S.

K Lohia
OSD (UT)

NTDPC Terms of Reference for Urban Transport

y Determine the role of urban transport in

meeting transport requirements of the

economy over the next two decades
y To develop a rolling program for 2030 in

consonance with the National Urban

Transport Policy-2006.
2

Role of Urban Transport in Cities

y Cities are the engines of economic growth.

Cities contribute about 58% (2008) to the

GDP of the country and contribution is
expected to rise to 69% (2030)
y Successful urban transport systems increase
y Commercial and labor market efficiency

and hence economic potential of a city,

y Access to amenities,
y Improve general mobility and
y Add to the quality of life.

India - Urbanization
Second Largest Urban
System - 5161 towns and

2001

2001

2001

2031

2031

2031

Popn % Popn No of
Popn
(crore)
Town (crore)

%age
Popn

cities

Population No of
Size Class
Town

25% of the population in

>1 Crore

4.6

16.52

14.9

24.86

40 Lakh-1
Crore
10 - 40
Lakh
5-10 Lakh

2. 3

8.18

3.4

5.72

27

4.2

14.92

59

11.4

19.06

39

2.8

10.01

66

4.6

7.68

--

14.2

50.37

--

25.6

42.68

28.1

100.00

60

100.0

cities lives in slums.

2001-281 million people
in urban areas (28%)

<5 Lakh
Grand
Total

By 2031, 600 million people (38-40% )

50% in Million plus Cities

Urban Landuse - Transport Issues

Cities are Sprawling
Environmental Degradation
Declining PT & NMT
Low Investments
Supply Side Focus
Poor Enforcement
Multiple Institutions
Education of People

Urban Transport Focus Since 2006 (NUTP &

)

India - Urban Transportation Scene

y In Big Cities:
y Trip Rates are High (1.2/ person) and Increasing (2/per capita)
y Motorization rates are high and Rapid
y High number of two wheelers and bicycle fleet
y In 2006 organised city bus service in only 20 cities
y Trip lengths/Travel Times are increasing
y Poor Air Quality- GHG Emissions
y Road fatalities are very high and increasing
y Inadequate network
y Pedestrians and cyclists not included

in planning and implementation!

Urban Transport Industry

y In Small Cities:

Unorganised!

y Basic facilities are missing (Unpaved roads/no drainage)

y 3-Wheelers, Bicycles and walking are major modes

The poor are worst

affected
7

We Need to Recognize
y It is important to move People & Goods; NOT

vehicles
y Transportation Systems
y Provides access to employment, education,

shopping, health, entertainment

opportunities;
y Determine quality of life in an area.
y Effects Income levels of people, Land values,

Environment
y Mobility is required only when it enhances

ACCESSIBILITY

Business as Usual and Vision 2030

Business as Usual

Vision 2030

y PCTR- From approx 1.2 to about 2.0 y Safe cities with seamless, user friendly
y Public transport share -decrease
& reliable transport.

from a range of 5-46% to a range of

2-26%
y Average journey speeds - fall from
26-17 kmph to 8-6 kmph
y Commercial energy demand &
emissions will increase by more
than seven times
y 50% increase in road accidents over
a 10 year period

y Access to all citizens to jobs, education

and recreation at affordable costs and

within reasonable time
y Minimized consumption of fossil fuels,

GHG and pollution.

10

Projected Investment Mckinsey Global Institute Study

y

Rs 53.19 lakh crore for the next 20 years.

Urban Transport - 26 Lakh Crores

Major share for MRTS 17.64 lakh crore & 8.96 lakh crores for
Roads

$ billion-2008 prices

11

Projected Investment High Powered Expert Committee

yRs.

crore

39.2
over

lakh
20

years (Rs 22.78

lakh cr for Urban
roads

and

transport)
yUrban Transport

- Rs 22.78 lakh cr

Additional Rs 20 lakh crore for O&M of assets

old and new
Rs. 5.488 lakh crore for transport and traffic
support infrastructure.

- 20 years
Total projected investment in UT is of the same order i.e. 50-60%
Different in estimation of both studies for roads vis a vis UT
Mckinsey estimates expenditure on urban transport twice that on urban roads
while the HPEC estimates it to be less that 1/3rd of that on urban roads

12

Alternative Urban Growth Scenarios

y Business as Usual Scenario:
y

Low density development

Rigid zoning with focus on vehicles

Mobility & priority to highways and

How much area/Investment do we need to

accommodate 1 crore population?

railway infrastructure
y Intermediary scenario:
y

Development towards sustainable

transport

Reversing trends would take time

and all not possible

Developed as a moderate scenario.

y Sustainable Transport Scenario:

y

Focus on accessibility,

Effort to build a compact, poly

centric cities with complete network,

Complete streets, Affordable MRT,

NMT & pedestrian facilities.

Basis - PCTR, Trip Length, Area under Roads,

Transit share and rapid transit network. 13

Service level Benchmark

y Institutionalized System for measuring performance of urban transport

activities and taking further action

y Areas of Intervention
y Public transport facilities
y Pedestrian infrastructure facilities
y Non Motorized Transport (NMT)facilities
y Level of usage of Intelligent Transport System (ITS) facilities
y Travel speed (Motorized and Mass Transit) along major corridors
y Availability of parking spaces
y Road safety
y Pollution levels
y Integrated land use transport system
y Financial sustainability of PT

14

Estimated Investment Requirement as per Working

Group
y Investment requirements vary

significantly across scenarios. Average

annual outlays are in the range of Rs.
75000 Crores to 1,20000 Crores /Year
y Total estimated expenditure up to 2030

for the 3 scenarios are;

y

Business as usual scenario; Rs 24lac

crores

Intermediary scenario; Rs 17lac

crores

Sustainable scenario; Rs 15 lac crores

15

Urban Transport Investment Requirements: Policy Options

SCN 1:
Sprawling Cities focused
on Rail and Road
Infrastructure
SCN 2:
Relatively Compact
Cities with Complete
network
SCN 3:
Compact Cities with
Complete network and
transit focused

Better growth management can cut investment requirements

16
by more than half

Basis for Future Investment Requirement

17

Urban Transport Investment Requirements: City Size

wise - 2031

Population Size Class

SZ-1 : > 1 Crore
SZ-2: 0.4 to 1 Crore
SZ-3 : 10-40 Lakhs
SZ-4: 5 to 10 Lakhs
SZ-5 : <5 Lakhs

Small Cities More People Require Less Investments! 18

Meeting the Investment Demand

y Existing main sources of financing in India:
y Fare box collections,
y Non-transport commercial activities,
y Government subsidies.
y Financing sources used across the world
y Land Monetization,
y Property tax and user charges,
y Support from Government and Debt,
y PPP
y Possible sources in India
y Land monetization- betterment levy
y Taxes levied on the consumption of fuel by private vehicles
y Congestion pricing
y Parking fees
y Introduction of PPP for construction and/or operations
y 1% of cess on petrol and diesel used to fund the Safety cell at NHAI & city
19

Financing Public Transport

y Mass Rapid Transit
y New mass rapid transit infrastructure - capital grants / Investments by the

Centre (or State).

y Operating costs from the value generated by the project itself

y Buses
y 20% of the current cess charged
y Additional cess of Rs.0.25 ./liter of fuel sold - this will generate about Rs.

1950cr.
y State and cities to create mechanisms & institutions to sustain operations
of buses.
y CO2 tax/pollution tax on the sale of two wheelers and cars.

20

PPP concession period

y For a typical metro rail project, project finance is available mostly in

the form of 20-30 year loans, with the result that the borrower is
under pressure to show the viability of the operations over this period,
with sufficient margin to repay loans as well.
y But this is an unnecessary restriction on projects whose anticipated
lifetimes are two to three times the loan period itself, if not more.
y Rather than creating infrastructure for 90-100 years that must be paid
off in 20-30, it would be much simpler to spread the cost of borrowing
over the longer period.
y The government could facilitate this by under-writing the roll-over of
such loans into multiple borrowing periods sequentially. In fact, if this
were done, it is quite possible that even some of the capital
expenditure that is now written off by governments at the birth of new
projects could be financed instead by the project itself.

21

Resource Generation Policy

y A policy on budgetary allocations, user charges and

tapping other source of funds

y Vehicle taxation on the polluter pays principle.
y Cities to have a formula based funding from Central and

State governments.
y Establishment of Urban Transport fund.
y Involvement of the private sector for financing and

managing urban transport services.

22

Inadequacy of Existing Legislation

y Existing Legislation

Act should
be enacted

Motor vehicles Act - licensing of vehicles.

by the

Railway Act - inter-city traffic.

Central

Metro construction, O&M Acts - issues related to construction, O&M of metroGovt &

Tramways Act - tramways within the road surface

y Gap in legislation
y

Cover the requirements of urban transport comprehensively

Other modes of mass rapid transit such as the BRT, LRT, mono rail and
other guided modes of transport

Issues of transport planning, multi-modal integration, safety, tariff and

financing

y Need for a Comprehensive Urban Transport Act Why?

States may
draft rules
under it as
per the
need as in
the case of
Motor

UT plans have to be implemented over a period of time

vehicles

Continuity in planning & implementation.

act.

The agency to be made responsible for providing UT needs legislative support

Required UMTA with legislative support

23

Strengthening of the Existing Institutional

Framework
Unified Metropolitan Transport Authority (UMTA)
y Statutory autonomous body
y Authority to allocate funds in the city to undertake UT related activities.
y Full time nodal officer responsible for UT at the State level / City level
y Empower the city by providing it with legislative support,
y UMTA in each city with population in excess of 1 million and dedicated

cells in smaller cities.

y Three level institutional framework.
y

Level 1 - Metropolitan/District planning committee

Level 2 - UMTA/cell manned by trained urban transport professionals

Level 3 - existing city agencies to continue as executing agencies.

24

Capacity Building
y Institutional and Individual Strengthening
y Institutional Strengthening IUT at the central level.
y Similar institutes required at State level
y 4 COE set up, 6 more required with financial support

12th

Keep
Generating
urban

through
plan
Transport
y Training of city officials to develop awareness, skills etc.
Professionals
y Create a pool of skilled manpower
and urban
y Young leaders and Leader program
planners
y State Governments to create jobs for such professionals
y Knowledge Management and data base Center
y Being created with the support of GEF and UNDP under SUTP at IUT.
y Similar centers to be set up by State Governments & large cities.
y The data base to be updated on an ongoing basis.
y Ongoing effort under the SUTP - Includes development of 10 toolkits and
training of 2500 City/ State/Central officials
25

Integrated land use transport planning

y Present trend

Land use
Concepts

Transport
Concepts

y Unbridled expansion of the city as an

urban sprawl.

Road
Network,
Traffic
Mang.
Measures

y Increasing trip length and reduction in

usage of green modes i.e. NMT and

Integrated Land use Transport Strategy

PT.
y PT does not get concentration of

demand- financial viability of PT

further falls.
y MoUD initiated preparation of CMP
y Action to be taken - cities to restrict the

expansion of the city area. If necessary,

fiscal disincentives to be imposed

Area redevelopment
and
infrastructur
e
intervention
s for induced
growth in
the region

Transport
plan with
clustering,
reorganizatio
n & service
integration.
Management
strategies for
pedestrians
& vehicular
traffic

Policy
intervention
s for
institutional
strengthenin
g and
improved
mobility for
all.
26

Traffic flow Mobility and Accessibility

y Mobility in the city depends on y Services and modes of transport,
y Infrastructure i.e. roads and linked facilities,
y Other related matters -planning,

coordination & licensing etc.

y Conventional transport planning - flow of traffic
y Comprehensive approach - planning for mobility
y Accessibility - ability to reach desired goods,

services and activities.

y Aim of Transport planning
y 1st - accessibility,
y 2nd - mobility
y 3rd - traffic flow

27

Sustainability
TRAVEL MODE SHARE

y Priority to modes in planning should

be as follows in descending order;

y Walk and Non- motorised

transport
y MRT, road, rail and waterways,

City size in
lakhs

0.5-1

1-5

5-10

10-20

20-50 >50

Walk

30

30

30

30

25

25

Cycle

25

20

15

12

10

10

Rickshaw

12

10

TSR

PT

12

15

15

20

33

38

Cars

10

MTW

12

21

25

25

20

15

y Other motorized public transport,

y Personal vehicle transport.

y Intensive consultation with public

on proposed policies and projects to

become a norm for success.
y Intensive awareness campaigns should

be launched to secure public support.

Objective is to restore modal balance

28

Transport Demand Management

y Influences why, when, where and how people

travel.
y Need

to proactively shape travel demand

efficiently, effectively, equitably and sustainably.

y Components of TDM
y

Education, promotion and outreach to create

awareness

Travel incentives and disincentives eg

congestion pricing, parking fee

Sustainable travel options - e.g. walking,

cycling, public transit

Supportive land-use practices to minimize

travel need

29

Non-Motorized Transport
y Walk, bicycle and cycle rickshaw modes are green

modes of transport
y Cycle rickshaw - provide the last mile connectivity
y NMT facilities to be created citywide
y NMT should get first priority in infrastructure

development and funding.

30

Multimodal Integration
y Regional transport - Average trip time for such travel should not be generally more

than one hour from origin to destination

y City level Public transport - Mass rapid transit carries large number of commuters

in minimum space.
y Para-transit - act as a feeder service to mass rapid transit
y Personalized public transport (taxi, auto and cycle rickshaw) -cater to the demand

of commuters seeking a substitute for personal transport

y Interchange points - avoid conflicting movements and impose minimum time

penalty.

31

Promoting Public Transport

y Increase awareness amongst the users of personal vehicles of

the environmental damage caused by such modes

y Promote alternative environment friendly means of commuting.
y Multimodal Integration
y Physical Integration
y Network Integration
y Fare Integration
y Information Integration
y Institutional Integration

The most important means of controlling the use of personal

32
vehicles is to augment public transport.

Accessibility of Public Transport

y Door to door planning in terms of time, cost & convenience
y

Involves six main steps

y Walk facilities within about 500 m of stations/stops
y Vehicle access within about 3 km of stations/stops
y Feeder service within about 5 km of stations/stops
y Drop off & pick up at stations/stops
y Park and ride at stations/stops
y Land use control around stations/stops

33

Road Infrastructure
y Issues
y Frequent digging by utility agencies.
y Poor condition of Road Shoulders.
y Low maintenance and upkeep of the road surface
y Poor drainage
y Roads in a city may be owned by multiple agencies
y defective traffic signals

y Planning
y Construction of missing road links, Grade separated

entries for regional traffic and bye-passes to get priority.

y Augmentation of roads should be limited to provide

access

Infrastructure augmentation is a temporary

solution because the capacity created is soon filled
up by generated and induced transport demand.

34

Parking
y NUTP a- levy of high parking fee that represents

value of land occupied and to allocate parking

space to public transport and non-motorized
transport on priority.
y Policy to be reoriented to provide parking for

each development area instead of each building

y Standards may be reviewed periodically and

revised if necessary.

35
Parking should be shared, common and it should be priced.

Traffic Engineering and Management

y Keeps the city moving for a long time at least cost
y Responsibility of traffic police and Municipality.

Clearly defined
y Issues
y It is the secondary responsibility of police, main

being maintenance of law and order.

y Traffic police do not have professional expertise

to undertake the task.

y Need for defining roles
y Traffic Police - Enforcement of traffic rules
y Municipalities - Planning for traffic

36

Freight Traffic
y Affects overall city commuting.
Complete key roadway projects to enhance freight

mobility
Shift the wholesale markets from the congested city

core
Preserve and maintain the citys existing multimodal

freight transportation system

Improve Goods Distribution
Right location for a logistics centre.
Provide initial funding
Offer assistance with administrative and legal

issues
Storing facilities/ packing/unpacking of goods
Deliveries on time

37

Safety & Security

y Fatalities / million of population have increased: from 79 in 2001 to 101 in 2007
y Measures to improve safety & Security
y

All road design standards and traffic management standards are reviewed;

Crash data base is generated on standard format;

Segregated NMV lanes to be constructed on all arterial roads;

Capacity building of city engineers, town planners, safety auditor, traffic police;

Create bus friendly infrastructure for safe

access.

Safety cell in each city with dedicated

personnel & budget

R&D to minimize injury and the

consequences in the event of an accident.

Planning for security should become a

part of urban transport planning.
38

Intelligent Transport System

y People are demanding high level of service quality and value for money.
y Implementation of ITS - optimises operational efficiency
y ITS to be implemented in a phased manner taking into account capability and

technology maturity of transport organisation.

y Use of ITS
y

PIS

Congestion system

VMS

TIMCC

Speed Governors

Internet hotspots

Driver Feedback systems;

Decision Support System

Parking Management System

GIS/GPS based traffic managementy Common Mobility Card- Contact less

system

and kiosks at stations;

y

Traffic Surveillance, security &

enforcement systems;
smart card system for seamless

The Government needs to devisepayment

transport policy to include mechanisms to
39
Incentivize technology adoption through innovative funding mechanism

Vehicle and Fuel Technology

y Advances in vehicle and fuel technology in the coming

years to control air and noise pollution.

y Use of new fuels and vehicle technologies should be

supported by suitable tax concessions.

y Inspection and certification of old vehicles should be

made mandatory.
y Regular maintenance of vehicles should be enforced.

40

Way Forward..
y Strengthening the existing weak and fragmented

institutional framework for UT

y Land use to minimize transport demand
y Promoting NMV
y Improving

Public Transport i.e Bus services,

Metro, Commuter Rail etc

y Improving Intermediate Public Transport System
y Implementing Speed Limits within & beyond City

Limits.
y Appropriate

policy interventions to support

establishment of affordable, economically viable,

socially acceptable & environmentally sound
transport systems.

41

Thank You..

42

Scenarios as per Low Carbon Path

Possible Impact on CO2 (woodcock J et al, Lancet, 2009)

Four scenarios included

1. BAU (metro and road
expansion)
2. Green technologies
along with BAU

London
Population
2006 = 7.5m
2030 = 9.0m
Delhi
Population
2004 = 14.8m
2030 = 26.0m

London
Aggregate
Transport
CO2
Emissions
(tonnes)

Delhi

Transpor
t CO2
Emission
s Per
Person
(tCO2/
person)

CO2
Emissio
ns
Reducti
on on
1990 (%)

Aggregat
e
Transpor
t CO2
Emission
s

Transpo
rt CO2
Emissio
ns Per
Person
(tCO2/
person)

CO2
Emission
s
Increase
on 1990
(%)

3.Modalshifts to NMV,
pedestrians and Bus

2006 London
2004 Delhi

9,647,900

1.3

-2.50%

6,146,651

0.4

97%

2010 BAU

9,935,897

1.3

0%

8,268,298

0.5

165%

2030 Scenario 1
BAU

10,381,318

1.2

4.80%

19,550,69
3

0.8

526%

2030 Scenario 2
LCD

6,480,565

0.7

-39%

17,069,66
8

0.7

447%

2030 Scenario 3
AT

6,120,306

0.7

-43%

10,458,73
6

0.4

235%

2030 Scenario 4
ST

3,608,226

0.4

-65%

9,327,207

0.4

199%

transport along with

BAU
4. Green technologies and
modal shifts together
Co benefits included
accidents, respiratory
diseases, cardiovascular
diseases along with CO2

43

Technology for fiscal measures

y Control in the use of road transport particularly
personal vehicles is vital to improve UT
y For this various forms of fiscal measures such as
electronic road pricing, road tolls and congestion
pricing are in use around the World
y Use of such measures should be examined by cities
particularly large cities before mooting proposals for
augmentation of facilities.

44

Congestion Management
y Steps to increase reliability and predictability of travel
time, include
y planning and coordination of road works,
y speedy response to defective traffic signals and
y to disruptions caused by accidents and debris and
y creating one-way streets
y These features should be part of UT planning.
y Typically, congestion cuts across jurisdictional boundaries
and therefore the design and implementation of
congestion management policies will require collaboration
between different authorities. This should be made legally
possible.
45

Demand Management
Area licensing scheme (ALS) has been in place to limit
traffic entering the CBD, which requires vehicles
entering CBD to pay a licence fee. The ALS scheme is
been recently replaced by Electronic road pricing (ERP).

Electronic road pricing (ERP) is an electronic toll

collection scheme adopted in Singapore to manage
traffic by road pricing;
it works like usage-based taxation mechanism to
complement the purchase based COE system.

46

Proposed Policy Interventions to achieve Vision 2030

y Institutional framework
y Urban Growth policies
y Walk and Cycle Facilities & Role for Cycle Rickshaw
y Public Transport
y Use of technology including ITS

47