, Dr. D. Y. Patil Institute of Engineering and Technology Pimpri, Pune, Savitribai Phule Pune University, Pune ABSTRACT With changing urbanization pattern along with socio-economic growth, a transport demand in urban area of India is growing rapidly. Non-motorized modes of transport have a significant role in catering to transport demand and ensuring a sustainable transport system for India. Indian situation is very different. India is poor in hydro-carbon and capital resources but rich in man power and animal draft power. A sustainable transport system must meet the mobility and accessibility needs of people by providing safe and environmentally friendly modes of transportation. Non-motorized transportation (NMT) meets these objectives of sustainability as it utilizes indigenously available human and animal energy which is non-polluting, safe, affordable and user friendly and need only a small fraction of the capital required for motorized transport. Various factors influencing the demand for NMT are discussed in this paper. The paper also presents in brief the traffic and transport problems and prevailing non-motorized situation in Pune Metropolitan Region (PMR). The concomitant issues related to NMT emerged from this analysis have been highlighted for deliberations. Key words: Non-motorized transportation, Pune Metropolitan Region, sustainable transport system, traffic and transport problems and Intermediate Public Transport (IPT). Cite this Article: Dr. Jain, R. K. Non-Motorized Transport and Sustainable Urban Planning: A Case Study of Pune Metropolitan Region. International Journal of Civil Engineering and Technology, 6(7), 2015, pp editor@iaeme.com

2 Dr. Rakesh Kumar Jain 1. INTRODUCTION From the nomadic days, man relied on his body to carry loads before he learnt to tame animals for transport. Non-motorized transport covers those modes of transport, which are operated by animated sources of energy, specifically human energy (such as pedestrian, bicycles rickshaws push carts) and animal energy (such as pack carts, animal carts). However, transport planning in post-independence India has been based on Western model under which development and motorization are concurrent. The introduction of motorized transportation and especially the automobile has generated social disparities in accessibility. A small percentage of people with access to privately owned vehicles appear to impose serious damages on other road users, particularly pedestrians, non-motorized vehicles (NMVs) and public transport users. The transport and land-use patterns found in Indian cities are different from those in the West. Most of these cities can be classified as low-cost strategy cities. Compared to cities in the West, these cities consume less transport energy. High population densities, intensely mixed land use, short trip distances and high proportions of pedestrians and non-motorized transport characterize these urban centers. Their transport and land-use patterns are so complicated that it becomes difficult to analyze their characteristics using the same indices as are used for cities in highly motorized countries (HMCs). Promotion of sustainable transport has become a major issue in cities around the world. Several efforts have been made to create synergy and leverage resources among different institutions and organizations. Cities should respect nature, consider the urban ecological environment as an asset, integrate environmental issues into urban planning and administration and accelerate the transition to sustainable development. They should promote the use of renewable energy sources and build low-carbon eco-cities. They should strongly advocate for conservation of resources and promote environment-friendly manufacturing. Cities and their citizens should join together to create sustainable lifestyles and an ecological civilization in which people and environment co-exist in harmony. 2. URBAN TRANSPORT SCENE IN INDIA Many cities in India have grown at an unprecedented rate in recent years, and this growth is expected to continue in the foreseeable future. In 1951, India s urban population was 62.4 million 17.3% of total population. In 2011, it has been raised to 31.2% and expected to increase up to around 37% by the year Consequently, the number of metropolitan cities with a population exceeding one million has increased from 5 in 1951 to 53 in The changes have been exaggerated the demand for transport a demand that many cities have not been able to meet. The main reason for this is the prevailing imbalances in modal split in Indian cities besides inadequate transport infrastructure and its sub-optimal use. Table 1 is indicating existing modal split in Indian cities. This table also shows that share of mass transit in the cities are much less than the desired level. Intermediate Public transport (such as three wheelers and taxies) modes play significant role in meeting transport demand in small and medium cities in the absence of adequate mass transport system. The share by personalized modes, particularly two wheelers are very significantly high in virtually all the cities. The percentage of trips by bicycle and walk is seen to decrease with increase in city size. The prevailing imbalance in modal split that is, inadequate mass transit, decline in 70 editor@iaeme.com

3 Non-Motorized Transport and Sustainable Urban Planning: A Case Study of Pune Metropolitan Region walking and bicycle trips, rise in the use of para-transit and personalized transport leads to congestion, energy waste, accidents as well as pollution. Name of City Table 1 Existing Modal split in Indian Cities in 2011 (%) Population (Million) Walk Cycle/Rickshaw IPT Public Transport Cars Two wheelers Bengaluru Pune Kanpur Lucknow Ahmedabad (Source: Report of National Transport Development Policy Committee on Urban Transport, 2013) 3. NON- MOTORIZED TRANSPORT Non-motorized transportation (also known as Active Transportation and Human Powered Transportation) includes Walking and Bicycling and variants such as Smallwheeled Transport (stakes, stakeboards, push scooters and hand carts) and Wheelchair travel. These modes provide both recreation and transportation. The Non motorized transport modes in India can be classified as follows: A. Human energy based modes Walk (pedestrian); Bicycles; Manual rickshaws; Cycle rickshaws; Handcarts; and Boats. B. Animal powered modes Pack animals; Animals carts; and Tongas/ekkas. Primarily pack animals and animal cart in rural areas and walking, cycles and cycle rickshaws in urban areas, consists of a set of widely used NMT modes in India but ignored and grossly neglected in transport planning. That situation accounts not only for its marginalization and lack of even basic facilities but also for its loss of social and economic status and absence of a worthwhile database on NMT modes and technological and other improvements in this sector since independence. Available data is imprecise, sketchy, incomplete out of date and even inconsistent. Hence, only a broad view can be given of its present status. According to the reports published by CRRI in 1986 and 1988 NMT modes played a significant role in large and medium cities of India. People performed 51% of the trips by walk in Delhi, 46% in Ahmadabad, 42% in Lucknow, 34% in Madurai and 38% in Cochin. Out of the trips performed by vehicles, share of the NMT varied widely: 49% in Lucknow, 26% in Ahmedabad, 19% in Madurai, 8% in Delhi and 5% in Cochin. In medium size cities Patna and Jaipur walk trips covered 35.5% and 39.5% while bicycles and rickshaws covered 31.1% and 29.2% respectively editor@iaeme.com

4 Dr. Rakesh Kumar Jain 4. FACTORS INFLUENCING NMT DEMAND The demand for NMT is influenced by a number of factors, of which some of the most important are: 1. The Influence of the topography: Cycling, rickshaws and pedestrian activity tend to be at a higher level in flat areas than in hilly ones. 2. The nature of local community: Cycling, rickshaws and walking are more likely to occur in a community that has a high proportion of young people. 3. Vehicle ownership: The availability of the private vehicle reduces the amount of walking and cycling, even for private journeys. 4. Local land use activities: NMT are primarily used for short distance trips. Consequently, the distance between origin and destinations (e. g. homes and schools, homes and shops) is an important factor influencing the level of demand, particularly for young and elderly. 5. Quality of provision: If good quality pedestrian and cyclist facilities are provided then the demand will tend to increase. 6. Safety and security: It is important that pedestrian and cyclists perceive the facilities to be safe and secure. This means freedom form conflict with motor vehicles, a minimum threat from personal attack and risk of tripping. For cyclist, there is also the security of parked cycle at the journey destination. 5. SUITABILITY OF NMT 1. Energy: NMT runs on human or animal energy. Therefore, sustainability lies in maximizing the use of non-motorized modes and of mass transit. 2. Pollution: These modes are inherently non-polluting and environment friendly. 3. Safety: NMT because of inherently slow speeds are a completely safe system. Congestion and narrow lanes have been traditional features of old Indian towns. But among pedestrians, bicycles, rickshaws and hand & animal carts there was rarely any accident resulting in to fatal or grievous injury. The problem has been arisen because of motorized vehicles for movement or parking is encroaching upon roadways reserved for NMT. 4. Affordability: Through optimum mix of mass transit, motorized vehicle and NMT, economic, environmentally viable and socially sustainable transport system can be ensured. 5. Economics: Many cities including Bonn, Cologne, Hamburg and Munich have reported a visitor increase of 50% following the creation of pedestrian areas. Merchants on Copenhagen s Stroget who initially opposed closing the street to vehicles-reported sales increase of 25 40%. An interesting phenomenon was observed: people in car do not window shop, people on foot do. It should be noted that shops specializing in furniture or large appliances either were not found along these streets or had decreased sales while other shops prospered. The city of St. Petersburg, Florida converted the downtown business district into a more walkable area by reducing the number of traffic lanes, converting to angled parking, and reducing the speed limit to 15 KMPH. This increased access by automobile (due to more convenient parking), attracted pedestrian activity and increased safety. During the following years the area experienced significant economic growth supported by millions of square feet of mixed residential and commercial development, resulting, at least in part, by improved downtown walkability. Similar exercise has been carried out in the Pune (India) by declaring few lanes in the core part of the city as walking zone on Sundays. Participation of the citizens along with traders and NGOs of the city played a very vital role for success of this attempt. It was reported by the traders of the area that they could do better business with fun and comfort editor@iaeme.com

5 Non-Motorized Transport and Sustainable Urban Planning: A Case Study of Pune Metropolitan Region 6. STUDY AREA Pune Metropolitan Region (PMR) is considered as study area for this study. PMR is having population of 5.6 million (2011) and spread across an area of 444 Km 2. The study area consists of Pune Municipal Corporation (PMC), Pimpri-Chinchwad Municipal Corporation (PCMC), Hinjawadi, Pune and Khadki cantonments. Figure 1 shows the study area. As considered in past most of the studies including Pune Metro Report (2009), in this study also election wards boundaries are considered as traffic analysis zones boundaries. Zoning system of PMR is considered with total 267 internal zones comprises 144 zones in the PMC, 105 zones in the PCMC and 16 zones in the Hinjewadi. Pune and Khadki cantonments have been considered as two internal zones. In addition to this, 13 external zones to capture the external traffic have been considered. Mula-Mutha River and existing railway line are considered as screen lines for the present study. The population growth in the study area from 1981 to 2011 as per the Census of India and projected population for the year 2021 and 2031 is shown in Table 2. Figure 1 Study Area 73 editor@iaeme.com

6 Dr. Rakesh Kumar Jain Table 2 Population Growth in Study Area Region PMC PCMC Pune Cantonment Khadki Cantonment Hinjewadi * Total *For the year 2008 as per Pune Metro Report (2009) 7. DATA COLLECTION There is a tremendous range in the characteristics of the socio-economic groups who live in Indian cities. The spatial distribution of employment and housing opportunities, as well as the transport services those are compatible with each of these socio-economic groups, vary widely. To estimate activity pattern and associated travel demands School Interview Technique (SIT) along with Home Interview Survey (HIS) has been adopted. About 40 percent of total samples are collected through SIT covering whole study area and by careful selection of schools belonging to all traffic zones (30). In this method, the questionnaires are distributed in the schools/colleges and the students are instructed to return the forms after getting them filled in by their parents. Remaining 60 percent of samples are collected by HIS method. A total of 1915 households were interviewed. The questionnaire form consists of two parts. First part contains socio-economic characteristics of the household and second part includes individual travel information. The survey questionnaires are coded in the numeric form according to a pre-designed coding format. The coded data is then thoroughly checked before feeding to the computer. A program is developed in Visual Basic for feeding all the records (questionnaires) in a systematic manner keeping the analysis in view. Initially, analysis has been carried out at household level and mode wise share of trips for each group of household for work, education and other purposes have been calculated. To generalize the model, aggregation of data has been carried out at zonal level. Finally the purpose wise and mode wise modal split has been studied by aggregating the data for all the zones putting together. Table 3 presents the distribution of the households according to their vehicle ownership levels. Purpose wise average daily trips per household for different modes are given in Table 4 and percentage of trips for various modes and purposes are given in Table 5. The income of a family is a direct determinant of the expenses that the household is prepared to spend on journey and housing purpose. In the study, out of total household 18.8% belongs to low income group (income less than Rs. 10,000). Figure 2 shows modal spilt of various trips in PMR editor@iaeme.com

7 Non-Motorized Transport and Sustainable Urban Planning: A Case Study of Pune Metropolitan Region Table 3 Distribution of Household as Per Vehicle Ownership Household s Monthly Income in (Rs) Vehicle Ownership (%) < > No vehicle owning Cycle Scooter/Motorcycle Car Cycle + Scooter /Motorcycle Cycle + Car Motorcycle/ Scooter + Car Cycle + Scooter Motorcycle + Car Total Table 4 Trip Rate per Household by Different Modes and Purposes Trip Type Mode Work Trip/Household Education Trip/Household Other Trip/Household Total Trip/Household Walk Cycle Two wheeler Auto Rickshaw Car Bus Total Mode Table 5 Percentages of Trips by Mode and Purpose Work Education Trips Trips (%) (%) Other Trips (%) Total Trips (%) (By Category Analysis) Total Trips (%) (By Pune Metro Report) Total Trips (%) (By RITES Report) Walk Cycle Two wheeler Auto Rickshaw Car Rail Bus Total editor@iaeme.com

8 Dr. Rakesh Kumar Jain IPT, 6.91% Car, 8.54% Walk, 23% Bicycle, 10.18% Two wheelers, 40.16% Train, 0.80% Bus, 10.41% Figure 2 Modal Split of Trips in PMR 8. NON MOTORIZED TRANSPORT SITUATION Historically, Pune was known as the Cycle city of India, however, cycling has decreased in popularity as the ownership and use of motorized two-wheelers as increased. The comparison of the modal split obtained from category analysis of this study has been carried out with forecasts made in earlier studies for the study area. Table 5 shows the comparison of modal share reported in the travel demand forecast made by RITES and Pune Metro Report for PMR with category analysis technique used in his study. Figure 2 is giving the modal split of trips in the study area. It is revealed from the comparison that as per study by RITES (1998) share of walk and cycle is percent and percent respectively. Pune Metro Report (2003) is showing walk share as percent and cycle share as percent, where as this study is revealing walk share as percent and cycle share as percent. This indicates that there is continues decrease in the modal share of non-motorized from 1998 to 2003 and again from 2003 to 2014 and there is continuous increase in share of motorized transport specially percentage of two wheelers. 9. NON-MOTORIZED TRANSPORT FOR SUSTAINABLE URBAN PLANNING OF PMR The analysis indicates that the role of non-motorized modes in catering to the sustainable urban planning and fulfilling the transport demand for the PMR is quite significant. With growing economic affluence and fascination for auto vehicles acquisition in urban areas, the dependence on NMT modes will be persisting a foreseeable future. The transportation planning studies conducted so far in this city have not paid needed attention towards providing adequate infrastructural facilities for NMT. Also the poorer sections of the urban population dependent on nonmotorized modes are exposed to greater road accidents risks as majority of the road users killed and injured in road accidents in city are pedestrians and cyclists. To improve the present situation of NMT modes following measures are suggested: 1. Official policy acceptance of the role of NMT as universal modes in urban planning editor@iaeme.com

9 Non-Motorized Transport and Sustainable Urban Planning: A Case Study of Pune Metropolitan Region 2. Protection of their due share in planning and making provision of road space and network, parking and ancillary facilities. 3. Treating these modes as preferred transport options in traffic and transport management, no area barred to them. 4. Transport and traffic management should ensure easy and convenient walk or use a bicycle. The key requirements are segregation of road space into footpaths, cycle paths and motor paths and adequate provision for movement of NMT over road crossing and junctions. Traffic signaling and other measures should ensure direct, safe and comfortable mobility for NMT. 5. Traffic calming measures are necessary wherever pedestrians and slow traffic have to cross the fast motor traffic. 6. Suitable transport model that can provide a planning for mix of mass transit and NMT together can produce a better city. This can also help in land use planning, controlling city size and slum development. 7. Compared with NMT, motorized transport imposes heavy external, social and strategic costs, which borne by the society but not charged. These include not only the obvious costs of pollution and environmental damage, accidents, congestion, infrastructure and land, but also strategic cost of rising petroleum imports, traffic and transport management cost. 8. Pedestrian zones should be identified such as pedestrian malls, a street lined with storefronts and closed off to most automobile traffic. Emergency vehicles have access at all times and delivery vehicles are restricted to either limited delivery hours or entrances on the back streets. 9. The City should adopted a two-part pedestrian improvement plan: Part One outlining the policies and plans for improving conditions for walking and Part Two giving detailed design manual for pedestrian facilities on the line of The Portland Pedestrian Design Guide and Pedestrian Master Plan. This is an outstanding pedestrian planning resource. It developed an excellent process for prioritizing pedestrian improvements, taking into account demand and current conditions. 10. On the line of Copenhagen Free Bike Program free City-cycle stand should be planned and designed around the City at train and subway stations, parking lots and large housing blocks. These stands may also be stationed around common final destinations, such as office buildings, shopping districts, parks and other tourist attractions. By depositing money anyone can take a bicycle and cycle wherever they want, within downtown (restricted area). When the bike is returned to any bike stand within the area, the user gets their deposit back. 11. In 2009, the City of Delhi, India published Pedestrian Design Guidelines, a detailed guidebook that describes the role of non-motorized modes in an efficient and equitable transport system; defines minimum requirements for the design, size and maintenance of sidewalks, crosswalks and other pedestrian facilities; and describes international best practices for enhancing the pedestrian environment. Universal Design features such as curb cuts and adequate sidewalk sizing to accommodate wheelchairs. Bicycle facility design guidelines. Traffic calming features. Road and sidewalk lighting design. Amenities such as street trees, garbage cans, public washrooms and public art. Underground utility lines. Incorporating bus stops and vendors into sidewalk areas. Way finding (directional signs). Material section (such as permeable and recycled pavements) editor@iaeme.com

10 Dr. Rakesh Kumar Jain 10. CONCLUSIONS The traffic and transportation problems in PMR are aggravating due to numerous causative factors. The growth and usages of motorized vehicles need to be curbed with the development of alternative transportation modes. Non-motorized vehicles can bridge the gap between walking and motorized transport. NMT is economical for user and facilitator as well as it can serve as an alternative for solving the problem of urban mobility. It is high time that planners should accept them as part of formal transport planning. The usages of non motorized modes particularly the cycles need to be encouraged with the provision of appropriate facilities for its safe and efficient movement on high density corridors. The pedestrians are the most neglected class of road user in the city. Appropriate pedestrian facilities both segregated and at grade need to be developed. The traffic police of the city needs to launch a vigorous pedestrian education programme to curb the high incidence of road fatalities among the pedestrians. REFERENCES [1] Bristow, A. L., May, A. D. and Shepherd, S. P. Land use-transport integration Models: the role of environment and accessibility in location choice. Selected Proceedings of 8 th WCTR, held in Yokohama, Japan. Vol. III, 1997, pp , [2] Delhi Pedestrian Design Guidelines. 2009, Nov 09-UTTPEC-DDA.pdf [3] Dr. Anand, Y. P. Non Motorized Transport in Urban India: An Overview. Urban Transport Journal, [4] Rao, K. K., Kumar, C. and Venil, B. Evaluation of Development Plan towards sustainable Urban Transportation: A case study of Pune Metropolitan Region. Proceeding of Conference CODATU XV, held at ADDis Ababa (Ethiopia), (2012). [5] Karathiya, M. B., Patel, D. J. and Shukla, P. C. Application of Artificial Neural Network In Metropolitan Landscape Water Eminence Assessment. International journal of Computer Engineering & Technology, 3(2), 2012, pp [6] Luthra, A. Sustainable transport policy for medium and small cities of India, Proceedings of National Conference on Transportation Systems, I. I. T., New Delhi, 2002, pp [7] Mitchell, R. B. and Rapkin, C. Urban Traffic: A Function of Land use, New York: Columbia University Press, [8] Mass rapid Transit System for Pune Metropolitan Area. Detailed Project Report, RITES LTD, [9] Miyamoto, K., Udomsri, R., Sathyaprasad, S. and Ren, F. A decision support system for integrating land use, transport and environment planning in developing metropolises. Computers Environment and Urban Systems, 20(4/5), 1996, pp [10] Ponnuswamy, S., Anantharajan, T. and Manju, S. Modal choice in Madras, Indian Highways, January, 1992, [11] Sinha, H. K., Sinha, P. & Sinha, J. N. P. Transportation in midsized city with special reference to Patna: obvious problems and possible solutions, Proceedings International Conference on New Horizons in Roads and Road Transport (ICORT-95), University of Roorkee, 1995, pp editor@iaeme.com

11 Non-Motorized Transport and Sustainable Urban Planning: A Case Study of Pune Metropolitan Region [12] Pune Metro Project, Detailed Project Report, Delhi Metro Rail Corporation, New Delhi, 2009 [13] Beatley, T. Green Urbanism; Learning from European Cities, Island Press, 2000, [14] Tiwari, G., Mohan, D. and Fazio, J. Conflict Analysis in Mixed Traffic Conditions. Accd. Anal. and Prev., 30(2), 1998, pp editor@iaeme.com