TOWARDS A SUSTAINABLE URBAN TRANSPORT SYSTEM - PLANNING FOR

INFRASTRUCTURE

By Prof. MN Sreehari

(a) Problem galore in unplanned Indian Cities

A sustainable transport system must meet the mobility and accessibility needs of people by
providing safe and environmental friendly modes of transportation. This is a complex and
difficult task in the mega-cities of developing countries. Because the needs of people belonging
to various income groups are not only different, but also often conflicting in nature.

It is a fact that a large section of the population cannot afford to use motorized transport – private
vehicles, public buses or Metro particularly in rural areas as either they have to walk to their
place of work or use bicycles. Providing a safe infrastructure for cyclists and pedestrians means
either physically segregating road space for cyclists and pedestrians from motorized traffic, or, if
it is not possible, reducing the speed of motorized traffic. Both measures imply restricting the
mobility of car users to ensure the mobility of bicycle users. There will always be a large gap
between rural and urban transportation needs of people, may be due to inadequate infrastructure
transport oriented demand.

It is evident that the pedestrians, cyclists andnon-motorized transport are the most critical
elements in mixedtraffic in urban environment, where as in a metro or mega cities, the situation
is totally different and mostly people will have to manage the mobility needs through mass
transportation due to delays, congestion, accidents etc, though the last mile connectivity is very
crucial. For longer commuting distances in urban areas, mass transportation with seam-less flow
will be the best preferred mode of transport. This also results in the improved efficiency of
publictransport vehicles and an enhanced capacity of the transport corridor when measured in
number of passengers per hour per lane.
Non-motorized transport is an integral element of urban transport which is neglected in the
Indian cities & the transport and land-use patterns found in South Asian cities are different from
those in the West. High population densities, intensely mixed land use, short trip distances and
high proportions of pedestrians and non-motorized transport characterizethese urban centers.

An Urban transport and land use plansin most of the metropolitan cities in India prepared
masterplans in 1960s. Included in these were the following:

(a) Demographic projections and decisions on the levels atwhich the population should be
contained;

(b) Allocation of population to various zones, depending onexisting population density level,
infrastructure capacity and future density levels;

(c) Land-use zoning to achieve the desired allocation of projected population and activities in
various zones asprojected;

(d) Large-scale acquisition of land with a view to ensuring planned development.

The planning framework usually adopted in the preparation of master plans was completely
divorced from resource assessment. The process also did not include any procedures for
involving the community and bringing about consensus on contentious issues. The net effect of
the inadequacies of the planning process was that due to most haphazard urban growth which
took placewithout formal planning. Informal residential and businesspremises and developments
increasingly dominated new urban areas.

In any master plan, it is essential to integrate land-use and transportation planning, to minimize
average trip lengths to propose commercial activitiestoaccommodate shopping, commercial
office and recreational needs ofthe population, so that to include district centers designed to
serve as focal points for multi-nodal activities of the community. Land prices have contributed
significantly to the growth of mixed land-use patterns and higher population densities. In the past
decade, alarge number of single-family dwelling units have been converted to multi-storey
apartment buildings. Commercial and institutionalorganizations have rented or bought space by
outbidding the residentialoccupants. Mixed land-use patterns have successfully curbed the
numberand length of non-work-related trips by motorized modes of transport.

(b)Captive ridership
The share of bicycle trips as a proportion of total trips hasdeclined over the years. However, a
large number of commuters are still using bicycles and other non-motorized modes of transport
in spite of long trip lengths. Increasing numbers of the poor continue to live without servicesin
slums and unauthorized colonies & many lives in sub-standardhousing. In large cities, more than
60 per cent of peopleare employed in informal sector. For this population walking and cycling to
work are the only modes of transport available. A sustainabletransport system must cater for this
captive ridership of non-motorizedtransport users in the cities of the south.

(c)Traffic and travel characteristics

In our cities,heterogeneous traffic (a mix ofnon-motorized and motorized modes of transport)
and mixed land-usepatterns are very common. Car ownership rates arelow but picking up
steadily due to increased per capita and earnings.The numbers of motorized two and three-
wheelers make up more than 75 % of all motor vehicles and is expected to growmost rapidly in
the absence of an effective and efficient public transportation in Indian cities.

(d) Parking issues and challenges

It is the burning issue in the road transportation sector in almost all cities, not only of India, but
most parts of the Globe. Spending a huge cost for the road development infrastructure and
making it idle & just allowing road space for parking, not only reduces the capacity but also
hinders the seamless flow of traffic. Most of the successful corporations and road development
authorities, does not seems to solve this issue by removing the parking out of the road, but are
looking for providing them the facility for parking at cost. Though Indian is a developing country
and leaping towards a smart initiative, it is very essential to see that, in an urban environment,
road side parking must be discontinued and establish other space exclusively for parking, so that
the road space is made available for the moving traffic.

In this direction, there is a short fall of adequate space for parking in spite of the law says that
every activity center shall have their own adequate parking places. Due to this gap and
inadequate enforcement, road side parking becomes a necessity at free of cost. Off late, the
successive corporations have started charging to make it legalized. Though it is a wrong move,
but there is no other option or nearby space available for parking. One classic example is
“Connaught Place” in Delhi have underground parking place for the entire area below the public
park. Looking from the upside down of this, below the available parks, without sacrificing the
trees and green, underground parking can be made available in all residential areas on payment
basis.
 Fig: Basement parking facility below public parks

To summarize, it is emphasized that parking shall not be provided on the road as roads are meant
for vehicular movement.

(e) Other modes of transportation

Buses are the principal means of transport in most cities having low income and heavily
dependent on buses.

Walking and non-motorized modes of travel are less significant in middle-income cities and bus
use predominates. Trips by public transport and private transport in high-income countries differ
from those in low- and middle-income countries in the use of mass rapid transit and commuter
rail systems. Throughout the country, buses are the back bone of urban public transport services.
However, overcrowding, the increased incidence of breakdowns and poor service frequency have
resulted in a decline in general levels of service and comfort.

Economic growth, urbanization and population trends in our cities indicate that the urban
population will have to depend heavily upon public transport for their travel needs, unlike people
of European cities, who are heavily dependent on private transport. Public transport system is the
only option which is economically and financially viable.

ESSENTIAL FOR SUSTAINABLE TRANSPORT SYSTEMS

A sustainable transport system must provide mobility and accessibility to all urban residents with
safe and environmentally friendlymodes of transport. For example, if a large section of the
populationcannot afford to use motorized transport – either private vehicles orpublic buses – they
either have to walk or cycle to their place of work.
Pedestrians, cyclists and non-motorized rickshaws are the most critical elements in mixed traffic.
If the infrastructure design does notmeet the requirements of these elements, all modes of
transport operate in suboptimal conditions

Public transport today accounts for only 22% of urban transport in India, compared with 49% in
lower middle income countries (Philippines, Venezuela, Brazil). The share of transport has been
decreasing over the years due to increase in private vehicles on roads increasing delay,
congestion, accidents and road rage.

The highly inadequate and poor quality of PTS in Indian cities as most of the cities are
unplanned. Particularly during peak hours, there is a need to integrate various modes to connect
people and increase their mobility. PTS must be planned which are more energy efficient, high
carrying capacity and safe.

 Existing urban transport scenario and for integration

 Modes of urban transportation
o BRT and Bus system
o Commuter Rail
o METRO
o MONO
o Sky bus
o Electric Trolley system
o Light Rail Transit (LRT)

Fig: BRT system

Fig: Commuter Rail System

Fig: METRO rail

Fig: MONO rail

 Fig: Sky bus

Fig: Electric Trolley System

Fig: LRT

 Operational technological innovation of transportation modes

 Application of ITS for PTS integration, control and guidance
 Methods of integration for effective and efficient operation
 Case studies and integration of transport to Airport
 Role of IPT for integration of urban and sub urban areas
 Techno – economic viability and finance
 The urban planners have given more importance to solve vehicle related issues and
resorted to widen the roads at the cost of pedestrian walk ways and their safety. All most
all of us are pedestrians at some time or the other after parking vehicle. By looking at the
number of accidents occurred for pedestrians over the years, one can feel that there is no
value for human lives as almost 40 to 45% of persons killed are pedestrians in road
crashes.
 With the ongoing various infrastructure projects like METRO, MONO RAIL (coming up
shortly), fly overs, ROB’s, RUB’s, Power, water supply etc, almost all the roads are
unsafe to commute. These projects are seen inordinate delay due to various reasons not
only causing huge loss for exchequer but also public safety and convenience along with
delays, congestion and increased number of accidents. Public are totally confused and
find it difficult to use the right of way including footpath for their safe movement.
Bangalore drivers are among the worst drivers in the world and Bangalore earned this
dubious distinction.
 Though the policies of the government are towards solving these issues, but the pace it is
executed mismatch the planning and execution front there by resulting traffic
mismanagement and many investors are moving out of Bangalore in search of good place
where traffic problems are minimum.
 Bangalore is grown over the years as a village to town, town to city, city to metro, metro
to mega and as such roads are not grown in proportions to the growth of population,
buildings, activities and other peripherals. At present the capacity of Bangalore roads can
take not more than 10 to 12 lakh vehicles. Hence there is an acute gap and this gap is
widening rapidly. Roads cannot be widened as it affects the common man by losing their
prime land. Even TDR (Transformation of Development Rights) and FAR will not work
including compensation as people are totally dissatisfied.
 There will be a wide gap between young and old aged drivers and each blame the other
while driving. As per the records available, the accident due to car crash begins to rise
after 60 years and rapidly after 70 years age. As long as older people are active in driving
it is essential to ensure their quality of life rather than banning the driving as it is
imminent. Hence there is a need to develop safety for walking and for mobility rather
than accessibility.
 According to me, now time has come to create a new Bangalore like Delhi, having a fully
equipped facility and infrastructure to be in place in advance before people migrate to
that place i.e., new township should have all basic amenities and facilities and
constructed as people do not bother and indifferent to move out from the crowded and
congested Bangalore.
 In fact, infrastructure is identified as very important key factor for the development of an
urban area which can be sustainable for the years to come. Many of the infrastructure
developments are carried out for back days’ requirements and spending or consuming
large amount of finance. Hence sustainability is the key mantra for the development and
today’s planning and execution of major infrastructure projects must be able to meet the
requirements for the future satisfying the objectives and goals.
 Current traffic and transportation issues in Bangalore are deteriorated due to ongoing
developmental infrastructure projects. Though late, we require multimodal integrated
 sustainable transport policy to solve the ever-growing problem in Bangalore. Metro is
getting delayed, monorail, still it has to be executed, we are losing everyday about 65
lakh rupees due to delay. BRT may be difficult to introduce as the roads are very narrow
and not more than (2+2) lanes.
 Considering the one and only sustainable factor for the growth of an urban area in
particular and state or country as a whole, roads, airports, railways, power, water supply
and urban transport infrastructure like metro, mono, BRT etc., are a must and state
government is looking forward in this direction for implementation. The challenges
include like allocation of funds, mind set of politicians for the growth, their agenda and
priorities, land acquisition, innovative sustainable technologies., will be taken as priority
by the state government.
 Since Karnataka has proposed the bill for the infrastructure development considering the
growing problems that are encountered in Bangalore, Tier – 2, Tier – 3 cities are focused
for the development.
 Bangalore is identified as one of the fastest growing cities in India, Asia as well as in the
world. Hence requires immediate solutions which can be sustainable for about another
20 years. During this period, people cooperation, tolerance, patience is expected.
Amounts required must be released by state as well as central government. Road pricing
is one solution to solve congestion along with strict laws in DL issuance, high garage rent
and parking fees, tax structure etc., can add up to reduce the vehicles on the road and
effective only when mass transport system is improved to satisfactory levels.
 The poor condition of roads particularly during rains, failed pavement structure, absence
of safe pedestrian walkways (even if available, occupied by hawkers & vendors),
congestion, delays, accident prone roads justified by poor road safety index, high
percentage of air & water pollution due to unending construction of Metro & other
infrastructure facilities has resulted in frustration among people on the machinery of the
Governmental agencies.

Private Public Partnership (PPP)

Private Public Partnership (PPP) is most effective model presently followed throughout the
world. It has more transparency in operation as well as in execution. Most of the economic and
financial modes available, PPP sounds a better option because of the above reasons when the
Government is unable to spend or invest for large scale projects when they have other
priorities.Airport projects, road infrastructure projects, Harbor, inland water transportation and
Urban transportation projects can be framed using this mode as it is more transparent in nature
due to its assessment, auditability and accountability. The allocation of funding is also very
important in this mode as most of the times the project duration suffer due to local conditions.
PPP largely suffers due to an effective regulatory authority either independently or monitored or
supervised by the Government agency. Many a times, if the concessionaire/contractor do have
any reasons to back out from the project require hell of a procedure and takes some time years to
remove the former one and initiate new bidding process, appointment of new EPC contractor and
again the other procedure to be adopted. So, due to these reasons many of the projects suffer the
most. As an example, the BMRCL constructed METRO rail, finding it difficult to handle one
particular contractor in the central Bangalore area due to financial non-viability. Due to this, the
project is getting delayed by an year or two. A transparency act must be in place before bidding
which must be free from litigations later covering all statutory regulations.