Cycling Inclusive Transport Planning Dr. Anvita Arora, Dr. Mark Zuidgeest*, Mark Kirkels Interface for Cycling Expertise *Cycling Academic Network ADB Transport Forum, Manila Activity Clinic 11 May 27th, 2010
Cycling Cycling is part of the transport system in both countries with high and low motorization. Cycling contributes to livelihood, to urban quality and the economic vitality of cities Cycling is an important feeder for public transport, urban freight and other transport systems Cycling inclusive design needs systemic improvements policy, design, planning and people The social, economic and environmental benefits of cycling are high
Who is cycling?
Where are they on the road? (picture: Dinesh Mohan)
Who are they in conflict with?
Why should ADB look at cycling? Urbanization has far exceeded the carrying capacity of the cities. Ongoing and clear modal shift from the nonpolluting modes of walking, cycling and cycle rickshaws to polluting motorised two and three wheelers and cars. Increasing motorization leading to congestion and pollution. Since the perceived problem of congestion was lack of space for cars, the transport engineering solution has been to provide more space to cars. Thus cities create a self-reinforcing process of ever more cars requiring ever more road space.
Why should ADB look at cycling? The potential of cycling is grossly undervalued and underestimated in international climate, transport and sustainable development arenas (long term, growing multiple benefits) Cycling is key in more sustainable transport systems: Zero carbon (better than low carbon) Door-to-door, accessible personally, high potential for short trips Potential in low carbon mobility chains: access trip + public transport trip + egress trip High co-benefits reduction in congestion, pollution, poverty, competition value public transport
Cycling-inclusive planning Planning for cycling is directly addressing the issues of sustainable transport development Cycling-inclusiveness is about including and integrating the complex and multi-faceted dimensions of cycling into account when planning for transport
The multi-dimensions of cyclinginclusive planning Networks, infrastructure and connectivity Land-use planning and urban form Full understanding of the bicycle and characteristics of its (potential) users Multi-modality and transport system sustainability Accidents and safety Environmental (justice) and equity issues Enforcement/governance Based on 1 st meeting CAN 2007; inspired by Khisty and Fazio (1999)
Cycling inclusive Planning Where do you need it? Schools 3 km buffer around schools of Sec. and Sr. Sec schools. (Schools marked From. Eicher City Map, Edition 2) The Catchment area of education based trips. Legend School railway line NCTD Boundary yamuna watercourse IGI airport forests and ridge Buffer School ± 0 3 6 12 18 24 Kilometers
Trips origin: slums Distributions of JJ Clusters in Delhi There is direct relation between the density of these poor households and the number of cycle trips origin. Legend JJC_Point POPULATION 0-100 101-200 201-400 401-800 801-1600 1601-10000 nctd line railway line yamuna watercourse 0 2 4 8 12 16 Kilometers±
Cycle trips destination: shops, MLU, CSC, DC, Wholesale areas major Commercial Centres, District Centres, -18% Shops / Mixed Land Use and Wholesale areas - 23% These are spread all over urban area as major destination for poor urban workers using cycles for upto 20km per day Legend Shops / Mixed Landuse district centers C.S. Centers wholesale areas ± yamuna watercourse railway line 0 2 4 8 12 16 nctd line Kilometers Figure 4.17 Shows locations of major Commercial Centres, District Centres, Shops / Mixed Land Use and Wholesale areas
Cyclists destination: manufacturing areas and govt. offices 21% of cycle work- trips have factory destination and travel up to 10 km in a day about 35% have offices (Govt. and Pvt.) as their destination and travelling upto 10 km per day Legend n govt landuse railway line NCTD Boundary yamuna watercourse govt. landuse manufacture IGI airport forests and ridge Buffer_of_manufacture Buffer_of_govt_landuse n n n n n n n n nn ± 0 3 6 12 18 24 Kilometers n n
Transition / Feeder Mode: Bus Depots, ISBT, transport centers, railway and metro stations Modal shift: 13% bus commuters (owning cycles) are travel 5km or less Park and Ride: 57% people walk more than 500m,many use private or para transit modes to reach mass transport stations. Some of these trips can shift to bicycles. This would reduce travel time by 33%. Bicycle transfer: By allowing bicycles to be carried on public transportation can reduce parking problems at stations and traffic congestion on feeder roads. (Intercity buses/ HCBS / EMU services) Legend IGI airport railway line!. railway stn Metro_routes Metro_stations ± Transport center HCBS corridors 0 2 4 8 12 16 I1 Bus Terminals Kilometers I1 I1!.!.!.!.!.!. I1!.!. I1!.!.!. I1I1 I1 I1 I1 I1!. I1!.!.!. I1!.!.!.!. I1!.!.!. I1!.!.!.!.!.!. I1I1 I1!.!.!.!. I1I1I1!.!.!.!.!.!.!.!.!. p I1 I1 p I1 I1 I1 I1 I1 X Y!.
Cycling inclusive Planning How can we make it work? As long as cyclists and pedestrians are treated as second rate or even as non existent, cycling will continue to decrease Show on the road that you take them seriously Lack of status is only an obvious consequence of existing planning policies Make planning policies cycling inclusive People will not start to cycle because of environmental awareness, but only if cycling is a safe and practical solution for their transport needs Cater for their needs
Considerations Cycling planning = transport planning More than adding cycling facilities to a road system: change of entire traffic and transport system Requires a vision on urban sustainable transport Multi stakeholder process Comprehensive strategy Users, vehicles, roads Impact on other transport modes Re-allocation of road space Re-allocation of budgets Balance processes and projects
Reallocating space can make a difference BRT corridor a zero fatality corridor for cyclists and pedestrians Infrastructure: Tracks Parking Rental
India Initiatives: Delhi Credit: SG Architects
India Initiatives: Delhi Credit: SG Architects
India Initiatives: Bangalore
India Initiatives: Pune Credit: PMC, I-CE, PTTF
India Initiatives: Ahmedabad Credit: AMC, CEPT, ITDP
India Initiatives: Ahmedabad Credit: AMC, CEPT, ITDP
India Initiatives: Ahmedabad Car Free Day Credit: AMC, CEPT, ITDP
India Initiatives: Nanded Credit: NMC, I-CE
Conclusions Economic recession we don t have the money! Fuel prices up and up Road accidents unacceptable! Carbon emissions a real threat Air pollution passive smoking Equity a democratic goal Congestion the plague of our cities The solution CYCLING INCLUSIVE PLANNING AND THE TIME TO ACT IS NOW!
THANK YOU Credit: AMC, CEPT, ITDP