National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

KEY NOTE ADDRESS

INDIA’S URBAN TRANSPORT: PROSPECTS AND STRATEGIES
Prof. N. Ranganathan1
URBANISATION
India is experiencing demographic transition. From a predominantly rural country, it is tending
towards highly urban. The population, already more than a billion, is estimated to be of the order of
1700 million by 2051. The urban share is forecast to increase from 27.8% (2001) to about 50%. This
would mean an addition of about 500 million urban population in the next two decades. An
interesting feature of Indian urbanisation is the increasing metropolitanisation. Million plus cities are
estimated to increase from 35 (2001) to about 70 by 2021 and nearly 100 by 2051. Class I cities, i.e.
cities / towns with more than 100,000 population are estimated to number 1000 (2051) (300 in 2001).
URBANISATION POLICY
India urgently needs an Urbanisation Policy. The earlier recommendations of the National
Commission on Urbanisation (NCU 1988) need to be thoroughly reviewed and recast in the context of
the changed and changing demographic and socio-economic characteristics, trends and prospects.
Guided urbanisation in terms of size, rate of growth and patterns of distribution which are in tune with
the country’s spatial endowments needs to be adopted. The objective is to plan and promote
economically viable, socially humane and environmentally sustainable cities, which are:
productive
competitive
livable, and
bankable
Urban Transport
Productivity of a city depends on the availability, quality, efficiency and effectiveness of its
infrastructure – physical, social and technological. Cities in India are said to be in crisis due to
absence of and/or obsolescence of their infrastructure systems. Infrastructure development has not
been able to keep pace with the needs due to the accelerated growth of urban areas, high cost of
infrastructure development and increasing resource constraints.
Urban Transport is an important component of the urban infrastructure system. It is a necessary and
critical need to promote productivity, ensure competitiveness and enable sustainability. It is also
important in promoting the quality of life in cities. The NCU has noted that “Urban Transport is the
most important single component instrumental in shaping urban development and urban living”. If
urban areas are engines of growth, Urban Transport is both the prime mover and wheels of that
engine. It is important to appreciate the dimensions of urban travel demand and identify effective
policies and strategies for its planning, development, operation and management (PDOM).
URBAN TRANSPORT DEMAND
Urban transport demand is accelerating. A number of factors contribute. They are: increase in the
number of people, increase in the mobility rate, increase in trip length, increase in consumption
pattern of goods and services and increase in non-destined traffic. While the city population size
doubles in a period of about two decades, the travel demand may increase by 4 to 6 times. These
result in the Red Fox Syndrome – to run faster and faster to remain where you are.
While a correct appreciation of the future levels of travel demand is important to plan the transport
capacity supply system, it is equally important to prudently manage the transport demand side to
maintain reasonable level-of-service.

1
Former Professor of Transport Planning, School of Planning & Architecture, New Delhi
Senior Transport Consultant, Consultancy Engineering Services, New Delhi
 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

ENABLING CONTEXT
While urban transport has been a forgotten and neglected sector all these years, certain changes and
developments hold hopes of systematic attention to and investments in urban transport systems. The
contextual situation is the high growth rate of the economy and its increasing globalisation, calling for
“just in time” (JIT) concept of inventory and resource movements. The other more concrete events
are:
Enunciation of the National Urban Transport Policy by the Government of India
Institution of Jawaharlal Nehru National Urban Renewal Mission (JNNURM)
Establishment of a variety of financial institutions to fund urban infrastructure
Emphasis on Private Sector involvement through Public Private Participation (PPP) route.
NATIONAL URBAN TRANSPORT POLICY
The Government of India has enunciated the National Urban Transport Policy (NUTP). The Policy
Vision recognises people as the focus for all city plans, envisages the cities to become ‘engines of
economic growth’ that power India’s development in the 21st century and endeavours to promote
optimal urban form.
The objectives of NUTP are comprehensive. In main they include integrated land use and transport
planning, equitable allocation of road space, development of integrated multi-modal public mass
transport systems, establishment of effective regulatory and enforcement mechanisms, institutional
reforms for enhanced coordination and management, use of modern technologies like Intelligent
Transport Systems for traffic management, promotion of road safety, reduction of pollution levels
and enhancement of environmental quality, capacity building, resource mobilization including
promoting private sector participation and demonstration of best practices in sustainable urban
transport through pilot projects.
An inadequacy in the NUTP is that it tends to remain a statement of intentions. It lacks a focus. There
is a need to establish benchmarks.
JAWAHARLAL NEHRU NATIONAL URBAN RENEWAL MISSION (JNNURM)
Another landmark initiative is the Jawaharlal Nehru National Urban Renewal Mission (JNNURM)
which aims to ‘encourage reforms and fast track planned development of identified cities’. The
Mission has many objectives which include, amongst others, integrated development of infrastructure
services and ensuring adequate funds to meet the deficiencies in urban infrastructural services. The
JNNURM has proposed substantial assistance to 63 identified cities over the seven year period. It is
envisaged that a total direct involvement of over Rs.55,000 crore would be involved in the seven year
period. Urban Transport including roads, highways, expressways, • The Inverted pyramid
MRTS and metro projects and parking lots on PPP basis are amongst
the sectors eligible for funding under the Mission. Management

Operation
There are also a large number of financial institutions, established to
fund infrastructure development, including urban transport. What is Design & Development
required is identification and detailing of projects which are viable
and are integral parts of the Integrated Plan of the city. Policy & Planning

URBAN TRANSPORT – STATE OF PRACTICE • The pyramid needs to be upright

Urban Transport development includes four distinct aspects, viz.

Management
Planning, Design / Development, Operation and Management
(PDOM). Today the state of practice is in complete disarray, except Operation
in a few big cities. It is absent or highly disintegrated, obsolete,
cursory, uncoordinated, ad hoc and unsatisfactory. The practice may Design& Development

be represented by an inverted pyramid. The base of planning is very Policy& Planning

narrow. Inadequacy in the earlier stage is tried to cover up in the
successive step. Result is that the most visible element is • Urban Transport PDOM (Ranganathan Model)
‘Management’ which tries to cover up the inadequacies of the earlier
 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

stages and is a loser at the start itself. It is important to invert the pyramid and establish the process
on a firm base. Planning needs to be comprehensive. Design/ Development of the different
components of the system need to be in the framework of short, medium and long range plans.
Operation of the system components needs to be integrated. Management needs to take care of
residual exigencies and constraints.
STRATEGIES
The NUTP needs to be implemented through a set of strategies covering important areas of
institutional reforms, integrated planning, transport system management, public mass transport system
and resource mobilisation including private sector participation, fiscal reforms and legal base. Some
important strategies under the above main areas are discussed in the following paras.
Integrated Land Use – Transport Planning
The urbanisation process indicates that urban areas are doubling in size in a period of about two
decades. This provides a great opportunity to plan the development of cities and towns on modern
principles and scientific basis. In the context of urban transport development the urgent need is to
prepare integrated land use – transport plans. In this context a number of strategies need to be
pursued. They are:
Promote coordinated and integrated Land Use-Transport Planning
Promote balanced Urban Land Use
Establish a sound Urban Road Network
Provide adequate land for Infrastructure of Public Mass Transport
Plan PMT Corridor and Reserve and Protect Land
Promote Compact Urban Form and Structure
Rationalise Urban Density Pattern
Promote Corridor Based Urban Development Strategy
Transport System Management Plan
Services of transport system development as per long range plans would be available only after a
period of time. However, the immediate problems of movement within cities needs to be addressed.
Transport System Management (TSM) plans offer good scope in meeting this need on a rational basis.
Every city has a transport system comprising road network and operating systems with certain
inherent capacities. However, the present usage patterns result in under utilization of available
capacities. The movement conflicts also result in reduced safety levels. The TSM Plan endeavours to
optimise capacity utilization of the transport system and maximise safety through low cost traffic
engineering, enforcement and management measures.
The strategy is to encourage, facilitate and enjoin every Urban Local Body ULB), particularly of
metropolitan cities, to prepare and implement Transport System Management (TSM) Plans.

TSM plans should be prepared on an area and/or on corridor basis. The present ad-hoc practice of
spot improvement plans to be discouraged.
TSM plans are more urgent in the central areas of metropolitan cities. These are areas of
concentration of activities and attract a large volume of traffic. As mostly their road network is a
product of historical development, they are inadequate in capacity and unsuitable in pattern. A large
volume of extraneous traffic flows through the central areas. Studies indicate that in Connaught
Place, the modern CBD of New Delhi, nearly 50% of traffic is non-destined. The TSM plan should
address to divert this traffic through reorganisation of the circulation system and pricing.
Cities are experiencing escalating demand of parking, particularly in central areas. A comprehensive
parking policy as part of the TSM plan strategies needs to be formulated.
 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

Presently traffic control system, except in a few cities, is in disarray. The fast growing IT provides an
opportunity to modernise and rationalise traffic control systems.
TSM plans should promote the efficient operation of public mass transport systems by according them
priority of movement along the roads and at intersections. The productivity of the city bus system can
greatly be increased through positive TSM actions.
Demand management is an important component of a TSM plan. Reduction in size of traffic,
redistribution spatially, by modes and by time periods are to be pursued, as necessary, through pricing
and other strategies like staggering of work hours, flexi time etc.
TSM plans need to be holistic in approach, comprehensive in scope and multi-objective in content.
As they essentially are short term in nature, they need to be pursued on a continuous basis. To carry
out this task, the ULBs are to be encouraged to establish Traffic Engineering and Management Units
(TEMUs). To promote this, the GOI (MUD&PA) may extend 100% financial assistance, for a five
year period, to the local body. Such a scheme was implemented by the MOST, GOI, to promote
establishment of Traffic Cells in State PWDs.
The TSM plans are to be prepared by a multi-disciplinary team comprising transport planners, city
planners, traffic engineers, public transport system operators, traffic police and other stake holders.
TSM actions directly and immediately affect all groups – system users, system operators and system
abutters. Public cooperation is essential for the successful implementation of TSM actions. The plans
are to be prepared with active participation of the general public and all stakeholders.
The proposed TEMUs should have the capability to ensure the above requirements.
Public Mass Transport System
The economic vitality of a city is a function of mobility within it. However, the increasing
motorisation and the resulting congestion and immobility is threatening the very role of cities as
generators of economic momentum. It is important to revitalise the cities by promoting less space
consuming modes of transport-walking, cycles and public transport. Public transport systems,
compared to cars, are highly efficient in the use of land space per passenger kilometre served, are
energy conservators, employment generators, less polluters of the environment and more equitable
providers of mobility and accessibility.
The needed strategies are:
Promote High Modal Share of Public Mass Transport
The strategy should promote a rational share of local demand by different modes. It should
specifically endeavour to achieve a higher share by public transport through measures of increasing
availability and quality of public transport systems and service, integrated planning, operation and
management of the multi-modal public transport, rational fare policy, encouragement of innovative
management measures in the provision of PT services, priority measures on the road network for
operation of the bus system, and disincentives for use of private modes.
Promote selection of the most cost-effective and environmentally sustainable Public Transport (PT)
technology.
A large number of technologies are available for selection. The bus system is cost-effective when the
corridor demands are in the range of 10,000 to 15,000 persons per hour per direction (pphpd). With
innovations and priority measures on the road network its potential may be increased upto 20,000
pphpd. The Light Rail Transit System (LRTS) is viable when the corridor demands are in the range
of 25,000-40,000 pphpd. The heavy rail (MRTS) is to be preferred where the corridor loads are in
excess of 40,000 pphpd. The corridor loads would depend on the city size, activity configuration, city
form and structure, transport network pattern and a host of other factors. In a metropolitan city, a
number of corridors will have intensity in all ranges. Hence the need for selecting an optimal multi-
modal public transport system.
 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

As a general guide, the strategic mix, by city size, could be:

Cities of size 10.0 million and above : MRTS + Bus + IPT
5 million to 10 million : MRTS + LRTS + Bus + IPT
3 million to 5 million : LRTS + Bus + IPT
upto 3 million : Bus + IPT
Small Towns : IPT
Promote Growth of Bus System
The growth of urban bus system is constrained by want of funds under public ownership and
restrictive regulation under private sector. Public funds have dried out, as the system is perceived as a
social obligation incurring perpetual losses than as an economic enterprise contributing to the
economic prosperity of the city with a potential for self-sustenance. The private sector is weary of the
high risks in the enterprise due to restrictive policies in terms of routes of operation, imposed fare
structure, transfer of social obligations, excessive competition and high regulation under a variety of
laws. With the organised large business enterprises shying away, the entry is by a large number of
single bus operators with no professional managerial experience.
Encourage, enable and ensure organised private enterprise with capital, expertise and experience to
enter urban public transport sector.
To enable this strategy a number of measures like introduction of competition for the market by
franchising sectors or routes of operation, relaxing restrictive regulatory measures keeping them to the
minimum to ensure public safety, providing flexibility in operation to decide types of service and
levels of tariff, facilitating easy access to finance at low costs, obtaining fiscal concessions, and
enabling coordination with other service providers need to be taken.
Intelligent Transport System
An important and far reaching strategy is to introduce Intelligent Transport System (ITS) technology,
on a large scale in the operation and management of urban bus systems.
Adopt Intelligent Transport System technologies in the operation and management of urban bus
systems and services
The potential of ITS technology in rationalising the bus services to provide priority on road network,
controlling the operations, reducing costs and providing real time information to users is being
appreciated. Introduction of Automated Fare Collection (AFC) System and One Man Operation
(OMO) are potentials for reduction of operating costs and plugging of leakages. They also generate
on-line real time data much useful for system management. However, introduction of ITS needs to be
done with great care and planning. The Central Government may create a special grant to support the
operating agencies to adopt and apply ITS in full scale within the next decade.
Institutional Reforms
Institutional reforms in the sector of urban transport have been identified as the most critical, but
difficult. A large number of strategies, covering a wide range and involving all levels, need to be
implemented. They are:
Accord Constitutional recognition to Urban Transport
Establish an ‘Urban Transport Wing’ as part of the Ministry of Urban Development & Poverty
Alleviation, GOI.
The UT Wing shall be responsible to aid the Ministry to:
formulate National Urban Transport Policy and oversee its implementation
enable inter-sectoral coordination at the national policy and plan formulation stages
 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

establish and operate Urban Transport Development Fund

identify and select appropriate Urban Transport Technology and promote their indigenous
development and operation
prescribe standards
promote preparation of guides and manuals for urban transport planning, development and
operation.
draft central laws related to urban transport
frame rules and regulations
promote research and development
promote education and training
design, install, maintain and disseminate National Urban Transport Information System
promote introduction and adoption of newly developing Intelligent Transport System Technology
in Urban Transport
advocate the interest of Urban Transport
Promote establishment of Urban Transport Departments at the State Level
Similar type of institutional arrangements at the state government secretariat level also needs to be
made.
Promote constitution of city level Unified Transport Authorities in all metropolitan cities.
The functions of an UMTA are to:
formulate city level transport policy in the framework of national/state policies
co-ordinate with city Planning Authority in the preparation of City Master/Development Plan
providing professional inputs as related to city transport sector
prepare integrated multi-modal transport plan
mobilize resources and allocate to the different components of the transport system on a rational
equitable and transparent basis
manage city Transport Development Fund
facilitate participation of private sector
formulate fare policy for the integrated public transport system and function as Tariff Regulatory
Authority
prepare Transport System Management Plans on an area or corridor basis and facilitate their
implementation
promote technological modernization
maintain and disseminate city level urban transport information system
co-ordinate the working of all the component participant agencies
Presently UMTAs are being set-up in some cities. Their effectiveness needs to be assessed. Form
should not be at the cost of substance.
Promote Setting up of Traffic Engineering and Management Units in Urban Local Bodies
Different Urban Local Bodies (ULB) in India exhibit different levels of initiative in the transport
sector of their cities. Particularly all are involved in the construction of roads and their maintenance.
Some ULBs operate the city bus system (Mumbai, Pune, Ahmedabad, etc.) Only a few are actively
involved in transport system management.
The ULBs suffer from resource constraints and professional capacity to take up full responsibility for
urban transport. The 74th amendment of the Constitution enjoins higher responsibilities for ULBs.
A major inadequacy in the structure of ULBs is the absence of suitable organisational structure,
personnel and logistics to take up responsibility for their transport system on a large scale.
The ULBs, of all metropolitan cities in the first instance, need to be encouraged to establish Traffic
Engineering and Management Unit (TEMUs) with defined functional responsibility. They should
prepare City Transport Plans and Transport Management Plans. They should take responsibility for
 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

preparation of action plans and projects and their implementation. Traffic Management in terms of
traffic engineering, design, installation and maintenance of traffic control systems, signs, lane
markings, formulation of parking policy and planning and management of parking facilities, are some
of the important functions to be carried out by the TEMUs, on a day to day basis. They are critical
components in the development of urban transport.
To promote establishment of TEMUs, the Central Government, in participation with the State
Government, may provide 100% financial assistance, for the first five years.
Funding Urban Transport
Urban Transport is a major resource consummant. With the accelerated growth of urban areas and
exponential increase in travel demand, the need for high capacity, high cost transport systems is
becoming critical, particularly in metropolitan cities, to maintain the desired level of service and other
mobility objectives. Traditionally urban transport has been considered as the responsibility of the
public sector, though in a large number of towns and cities private sector is predominant in providing
transport service by buses and other modes. However, in recent times the investment by public sector
has been drying up and participation by private sector has not been encouraging. There is a need to
promote strategies to enable larger flows of resources into urban transport. A number of enabling
strategies need to be assiduously followed.
Make plan provisions and budget allocations to Urban Transport on a rational, proportionate
and consistent basis at all levels of governance.
Raise resources through innovation and non-conventional methods.
Establish Urban Transport Development Funds
Facilitate and promote private sector investments into urban transport.
Establish rational user charges
Integrate with other non-fare revenue earning activities
Extend Fiscal Incentives
Legal Framework
For the successful implementation of any plan or programme, statutory support is essential. The law
provides identification and establishes responsibility, jurisdiction and accountability. It enables to
resolve disputes. Most important it eliminates adhocism and promotes continuity of thought.
Presently there is no comprehensive statute covering all aspects of urban transport. A large number of
statutes govern different aspects.
This has resulted in the distribution of functional responsibilities amongst a large number of
organisations resulting in multi agencies and acute problems of coordination.
Draft and Adopt Comprehensive Urban Transport Act.
The proposed Urban Transport Act (UTA) should clearly define the responsibility and jurisdiction of
the three levels of governance – centre, state and ULBs. It should cover all aspects of policy, long
range planning, system management, resource mobilization, organisational restructuring, setting up of
City Transport Authorities, standards for planning, operation and safety, construction, framework for
dispute settlements, facilitation for private sector participation through BOT, BOO, BOLT, etc.
formation of special purpose vehicles, participation by stakeholders in plan and other decision making
and other necessary provisions. As a strategy, the MoUD, GOI may arrange to draft a model Urban
Transport Act. The State Governments may adopt the model Act with necessary modifications as
suits their needs and requirements.
The suggested Urban Transport Act should be drafted in the framework and spirit of 74th Amendment
of the Constitution, devolving functional responsibility on to the local bodies (ULBs).
Institute of Urban Transport, India, may be entrusted with task of drafting the proposed model Act.
 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

Education and Training

Institutional capacity building to meet the large and diverse needs of skills, at all levels, both in public
and private sector, is critical for the successful implementation of the policies and strategies.
Presently the education and training facilities are few and are not specifically designed to meet the
needs of urban transport. It is important to assess the needs and numbers at different levels and
promote education and training facilities and programmes to build capacity.
The MoUD, GOI may set up a Task Force to identify the needed education and skills, estimate the
number of personnel required at different levels over the next two decades, identify existing
institutions which can offer the programmes and identify establishment of new institutions as may be
necessary.
The GOI may establish a National Urban Transport Management Institute (NUTMI) to educate and
train policy makers and urban transport system planners and managers. The NUTMI may be
established as a joint venture of GOI (MOUD&PA), State Governments, Automobile Industry
(AIAM) and other major stakeholders.
The GOI may provide generous grants to existing institutions of learning in this area to design and
offer specialised education and training programmes on a continuous basis.
Non-Motorized Modes
Non-motorized modes – walk, cycles, cycle-rickshaw – play a major role in enabling mobility in
Indian cities and towns. Nearly 30-40% of person trips generated in cities are by walk. Cycles and
cycle-rickshaws are the main mode in a large number of cities.
The NMTs play multiple role in urban transport system. In cities with poorly developed public
transport, they are the main basic mode. In others they perform a variety of roles such as:
basic service in central areas and peripheral areas;
supplementary along high demand routes; and
complementary, as feeder, to PT system
Presently urban transport planning and management in India is not favourable to the needs and safety
of NMTs. There is a policy vacuum and a benign neglect. They are more suffered as generators of
employment than appreciated as providers of transport service. The NMTs also suffer from
technological obsolescence. On urban roads NMTs are unreliable and unsafe. NMTs also suffer from
over regulation and harassment.
There is a need for a change in attitude and a positive initiative to promote use and operation of
NMTs. The NUTP should specifically recognize the role of NMTs in urban transport and mandate
explicit provisions in City Transport Plans and Management Plans for their safe operation. A set of
strategies that need to be adopted are:
Urban Transport Planning process should incorporate NMTs as major components of the multi-
modal system; assess their needs, identify problems and constraints and plan and allocate due
share of resources for their operation.
Traffic Management Plans to promote safe use and convenient operation of NMTs by allocating
areas of operation and due share of road capacity, segregating the NMTs movement from
motorized vehicle movements, providing exclusive phase at signals to increase their safety,
earmarking parking spaces and such other enabling measures.
The legal and administrative restrictions for the free entry of NMTs like cycle rickshaws should
be removed and positive measures to facilitate entry and operation in areas where they are best
suited be introduced.
Dedicated institutional finances for NMTs be established and access to such finances, at low rates,
in an easy and transparent manner be enabled.
Research and development efforts be funded to upgrade the technology of NMTs.
Critical safety components of a NMT be mandated to be incorporated by the industry at the
manufacturing stage itself.
 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

Special training programmes be carried out to upgrade the skills of NMT operator like the cycle
rickshaw puller to enable him to increase his income. The NGOs be associated in this task.
In association with NGOs, women in slums and other poorer sections may be trained and
encouraged to use bicycles to improve their access to opportunities (saving time, costs and energy
as compared to walking) and increase their income.
Urban Transport and Urban Poverty Alleviation
Urban Transport can play an important role in alleviating urban poverty. A good and affordable urban
transport system would enable access of the poor to economic opportunities. This is important as
mostly the poor live in, or are pushed out to, peripheral areas. Urban Transport is a major
employment generator, both direct and indirect. Promotion of non-motorised modes as integral
components of urban transport systems would improve mobility of the poor at lower cost of travel.
They also, as in case of cycle rickshaw pullers, provide income. Improvement of roads and public
transport service to areas where poor live would improve their mobility. Easy access to loans at low
interest rates, to own and use or operate modes like cycles, cycle rickshaws or cycle rickshaw trolleys
(for carrying goods) would increase their income levels.
The identified strategies are:
Promote, develop and operate an efficient, effective urban transport system providing accessibility
on an equitable and affordable basis, which enhances the economic efficiency, productivity and
GDP of the city, income levels of all its people in general and the poor in particular.
Develop roads providing access to areas where poor live to facilitate their access to opportunities.
Improve the availability and quality of service of public transport to areas where poor live
including concessions in fare specially targeted (like monthly passes at lower rates to identified
people BPL).
Promote and facilitate the convenience and safe use and operation of modes like cycles and cycle
rickshaws, which the poor normally use.
Improve access of poor to capital (bank and institutional loans), to enable them to buy, own and
operate modes like cycle rickshaws, cycle rickshaw trolleys (goods), etc. to earn and retain higher
levels of income.
Improve the design and efficiency of modes like cycles, cycle rickshaws (weight, energy
requirements per unit output, etc.) to enable conservation of energy and higher productivity and
income.
Train the poor in skills related to maintenance and operation of urban transport systems so that
their employment opportunities increase. Associate the relevant and active NGOs in this task.
Offer cycles, under specially designed poverty alleviation programme, to the identified people
below poverty line, to improve their access to work and increase their income.
Encourage, train and promote use of cycles by poor women to improve their mobility. Associate
NGOs in this strategy.
Urban Goods Movement
Urban areas are centres of production and consumption of goods and services. A high intensity of
goods traffic move from, into, within and through urban areas.
Efficient movement of goods in urban areas is important for their economic efficiency, productivity
and competitiveness. The present state-of-art of urban transport planning is extremely biased towards
appreciating the needs and enabling efficient movement of passenger traffic. There is very peripheral
attention to goods traffic. On the other hand, traffic management measures are mostly antagonistic to
goods movement. Goods traffic is perceived as causing congestion, pollution and accidents. With the
wholesale markets mainly concentrated in central areas, goods traffic is denied entry during day hours
adversely affecting the productivity of the trucks and increasing the price of goods. The city Master
Plans try to address the needs of goods through a strategy of relocating the wholesale markets at the
urban edge. The basic objective tends to reduce congestion in the central areas and provide adequate
land for expansion. However, the plans fail to appreciate the backward and forward linkages the
 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

activity has developed over a period of time. The result is that there is severe resistance for
relocating.
Considering the importance of goods movement, a number of strategies need to be formulated and
implemented. They are:
Promote better understanding of the characteristics and needs of goods movement in urban areas
and for this purpose, support research studies on an extensive basis.
Avoid shifting/relocation of wholesale markets by individual commodity basis. Instead develop
Integrated Freight Complexes as multi-commodity, multi-use complexes. Locate IFC’s at
appropriate location, with adequate land/allocation supported by infrastructure facilities.
Provide a package of incentives for the activities to shift from central areas and relocate in the
IFCs.
Encourage and facilitate private sector to develop, operate and manage the goods terminal
complexes (IFCs). A number of complexes of an IFC can be unbundled and assigned to different
parties who are best fit to provide the service.
Reorient TSM plans from a negative approach of restriction of goods movement to a positive one
of rationalisation and facilitation.
Urban Transport Information System
All decisions in urban transport PDOM need to be knowledge based. A rational information system
support is necessary at all levels of decision and action. Presently, in the area of urban transport, the
state-of-art is constrained by the absence of a comprehensive database and information system. Most
of the time decisions are ad-hoc based on personal perceptions than on hard facts. The recommended
strategies are:
Establish National Urban Transport Information System (NUTIS)
An urgent need is to establish Urban Transport Information Systems at the National, State and City
Levels, each linked with each other. The GOI, should mount a special programme under central
assistance in association with the state governments and urban local bodies to establish the
information system. In the first instance, all cities that are expected to be metropolitan by 2001, may
be covered.
Identify a Nodal Agency to design, maintain, retrieve and disseminate information. The Institute
of Urban Transport (India) may be identified as the nodal agency on behalf of GOI to design,
establish and operate the NUTIS. Dissemination, on a regular basis, through various forms, to be
carried out.
Conduct Urban Traffic and Travel Surveys every five years.
A National Task Force/Steering Committee may be set up to oversee the design and conduct of the
surveys and dissemination of the information.
CONCLUSIONS
The coming decade may well be called as Urban Transport Decade. There is interest in promoting
urban transport systems. Money does not seem to be a constraint. In fact, money is chasing good
projects. Professionals with knowledge, skill and experience are in short supply. Institutional
framework is either absent or weak. Coordination is missing. Enunciation of NUTP is a good step.
However, it needs to be reviewed and supported by selection and implementation of appropriate
strategies. A comprehensive package of strategies needs to be formulated and implemented to put
urban transport planning, development, operation and management on the fast track.
 CONTENTS

S. Title of the Paper/ Name of Author Page

No. No.
1 Integrated Urban Multimodal Mass Transit System for Sustainable Development
S. L. Dhingra 1

2 Innovative Planning and Development of a Viable Public Transport System

Prof. Jagjit Singh Ghuman 10
3 Sustainable Traffic and Transportation Planning for an Emerging Metropolis - A Case of
Mysore City 17
Prof. N. Narayana Sastry
4 Policy Options for Urban Transportation-Indian Context
Prof. Sarup Singh Minhas 23

5 Redefining Strategies for Sustainable Urban Transportation

J. K. Gupta 26
6 Urban Form - Transport Patterns in Indian Cities and Emerging Policy Implications
Dr. Sanjay Gupta 33

7 Guide Lines for Regional Transportation for Punjab

Prof. Manjit Singh 40

8 State Transport Network Plan –A Case of Himachal Pradesh

A.R. Sankhyan 45
9 Challenges of Integrating Metro Rail in Limited Space- Case Study of Pune
Prof. Pratap Raval and Bhakti Chitale 51

10 Study on Dynamic Passenger Car Units for Urban Arterials

Prabhat Paul and P. K. Sarkar 62
11 Comprehensive Mobility- A Central Theme for System Approach to Urban Transport
Planning 70
P. K. Sarkar
12 Development of Major Highways & Internal Roads through Self – Financing Urban
Development – Ludhiana Case Study 81
H.S. Bhogal
13 Elevated Road in the Historic Walled City of Amritsar: Blessing or Bane
Balvinder Singh 88

14 Impact of Changing Landuse on Transportation System

Parag Govardhan Narkhede and Medha Gokhale 93
15 Landuse-Transport Integration – Issues & Strategies in Gurgaon
Prerna Redhu 100

16 Transportation Responsive Land-Use Planning- Ajmer, India

Navneet Munoth and R. K. Jain 105
17 Transit Oriented Development: An Integrated Land Use & Transportation Alternative for
Sustainable Development 114
Aruna S. Reddi, Dr. Subrata Chattopadhyaya and Dr. Taraknath Mazumder
18 A Study of Traffic Characteristics of Railway Over Bridge on Nh–64 in Rajpura, Punjab
Er. Arun Goel and Dr. Tripta Goyal 119
19 Investigating the Use and Users’ Perception of the Foot Over Bridges in Pune
Dr. Abhijit S. Natu, Ar. Parag G. Narkhede and Neha S. Unawane 125

20 Planning for Multi Modal Public Transport as Attractive Mode and Sustainable Lifeline
Pawan Kumar, S. Y. Kulkarni and M. Parida 128
21 Innovative Approach to Ameliorate Public Tranport System in Chandigarh
Pooja Sharma 133

22 Control and Protection of Highways: Scenario in Pune City, Maharashtra

Medha Gokhale 137

23 Need for Optimisation of Public Transport through a Unified Public Transport Authority - A
Case Study of Kolkata 147
Arjun Joshi, Jaydatt Vaishnav and Anal Vaishnav
24 Urban Transport Strategies – Options of Finance in Small and Medium Towns
Harpreet Singh Arora 153

25 Traffic System Management Plan for Jandiala Guru

Amolak Singh 160

26 Sustainable Transportation in India- with Special Reference to Chandigarh

Archana Chaudhary 166

27 Intelligent Transport Systems (ITS) - a Tool for the Urban Transport Planner
Chetan R. Patel and Nikunj B. Shah 173
28 Traffic Calming: an Element in Sustainable Urban Transportation
Dhanashree S. Upadhye and B. V. Kolatkar 179
29 Environmental Assessment and Improvement Plan for R.D.Burman Marg, Ghaziabad
Ar. Jasmine Kaur 186

23 Modernization of Delhi Airport

Gursharan Jeet Kaur 197

31 Changing Scenario of Traffic in Highly Urbanized Districts of Punjab and Essential

Concern for Future Planning 213
Ar. Avinash Singh and Ar. Pinto Emerson
32 Urban Land Use and Transportation Planning
Manav Jain 220

33 A Review of Transport System in India

Aseem Misra 224
34 Scope of Transport System Management Measures
Yash Sachdeva 227

35 Impact of Density on Road Network

237
Dr. S. N. Misra
 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

INTEGRATED URBAN MULTIMODAL MASS TRANSIT SYSTEM FOR

SUSTAINABLE DEVELOPMENT

S. L. Dhingra1
INTRODUCTION
The combination of rapid urbanization and motorization has been a key cause of numerous transport
problems in developing cities in Asia. It has resulted in deterioration in accessibility, service levels,
safety, comfort, operational efficiency, and the urban environment. Developing countries like India,
where urbanization and motorization trends are on the increase, mass transit systems like commuter
rails and bus transportation are mostly unavoidable. The urban sprawl and limited mobility of vehicle
in cities has resulted in congestion and delays, environmental pollution and safety concerns.
Urbanization trends in India (Table 1) show the magnitude of the problem that transportation sector
faces due to rapid urbanization of India.
Table1: Urbanization trends in India [5]
Census Year Number of Urban Population Level of Urbanization
UAs/Towns (in millions) %
1901 1827 25.85 10.84
1911 1815 25.20 10.29
1921 1949 28.08 11.18
1931 2072 33.45 11.99
1941 2250 44.15 13.86
1951 2843 62.44 17.29
1961 2365 78.93 17.57
1971 2590 109.11 19.91
1981 3378 159.46 23.34
1991 3368 217.71 25.72
While technical solutions that reduce the impact of individual journeys have a place, it is unlikely that
they alone can reduce the impact of transport to a sustainable level. Only the development of highly
integrated strategies has the potential to improve sustainability. An integrated transportation strategy
is most needed so that various modes of transport work together and efficiently to facilitate the
sustainable transportation by supporting the system of conveying people & goods, which has ability to
bear the traffic volume for long time both quantitatively & qualitatively. Any such integration requires
policy linkages and working horizontally across various transportation departments and authorities
since implementation deficits results from the lack of integration, divergent objectives and lack of fit
between different administrative policy areas. Their needs to be a horizontal integration of public
policies and their delivery by the concerned public and private institutions and also a vertical
integration of policies between different tiers of government. Sustainability issues can be a key driver
for such integration as it concerns social, economic and environmental issues.
This paper explores the meaning of Integrated Transport and considers whether such strategies will
contribute to sustainability. Various parameters required for the integration have been looked into
with respect to the case study of Mumbai. It also examines the sustainable development concept and
the relationship between integration and sustainability.
\SUSTAINABLE DEVELOPMENT CONCEPT
Sustainable Development means, “meeting the needs of the present without compromising the ability
of future generations to meet their own needs” [4] or promoting stewardship of our planet so that our
activities do not degrade our children’s future. Our transportation decisions and investments today

1
Professor, Department of Civil Engineering, Indian Institute of Technology, Bombay

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 Nationnal Seminar on Sustainable Liffelines: Transportation Planniing and Managgement, 12-13 March
M 2010

should expand,
e andd not limit to
t the econoomic, ecolog gical, and soocial choicess available tot future
generations. An Inteegrated Transsport Strategyy has the pottential to deliver a more ssustainable pattern
p of
transporrt. Sustainable transportaation system
ms are Suppo ortive systemm of conveyiing people & goods,
which has ability to bear
b the traffffic volume for
fo long time both quantittatively & quualitatively.
A move towards susstainability iss indicated by
b smoother traffic flow and reducedd congestion,, reduced
delay annd increasedd efficiency, reduced fueel consumptiion and emisssions, improoved highwaay safety
and incrrease in the use
u of public transport.
Compon
nents of Susstainable Grrowth
Transpoort infrastructture and lannd use planniing are the core
c componnents of susttainable deveelopment
concept.. Various commponents off sustainable growth are:
Environmental compponent: Envvironmental impact
i assesssment should be done for all transpportation
projects. Environmeent should noot be jeoparddized in the process of achieving
a susstainable gro
owth. Air
pollutionn and fuel coonsumption are
a indicatorss of the envirronmental coomponent.
mic componennt: Investmeent and returnns from the transportatioon infrastructture are indiicators of
Econom
economiic componennt of sustainaable growth.
Politicall and demoggraphic compponent: Lannd use planning and poliicies are dicttated by the political
and demmographic concerns. Priciing and regullation laws are
a also depenndent on pollitical concerrns.
Social component: Health
H impliccations of susstainable gro
owth are a major social cooncern and should
s be
addresseed to.
POLICY
Y MEASUR
RES FOR SU
USTAINAB
BLE DEVEL
LOPMENT
SPARTACU US system off planning
Environmenntal Impact Assessment
A (EEIA)
Intelligent Transportatio
T n Systems (IITS)
Alternative fuels
f and eleectric vehiclees
SPART
TACUS Systeem
SPARTA ACUS standds for System for Plannning and Research inn Towns annd Cities fo or Urban
Sustainaability. This project
p has been fundedd by the Eu mmission annd tested in Helsinki
uropean Com
(Finlandd), Bilbao (SSpain) and Naples
N (Italy)). SPARTAC CUS
essentiallly adds enviironmental and
a societal parameters
p in
n the
old systtem. SPART TACUS system takes innto consideraation
environmmental indiicators succh as air pollution and
consumpption of natuural resourcees as well as social indicaators
like heaalth, equity and opportuunities. Econnomic indicaators
are also considered ini the SPART TACUS systtem.
Environ
nmental Imp
pact Assessm
ment (EIA)
EIA needs to be done
d at bothh the macroo and the micro
m
level liike the secctoral level, programm matic level for
replicabble projectss as well ass project levvel. The major
m
impact of any consstruction or operation is i on the traavel,
econommy, society and the environmennt or ecolo ogy.
Some EIA relateed issues during anyy construcction Fig. 1 SPARTA ACUS Systemm[6]
project are cutting of trees, draainage of wastewater
w from
fr
construction activiities, disposal of excaavated soil,, air and noise
n polluttion caused
d by the
machinery and trafffic diversioons. EIA isssues during operation are
a regular aand emergen ncy air-
exhaustt facilities, fire prootection meeasures, eassy and efficcient mob-ddispersal faacilities,

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 Nationnal Seminar on Sustainable Liffelines: Transportation Planniing and Managgement, 12-13 March
M 2010

safety of passenggers includding emerggency evaccuation meeasures and ventilation and

illuminaation facilitties in case of
o power faailure.
Intelligeent Transpoortation Systtems (ITS)
The appplication of modern
m compputer and com
mmunication n technologiees to improvee safety, mobbility, air
quality and
a productiivity of persoonal and com mmercial travvel are the key
k aspects oof ITS. ITS combines
c
telecomm nd electronicss technologyy to provide real-time
munications,, informationn technologyy, sensors an
data andd traffic inforrmation. Majjor components of ITS is:
Informaation Technoology
Geoographical Information Syystem (GIS)
Globbal Positioniing System (G GPS)
Elecctronic Data Interchange (EDI)
Mobbile Communnications (M MC)
Media and
a System
Digiital Maps
Smaart Cards
Commputers and Sensors
S
Raddio Frequencyy Identifiers
Elecctronic Toll Collection
C (E
ETC)
ITS commprises surveeillance systeem for trafficc detection using
u Inductivve Loop Dettection Systeem, Close
Circuit Television
T (C
CCTV), Widde Area Videeo Detection System and Infrared Lasser Detection n System.
Traffic Signal
S Contrrol, Incident and Emergeency Manageement, Electtronic Toll C Collection, Real
R Time
Travelerr Informatioon and Autoomatic Vehiicle Location n are some key aspectts of an ITS. Some
examplees of ITS aree Smart Roaad Project (V VTI), Smart Vehicles (G Germany), RRail-cum-road d service
coordinaation (Toronto, Asiad ’822), Mumbai--Pune Expresssway, Sky Bus B and Smaart registratio on (RTO,
Mumbaii).
Alternaative Fuels and Electric Vehicles
Alternattive fuels aree derived from non crudee oil resourcees. This incluudes all vehicular fuel other than
petrol annd diesel likee Compresseed Natural Gas
G (CNG), methanol,
m bioo-diesel, hydrrogen and ellectricity.
Alternattive fuels aree important for
f the reason of cost efffective reducction in harmmful emission ns, better
environm ment and redduced health risks.
Compreessed Naturaal Gas (CNG)
G)
CNG is a fossil fuell that is com
mpressed for use
u as transp portation fueel. This reduces volume to obtain
proper operating
o rannge. CNG haas a good occtane value which
w makess it a good sspark ignitio on engine
fuel. Usee of CNG haas its disadvaantages (Table 2) too as it
i is difficult to store at suub zero temp
peratures,
contribuutes to globaal warming when
w released in atmossphere and hurts
h vehiclee acceleration due to
heavy weight.
w
Tabble 2: Compaarison of CNG and Dieseel [8]

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

Bio-Diesel
Bio-Diesel is the transesterfied vegetable oil derived from oils of plants & animals having similar
characteristics as diesel fuels but biodegradable and devoid of sulphur and low in emissions. It is
derived from plant sources such as Mahua, Jatropha, Neem, and Castor etc. With India’s growing oil
import bill, cultivation and use of bio-diesel needs to be increased. It is expected that Chattisgarh
alone will cultivate 20 million tones of bio-diesel by 2005.
Methanol and Ethanol
Methanol is produced from coal and natural gas and is made either by steam formation of natural gas
or municipal waste. It has high octane value and higher compression ratio and thermal efficiency. It
has lower energy density and may cause corrosion in metal [7].
Ethanol is produced using fermentation technology with sugarcane being the major manufacturing
source. It results in reduced emission of NOx, CO, smoke and suspended particulate matters. It is
either blended with petrol or used as a replacement and has a high octane rating. It produces aldehyde
that leads to formation of ozone at the ground level and is difficult to handle, as it is soluble in water
[7].
Battery Powered Electric Vehicle
These vehicles are smokeless, noiseless and oil free and have low maintenance costs with recurring
savings of petrol and diesel. It helps in keeping environment clean and is ideally suited as public
transport in congested areas, hospitals, schools, and places of historic importance.
INTEGRATION FOR SUSTAINABLE DEVELOPMENT
Integrated transportation strategy is needed so that various modes of transport work together
efficiently to facilitate the sustainable transportation by supporting the system of conveying people &
goods. It should have the ability to bear the traffic volume for long time both quantitatively &
qualitatively.
Integration means speedy, convenient and economical connection of various modes to make up
complete journeys for passengers from origin to final destination. Improved integration between the
public transport modes helps people to move around easily and reduces the costs and inconveniences
of travel. Thus a coordinated integration of different modes brings about reduced congestion on the
road, convenience to commuters, efficiency and cost effectiveness.
System integration is essentially a management technique applied to a group of functions that are
currently being administered independently, but are highly interdependent and could be managed
more effectively by being treated as interrelated parts of a single system. Transportation systems do
usually begin from an integrated platform but they tend to evolve over time as the need arises.
The objectives of the transit integration process include:
Operate all the diverse publicly and privately owned services as though they were parts of a
single, area wide transit system.
Eliminate wasteful duplications and extend the availability of service.
Benefit from combined planning, purchasing and marketing efforts and joint use of facilities.
Enable the transit user to travel anywhere in the community on a single fare, transferring
efficiently and comfortably between different modes and services.
Levels of Integration
System integration occurs at the institutional, operational and physical levels.
Institutional Integration
Four types of organizational arrangements for implementing transit integration are normally
considered which are:

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

Tariff associations: These are limited to contracts on joint tariffs and the distribution of jointly
collected revenues. Associations are suitable only in situations where the partners do not compete and
share no territory but rather make end-to-end connections.
Transit communities: These not only bind themselves to a common tariff but also coordinate routes
and schedules, and if appropriate, pool or exchange some rolling stock.
Transit federations: A formal federated agency is established which is delegated with certain powers
related to planning, tariffs, revenue distribution, and so on.
Mergers: Companies whole or in part are merged to form one firm, within which the companies either
operate as subsidiaries or lose their identity altogether. Of the several organizational alternatives
merger appears to be the most effective in achieving a high degree of transit integration. A single
authority performs more efficiently and with greater flexibility than are associations of essentially
independent public and private transit operators.
Operational Integration
The techniques of operational integration include:
Rationalization of redundant services: Wasteful duplication of transit service by competing systems is
eliminated and resources are redeployed to reduce headways on existing routes and extend services
into new areas.
Matching modes to service requirements: High-capacity, long haul modes, such as commuter rail,
rapid rail transit etc. are utilized on major high density corridors while demand responsive services are
provided in low density areas.
Unification of the fare structure: A single, area wide fare structure is established that permits riders to
purchase one ticket at the beginning of the trip and transfer freely between all modes within the
system.
Fare discounts: Reduced fares are offered to subsidize travel for selected socioeconomic groups such
as the elderly; encourage off-peak use of transit through discounts for travel before or after commuter
hours and simplify fare purchasing procedures for regular transit users through weekly or monthly
passes.
Coordinated public information systems: Information on routes, schedules, fares, and transfer points
for all transit modes throughout the area is provided by a centralized source.
Reserved bus lanes and streets: Restricting use of designated lanes to buses helps in inhibiting
automobile travel along freeways besides improving the reliability and speed of bus transit making
public transport attractive mode of urban travel.
Parking controls: Transit rider ship can also be promoted by controls that reduce the number of
available parking spaces or increase costs of parking. Eliminating on-street parking along heavily
traveled CBD streets permit all vehicles including transit to move more freely.
Changes of Work Schedules: Techniques of spreading peak demands for both roadway and transit
resources include staggering work hours.
Integration of Timetables: The timetables of different modes of transport must be integrated. The
services for railways tend to be less frequent than the buses. So it is important for proper integration
of timetables for various modes to reduce the passenger waiting time.
Physical Integration
Intermodal terminals: Intermodal terminals facilitate Transfer between modes of transit service. The
most highly developed of these facilities accommodate commuter rail lines, rail rapid transit lines,
light rail and streetcar lines, and bus services, with facilities for transfer from dial-a-ride or circulation

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

feeder services or taxis. Parking accommodations are provided to encourage park-and-ride travel, and
loading areas permit passengers to be dropped off by car.
Transit shelters: These range from simple weather-protection structures on surface transit routes to
“mini terminals” at important stops and transfer points. The more complex facilities may provide
automatic ticket vending machines, locator maps, posted routes and schedules.
Route, schedule and vehicle identification: Standardized identification symbols and display
techniques are adopted by all modes and services. Stops are clearly marked with route numbers of
transit vehicles that can be boarded at those points and departure times are indicated.
Park-and-ride facilities: Drivers are encouraged to leave their cars and complete their trips on public
transit by providing parking accommodations at outlying transit stops. Parking may be free or at a
minimal charge and can be included in the system wide transit fare at suburban locations in order to
reduce the number of private vehicles using freeways and arterial systems as well as driving into
CBD.
Pedestrian facilities: For the successful functioning of public transportation systems, the comfort and
safety of pedestrian movement is vital. Grade-separated “skyways” or underground passageways,
escalators encourage walking, and moving sidewalks that protect the pedestrians from direct contact
with moving vehicles.
PARAMETERS REQUIRED FOR EFFICIENT INTEGRATION
Information: Availability of comprehensive and real time information before the journey, at the start
of the journey and during it to increase attractiveness of multi-modal journeys
Local Transport Forums: Benefits of integration of varying transport modes can be recognized by
these forums that may also provide a very effective mechanism to focus spending of funds and also
enable effective consultation among the different transport groups
Routing and Scheduling of Transit Network: Planning of route network and operational planning of
schedules is done by modeling which is most important phase of integrated urban mass transit
network planning in a large urban area.
Using the potential demand for public transport the feeder routes are developed. The feeder routes
should satisfy the maximum demand and at the same time travel time must be within the acceptable
limits.
For the co-coordinated scheduling, on the above developed feeder routes, various modes like
Schedule Optimization Model can be used. The objective function for the Schedule Optimization
Model is taken as the minimization of distance traveled by public buses (operator cost) and transfer
time between bus and train (User Cost).
PROBLEMS IN PUBLIC TRANSPORT INTEGRATION
The planning and evaluation of many mass transit projects presume that there will be effective modal
integration, including the creation of appropriate interchange facilities and bus service restructuring.
There are two main problems in this respect.
First, it may take many years for the posited restructuring to take place. There are a number of reasons
for this.
Fragmentation of operational responsibility between modes (and in the case of bus systems,
within the mode) means that there is no initial institutional responsibility for providing
appropriate interchange.
Jurisdictional fragmentation often accentuates this, with responsibility for rail-based modes
resting with state or central governments but responsibility for buses resting with the
municipality.

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

Bus services are often regulated by agencies that operate largely independently of other transport
institutions.
Bus operators, who are often a powerful political lobby, may resist the reduction in their overall
market share.
Restructuring of the formal bus services, if not clearly seen as beneficial by the vast majority of
passengers, may be undermined by the emergence of informal Para transit services retaining
direct point-to-point connections on a “many-to-many” (from many origins to many destinations)
basis.
Second main problem is that, even if the institutional arrangements are conducive to an organized
physical restructuring, it may not be seen as politically or socially feasible because of its effects on
some disadvantaged groups. Restructuring of bus services to feed rail stations increases the number of
interchanges, imposing both interchange time penalties and fare penalties where there is no integrated
fare system. In order to overcome this impediment, attempts to develop physically integrated systems
in major Brazilian cities have been accompanied by integration of fares and careful attention to fare
structures to avoid adverse distributional consequences The key to effective modal integration is the
existence of a strong regional coordination authority backed by the different levels of government.
CASE STUDY – MUMBAI
The Urban transport in Mumbai is based on suburban trains, BEST, taxis, three wheelers & private
vehicles. Due to heavy increase of commuters and lack of co-ordination between BEST buses and
suburban railways system considerable growth in intermediate and private transport has taken place.
Bombay Suburban Train Service (BSTS) accounts for more than 20 % of passengers’ traffic carried
by entire Indian Railway system. In peak hours, there are about 4500 to 5400 passengers on a train
against the capacity 1750.
Limited road space and heavy growth in traffic has resulted into traffic congestion, reduced travel
speed and poor level of service. Co-coordinating the two systems so that both work as complementary
to each other instead of competing can enhance the efficiency of suburban trains and public buses.
Due to lack of co-ordination Large no of commuters are forced to walk for longer distances also from
railway stations to their destinations. It has also led to very high individuals’ travel time and out of
vehicle time that further leads to commuter dissatisfaction.
In the proposed integration different modes of transport are to be integrated. These include the
existing modes of travel and some new proposed modes.
Twin railway corridor (WR & CR)
Proposed Metro Railway corridor
Existing BEST bus routes
Proposed High Capacity Bus system
New concept of Sky Bus /LRT
Environment friendly Battery Powered Electrical Vehicles
Electric Trolley Bus
Advantages of Integration
The proposed integration of various modes of transport has many advantages. Integration as an
experimental basis is proposed such that the pollution and travel cost can be minimized and comfort
and convenience can be maximized. Coordination between BEST buses & suburban railway system
will ensure a well-integrated system that will take care of entire journey of commuters. The transfer
time at railway stations will be reduced and a shift of passenger from private & intermediate transport
to public transport is expected. Reduction in congestion & delay along with better level of service and
conservation of energy will be the main features of this integration.

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

Andheri

Proposed Integration of
Andheri-Ghatkopar
Route

Ghatkopar

Fig. 2. Proposed Integration In Mumbai [8]

Some key features of the proposed integration are:
Integration on the proposed Versova-Andheri-Ghatkoper LRT Metro with other existing and
proposed public modes of transport.
Influence area of each railway station will be free from presence of any other railway station, and
then feeder routes should be developed so that duplication of travel by train and bus will be
avoided.
If a node appears in influence area of one station, its connection from other railway station should
be discouraged.
The battery-powered emission-free mini buses are proposed to be used, to bring the passengers
from their homes to the nearest metro or suburban railway stations within the influence area of the
station.
Every railway station should have a bus depot in its vicinity so that buses can start from railway
stations to the selected destinations and are not interfered by autos will lead to easily transfer of
passengers and reduction in environmental pollution.
CONCLUSION
This paper assesses how the awareness of sustainable development issues has resulted in a trend
towards planned & integrated multimodal transport development that will reduce private &
intermediate transport and delay due to congestion and a better level of service can be
maintained. Improving performance of different modes will achieve the goals of sustainable
development. Integrated city growth favors the idea of Smart growth & adopts holistic concepts like

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

Integration of modes, ITS, integrated land use transportation planning, alternative fuels etc. A suitably
designed integrated urban mass transit network with state-of-the-art interchange facility will ensure
safe, convenient, comfortable and less time consuming travel with no extra pressure on one transport
mode. Integrated demand–oriented, well-planned and eco-friendly mass transit systems corridors
supported by ITS will make future cities better places to live, work & invest in.
References
[1] Potter, S., Skinner, M. J. “On transport integration: a contribution to better
Understanding”, Energy and Environment Research Unit, Open University, Milton Keynes, UK.
[2] Angela, H. “Integrated transport planning in the UK: From concept to reality”, Journal of
Transport Geography, 2005.
[3] Ibrahim, M. F. “Improvements and integration of a public transport system: the case of
Singapore”, Cities, Vol. 20, No. 3, p. 205–216, 2003.
[4] Bruntland, H. “Our common future”, The Bruntland Report 1987.
[5] Census of India Report 1991, Government of India, http://www.censusindia.net/
[6] SPARTACUS System, http:// www.ltcon.fi/spartacus/
[7] Indian Journal of Transport Management, 2004.
[8] Dhingra, S. L. “Talk on Integrated Urban Mass Transit System for Sustainable
Development at PRITHVI 2005 Global Eco Meet”, Trivandram, Kerala, February 24-25, 2005.
[9] Bruton, M.J., “Introduction to Transportation Planning”, Third Edition, Hutchinson
Educational Ltd, London, 1985.
[10] Alan, B. “Urban Mass Transportation Planning”, McGraw Hill International Edition, New
York, 1995.

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

INNOVATIVE PLANNING AND DEVELOPMENT OF A VIABLE PUBLIC

TRANSPORT SYSTEM

Prof. Jagjit Singh Ghuman2

INTRODUCTION
The Air, Sea- Inland water, Rail & Road Transport System in India is undergoing rapid changes as an
outcome of globalization, economic reforms, and liberalisation policies in the 21st century (2001).
This focuses our attention on new technologies, higher growth and changing patterns in the air, sea,
rail & road traffic. It also focuses on the need for safe and speedy movement of men and material at
the global, national, macro or micro economic regions and in urban-rural settlements.
Transportation Planning and Management is vital for sustaining economic growth & development, in
the country. A viable Transport System is even more important to ensure cohesive lifelines for a
healthy social fabric, quality of life and living condition of people in the country. Innovative Planning
focuses on inter-modal transport mix based on new technologies, infrastructure development and cost
effectiveness of a “Public Transport System”. This, in turn takes into account factors as “Structure
of Human Settlements” in the region, environment & climate change, global warming due to
emissions from vehicles, fuel cost & shortage. There is also the element of formal or informal traffic
generated & transportation prospective for a viable “Public Transport System”.
TRANSPORT PLANNING AND DEVELOPMENT
Transport Planning is a continuous process and calls for constant efforts to forecast traffic & transport
needs, allocate projected traffic flows between modes, frame appropriate investment options and
conduct cost benefit appraisal with emphasis on new ideas and procedures for development at the
National, State, District and Settlement levels. The carriage of men and material by Air & Sea
transport will continue to dominate at the global level. The principle mode of transport on land will
continue to be by Rail and Road transport. There is potential for developing cost effective viable
modes of transport according to the geophysical terrains, socio economic and resource regions.
Economic reforms, introduced at the global and national level, the national Transport Policy
formulated by Planning commission GOI, the 73rd and 74th amendment of the Indian Constitution in
1992 vesting powers to the local authorities at the State, District, Block, City & Village level for
meting public infra-structure needs focuses our attention to inter-relate transport with other sectors of
economy and evolving Integrated Transport Plans. The spatial dimension of transport demand can’t
be incorporated into macro economic process unless a regional activity allocation transport mode is
developed. Such a model is useful for bringing about balanced regional economic and urban
development.
In today’s context both private and public transport systems at the global, national, regional,
settlement and local level is to be seen as modes which are energy efficient, particularly those which
consume either little or no petroleum-based fuel. Transport planning should, therefore, aim at
conservation of energy, optimum utilization of land as resource and equitable distribution of
economic & social activities for a multi-mode transport system. Due to severe energy-fuel crises in
the country, it is important that conservation and cost effectiveness should be given overriding
consideration in determining viable and sustainable transport systems in the country. This will also
require regulating the fuel emission from vehicles effecting climate change (Global Warming) and use
of alternative energy sources namely electricity, solar energy etc. for the carriage and movement of
men and material

2
Former Chief Town Planner Govt. of Punjab, Past President I.T.P.I., New Delh, and Prof. of Physical
Planning, G.N.D.U., Amritsar (Pb).

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

A comprehensive transport planning model produces forecast for private vehicles and public transport
passenger and freight flows as well as activity allocation patterns in independent stages. Each of these
stages requires development of methodology, collection and calibration of data on number of
variables, namely: a. Economic base of the macro-micro regions, the settlement structure and the land
use patterns. b. Both inter & intra city traffic flows for men and materials. c. Resource cost of
transport services related to specific modes in respect of both infra-structure and operational short
term and long term deficiencies & requirements. Planning Commission GOI National Transport
Policy Committee Report of May 1980 pointed out the need for an effective database and a
Comprehensive Transport Planning Model, i.e.:
Development of multi regional and multi-sectoral macro economic models, which provide
regional allocation of sectoral outputs for forecasting year;
Inter-regional optimization of commodity flows based on forecast of regional demands and
capacities provided by step I ;
Construction and simulation of inter-intra regional or city settlement transport network;
Optimal allocation of traffic to alternative modes;
Network assignment to achieve equilibrium flows; and
Specification and evaluation of alternative transport policy options.
Comprehensive data on traffic flows by different modes of transport are essential for operational and
planning purposes. Gaps in availability of data relating to inter-regional commodities flows are far
more serious in relation to road and inland water transport than for rail, coastal shipping and air
transport. Data on movement of commodities by rail are available in statistical supplements to the
annual reports of the railways. This provides information on movement of principal commodities by
gauge and zonal railways in terms of originating tonnage, net tonne-kilometers and average lead.
Further, detailed information on movements of over 500 selected commodities is also available in
computerized freight in voices maintained by each zonal railway. Similarly, information on freight
traffic carried by air and coastal shipping is available with airlines and shipping is also maintained by
D.G. (shipping) and is published by Directorate of Transport Research. However, for road transport
because of multiplicity of transport agencies, preponderance of single vehicle operator and absence of
traffic recording and reporting procedure, systematic information on traffic flows is not available.
This is also the position for data on inland water transport.
INDIA IN THE MOTOR AGE
India today is in the midst of the Motor Age and is fast approaching a critical point wherein the
ownership of private vehicles, instead of being the privilege of the minority, becomes the expectation
of the majority. On account of inadequate public transport system at the National, State, Regional or
Settlement level, specifically in Metropolitan Regions and large cities (population 5 lacs-10lacs), or
the village the desire to own a car or a two wheeler is both wide spread and intense. The ownership of
private vehicles is a direct function of the Gross National Production (GNP) improved purchasing
capacity of the people in the country, technological developments and availability of vehicles at an
affordable cost. Both public and private transport works as a stimulant of under developed economies
and is a great “Nation Building Influence”. It is essential as viable means of transport for goods and
services. On the other hand uncontrolled growth of private vehicles with inadequate “Public
Transport System” leads to traffic congestion loss of wealth and amenities the nation inflicts on
itself.

Our cities and towns no longer reflect a healthy relationship between, Folk (people), Place of Work,
Place of Living and leisure by wasting more time sitting in vehicles not moving at all or are moving
far too slowly adding to economic waste excessive fuel consumption road accidents etc, preventing or
depriving safety to the pedestrians. The capacity of our cities & towns to meet the growing challenges
in the motor age, making alternative safe & speedy modes of transportation in the macro & micro
region-settlements is also limited and requires innovative planning at the regional & local levels. This
calls for reversing the process of uncontrolled haphazard development along the major transit routes

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

and creating self contained & self supporting multi-nuclei settlements with viable rail or road rapid
transport system. Creating the transport infrastructure has to proceed and channelise growth &
development as apart of a comprehensive spatial development plan and permissible economic use
zone. A sustainable Transportation Planning Model with focus on Folk, Place of work and Place of
living is attached page 6 & 7.The Integration of Multimode Transport Activity specifically relates to
the Transport Network System, Infrastructure and Environment as given below:
Air Transport: Network & Infrastructure
Sea-Inland Water Transport: Network & Infrastructure.
Land – Rail Transport: Regional Network & Infrastructure
Land – Road Transport: Regional Network & Infrastructure
Human Settlements: Network & Infrastructure (Metros, Cities & Towns)
Network
Sustainability
Economic Growth
Social
Accessibility
Capacity

Infrastructure
Sustainability
Economic Viability
Services
Functionality
Capacity

Environment

Sustainable Technologies
Climate Change & Global Warming
Pollution Control
Improving Fuel Consumption
Reducing Noise

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

TRANSPORTATION PLANNING MODEL

Sustainable Lifelines – Folk, Work & Living

Folk – People
Multiple Need & Choice

Social: Transportation of Economic:

People related to Tourism, Transportation of
Religious Places of worship, Goods & People
festivals, his institutional, Production, Marketing &
Family and other needs at Trading of Agriculture,
Global, Trans -continental, Focus Industrial & other
National and State Level. commodities at Global,
on
National Ecological-
Economic Regions.

Mode: Public & Private Multi-Nuclei Multi Modal

Transport Environmentally Sustainable
Air, Sea & Inland Water Transport System Mode: Public &
Transport, Private Transport
Rail & Road Air, Sea & Inland
PublicTransport. Water Transport,
Rail & Road Public
Transport

Place of Living Place of Work

Human Settlements Structure:

Rural & Urban, Mono or Multi -
nuclei Settlements, Self Contained
Neighborhoods, Inter-City & Intra-
City Transport System

Mode: Public & Private Transport

Air, Sea & Inland Waterways in Coastal
Regions, Mass Rapid Rail Transport
System, Metro Rail, Mono Rail and City,
Town , Village Road Transport Network.

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

HUMAN SETTLEMENTS: FLOW OF TRAFFIC & TRANSPORT MODEL

PUBLIC TRANSPORT SYSTEM

Urban transport is dominated by people making many short trips in multiple times per day and public
transport is subset of it. Public transport is a network of passengers, vehicles, for use by public,
running on set routes, usually at set time and charging set fairs. It comprises passenger’s
transportation services which are available for use by general public, as apposed to private
personalized modes or vehicles for hire. Generally, the fleet of vehicles and services are provided by a
company, corporation or authority and the same is regulated and, if necessary, subsidized by them.
The infrastructure may be exclusive or shared with private and other vehicles.

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

An urban area requires various modes of public transport for their existence and sustainability as per
population, area, density, socio-economic characteristics etc. When two or more modes of transport
are integrated for a single trip and used for convenient and efficient movement of passengers, it is
defined as the multi-modal transport system (MMTS). Public transport is an important constituent of
such a system. In metropolitan cities, Transportation resources consist of roads, rails, rapid transit,
automobiles, para transit, cycles, pedestrian, shared and hired vehicles, private and personalized
modes, parking facility, traffic management, development along and around the transit corridor, etc.
These resources provide a wide range of travel patterns for residence for different purposes.
Furthermore, transport resources and modal choices are independent components of the total urban
transport system.
All public transport runs on infrastructure, either on roads, rail, airways or seaways; all consists of
interchanges and way. The infrastructure can be shared with other modes of transport, freight and
private transport, or it can be dedicated to public transport. The latter is especially true in cases where
there are capacity problems for private transport. Investments in infrastructure are high, and make up
a substantial part of the total costs in systems that are expanding. Once built, the infrastructure will
further require operating and maintenance costs, adding to the total costs of public transport. “Traffic
Operations Plans” (T.O.P.) prepared by the Punjab State T & C.P. is an effective tool & instrument
(5 years programme) for integrated development of the rail & road network and implementation of the
prospective 20 years Master Plans for the cities & towns.

The objectives of a Traffic Operations Plan (T.O.P.) are to solve traffic problems
through modernisation of existing circulation system, application of
traffic engineering. regulation and control, and public transport infrastructure
management measures. Its purpose is to increase capacities of the existing rail-road
network system, safe & speedy travel facilities for public transport system;
improvement in parking facilities and accessibility. It’s also aims to provide
reliable and efficient mass public transport system and improve the road
infrastructure. The Traffic Operations Plan has four main components.
Minor Engineering Works which comprises of
- Full or Partial improvement of road intersections
- Provision of adequate parking for private or public vehicles.
- Construction of separate cycle tracks.
- Improvement of Rail level crossing-flyovers.
- Provision of adequate street lighting.
Traffic Regulation for efficient circulation are to include-
* One way of public streets for vehicles.
* Prohibit entry of heavy vehicles.
* Parking Regulation.
* Speed Zoning.
* Regulation/control of mixed traffic.
* Pedestrianisation of public streets.

Traffic Control Enforcement and Education

* Election of pedestrian guard rails, traffic signs and road markings.
* Installation of Traffic signals.
* New Equipment for Traffic Policing.
* Removal of encroachments from public streets.
* Provision of Traffic Training Park.
* Establishment of Road Safety and Traffic.
* Education Cell in Police Department.

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

Mass Transportation System

Augmentation of Bus Fleet.
Construction of Bus Bays/Shelters.
Retionalisation of Bus Routes & stops
Improvement of Bus Terminal and Sub Terminal – facilities.
Additional Bus Bays,
Parking of vehicles.
Passengers facilities/utilities etc.
The agency wise Traffic Operations Plan with cost estimates for implementation of the items in a
time bound framework of 5 years aims to achieve the desired results for safe, speedy and smooth flow
of traffic in the metro-city or town. This will require constituting a “Standing Working Group” with a
qualified Traffic and Transportation Infrastructure Planner and representatives of the concern agencies
at the metro, city or town level. The respective agencies shall provide for funding in their budgets for
implementation of the items in the Traffic Operations Plan.
References
Studies have been carried out on integration of Public Transport Systems by various experts &
specialists which focus on techniques for working out viable Public Transport System at the global,
national, regional and the settlement level. A list of the relevant studies with subject of study is given
below for additional reading.
Land Use Transport Models:by Dr. S.Raghav Chari, Prof. of Civil Engineering, Regional
Engineering College, Warangal- 506 004.
Syestem Approch to Land Use and Transport Planning: by Dr. N.S . Srinivasan ,Chief Executive
National Trafic Planning and Automation Centre,Trivandrum/New Delhi.
Optimization Techniques in Transportation System: by Alok N. Bansal, Senior Transport System
Analyst , National Council of Applied Economic Research , 11, Indraprastha Estate , New Delhi.
Multi-Modal Transpotation System for Seamless Mobility in Delhi- A Review: by Pawan Kumar,
S.Y. Kulkarni, M.Parida, Social Economic Development Record, Vol 16 No. 4, July-August
2009.
Transit and Para Transit Planning Problems and Prospects: by Prof. M.S.V. Rao, IIT Bangalore.
Climate Changes Mitigation Initiatives in Urban Transportation Strategies to Promote Non
Motorized Modes in Indian Cities: by Prof. Sudhakar Yedla, Brain Pool Professor, and University
of Ulsan, South Korea, 10-13 May, 2008.

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

SUSTAINABLE TRAFFIC AND TRANSPORTATION PLANNING FOR AN

EMERGING METROPOLIS - A CASE OF MYSORE CITY

Prof. N. Narayana Sastry1

INTRODUCTION
INDIA is witnessing Metropolitanization from the last four decades. In 1951 there were only four
metros and in 1991 it increased to 23 and in 2001 census it was 35 and in about a year’s time by 2011,
we will have nearly 50 Metropolitan cities. New Metros are emerging and in Karnataka apart from
Bangalore which is dominating a mono metro status of the state up till now, will have two more
Metropolitan Cities by 2011. Mysore city which is emerging as a Metropolis is located 140
kilometers from Bangalore
Traffic and Transportation are the lifelines of any city more so.\, in metropolis. Next to residential
use, it is traffic and transportation related uses occupy the next place in area and in land use
percentage. Major transportation routes are the arteries of the city carrying traffic to and from all
parts of the city to CBD. All the Master plans lay greater emphasis on transportation particularly the
design of roads to carry a particular volume of traffic and also transport people from place of
residence to work schools and colleges, recreation areas and commercial areas. Considering this, the
Central government has identified all the Metropolitan cities for Transportation planning under
various urban infrastructure schemes and other urban centers to strengthen the arteries and
transportation system.
MYSORE CITY
Mysore city was once considered as a garden city, royal city and now a heritage and cultural capital of
the state. The city is located in Deccan plateau has virtually no physical barriers. The city is located
between two rivers Cauvery in the north and Kabini in the south. Major roads radiate from the city to
all directions. The city is linked by rail, road and air. The airline operations are currently limited in
nature and the airport is yet to be fully operational. Mysore city is multifunctional in character
catering to higher education (general to technical), software and hardware technology, manufacturing,
trade and commerce including tourism. Many central government institutions of world class standard
like CFTRI, Speech and Hearing Institute, Sericulture Training and Central Institute for Indian
Languages are located in the city. Industrial development is well marked out and the urban
infrastructure is being upgraded with special assistance of the state government and Central
government under JnNURM.
With Bangalore city reaching the limits of carrying capacity, Mysore in the last five years has picked
up the growth momentum as witnessed from spurt in land values, real estate business and flourishing
tourism industry. Mysore city is now emerging as a new metropolis of the state after Bangalore. The
Master Plan has been prepared earlier in 1966, was revised twice in 1986 and 1997. The RCDP 2011
envisages many road improvements and after city was brought under JnNURM, more improvements
are being undertaken for roads and traffic. The New Master Plan for 2021 is also underway by the
City Development Authority
The Planners, Administrators, Local Politicians and NGOs are urging the government to have a
Greater Mysore Region. They are unanimous in their view that the city should not undergo the stress
and strain of Bangalore city particularly in Traffic and Transportation. Bangalore city has witnessed
unprecedented growth in traffic particularly after 1990s and Mysore city is also following this pattern.

1
Consultant, State Institute for Urban Development, ATI Campus. Mysore and Former Dean, University of
Mysore, Mysore

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

AREA, POPULATION AND TRAFFIC

The total area of the city is 128 Sq. Kms (Corporation area), and urbanized area is 168 Sq.Kms. The
Local Planning Area is 505 Sq. Kms spread over three taluks of Mysore, Nanjangud and
Srirangapatanam Taluks of Mysore and Mandya Districts (see Map of LPA). There is steady increase
in population. The city status was
attained in 1921 with 1.01 lakhs
and in 20 years the population
doubled to 2.44 lakhs. It was 4.80
lakhs in 1981. The growth rate
though steady up to 1991 declined
to around 2.2percent (annual)
during 1991-2001. The last
Census recorded a total population
of 7.85 lakhs . With the addition
of new layouts and urban villages,
the present population is estimated
at 10.55 lakhs. The Master Plan
has projected the population of the
city at 11 lakhs by 2011 and 16.6
lakhs by 2021.
The Vehicles data submitted by
RTO Mysore shows that the
registration of two wheelers has
increased by 67percent between
2001-08, three and four wheelers
by 50percent and Light Motor
Vehicles by 93percent. The total
number of two wheelers was 3.26
lakhs in 2008 and LMVs 48,769.
The growth in road network for Mysore city shows that it increased from 335 kilometers in 1971 to
432 in 1981, from 600 in 1991 to 1182 in 2001. The roads under different agencies are: 1093 kms
under Municipality, 26 kms .under University and 63 kilometers under PWD. The Uni-modal public
transport is Bus supported by Para transport facility like autos, taxis and Tonga and Private transport
is under Car, two wheelers and cycle.
Flourishing Tourism industry, Express Corridor, Railway track doubling, Software Development and
good infrastructure are the strong factors for the city to witness growth in the last decade. With a
view to minimize the problems of the emerging metropolis, a Sustainable Transport Planning is
envisaged for Mysore city. Mysore has a location advantage and major national and state highways
passes through the city. The highways passing through the city are:
Bangalore-Niligiris Road. Mysore. Chamarajanagar-Coimbatore Road
Mysore-Mercara-Mangalore Road. Mysore -Bannur-Kanakapura Road
Mysore-Manandavadi Road Mysore T. Narasipur Road.
The other important roads linking the hinterland are Mysore-Uttanahlli-Suttur road and Mysore
Bogadhi-HDKote road.
The inner ring road encompasses the CBD on the west of Bangalore Niligiris road and includes the
three arterial roads of JLB road, Dewans Road, Sawday road apart from Sayyaji iRao Road. The
intermediate ring road is conceived by including roads such as BN road, Hyderali Road,
Vasanthamahal Road, Racecourse Road, JLB road Vishwamanava Double road, Radhakrishan
Avenue, Open Air Theater road Hunsur road and Bannimantap road.

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

The Outer Ring road is newly constructed and connects the Mysore Bannur road on the east to BN
road in the north and south, Boghadi road and HD Kote road in the west and is again linked to BN
road in the south. Only a small stretch of 8 kms. Road Is under construction.
The width of arterial road varies from 15 to 30 meters. The ring road and major roads in the new
layouts have a uniform width capable of carrying the traffic for the next two decades. However, the
layouts formed by House Building Societies and Private Developers have not planned the major roads
(except Master plan roads) and there are missing links in the roads. A definite road pattern in urban
hierarchy is difficult in the outer areas and this is currently a major problem which is to be addressed
by the new master plans for Mysore city.
A unique feature of the road pattern in Mysore city is Boulevard and heritage roads. These roads in
the city are Krishnaraja Boulevard and Narasinharaja Boulevard road. The planners have identified
97 circles and junctions for improvement and now the city is witnessing massive road widening under
the state and central government special assistance.
PROBLEMS
Following major problems under Traffic and Transportation have been identified.
Off-street Parking Absence of urban road hierarchy in peri-
Pedestrian paths and pedestrian safety urban areas where new layouts are coming
Limited scope for widening of two arterial up.
roads. Increase in accidents (from 591 in 2003 to
Absence of dedicated line for Mass 873 in 2008 of which fatal accidents have
transportation gone up from 77 to 139).
Absence of Truck Terminals
Air Connectivity.
NATIONAL URBAN TRANSPORATION POLICY:
The Government of India issued the National Urban Transport Policy (NUTP) in April 2006 to ensure
‘safe, affordable, quick, comfortable, reliable and sustainable access for the growing number of city
residents to jobs, education, recreation and other needs’. The Vision of NUTP is
to recognize that people occupy center-stage in our cities and all plans would be for their common
benefit and well being.
To make our cities the most livable in the world and enable them to become the ‘engines of
economic growth’ that power India‘s development in the 21st century.
To allow our cities to evolve into an urban form that is best suited for the unique geography of
their locations and is best placed to support the main social and economic activities that take place
in the city.
The Objectives of NUTP are:
Integrating land use and transport planning
Equitable allocation of road space.
Priority to the use of public transport
Quality and pricing of Public Transport’
Technologies for Public Transport.
Integrated public transport system
Raising finances, through innovative mechanisms that tap land as a resource, for investments in
urban transport infrastructure.
Priority to non-motorized transport.
Associating the private sector in activities where their strengths can be beneficially tapped.
Taking up pilot projects that demonstrate the potential of possible best practices in sustainable
urban transport.

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 Nationnal Seminar on Sustainable Liffelines: Transportation Planniing and Managgement, 12-13 March
M 2010

The Poliicy notes thaat cities in Inndia very connsiderable in terms of theeir populationn, area, urba an form,
topograaphy, econom mic activitiees, income levels, growtth constraintts etc. Accorrdingly the design
d of
the transsport system will have too depend on these
t city sp
pecific featurres. Further, transport plaanning is
intrinsiccally linked to
t land use planning andd both needs to be deveeloped togethher in a man nner that
serves the
t entire poopulation annd yet minim mizes travel needs (see Land Use M Map of 2009). The
Governm ment of Indiia would therefore, prom mote the deevelopment of o such inteegrated land use and
transporrt plans for all
a cities. Too enable this,, all urban deevelopment and a planningg bodies in th he States
would be b required to have in house transpport plannerrs as well as a representaations from transport
authoritiies in their management.
m The Centraal governmen nt provides partial
p financcial support for
f traffic
and trannsport studiess in cities.
All the objectives are
a relevant to Mysore and particullarly the objjective 3,5 9 and 10 arre highly
relevant to Mysore city.
c

OBJEC
CTIVES OF SUSTAINA
ABLE TRAF
FFIC AND TRANSPOR
T RTATION P
PLANNING
G FOR
MYSORRE CITY
Safee and efficiennt transport system
s
Easyy shift to inteer modal raill-bus-rail, inttra city to inttercity and viice -versa.
Pedeestrian safetyy and pedestrrian friendlyy roads
Avooid heavy invvestment on flyovers, clooverleaf desig gns which ottherwise wouuld harm thee heritage
of thhe city
Desiignate certain roads (deddicated road) for Mass Transport by Bus B in the new w layouts.
Parkking requirem ments in CBBD, Commerrcial complex xes, Bus stannd, Railway Stations andd Private
officces. (off-street parking)
Giviing importannce to non-m motorized trannsport like cy ycles and Tonga (horse riidden vehiclees)
Use of GIS and GPS for efficient operatiion of Bus traansport.
EFFOR
RTS MADE UNDER JN
NNURM and
d WORLD BANK
B SCH
HEMES
The maiin features off Traffic andd Transportation plan und
der the JNNU
URM are as ffollows:
Roads
to otther Four lanning of outerr Ring Road
Commpletion of thhe remainingg stretch of Ring
R Road

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

Construction of radial roads connecting ring road to CBD

Improvements of main roads of 131 kilometers, and
Improvements roads (963kilometers).
Transport Related Infrastructure
Construction, operation and maintenance of Truck Terminals to accommodate 300 trucks on BN
road.
Construction, upgrading and improvement of city Bus terminals, Bus depots and Bus shelters.
Augmentation of Bus fleet by introducing low floor and semi-low floor Busses.
Mass Transport
Bus/Rail for peri-urban areas, Dedicated Bus Lane of 16 kilometers, Street lighting up by 25%, Storm
water drains – 130% of roads,, Footpaths, Medians and Social Forestry up by 200% of road length,
Development of Pedestrian/Cycling zones- 10kilometers and Construction of Subways – (five )four in
CBD and one linking Exhibition. Other schemes are to upgrade the airport, Bus bays and Bus
Shelters, Parking Terminals for autos and Tongas, Signaling system at 55 points, Multilevel Parking
at selected places and ROB. And RUB in peri-urban areas.
Mysore City has city bus transport operated entirely by the State Transport Corporation. There is no
scope for private operators except connecting surrounding towns. The city service division of
KSRTC is operating the bus service up to 20 kilometers with total fleet strength of 657 from four bus
depots. There are 6 major bus stations with 403 bus stops. The total passengers carried on a average
day is 1.8 lakh passengers in about 4500 trips per day. Intra-city Bus stand is located one kilometer
away from the intercity bus stand. Therefore there is a need for sustainable mass transportation by
Bus and steps are in right direction to introduce the Model City Transportation.
The Old Intra city bus stand was remodeled in to a modern city bus stand under JNNURM. The 14.2
Crores Rupees project was completed in 18 months with new platforms, smooth flooring, subways,
and other basic infrastructure like toilets and drinking water facilities. The local residents are not
happy with the new bus stand with regard to design and location and underutilization of space. The
ground floor could have been used for Bus Platforms and upper floor for parking which would have
gone a long way to ease the current off street car parking in CBD. The NGOs and people have voiced
their concern on the decision of the District Transport Coordination Committee’s recommendation to
shift the bus stand by citing heritage and congestion in CBD
KEY POLICIES SUPPORTED BY WORLD BANK
Need for transport infrastructure
Mobility of persons/goods not just vehicles.
Priority for Public transport which saves space, and less air pollution.
Priority for non-motorized transport and pedestrian livable cities.
Financial sustainability and operational efficiency of public transport services.
Integrated urban land use and urban transport planning and development.
Traffic Management and road Safety
Social Integration and stakeholders participation in the operation., and
Cleaner vehicular emission monitoring.
In order to support the above policies, Mysore city has been selected by World Bank as one of the five
cities in India for Model Urban Transport System under Sustainable Urban Transport (SUTP). This is
an agreement between the Government of India and World Bank to promote sustainable urban
transport under SUTP. The Other cities are Pune, Pimpri-Chinchwad, Indore and Naya Raipur. The
21 crore project will be implemented in Mysore with GOI and World Bank assistance. The focus of
SUTP will be on:
Intelligent transport system.
To fit all busses with GIS and GPS under Passenger Information System.

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

Electronic display of timings at all bus stops and bust stand

To study the impact of this system on the stakeholders- Learn and Develop Sustainable Models in
urban transport.
Capacity building in urban transport.
Introducing about 150 high tech busses and construction of new bus stands.

CONCLUSIONS

With the implementation of the JNNURM and State Road improvements projects, Mysore city’s
Traffic and Transportation system is bound to improve. Other issues that urgently need to be
addressed are not easy like road widening of arterial roads and off-street parking in CBD. There is a
perceptible change in Mass transportation by Bus with new JNNURM busses playing on the road.
Alternative systems that are being mooted are Monorail and circular railways for the city may not
work out for Mysore city.

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

POLICY OPTIONS FOR URBAN TRANSPORTATION-INDIAN CONTEXT

Prof. Sarup Singh Minhas1

INTRODUCTION
Though India with its 285 million urban people (27.78 percent of total population in 2001) is
considered as a moderately urbanized country yet one can observe the glaring ill-effects of the on-
going processes of urbanization and urban development. Balanced urbanization based on urban-rural
continuum is necessary for regulated national growth but the same is highly disturbed in India
causing serious threat to sustainable development of which proper urban transportation system is an
important component.
Proper transportation of goods and people within the urban settlements has emerged as an important
requirement of sustainable development particularly in case of rapidly growing urban settlements.
Unfortunately, this requirement in Indian towns and cities is not being met with adequately on
account of unprecedented urbanization outpacing the urban development processes. The genesis of
problems related with urban transportation precisely lies in the unprecedented urbanization. In view of
the current trends of urbanization, urban transportation scenario is likely to worsen further. It is
therefore high time now to ponder over the existing urban transport scenario seriously for purpose of
ensuring the required level of efficiency in urban transport systems, An effort in this context has been
made in this paper to highlight various issues pertaining to urban transportation so as to suggest
suitable policy options which may be adopted for initiating necessary actions at various levels.
URBAN TRANSPORT SCENARIO
Towns and cities in India have registered a record growth in the number of motor vehicles year after
year. The growth in the number of vehicles has been far outpacing the growth in urban population of
the country. The alarming change in vehicle- man ratio is attributed to improved income, abundance
of participation by the motor-vehicle manufacturing companies, easy availability of finances from
financial institutions, inadequate public transport systems, increase in intra-urban travel distances, the
meager institutional arrangements for the management of urban transport systems and the lack of
suitable urban transport policies. Besides the threatening scenario created by the growth of urban
people and vehicles, the on-going processes of urbanization and urban development have added fuel
to fire in making urban settlements less sustainable. The urban population of 285 million
accommodated in 3969 urban settlements in 2001 is estimated to be 820 million accommodated in
approximately 6500 towns and cities by the year 2051. The break-up of these urban settlements shall
include 15 mega cities (10 million plus), 85 other metropolitan areas (1to 10 million), 300 large cities
(0.3 to 1.0 million), 600 small cities (0.1 to 0.3 million), 2000 large towns (20,000 to 0.1 million) and
3500 small towns (less than 20,000). Correspondingly, tremendous vehicular growth is anticipated in
urban areas. The increasing number of motor vehicles, particularly the personal ones, will lead to
congestion on roads causing inconvenience in mobility, pollution beyond the acceptable level
threatening the health of urban residents, increase in the number of accidents posing serious threat to
the road safety and increased demand for petroleum products resulting in increased pressure on the
limited foreign exchange reserves.
Whatsoever may be the urban scenario, one inevitable aspects is the continuously increasing demand
for urban infrastructure of which urban transport system is one of the important crucial sectors. While
the urban centers are termed as the engines of growth, the urban transportation in that case provides
wheels for these engines. In this context, it is important to understand the dimensions of urban travel
characteristics for identifying the practical and effective policies for planning, development, operation
and management of urban transport systems. In Indian context, the following contextual issues are
relevant:

1
Former Head , Guru Ramdas School of Planning, Guru Nanak Dev University, Amritsar

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

Unprecedented urbanization.
Concentrated urban growth (city oriented growth)
Large variety in terms of size, functions and characteristics.
Complex urban form and structure
Unprecedented increase in travel demand on account of increasing travel distance.
Inadequate and obsolete network systems.
Exponential increase of personal modes.
Heterogeneous traffic
Abundance of congestion, encroachments, delays, accidents and environmental pollution.
Inadequate public transport system.
Inadequacy of parking facilities.
Absence of urbanization policy for directing and controlling urban and urban transport
development
Limited available resources.
Limited public co-operation and participation.
Lack of public awareness.
Absence of specific institutional structure for urban transport management.
POLICY ACTIONS WARRANTED
In view of the above observations, the following policy level actions are accordingly underlined:
Policies for urbanization at national, state and local levels need be framed without any further
delay. Such policies must duly emphasize on urban transport issues along with comprehensive
programmes of development of each urban settlement. The recommendations of National
Commissions on Urbanization, unfortunately grossly ignored so far, may be adopted for
implementation in the interest of planned urbanization and balanced development of the country.
Considering the component of heterogeneity in terms of nature, type, size, functions and
characteristics of urban areas, city and town specific policies need be evolved and implemented
in every urban settlement accordingly within the framework of broader policy decisions.
Since the issue of controlling the vehicular population emerges as one of the predominant
features of urban transport, policy interventions in the direction of maximizing dependence on
public transport system while minimizing the dependence on personal modes are warranted. The
policy implications in this regard would entail on one hand controlling judiciously the growth of
personal vehicles and their usage, which appear to be a very difficult proposition, and
introducing highly efficient public transport systems on the other hand.
It is well known fact that exclusive public sector interventions find it quite difficult to strengthen
the transport systems in urban areas. Evidently there is a need for taking policy decisions in
favour of involving private sector which has the capacity to participate in the process of
streamlining the urban transport systems in every respect including strengthening of networks
and operation and management of transport systems for want of earning profits quickly.
As is evident from the current urban scenario, the urban roads are invariably prone to their
misuse by various urban activities rendering the roads inefficient functionally. Almost every road
in urban area is marked with scarcity of road space available for mobility purposes. Policy
initiative therefore has become essential for saving the urban roads from being misused. A policy
in the name of ‘Save Roads’ movement parallel to policies like ‘Save Water’, ‘Save
Environment’, ‘De-addiction’, ‘Curbing Female Feticide’, ‘Compassion for Animals’ etc. may
do wonders for tackling the problems of urban transportation.
Urban transport system in majority of the urban areas are being managed by the urban local
bodies with the assistance of state government but without any expert and specialized inputs
required for providing an appropriate transport system. Obviously, urban areas are lacking in the
required institutional support. Accordingly, for the betterment of urban transport systems,
appropriate urban transport authorities at different levels are inevitable. The policy implication in

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

this case is that of having appropriate urban transport authorities established under the law
providing thereof suitable administrative, financial and legal powers.
Authentic data is an essential requirement for planning, development, operation and management
of an efficient transport system. By implication, there is a need for taking policy decision in
favour of establishing an appropriate system for regular date collection, compilation and
updation. Accordingly, specialized authorities in the name of urban transport authorities can take
up the responsibility of generating and using the authentic data in the interest of an efficient
transport system.
Co-operation and participation of people, the beneficiaries, is somehow lacking with regards to
operational efficiency of urban transport systems. Under these circumstances all efforts for
efficient transport scenario are likely to fail miserably. However, policy decisions for favour of
launching intensive awareness and co-operation campaigns by the experts in the field of urban
transportation need be taken and implemented in the interest of beneficiaries.
CONCLUSION
The urban transport scenario, in view of the issues underlined, therefore requires a change in the
mind-set of authorities in favour the policy interventions as suggested above. Further delay in this
regard may attribute to the worsening of the situation in urban areas, particularly in rapidly growing
large cities, and thus threaten the sustainability of urban settlements on one hand and achieving the
objective of balanced development on the other hand. The bold policy initiatives have become
precisely the essential need of the hour.
References
Ministry of Urban Affairs and Employment, Government of India (996), Report of the Working
Group on Urban Transport, New Delhi.
Saluja D.K. (1998); ‘Planning For Sustainable Urban Transport Infrastructure Development-Care
Study Delhi’, Technical Papers (Listed), 47th NTCPC, ITPI, New Delhi.
Maitra T.K.(2002), ‘Public Mass Transportation in India-Planning and Development Strategies’
Urban Transport Journal, No., Vol.3.
Mittu J.K.(2000), ‘Structuring Urban and Transport Development From Within :The Issues’,
SDR, No.2, Vol.7.
Ranganathan N. (2000), ‘A Recommended Institutional Framework for Urban Transport in India’,
SDR, No.2, Vol.7.
Madhu Babu D. (1995), ‘Policy Alternatives in Urban Transport for Sustainable Development’
Indian Journal of Transport Management, No. 2 Vol.19.
www.urbanindia ,nic.in., Draft National Urban Transport Policy.

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

REDEFINING STRATEGIES FOR SUSTAINABLE URBAN TRANSPORTATION

J. K. Gupta1

INTRODUCTION
Traffic and transportation as a sector has been gaining high degree of currency because of its critical
role in promoting economic development, industrial growth and social integration of a region and
country. In addition to bridging gap between demand and supply of goods and services and providing
mobility for its citizens, transportation has been considered vital for leveraging employment,
promoting industries besides contributing to economic prosperity of a nation. Transportation also
holds key to the social, regional and economic integration.
Role of transportation has been assuming critical importance in the urban sector because of large
concentration of population and activities leading to generation of high degree of traffic volume and
traffic demand. With rapid growth of vehicular population and physical expansion of urban centres in
general and metropolitan centers in particular,
traffic volumes have been multiplying and leap
frogging in these centres. Transportation
scenario in India is marked by dualities and
contradictions. Despite low holding capacity of
road network, number of both mechanized and
non-mechanised vehicles are increasing rapidly.
Despite lack of parking areas, more and more
vehicles are being parked into the cities
occupying every available road space including
all possible open spaces. In the process cities are
marked with high degree of vehicular
congestion, extremely low vehicular speed, high degree of air pollution, large number of road
accidents, loss of precious life and properly, emission of high degree of green house gasses and
global warming. Instead of providing high degree of mobility, urban transportation has emerged as the
major threat to the economy, environment and sustainability of majority of cities. With millions of
precious man- hours lost in everyday travel, transportation is adversely impacting the productivity of
human beings. In the process, travel and traffic blues are fast emerging as major threat to the effective
and efficient functioning of the urban centres.
With Indian transportation scenario marked with large variety of heterogeneous travel modes
operating in the urban centres and competing with each other for adequate space on already highly
stresses road network, the problems of traffic and transportation are assuming alarming proportions.
Majority of problems are concentrated in core areas of urban centres holding large number of
activities, trade and commerce besides high concentration of population. With limited space,
inadequate road network and limited holding capacity, these areas are already under enormous stress
causing numerous operational problems. Considering the role and importance of transportation in
overall economic and social growth, it becomes important that this sector is critically looked at and
efforts are made to make it safe, affordable, quick, comfortable, reliable, sustainable, effective and
efficient in order to improve accessibility to jobs, healthcare, education, recreation and other day to
day needs of human beings. This would involve looking critically at the entire mechanism of
transportation and making it operationally efficient. Since transportation is the product of defined land
uses, accordingly it would call for making urban transportation integral part of urban planning and
development process. In addition, it would also require re- defining our priorities in the urban sector
in order to rationalize the travel demand and traffic patterns.

1
Director, College of Architecture, I.E.T Bhaddal, Chandigarh

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

INDIAN TRANSPORTATION SCENARIO

Indian transportation scenario is largely marked with the domination of road transport which makes a
contribution of 4.5% to India”s GDP (2006-07). As against this, contribution of railways stands at
1.2% and rest of the sectors account for only 0.7% out of total share of 6.4%. Further, the entire
increase in percentage share of transport to GDP since 1999-2000 has come from only transport sector
with share of other modes remaining constant. Number of registered vehicles at the end of 2005-06
stood at 89.6 million with personalized mode accounting for more than 80% of total vehicles.
Maximum growth has been recorded in the category of 2 wheelers whose share has gone up from
8.8%, in 1951 to 72.2% in 2006. During
the same period share of buses have gone
down from 11.1% to merely 1.1% with
rising income and greater need for
mobility, the personalized mode of
transport is likely to grow in importance
in the coming years. Proliferation in the
personalized mode of transport is likely to
have serious implication in terms of
traffic congestion, energy inefficiency
and pollution in general and in 6 major
metropolitan centres in particular where
population increase was merely 1.9 times
during last 2 decades whereas number of
motor vehicles went up by over 7.75 times during the same period.
Further, the travel in the Indian cities is fast becoming risky with accident rates going up rapidly.
From 1.6 lakh in 1981, the number of accidents recorded in 2001 were of the order of 3.9 lakh- a
250% increase in the last two decades. However during the same period number of causalities
increased from 28,400 to over 80,000. The majority of causalities in terms of loss of life and injury
were among the cyclists, pedestrians and pavement dwellers.
The growth of vehicles and vehicular traffic has been much faster as compared to growth of capacity
and road network. During last 53 years(1951-2004) motor vehicle population recorded a CAGR
growth close to 10.9% compared to 3.6% in total road length with National Highways increasing
merely by 2.3%. This mismatch between vehicular growth and road capacity has lead to high degree
of congestion and capacity saturation resulting in creation of numerous operational and environmental
problems. In addition to congestion, motor vehicles are largely responsible for generating green house
gasses in terms of CO2 , promoting global warming on large scale. Thus Indian transportation
scenario is largely dictated by road transportation, increasing individual vehicle ownership, low road
capacity, high degree of fuel inefficiency, large obsolete vehicular population, high degree of
environmental pollution, high rates of accidents etc. These peculiarities of Indian transportation would
require innovative strategies to be put in place to address effectively the transportation issues and
make urban transportation promoters of economic growth, improver of urban productivity and creator
of environmental sustainability.
STRATEGIES
Strategies for rationalizing urban transportation would have to be preventive, curative and innovative.
It has to be based on both hard (infrastructure) and soft (planning ) options. The strategies should
essentially focus on:
Minimizing mechanized movement.
Minimizing travel demand
Minimizing trip length.
Minimizing pollution.
Minimizing number of vehicles on roads.

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

Minimizing congestion.
Making transportation safe and affordable.
Promoting sustainable transportation.
To achieve the above objectives the options available are:
Integrating land use and transport planning.
Redefining shape and size of cities.
Reordering prioritization of travel modes.
Promoting pedestrianisation.
Promoting bicycle traffic
Making public transport more efficient.
Equitable allocation of road space.
Integrating public transport systems.
Promoting sustainable urban transport.
Integrating Land Use and Transport Planning
Transportation has been considered essentially as the product of the land use planning and
accordingly it becomes critical that land use planning is carries out in a manner which generates
minimum travel. Pure land use planning invariably
leads to increase in travel demand making people
travel for longer distances for living, working and
approaching education and healthcare facilities.
Accordingly, pure land use planning should be
avoided. Mixed land use planning offers better
options of providing majority of facilities in close
vicinity, cutting down on the travel needs of the
communities. Further in order to rationalize the travel,
it would be critical to work out transport planning as
an integral part of the land use planning. Infact entire
land use planning should be based on the transport
planning if travel demands are to be rationalized. Transport plans should enable a city to take an urban
form that suits the topography and best supports the key social and economic activities of the
residents. Making transport plans integral part of land use plans would help in rationalizing the
transportation within the urban centres. If future growth of any city is dictated by a pre-planned traffic
network (rather than developing a transport system after uncontrolled sprawl has taken place) the city
has better opportunity of serving its entire population and yet minimizing travel needs.
Redefining Shape and Size of the City
In order to minimize the travel demand in a city, it will be critical to define the shape and size of the
city. It has been observed that there are shapes
which promote larger travel and transportation
whereas there are other shapes which minimize
road network and make city more travel
friendly. Grid iron patterns should invariably be
avoided in order to minimize travel. Ring and
radial roads offer better options for reducing
travel demand. Linear cities also offer better
options of managing the travel demand.
Accordingly while preparing the development
plans it would be critical to look at the shape of
the city which would be critical in rationalizing
the traffic and transportation. In addition, size

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

of the city would also be critical. Larger the city, larger would be the trip length; accordingly cities
must be made small and compact in order to reduce travel demand and energy efficiency. Small and
medium cities offer better options of managing the traffic and transportation within urban centers as
compared to metropolitan centres. In case of larger cities, options of decentralization could be used to
create self-contained communities for minimizing travel.
Re-Ordering Prioritization of Travel Modes
Major problem facing the Indian transportation is the highest priority being accorded to private
personalized vehicles which occupy maximum available road space, have very low load capacity,
cause maximum congestion and pollution. Accordingly, it would be critical that if our transportation
demand are to be rationalized then the prioritization in traffic planning has be re-ordered. Cities
should be planned with highest priority given to pedestrians to be followed by cyclists. Public
transportation should be accorded third priority whereas personalized vehicles should have the least
priority. If the plans are prepared with this hierarchy, cities will have better options of rationalizing its
traffic demand and creating sustainable transportation. This would also help in making cities more
eco-friendly besides least consumers of energy.
Promoting Pedestrianisation
Despite the fact that pedestrian traffic constitutes
considerable proportion of the city traffic, still it has
the lowest priority in the transport planning.
Accordingly, it will be critical that pedestrian traffic
is appropriately catered to in the planning process in
order to promote pedestrianisation. The most
popular measure to attract public urban areas for
users or pedestrians would be the creation of
pedestrian zones. Most of the central crowded areas,
having high degree of traffic angestion/limited road space, offer best of the options for creating such
zones. Pedestrian zones are not the only option for improving the conditions for pedestrians in urban
areas.
Promoting Bicycle Traffic
After pedestrianisation, most preferred mode of travel should be bicycle. Besides being economical,
flexible and environmental friendly. All bicycles are essentially zero emission vehicles (ZEVS). In
addition, cycling is also the healthiest transport mode. Despite having distinct advantages, bicycles
have been neglected by transport planners as a preferred
mode of transportation. Its enormous potential remains
unexplored. As per the data available, cycle still has the
largest share of urban transport not only in India but
even in developed countries. Bi-cycles have the
maximum share of traffic in China where highest
priority is given to this mode by creating express cycle
ways and creating exclusive lanes catering to the cycle
traffic along the major road network in the urban centres.
Most of the developed countries are also promoting use
of bi-cycles for shorter trips and trips undertaken for
education and shopping. Cycles offer best option for
trips not exceeding 5 kms. It has been estimated that
majority of shorter trips, which are presently being undertaken by cars and two wheelers can be
conveniently shifted to the bi-cycles. However, in order to promote bi-cycle it would require the
creation of dense network of on-and-off street bi-cycle lanes along all the main road network,
creating a ring road around the most congested areas, preferential positioning of cyclist at the crossing
and junctions, declaring certain roads as bicycle streets, allowing cycling in pedestrian zones, creating

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

bicycle stations, supervised parking lots, integrating it with other systems of transportation and
connecting important destinations including schools, offices, industries, leisure etc. Promoting bicycle
traffic would also require involvement of communities and launching public campaigns on regular
basis. However, technology related to cycle would also require upgradation on regular basis besides
making cycle affordable and efficient. Despite all limitations, bi-cycle offers the best option as cost-
effective non-polluting and energy efficient mode of urban transportation.
Making Public Transport more efficient
Public transport holds the key to rationalization of traffic demand in the urban areas. However, despite
enormous potential, public transport remains largely a neglected area and least preferred mode of
transportation. Low allocation of resources has
been one of the major factors for its perpetual
neglect in the urban areas. Vesting power with the
local authorities to run the public transport has
emerged as the major bottleneck in rational
growth due to lack of expertise and adequate
resources. It would require re-defining the public
transport in order to minimize congestion and use
of personalized vehicles. Improved public
transport would have to be a priority area in order
to attract more passengers. This would require
putting in place higher frequencies, improved
regularity, better safety, higher comfort, more effective communication with users, provision of new
buses/trains/LRT systems besides competitive and easily comprehensible fare levels, dedicated right
of way, prioritization at traffic lights, integration with other modes of traffic etc. Identification of
potential corridors for mass transportation would help in rationalizing the traffic demand in urban
centres by promoting development along these corridors. These corridors should be put first in place
before the development is allowed to take place. Use of eco-friendly mass transportation vehicles
using non-polluting fuels (CNG) can usher a new era of sustainable transport in the urban centres
making them free from major problems of vehicular pollution. Unfortunately, in India public transport
has been considered as a mode of travel largely used by poor or who do not own any vehicles. This
has also lead to keeping the fare levels low leading to large resources going in subsidy to keep the
system going. This approach needs rationalization and re-look. In addition to providing an efficient,
effective, affordable and cost effective means of transportation, public transport reduces road
congestion and air pollution and accordingly requires higher priority. It has capacity to attract large
number of road users provided it provides required level of comfort, convenience, safety and
regularity. Considering different categories of clients, different options must be offered to divert
people using cars/two wheelers to public transport. Promoting public transport on large scale would
involve creation of state of art infrastructure including improved bus stations/terminals, improved
passenger information system, use of intelligent transport system for monitoring and control,
affordable ticket pricing, eco-ticketing and comfortable buses(air conditioned buses) etc.
Equitable Allocation of Road Space
Indian transportation scenario is distinctly marked with multiplicity of vehicles occupying the road
space. In the absence of any clear allocation, road space occupation is largely governed by first come
first serve basis. With focus on vehicles majority of road space is being occupied by personalized
vehicles that outnumber the other vehicles. This leads to high degree of congestion because of low
capacity of these vehicles and squeezing of other vehicles out of the road space. Bus carrying more
than 40 people is allocated merely 2.5 times the road space that is occupied by a car carrying 2-3
people. Disproportionate space allocation leads to higher travel times and higher travel cost and most
of the people suffering belong to lower income groups. The existing trend needs to be rationalized and
an appropriate mechanism of allocation of road space needs to be immediately put in place. The focus
of the road space allocation has to be based on equity and the carrying capacity of the vehicles in

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

order to rationalize the traffic and minimize the congestion. It has to be redefined with focus shifting
from being vehicle centric to the people centric. Vehicles
carrying large commuters should be allocated more space in
order to ensure their speedier movement. Further based on
equity, all the modes of transportation should be given priority
in terms of their carrying capacity. This objective can be
achieved by reserving lanes and corridors exclusively for public
transport, non- motorized modes of travel, high occupancy
vehicle lanes, pedestrians, bicycles depending upon their share
in the overall traffic. However, preferential allocation to public
transport and cyclists will help in diverting more traffic to these
modes from personalized vehicles leading to higher degree of
operational efficiency and better capacity utilization of road
network besides promoting sustainable transportation.
Traffic Calming
Traffic Calming is another concept being followed in developed countries to minimize the hazards of
traffic, promote quality of life in urban centres and eliminate environmental pollution. Major elements
involved in the concept are redesigning of streets
and roads for a reduced vehicular speed not
exceeding 30 kmph; giving priority to public
transport; promoting pedestrianisation and bi-
cycle traffic; enhancing the social quality and
vitality of cities; allocating large road space to
vehicles other than personalized mode of travel;
creating large green areas as integral part of
transportation network; management of car
traffic through routing, parking management,
signaling etc; surveillance and sanctions besides
communication and participation by the public.
Concept of Traffic Calming has been used extensively in the large number of cities based on creating
30 kmph speed limit zones in the residential areas; supporting pedestrianisation by creating wider
sidewalks/newly structured pavements/bumpers etc; promoting biking by introducing bike
networks/bike lanes on main roads, coloring pavements, creating safe parking spaces; reorganization
of street spaces to provide more room for green areas etc. Feedback received from the communities
has given distinct appreciation of the concept in terms of reduced noise & air pollution besides
promoting increased road safely and improved quality of life in all residential areas.
Promoting sustainable Urban Transport
With numbers of personalized vehicles recording high
degree of growth and considering the fact that exhaust
from cars and buses would be single largest contributor
to the green house gas emissions and promoter of global
warming in years to come, it becomes critical that road
transport sector is focused more critically in order to
make it more sustainable. It would also require higher
order of investment made in order to achieve the
objective besides rationalizing the pattern of traffic;
quality/efficiency/capacity of vehicles used; type of
technology/fuel used. With the use of traditional fuels, transportation sector alone will be contributing
45% of all total carbon emissions coming from developing world. Challenges posed by transportation
sector accordingly remain daunting and formidable. To overcome these challenges options would
clearly hinge on promoting sustainability of urban transport in order to make it as collaborative

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

partner in the process. Sustainable urban transport would essentially call for minimizing use of
vehicles, promoting non- mechanized/ non-fuel based options for travel, using public transport with
large capacity run essentials on non-polluting fuels /electricity, using state of art technology making
vehicles zero-emission, making cities more compact limiting the need of mechanized travel, using
land use planning to rationalize the travel pattern etc. It would also involve use of information
technologies as one of the mechanism to reduce travel by using homes as offices, schools, libraries
etc. Use of multi-storied buildings for making cities more compact can also be considered as a
mechanism for minimizing travel needs of the city. However, creating sustainable urban transport
would require a multi- pronged strategy based on leveraging the advantages of all modes of travel,
involving communities and stakeholders besides professionals engaged in urban/transport planning,
development and management. Our capacity to create sustainable urban transport would hold the key
to the productivity, economy, quality of life and sustainability of human settlements.

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

URBAN FORM - TRANSPORT PATTERNS IN INDIAN CITIES AND EMERGING

POLICY IMPLICATIONS

Dr. Sanjay Gupta1

INTRODUCTION
Urban Transport is one of the most important and crucial sectors of urban infrastructure and services.
The importance of an efficient and effective transport system to support and promote rationale
development of urban areas need hardly be stressed. The National Commission on Urbanisation
(NCU) has noted that urban transport is the most important single component instrumental in shaping
urban development and urban living. While urban areas may be viewed as engines of growth, urban
transport is, figuratively and literally, the wheels of that engine.
The inter relationship between urban land use and urban transport has long been recognised as a
phenomenon worthy of attention at the policy level. It is well known that certain land use patterns are
much better suited to the efficient and economic operation of public transport system. Relative
concentration of residences and facilities maximizes accessibility to the transport route and induces a
high load factor whereas public transport is particularly bad at serving spread out, low density areas
typical of residential use. Rising energy prices and supply shortfalls have necessitated the need to
improve the energy efficiency of urban travel. Concern for the efficient operation of cities has led
urban planners and others to search for ‘optimal urban forms’ towards which development patterns in
metropolitan areas should be directed.
The Master Plans in Indian cities plans as formulated are at best one way process in that the land use
plan is formulated and the transport plan is identified to serve the needs of the land use plan. Even in
this simplified method there is no established methodology. They have remained mainly conceptual.
This inadequacy in the planning effort and state of art needs to be modified and true integration
between land use and transport needs to be established. Though Master Plan emphasizes
comprehensiveness and integration in concept, it is missing in actual practice. It best attempts to graft
transport system on the already established urban structure.
Indian cities are changing in ways which have an important bearing on travel and transport provision,
which in turn affect the way cities change. It becomes essential, therefore while studying the impacts
of transport policies or attempting to forecast future travel patterns to take due account of changes in
the urban structure. There is a discernible need to understand the complex inter-relationship between
urban structure and urban travel so that cities and their associated transportation can be better planned
through scientifically evolved urban planning policies .
URBAN FORM AND STRUCTURE CONCEPTS
Urban form
Urban form can be described as the physical arrangement of residences, work places etc. The three
components of urban form are defined as below: -
Spatial organization – the configuration of urban area in two dimensional spaces on the
horizontal plane, e.g. core, satellite and linear.
Activity distribution – distribution pattern of land use activities within the spatial organization in
terms of both type and density of land use e.g. concentrated, uniform, nucleated.
Transport connectivity – the transport network which provides the linkages between land use
activities and thereby services the spatial organization in terms of both travel mode type and
capacity and the extent to which it provides linkages between all zone pairs, e.g. radial, grid-iron,
circumferential.

1
Professor and Head, Department of Transport Planning, School of Planning and Architecture, New Delhi

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

The basic objective of appropriate urban form is to develop a configuration of transport, network,
housing and activity system into a fabric to minimize travel and reduce pressure in core.
Urban Structure
Urban structure can be defined as a particular articulation of adapted space in an area. The main issue
of urban structure is the interaction between the spatial distribution of people and jobs in urban areas
and their close association with and effects on the amount and pattern of travel within the city.
There are a number of simplified indices or measures which could be used to quantify the urban
structure, namely:
Urban radius: It defines the urban edge and is based on the linear accumulation of population by the
distance from the centre of the urban area.
Coefficient of dispersion: It is a measure which indicates the even or unequal distribution of
population (jobs) over the area. It gives an insight into the amount of concentration or dispersion of
population (jobs) in an area. A low value indicates an even distribution while a high value expresses
unequal distribution.
Factor of Locality Association: It expresses the degree of similarity between different distributions
such as population and jobs in an area. A high value indicates a high degree of association between
the two groups and vice versa.
URBAN STRUCTURE AND TRANSPORT INTER-RELATIONSHIP: OVERVIEW OF
RESEARCH EFFORTS
Urban structure and transport are intrinsically related to each other. The urban form and structure
affects the need for and selection of appropriate transport systems, including technology, to serve the
resulting movement demands. Urban Structure has been influenced by dominant modes of transport.
For example faster modes or flexible modes enabled people to satisfy their preference or personal
space resulting in low levels of urban density. The intensity of this influence depends on the
characteristics of the transport systems, particularly the technology. This symbiotic inter relationship
is profitably taken advantage of in formulating the development plan for the city with the objective of
achieving the most optimal form, structure and inter-relationship.
A number of researchers have attempted to study the inter-relationship between urban form and
transport patterns.
Kim and Scneider (1987) in their study concluded that urban forms measures are highly correlated
with transport energy consumption. Concentrated urban form is the most energy efficient and
dispersed urban form the least with poly nucleated form falling in between. The study further
concluded that compact urban forms consisting of major suburban employment centres with a
relatively dense residential area surrounding them appear to be both feasible and desirable urban
configuration for an energy short future.
Hemmens in his study observed that urban forms with weak commercial and employment core have
the lowest travel requirements and those with strong core have the greatest travel requirements. It
concluded that the most efficient urban form couples dispersed employment and commercial
opportunities with residential densities that is high in centre and declines with distance from the
centre.
Newman and Kenworthy (1987) in their study of 32 principal cities of the world found that residential
density in central area does correlate strongly with all transport patterns including amount of
walking/cycling. A density of minimum 30 ppha minimum was identified which could result in
reduction of fuel consumption. It was also observed that higher population and job densities in al parts
of the city are significantly associated with more public transport patronage.
Newman and Hogan ( 1987) in their study examined urban density of 62 cities and concluded that
there were three density groupings based on transport modes i.e. an automobile city at the density

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

range of 10-30 persons/ha., public transport city at the density range of 30-130 persons/ha. and
walking city with a density over 130 persons/ha. It was also observed that walking cities are most
energy efficient compared to transit cities or car based cities.
Cervero (1995) in his paper observed that overall, residential densities exerted a stronger influence on
commuting mode choices than levels of land-use mixture, except for walking and bicycle commutes.
For non-motorized commuting, the presence or absence of neighborhood shops is a better predictor of
mode choice than residential densities
Cervero (1999) in his study on Stockholm observed that the combination of a multi-centred settlement
pattern and a superb rail network has produced a tremendous amount of cross-haul commuting in the
Stockholm region. Stockholm's sustainability lies in the strong rail orientation of its new towns, rather
than in any kind of balanced growth or self-containment.
Some of the major observations emanating from the research and empirical studies are:
There has been a general agreement that large single settlements are relatively inefficient in their
use of energy for transport and hence a cluster of smaller settlements would be more energy
efficient.
There is a certain degree of consensus that linear forms may result in low energy requirements.
It is observed that least cost form is centric city with dispersed commercial and employment
opportunities.
It is generally agreed that low densities will inhibit energy efficiency. Higher densities will result
in lower physical separation of activities thus reducing travel requirements .
Compact development with more interspersion of different land use results in low transport
energy.
Higher densities and concentration of residences and facilities along public transport routes
leading to Transit Oriented Development could lead to shift towards public transport whereas
public transport is bad at serving spread out low density areas typical of residential suburbs.
Increased density tends to reduce per capita vehicle travel. Each 10% increase in urban densities
typically reduces per capita vehicle miles of travel by 2-3%.
Increased land use mix tends to reduce per capita vehicle travel, and increases use of alternative
modes, particularly walking for errands. Neighborhoods with good land use mix typically have 5-
15% lower vehicle-miles.
Improved accessibility reduces per capita vehicle mileage. Residents of more central
neighborhoods typically drive 10-30% fewer vehicle-miles than residents of more dispersed,
urban fringe locations
Increased centeredness increases use of alternative commute modes. Typically 20-50% of
commuters to major commercial centers drive alone, compared with 80-90% of commuters to
dispersed locations.
URBANISATION AND TRANSPORT PATTERNS IN INDIAN CITIES
Urbanisation Pattern
The growth of urban population in India has been extremely rapid during the course of last century.
While the total population of India has grown from 361m in 1961 to 1027m in 2001 the urban
population has increased from 62m to 285 m in the same period. The percentage share of urban
population has gone up from 17.3% in 1951 to 27.8% in 2001. The number of urban settlements too
have gone up from 2845 in 1951 to 3969 in 2001.The share of Class-I cities (with population of one
lakh and above) in the total urban population has increased from 44% to 68% during the above period.
The concentration of population in the 'million plus' cities has been particularly striking. Their number
has increased from 5 in 1951 and 35 in 2001. These 35 cities together had a population of 107.1
million in 2001, accounting for 37.7% of India's urban population. The trends in urbanisation and
metropolitan concentration indicate considerable levels of migration to large cities not only from rural

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areas but also from smaller towns. This reflects the increasing spatial imbalance and concentration of
employment opportunities in urban areas.
Travel Demand Characteristics
The average trip length tends to increase from 3.16 km in size I cities to 5.58km in size VI cities
(Table 1) while the mechanized trip lengths increase from 4.04 km to 7.97 km respectively. The share
of public transport trips increases from 18.8% in size I cities to 69.3 % in size VI cities. Work trips
which account for 45% of the total trips are the most important components of transport demand and
these are conducted mostly during peak periods of the day. The second most important components
trip purpose happens to be education. However, with rise in disposable incomes, the share of other
purpose trips is increasing.
Table1: Transport Demand Characteristics in Indian Cities
City Size
S.no Parameter I II III IV V VI
1 Average Monthly house Hold Income (Rs) 3634 3803 3960 4069 4098 4100
2 Expenditure on Transport (% income) 8.34 8.71 9.05 9.49 10.05 10.54
3 Per Capita Trip Rate (Mech.) 0.7 0.86 0.9 0.9 0.86 0.82
4 Average Trip Length (Mech.) km 4.04 4.62 5.19 5.96 7.01 7.97
5 Per Capita Trip Rate (All) 1.08 1.25 1.28 1.26 1.2 1.14
6 Average Trip Length (All) km 3.16 3.55 3.94 4.47 5.19 5.58
7 % Walk trips 29.61 27.79 26.23 24.34 22.08 20.21
8 % Public Transport Trips 18.8 25.45 31.93 40.77 52.82 69.25
9 % IPT Trips 27.6 20.2 13.7 8.9 7.1 6.8
10 Per capita Travel (trip Km/Pass.) 3.43 4.43 5.03 5.63 6.23 6.68
11 Per capita Vehicle Travel (trip Km/Pass.) 2.87 3.99 4.67 5.35 6.03 6.53
Source: RITES (1995)
i) I (1-5lakh), II( 5-10lakh),III (10-20lakh),IV(20-40lakh),V(40-80lakh),VI(80-160lakh)
ii) above values are averaged for the estimates in respective city sizes as per the report

LAND USE AND DENSITY PATTERNS OF INDIAN CITIES

Land use Patterns
Land use pattern of a city is essentially a reflection of its economic and social form and structure. It
has been widely accepted that urban traffic is a function of land use and vice versa. The most effective
level of action for a long term solution of the traffic problems is the planning, guidance and control in
the pattern of the land use. Table 2 shows the range of land allocation as a percentage of the
developed area for various uses in urban centres of varying sizes in India.
Table 2: Range of Developed Area by Land Use Category in Urban Centres by Population Size
(in %)
Land use Above 1,00,000 to 50,000 to 20,000 to < 20,000
category 10,00,000 10,00,000 1,00,000 50,000
Residential 41-43 46-51 42-45 53-60 36-37
Commercial 4-5 3-4 3-4 3-4 2-2
Industrial 6-8 7-9 9-10 5-8 30-34
Public/Semi 17-19 14-17 12-14 9-10 11-11
Public
Parks/Play 5-7 7-8 7-8 3-5 2-3
fields
Roads/Streets 14-16 12-13 13-14 12-14 12-15
Other uses 6-9 3-6 8-11 6-8 2-3
Source: Urban Land Use and Density patterns in India, TCPO (1983)

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

It is observed that while residential, commercial, industrial, public, semi public and recreation uses
directly varies with population the area under roads does not exhibit any consistent trend.
Examination of spatial structure of urban centres with respect to developed and undeveloped land,
land use disposition pattern and density pattern reveal that they suffer from an imbalance in their
physical structure. There appears to be very little consistency in the area allocated for roads and
circulation across different cities. Further the urban land availability per 1000 persons tends to
decline, though not consistently, with increase in population size.
Density Patterns
In the sphere of plan preparation, monitoring and control, there exists a variety of density
representation units like gross density, net density ( developed density), residential density etc. Table
3 shows the variation in density types across urban centres of varying population sizes.
It can be observed that densities generally increase with size class of urban settlements. Normally
density tapers down in conic with apex at the centre, edge at urban fringe and fluctuations between the
ends according to the structure of urban settlements.
Table 3: Densities Of Urban Centres by Population Size ( ppha)
Population Class Gross Density Developed Density Residential Density
10,00,000 and above 75 118 414
5,00,000 – 10,00,000 74 143 431
1,00,000-5,00,000 53 100 249
50,000-1,00,000 37 64 172
20,000-50,000 21 61 190
< 20,000 10 47 200
Overall 41 89 249
Source: Urban Land Use and Density Patterns in India, TCPO (1983)
URBAN STRUCTURE CHARACTERISTICS AND ITS RELATIONSHIP WITH
TRANSPORT PATTERNS
Urban Structure Characteristics
An analysis of selected cities of the country reveals that urban radius in Indian cities generally tends
to increase with city size irrespective of form and activity pattern. The population dispersion as
reflected by coefficient of dispersion value suggests that population dispersion is much higher in
bigger cities while employment is still quite concentrated resulting in low locality association values
between population and jobs. This relatively high differential in population and jobs in cities like
Mumbai, Delhi results in longer trip lengths in these cities.
The urban structure characteristics of selected Indian cities are shown in Table 4. It is observed that
Table 4: Urban Structure Characteristics of Selected cities in India
City Form Activity Urban COD COD LA
Pattern Radius (km) (pop.) (emp.) factor
Bombay Linear Poly 16.5 29.3 56.6 68.4
Delhi Circular Poly 13.5 18.4 34.4 78.1
Bangalore Circular Poly 8.0 29.5 22.1 91.1
Hyderabad Circular Poly 5.4 20.9 17.4 98.7
Ahmedabad Circular Poly 5.0 20.8 19.8 80.7
Nagpur Circular Mono 5.3 47.8 57.7 77.3
Pune Circular Poly 5.7 46.8 38.1 84.5
Mysore Circular Mono 4.4 13.2 6.6 82.7
Source: Ranganathan, Gupta (1995)

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

urban radius in Indian cities generally tends to increase with city size irrespective of form and activity
pattern. The population dispersion as reflected by coefficient of dispersion value suggests that
population dispersion is much higher in bigger cities while employment is still quite concentrated
resulting in low locality association values between population and jobs. This relatively high
differential in population and jobs in cities like Mumbai, Delhi results in longer trip lengths in these
cities.
Urban Form - Travel Inter-Relationships
The travel characteristics expressed in term of average trip lengths, per capita trip rate and modal split
along with urban structure characteristics for selected cities in India were used to develop simple
urban form- transport inter-relationships which could be usefully used to develop sketch planning
tools for policy planning. The relationships are as under:
i. Average trip length (km) = 2.38 + 0.54 (Urban Radius) (R2 = 0.84)
ii. Per capita Trip Rate = 0.77 + 0.22 (Urban Radius) (R2 = 0.62)
iii. Modal Split (%) = 11.6 + 4.08 (Urban Radius) (R2 = 0.77)
The relationships developed were found to be significant at 5 per cent level of significance implying
that urban radius is a good explanatory variable explaining trip length behaviour. It can be interpreted
that urban sprawl characterized by urban radius leads to longer trip lengths and enhanced vehicular
mobility levels resulting in unsustainable development patterns. On the other hand compact cities
have lower urban radius and corresponding lower trip lengths . Sensitivity analysis on the above
mentioned relationships could provide an indication of urban sprawl thresholds in view of the
emerging issue of climate change owing to transport dependent GNG emissions.
POLICY IMPLICATIONS AND NEED FOR TRANSIT ORIENTED DEVELOPMENT
The present land use and transport policies in our country are leading to excessive travel by
personalized modes which are cause of growing congestion, air pollution, noise etc. As a result the
transportation and land development patterns are becoming increasingly unsustainable .To achieve
sustainable transport and urban development some policy imperatives to achieve the objectives of
sustainability mobility are briefly described:
Urban sprawl (low density decentralised land use) appears to be a key externality that must be
addressed. Hence it is suggested that one should concentrate urban growth, limit sprawl and
provide for mixed land use through urban structure and land use policies which would reduce
demand for private vehicle use. Provide for more interspersion of land uses, discourage planning
and development of dispersed low density suburbs and encourage moderately high densities along
public transport routes with some degree of concentration.
Ensuring a more balanced distribution of population and jobs in urban areas which would
minimise or even reduce the travel intensities. Provide for clustering of employment /services
with residential areas around them and ensure development of residences/facilities along /near
public transport corridors.
Promoting such urban forms which result in low transport energy requirements.
Influence users to drive less by using smart growth economic incentives such as pricing and
land use strategy. Use telecommunications to reduce or replace physical travel such as tele-
working or tele –shopping.
Give priority to less polluting , lower impact modes of transportation in the design of
transportation system and urban areas. Pedestrians and cycle paths should be provided as
attractive and safe alternatives to private vehicles.
Maintain and enhance the healthy and viability of urban public transit systems and integrate
transport modes in order to provide more efficient movement of passengers and goods and
increase availability of lower impact transport options such as public transport.

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One of the emerging urban planning tools is Transit Oriented Development (TOD) which refers to
communities designed to provide convenient access to high-quality transit services. It is a relatively
high density place with a mixture of residential , employment, shopping and civic uses located within
an easy walk of a bus or rail transit centre. It incorporates the following smart growth principles :
reduce automobile dependence, encourage high shares of pedestrian and bicycle access trips to transit,
help to foster safe station environments, enhance physical connections to transit stations from
surrounding areas and provide a vibrant mix of land use activities. Several studies indicate that TOD
can significantly reduce per capita automobile travel. This occurs because some trips shift to transit,
and because transit stations often serve as a catalyst for more accessible land use, creating higher
density, mixed-use, walkable centres. People who live or work in such areas tend to own fewer cars,
drive less and use transit more than in other locations. Empirical studies have estimated that doubling
of mean residential densities from 10 to 20 persons per gross acre increases the modal share in favor
of Pubic Transit from 20.4 % to 24.1% .
The Delhi Master Plan in its proposed Master Plan 2021 while recognising the potential of
development within the influence zone of MRTS has proposed that comprehensive redevelopment
schemes of the influence area of MRTS stations be prepared. As per the Master Plan the proposed
MRTS network will bring sizable urban area within walking distance from the proposed stations
which will have an impact on the existing structure of the city and consequently its development. This
changed scenario provides opportunities for city restructuring and optimum utilization of the land
along the MRTS corridors. In this process, a sizable proportion of the additional population with
requisite facilities and employment could be absorbed along these corridors. However a lot remains to
be done in terms of evolving appropriate guidelines for TOD implementation in Indian cities.
SUMMING UP
Land use and transport are intrinsically related to each other. The present land use and transport
policies in our country are leading to excessive travel by personalized modes which are cause of
growing congestion, air pollution, noise etc. As a result the transportation and land development
patterns are becoming increasingly unsustainable. For sustainable development it is necessary that
planners & policy makers devise policies & strategies for urban form and structure of cities which can
impact the sustainability of transportation. Strategies like containment of urban growth, moderate to
high density development along transport corridors, clustering of employment facilities with
residences around it, promoting Transit Oriented Development(TOD) and siting new developments
along transport corridors could go a long way in generating urban patterns which could sustain
mobility.
References
N. Ranganathan, S. Gupta (1995), Research Study on Review of Land Use Analysis and Urban
Structure with Relation to Transport for Cities of Various Sizes in India, RITES, New Delhi
P.Newman, J. Kenworthy ( 1987), Transport and Urban Form in Thirty Two of World’s Prinicipal
Cities, International Symposium on Transport Communications and Urban Form, Monarch
University, Melbourne
K.Kim, J. Scneider (1987), Refining Relationships between Urban Form and Travel Energy,
Transportation Research Journal
P. Newman, T. Hogan ( 1987), Urban Density and Transport : A simple model based on three city
types, Transport Research paper, Environmental Science, Murdoch University, Melbourne
Cervero R (1995) , Mixed land-uses and commuting: Evidence from the American Housing
Survey, Deptt. of City and Regional Planning, University of California, Berkley
Cervero R (1999) , Sustainable new towns - Stockholm's rail-served satellites, Deptt.of City and
Regional Planning, University of California, Berkley.

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GUIDE LINES FOR REGIONAL TRANSPORTATION FOR PUNJAB

Prof. Manjit Singh (Retd.)1

INTRODUCTION
Transportation planning and land use planning are known to be two facts of same coin. As per ground
realities transportation planning or otherwise is along debate. Similarly in the context of regional
transportation there is a hypothetical confusion i.e. should regional transportation network determines
the regional structure of the area or regional land utilization and consequently intensity of activities
and resultant density pattern evolving out of the size of settlements function of settlement, spacing of
settlement and above all urbanization trend should determine volume density and hierarchy of
transportation network. Theoretical speaking, as per limited knowledge of author of this paper, in
Punjab neither Perspective Regional Development Plans have been prepared nor Comprehensive
Regional Transport Plan is available. What is being done in the simple problem solving exercise in
this context? If through traffic is causing delays and bottlenecks then provide some bye-pass, if clash
of railway track and highway is an issue provide some over bridge.
ISSUES AND OPTIONS
To formulated regional development plan and within the framework plan of this plan regional
transportation plan is to be practiced.
Punjab is the gate way of India in the context of its historical and cultural linkages with Iran, Iraq
and many states of east while Soviet Union such as Turkistan Uzbekistan and Kyrgyzstan beside
Pakistan and Afghanistan etc. Whatever is the political situation, trade links and cultural historical
links have to be restored and updated. Considering this, traditionally trade route has to be
developed as sustainable life lines.
Being a border state at the same time its defense requirement has to be checked with coordination
of defense authorities
Punjab is strategically located with reference to Jammu and Kashmir in this region. Super
expressway bye-passing major cities and linking Delhi by shortest possible distance is need of the
day. A super highway linking Pathankot with Dasuya, Hosiarpur, Nawansahar, Fatehgarhsahib ,
Patiala Kaithal , Sonipat is suggested. Such a proposal shall reduce distance between Delhi &
Pathankot by approximately 100 km and shall be passing through areas of relatively poor
accessibility and very low urbanization rate.
Being the land locked state the linkages of state with international area is mostly through
Mumbai-via-Delhi. Since new sea ports are developed in Gujarat state, Punjab should be linked to
these ports via Rajasthan. Such link can be extended to various parts of J&K on one hand and
Himachal Pradesh on the other.
Two proposals are in the pipe line, one linking Turkey to countries of Far East like Singapore etc.
by double track Trans Asian railway line. If the proposal gets materialized it has to pass through
some section of Punjab. Another proposal is on parallel line linking countries of Asia Europe
through Turkey with a super expressway. There is likelihood that this alignment has to pass
trough Punjab again. The issue is as sustainable life line how to integrate such proposal in the
transportation plan.
Punjab being food surplus state need fast distribution of food grain at the time of the harvesting
season. On other hand, sustaining the tempo of the green revolution popularly known as the
second green revolution the energy supply is experiencing huge backlog. State government in its
endeavor to meet the energy supply is going to set up new thermal plant in state at Rajpura,
Goiandwal Sahib, Talwandi Sahib and at Giddarabaha. Looking at the erratic coal supply to
existing thermal plan at Bathinda and Ropar non-stop supply of coal to these thermal plants have
to be ensured by developing new railway linkages or up gradating the existing one. The

1
Former Head, Guru Ramdas School of Planning, Guru Nanak Dev University, Amritsar

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

Perspective Regional Transportation Plan must include Dedicated Freight Corridor from Punjab
towards Kolkata touching coal mines and steel iron mining area of Chhattisgarh, Jharkhand,
Orissa, West Bengal, and Bihar. Second DFC should link it with Mumbai, third DFC should link
it with Gujarat Ports.
Politically the relation with china are constrained, yet in recent times efforts to improve trade and
commerce relation are being considered. Taking into consideration that traditionally a silk route
linking China and India existed on one hand the ground reality that China is developing road
linkages with Pakistan, there is strong need to link the state through J&K with China to promote
trade and traditional linkages.
In the long term Perspective Regional Transport Plan consistent efforts should be to link Punjab
directly with the capital headquarters of various states, with million plus cities, with dynamic
industries hubs, with emerging speed special economic zones (SEZ) with historical, cultural cities
tourist centers or to be developed as potential tourist complexes and major sea ports by roads and
railway linkages. Its road and rail link with tourist centers, commercial centers, resort and
recreational areas in J&K, Himachal Pradesh and Rajasthan are far from satisfactory. For
example, there is no direct train between Jaipur and Amritsar, the two important emerging tourist
destinations in North West India.
Having suggested consideration for inter-regional linkages with surrounding in context of regional
setting of Punjab, the prime focus in second part of this paper is on intra-regional sustainable life
lines. One of the major issues is pattern of major roads in context of settlements at regional scale.

Figure 1Major Highway Passing Figure 2 Originally Highway Passed Figure 3 Settlement is Linked to
Through Centre of Settlement Through SettlementLater on Bye-Pass Highway by Some Lower
Provided Hierarchy Road
Broadly three patterns are there.
The first pattern create bottlenecks as result of encroachments, haphazard development and
violation of land use zoning regulations but local people get easy access to main road.
The second pattern is good for through traffic but is not conducive for long distance travel by bus
since in each case buses have to enter in the city on busy roads, For example people travelling
from Amritsar to Patiala & Delhi have to travel each time from by-pass to local bus stand located
in the heart of the city which is invariably 4 to 7 km one way journey resulting in delays for inter
–city passenger travelling from the origin to destination. Many a time long distance buses do not
enter the city to save time and local population is deprived of the fast movement transportation.
Third pattern is again very safe for long distance through traffic. Settlement normally has no clash
with regional traffic but lower hierarchy link road discourages movement of long distance public
transport with passage of time. The gap between highway and settlement get filled with chaotic
and haphazard development. Such a pattern is visible in the southern Punjab specifically on
Bathinda, Chandigarh, route via Patiala.
In nut shell highway, settlements, location of general bus-stand create series of problems in term of
regional transportation. The issue becomes more complex in the light of interaction and inter-play of
rail traffic and its network system and road network system.

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

As per the smiles model British wanted to remain cut off from Indians during British rule. Therefore,
they used railway network to get themselves segregated from existing historical town which was
invariably having entry through restricted number of gates.
Superimpositions of railway network on existing road network created lots of bottle necks for inter-
city transport system. The legacy of superimposition has been the root cause of many inter-city and
intra-city transport problems.
Another issue of the regional transportation is that many roads have been laid down without regards to
topographyand natural drainage pattern, two examples need to elaboration. The road from

Civil line

Mall Road

Railway Station

Bus Stand

Figure 5 Beside Existing Historical Wall City Britisher

Figure 4 Existing Historical Wall City Developed Civil Lines , Court, Hospital ,Educational
institution on Other Side

Nawansahar to Ropar is one of the bank of the Bist Doab canal. This road is almost perpendicular to
existing seasonal choes. Being seasonal and close proximity to loose mountain range of outer
Shiwalik the choes with moderate rainfalls bring thousand ton of soil thereby blocking the culvert and
bridges. Water after getting accumulated spill over the canal subsequently flooding large areas along
the course of the canal from Balachur subdivision to Kartarpur sub-division. As result traffic gets
disrupted. Similarly many roads from Muktsar are laid as straight as an arrow ignoring the studies
related to surface runoff and water logging. Irrespective of annul repair these roads are bumpy
affecting mobility of vehicles.
In the absence of the Perspective Regional Transportation Plan, rail road movement is not
complimentary and supplementary to each other rather both are compelling with each other and are
inefficient. The traffic intensity and flow from Punjab is two directional i.e. most of the people move
either to national capital Delhi or to state capital Chandigarh. Except for movement towards Delhi,
movement by rail in the state is largely by bus transport. The polices, concepts and plans to make
railway as a main line and developing road network as feeder system to rail has not been visualized
so far besides railways have lot of dead ends like Una, Jaijon, Rahon, Dera Baba Nanak, Hosiarpur ,
Khemkaran etc. As a result train services on those routes are far from satisfaction.
In this regard if railway track is laid down linking Amritsar –Khemkaran section from Patti with
Ferozpur Cantt and then Ferozpur Fazilika section is linked with Abhohar then Amritsar shall have
an alternative excess to sea ports of Gujarat.

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If another rail track is proposed linking Derababa Nanak, Batala, Qadian, Dasuya Jaijon, Nawansahar,
Rahan, Marinda then lot of Kandi area (which is backward in term of urbanization and
industrialization ) can be developed . Besides such a route shall provide direct railway access to
Chandigarh from district headquarter like Hosiarpur and Nawansahar.
Above mentioned proposal are altogether are not new routes. They are exercise to join dead end of
railways and to provide better access to backward area of the Chandigarh and rest of India. Some of
the underutilized track are existing. For example in the case of first suggestion, Amritsar to Patti track
is existing. Hardly a thirty km tack from Patti is required to link with Ferozpur Jalandhar track.
Further from Ferozpur Fazilika track is available, what it needs is to extendit to Abohar. In second
case Dera Baba Nanak , Batala track is to be laid , Batala Quadian is existing. From Quadian to Jaijon
via Hoshiarpur and Dasuya is to be laid , Jaijon Rahon is available, from Rahon to Morinda is to be
laid , Marinda Chandigarh is existing.
Rail road network conflict has resulted into problem of location of railway station and general bus
stand. Jjust thirty year back there used to be bus stand near railway station of major cities in Punjab.
Example of Amritsar, Jalandhar, Ludhiana, Patiala and Pathankot can be listed in this regard. In an
efforts to develop general bus stand the location of bus stand is shifted to other sites posing serious
problem for inter change of mode and other in inter-city and intra city transportation movements.
Relatively location of railway station and bus stand at Rajpura and Ambala Cantt. are ideal. But
planning & design of major terminals in close proximity to each other is far from satisfaction. A
simple concept in close proximity to each other is far from satisfaction. A sample concept is where
highway is crossing rail line near the railway station and over bridge is required. Near the bridge
locate the bus stand , like Patiala in Punjab and Nanded (Hazoor Sahib) in Maharastra.

Railway Station

Bus stand

In Punjab where railway double track and national highway run parallel to each other rate of
urbanization and growth of industries and other urban function of higher hierarchy exists. Examples
of the Amritsar , Jalandhar, Ludhiana and Bathinda can be stated . In fact besides Chandigarh there
are the major urban complexes in the state. Infact by putting up largest grain market processing and
manufacturing units in such centers the total transport system has become unmanageable. Godowns,
warehouses, railways freight booking agencies, loading-unloading platforms require development of
transport hubs near such as Manawala for Amritsar, Chaheru for Jalandhar, Doraha for Ludhiana and
Kot Fateh for Bhatinda should be developed as “ Transportation Hub” towns for these mother cites
by extending dedicated freight corridor to such centers.
Natural slope in the state is from north east to south west consequently lot of canal follows the natural
slope. To avoided the clash of bus and truck i.e. heavy vehicles from private light vehicles like cars
taxes etc, series of new routes should be developed on the bank of the canal. This way better
connectivity with far of areas of Fazilika , Abohar , Malout , Giddherwa, Mansa, etc can provided
from these centers to Chandigarh. In certain cases distance travelled shall be quite less then existing
distance. Sardar Partap Singh Kairon the visionary Chief Minister of Punjab wanted to developed lot
of routes along the canal banks which on the one hand shall provide better maintenance for irrigation
network and on the other if planned and designed can provide one of the best landscaped road in the
state by using the land on both side of the canal, almost free cost.

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

Existing intra-city transport lacks vision to integrate cultural sub-region of the state i.e. Malwa with
Majha & Doaba with Malwa. At international level when cross cultural fusion is being experienced,
cultural fusion of sub- region desires lot to be done in this regard. For example, lot of fairs and
festivals having sub-regional cultural boundaries are organized in various part of the state. A great
identity of cultural sub-region is to be conserved yet fair festivals and celebration at state level, such
as Diwali of Amritsar, Baisakhi and Holla Mohalla of Anandpur Sahib, Maghi of Mukatsar, etc. have
to be continuously organized. Sustainable life line of Punjab has to be identified in this regard. For
example a national highway, if it is planned along western bank of Beas linking Kahnuwan, Quadian,
Sri HarGobindpur, Beas , Goindwal , Bhikhiwind (Dera Sahib Ancestral village of Guru Nanak Dev
Ji), Harike Pattan and then extended to Muktsar and Talwandi Sahbon, passing through various
religious, cultural & historic centers shall on the one hand promote tourism and shall help in cross
cultural fusion of state on the other. Such highway along Beas passing through backward areas in term
of urban, industrial and in term of infrastructural context can be instrumental in developing industrial
estate , SEZ etc beside developing recreational complexes. Similarly a highway linking Fazilika ,
Mukatsar, Takatpur, Malerkotla Fatehgarh Sahib and Chappar Chair if planned and developed can be
named as Fatehmarg linking Fateh spot of Baba Banda Singh Bahadur and Mukatsar (Fateh spot of
Guru Gobind Singh’s forty Mukhas). Beside linking Fatehgarh Sahib to pay tribute to Martyar of
sahibzadas and Mata Gujri, linking Koka Place cultural centre of Takhatpura (where it is beloved
settlement has been visited by more than four Sikh Gurus) such a route shall be helpful in identifying
cultural and religious roots of the state it shall provide direct and shortest access from Chandigarh.
Except for few roads upgraded, widened and developed in last two decades. Landscape along
sustainable life lines along with information signs and symbols is badly lacking. In case it is provided
it is not maintain properly, which might be because of vandalism it has been distorted or broken. Road
informatics along major life lines either of international color, design and size parameters or to
highlight the cultural identity of the state have to be developed on specifically selected sites. Various
landscaping concept such as suggested landscape selecting particular form or species to suggest some
turning or approaching settlements, giving hint of some approaching cross-junction or bottle necks
with the help of the color, foliage and shape of tree is yet to be introduce in the state. In this regard if
proper tree selection is there beside improving road aesthetic, more information is provided to road
users , above all tree selection can generate resource base and can create conducive colorful green
environment along these sustainable life lines.
In Punjab S. Jagjit Singh Ghuman was Chief Town Planner when efforts were made to project size
and function of all urban centers. To start with it was exercise but by and large most of the projections
were based on census data. Potential of urban centers, their socio-cultural and historical significance
in attracting tourism etc. and their potential to attract foreign direct investment etc. were not
considered. In the start of 21st century Perspective Plan was circulated by PUDA experts which was
sketchy in its contents. It did not specify what should be done to develop the backward areas of the
state. However both provided base line on which Perspective Regional Plan of the state can be
prepared. Naturally such plan shall have specific polices for border belt, sub-mountain belt, backward
areas along river banks of Ravi, Beas, Sutlej and Ghaggar . High urbanization triangle comprising of
Ropar-Chandigarh-Rajpura, Highly urbanized corridor Amritsar-Jalandhar -Phagwara –Ludhiana –
Khanna-Sarhind-Fatehgarhsahib, developing nodes of areas around Bathinda , Patiala and Hosiarpur .
In the light of these sub-regions/belt Perspective Regional Plan for Punjab is to be prepared to serve
and implement such a plan in light of its regional structure, Regional Transportation Plan should be
prepared.

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

STATE TRANSPORT NETWORK PLAN –A CASE OF HIMACHAL PRADESH

A.R. Sankhyan1
INTRODUCTION
Draft Policy on Urbanisation sets guidelines to cope up with the persisting problems of existing urban
centres , on one hand and focuses on planning of new townships at strategic locations, on the other.
The State Transport Plan, however, sets guidelines to achieve this objective through easy surface and
air transportation mechanism in view of complex geographical conditions of the State. The document
focuses on the problematic areas, addressing problems of most inhabited areas of the state as well as
connections to far flung areas in the interiors and lays guidelines for opening of various regions of the
State primarily through tunnels, bridges and air. Whereas, the State Transport Plan lays the broad
framework for transportation through Highways, Railways and Air, the District, Block and Other
lower level plans will be addressing the local problems pertaining to this sector. The State Transport
Network Plan is primarily concerned with State level Transport network including Highways
(National or State), Railways, Waterways and Airways ., integrating with networks of adjoining
states. The outline State Transport Plan, so prepared, may be further followed by State Land Use Plan,
Urbanisation Policy and Sectoral Plans including housing, trade and commerce, industry, facilities
including health, education and institutions.
VICIOUS DEVELOPMENT SCENARIO
The state of Himachal Pradesh is witnessing unprecedented development in the existing urban centres
including Shimla, Kullu-Bhunter , Manali, Mandi, Solan, Dharamshala, Chamba, Dalhousie, Baddi,
Hamirpur and Una . Besides haphazard development in and around the towns, the ribbon development
along the Highways and Roads has acquired alarming proportions.
There is a blind Race for Housing, even on steep slopes and odd sites. Intrusion and collision of Trade
and Commerce persists. Corridor development of commercial activities is posing major threats.
Confusion and illusion of tourism and industry is a hard reality. Over-crowding institutional
complexes are posing functional and management problems. Perspective planning and development
of transport network including highways, roads, rail network and airways, therefore, need no
emphasis.
Dwindling environment is a bitter reality and the same needs foremost attention. Nature’s arousing
furry in terms of floods, cloudbursts, landslides, draughts and uncertain climatic conditions need
precautions in planning and development. Crumbling heritage calls for stringent measures. Increasing
Traffic and Transportation chaos, particularly in populated belts in towns and growth centres as well
as along the Major Highways requires immediate redressal.
In view of foregoing un-precedented race for development and construction activities, the State is
likely to lose more than to gain. The long-term sustainable and holistic development , thus, need no
emphasis. The Outline Transport Network Plan, therefore, may go a long way to set the wheel rolling
to cope up with the present dismal development scenario in terms of corridor development, paying
least attention to transportation network, the very lifelines of the State, constructed at enormous
financial and socio-economic costs
HARD REALITIES
Haphazard road construction activity is a bitter reality. Fast up-coming ribbon development is a
double-edged sword. It is neither conducive for those who construct or have constructed buildings for
various pursuits along the Highways, on one hand, nor for the local, regional and inter-state traffic, on
the other. The structures used for residential purpose are directly affected by the smoke or air and
noise pollution. The direct entries from the highways or roads to various pursuits are posing serious

1
State Town Planner ( Retd,), Town and Country Planning Department, Himachal Pradesh

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

threats. The loading and unloading activities for commercial establishments as well as multifarious
functions create obstructions for the traffic. This trend has negatively affected the potential of land on
the back of such ribbon development. The same, is therefore, required to be tackled on priority to set
the wheel rolling for planned and systematic development.
Ironically, vehicles are increasing , road width is decreasing due to encroachments and unauthorised
constructions as well as on account of on road parking. Traffic load on roads has increased manifold.
During the peak hours, there is an enormous rush in buses. Even small towns are witnessing chronic
problems of bottlenecks, traffic jams and delays. Number of accidents has also increased
considerably. The vehicular pollution is pronouncing. Unprecedented road construction activities are
going on in the State, even in eco-fragile areas.
In the absence of State Transport Network Master Plan, there has been a piecemeal development of
road network in the State. In this process, therefore, adequate attention has not been given for
harmonious and balanced development of road network. With the passage of time, the road network
has come up in a haphazard manner. It is, therefore, inevitable that a Balanced and comprehensive
Transport Network Plan addressing the problems of various areas is devised for the entire State.
DICTATING FORCES FOR TRANSPORT NETWORK.
The rivers and their tributaries, on one hand and mountain systems, on the other, dictate the entire
transport network of the State. The major rivers namely Ravi, Beas, Satluj, Yamuna Chandra and
Bhaga govern the alignment and planning and development of road network along them. In view of
these major rivers construction of Bridges to interconnect areas across them, at strategic sites, need no
emphasis. Similarly, the Greater Himalayas, Central Himalayas, Outer Himalayas and Shiwaliks
along the plains run almost parallel to each other. Amidst these mountain ranges, there are valleys
along the rivers. The valleys are witnessing fast development along the highways. Massive cutting of
terrain in these mountain ranges for construction of roads is a hard reality. The Trans-Himalayan
Region of Lahaul- Spiti and Kinnaur Districts and Pangi Region of Chamba, have however, scanty
development of road network. In view of the said mountain ranges, construction of Tunnels is
necessitated. Besides rivers and mountain systems, the forest cover, fragile hilly terrain, harsh climate,
productive agricultural lands, settlement pattern are the other factors, which pose hurdles in the
development of balanced transport network.
EXISTING TRANSPORT NETWORK
As there is limited Rail, Air and Water Transport Network in Himachal Pradesh, road transport is the
most significant and it cater even for more than 95% of the flow of passengers and goods
transportation.
Hierarchy of Roads
The hierarchical order of roads consist of National and State Highways,Major and Other District
Roads and other Village Roads
National Highways
The State has 7 National Highways as under:-
Pathankot-Palampur- Mandi National Highway- 20.
Pinjore-Nalagarh-Swarghat National Highway-21-A
Chandigarh-Mandi-Manali National Highway-21.
Ambala-Shimla-Kaurik National Highway-22
Jallandhar-Amb-Hamirpur-Dharampur-Mandi National Highway-70
Ambala-Paonta-Haridwar-National Highway-72
Shimla-Brahmpukhar-Ghagus-Hamirpur-Mataur-National Highway-88

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

These seven National Highways have a total length of 1250.689 Kms. in the State. The Status of
length and width of these National Highways is as under:-
NH Name of National Single Lane Intermediate Double Total
No. Highway (Kms.) lane (Kms.) lane (Kms.) Length
(Kms.)
20 Pathankot-Palampur- 52.785 42.600 101.415 196.800
Mandi
21-A Pinjore-Nalagarh- 29.393 8.400 11.080 48.873
Swarghat
21 Chandigarh-Mandi- 20.890 2.280 217.665 240.835
Manali-
22 Ambala-Shimla-Kaurik 50.000 - 244.276 294.276
70 Jallandhar-Hamirpur- 132.460 57.475 15.665 205.600
Mandi
72 Ambala-Paonta-Haridwar 0.000 57.000 0.000 57.000
88 Shimla-Brahmpukhar- 33.700 70.800 92.805 197.305
Ghagus-Hamirpur-Mataur-
Total: 319.228 238.555 682.906 1240.689
More than 50% of the total length of these National Highways is double lane and the remaining is
either intermediate or single lane. There are 287 bridges of various configurations existing on these
National Highways. The National Highway-wise number of bridges is as under:-
Sr. No. National Highway No. No. of Bridges
1 20 110
2 21 46
3 21-A 25
4 22 32
5 70 22
6 72 18
7 88 32
Total 287
One of the unique features on National Highway-22 is the recently completed bridge at shoulding. It
is an innovative Steel Arch Bridge with a total span of 146.00 M. The arch portion has a span of 100
M and has 10 No. spandrel columns. The bridge is 110 Metre long on straight portion and 36 Metre
curve in plan.
State Highways
The State Highways, as notified by the State Government Notification No. PBW (B&R) (B) 3 (1)
63/99 Shimla, dated 22.5.2007 are as under:-
Lal Dhank- Paonta- Rajban -Hatkoti (except NH portion and RD 133/0 to 121/0 in Uttrakhand).
Kumarhatti-Sarahan-Nahan (Dosarka).
Chhaila -Neripul -Yashwant Nagar –Oachghat- Kumarhatti.
Sainj -Chopal –Nerwa- Shallu.
Shalaghat- Arki- Kunihar- Barotiwala.
Theog –Kotkhai- Hatkoti- Rohru
Sainj –Ani- Banjar -Aut
Shimla -Tattapani -Mandi
Shimla- Kunihar -Ramshehar –Nalagarh- Ghanoli.
Dharamshala -Dadh -Palampur -Holta -Chadhiar -Sandhol (Except NH portion).
Jogindernagar- Sarkaghat- Ghumarwin (except NH portion).

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

Jawalamukhi -Dehra -Jawali -Raja Ka Talab

Mubarkpur –Dehra- Ranital -Kotla.
Mehatpur -Una -Mubarkpur -Daulatpur Himachal Pradesh Boundary (Except NH portion).
Pong Dam- Fatehpur- Jassur.
Nurpur- Lahra -Tunuhatti
Una -Aghar –Barsar- Jahu –Bhambla- Ner Chowk.
Pathankot -Banikhet -Chamba -Tissa.
Hamipur -Sujanpur -Thural -Maranda.
Shahpur –Sihunta- Chowari.
Railways
The rail network is scanty in the state. The existing railway lines are as under:
Kalka-Shimla Railway Line
The 96.56 kilometre long Kalka-Shimla Section of the Northern Indian Railways is one of the most
spectacular narrow gauge lines in the world. It runs through 103 tunnels,the longest one of which is
1143 Metre. The railway line crosses over 800 bridges. The Rail route has 919 mind-boggling curves,
with sharpest curve being of 48 degrees. There are large number of bridges, longest one is No. 226
with a length of 112.14 Metres. Three express and two passenger trains ply on this route daily.
Pathankot-Jogindernagar Railway Line
The total length of this Railway Line is 164 Kilometre and the length of Railway line within
Himachal Pradesh is 155.00 Kilometre. There are 994 Bridges and 2 Tunnels on this railway line.
Three trains ply on this route daily.
Nangal-Una-Talwara Railway Line
The length of this Railway line within Himachal Pradesh is 28.50 Kilometre and there are 92 Bridges,
out of which 9 are major ones. Three trains ply on this route daily
Air Movement
The air flights are run on routes as under:-
Delhi-Chandigarh-Shimla-Kullu
Delhi-Chandigarh-Dharamshala.
According to information collected from Civil Aviation and Tourism Department, the companies
providing Air Services in Himachal Pradesh are as under :-
Sr. Name of Company Providing Daily/ Weekly or Airports Covered
No. Air Service Others by Flight
1. Jackson Daily Delhi to Shimla to Kullu to
Kangra and back to Delhi
2. Air Deccan Daily Delhi to Shimla to Kullu and
back to Delhi.
3. Alliance Air 1. Monday Delhi to Kullu and back to
2. Wednesday Delhi.
3. Friday
4. Sunday
All the companies are using 48 Seater Air Crafts. However, only 28 passengers are being lifted
presently in the each craft
STATUS OF AUTOMOBILES
The status of various types of automobiles registered in the State is given in the table as under:-

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

Total Vehicles Registered upto 31.12.2005

Sr. No. Category of Vehicles Total No.
1. State Carriage HRTC Buses 2725
2. State Carriage Private Buses 3186
3. Government Departmental Buses 199
4. Buses (Semi-Government) 100
5. Trucks goods Carriage 13652
6. Government Departmental Trucks 177
7. Ambulances 360
8. Trucks (Semi-Government) 66
9. Mini Trucks and Private Goods Carriage Vehicles 323
10. Mini Trucks and Private Goods Carriage Vehicles 13169
11. Mini Trucks and Semi-Government Carriage Vehicles 45
12. Tractor Trailor for Agriculture purpose 8455
13. Tractor Trailor for other purposes 3112
14. Oil Tanker/Water Vehicle and Others 589
15. Motor Cycles 42992
16. Scooters 56646
17. Private Jeeps 6249
18. Government Departmental Jeeps 1184
19. Semi-Government Jeeps 93
20. Pick Up Vans 4592
21. Delivery Vans 211
22 Station Vagon 30
23. Government Cars 1004
24. Semi-Government Cars 162
25. Car Private/ Taxis 43275
26. Omni Bus-Semi- Government 77
27. Omni Bus Private 307
28. Private Service Vehicle 438
29. School Buses 328
30. Auto Rickshaw/ Auto Rickshaw Goods Carrier 509
31. Cranes 15
32. Fire Vehicles 19
Total 2,04,289
Total vehicles registered up to 31.3.1991 were 67,103. The vehicles registered from 1.4.1991 to
31.12.2005 are 1, 37, 186. There is an increase of 1, 37, 186 vehicles in the State from 1.4.1991 to
31.12.2005, which works out to 67 % growth of vehicles in just 15 years period. The state is thus
witnessing transport explosion.
PROPOSED TRANSPORT NETWORK PLAN
Keeping in view the day to day increasing traffic volume in the State, the existing State Highways
needs to be upgraded, on one hand and new bye passes/short routes by constructing bridges and
tunnels are required to be planned, on the other.
Highways
Besides Upgradation of strategic State Highways, either National Highways are required to be
extended or new alignments are proposed to be developed on the lines of standards of National
Highways. The list of such proposed roads is as under:-
Shimla-Jubbarhatti-Kunihar-Ramshehar-Nalagarh-Rupnagar .

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

Bhararighat- Kunihar-Dharampur-Kumharhatti-Sarahan-Nahan-Paonta Sahib-Yamuna Nagar-

Delhi.
Pinjore-Narayangarh-Kala Amb-Nahan-Paonta Sahib
Pinjore-Baddi-Nalagarh-Swarghat-Babkhal-Shah Talai –Barsar-Galore-Dhaneta-Nadaun
Mehatpur-Una-Amb-Chintpurni-Nainapukhar-Dehra Gopipur-Ranital
Ranital-Guler-Jawali-Nurpur
Amb-Mubarakpur-Talwara-Nurpur.
Pathankot-Banikhet-Chamba-Bharmaur
Una-Barsar-Bhota-Bhambla-Rewalsar-Mandi
Aut-Larji-Sainj-Neuli (Great Himalayan National Park)-Gushani-Bathad (Tunnel)-Baggipul-
Nirmund-Nogli (Rampur Bushahar)-Taklech-Sungri-Rohru-Hatkoti-Arakot-Tiuni-Cakrata-
Harbertpur-Dehradun.
Mcleodganj-Kareri-Minkiani Pass-Lam dal (Tunnel) -Darkund-Bhatog (Bridge)-Chamba-Koti-
Tisa-Taraila-Satrundi, Sach Pass(Tunnel), Brindabani-Killar (Pangi)
Palampur-Sinjora Pass (Tunnel)-Holi-Bharmaur-Chhatrari-Bhatog
Jogindernagar-Ghatasani-Jhatingri-Barot-Babbu Pass (Tunnel)-Sarwari –Kullu
Darla Mor-Beri-Ghagas-Kandraur-Chalehli-Bhambla-Sarkaghat
Dharampur-Jogindernager
Sundernagar-Churag-Tatta Pani-Kufri-Chail-Kandaghat
Mandi-Karsog-Sainj (NH-22),
Chhaila-Neripul-Yaswant Nagar-Oachghat-Kumarhatti
Thoeg-Kotkhai-Rohroo.
Ghandal (Near Ghanahatti)-Basantpur-Kingal (NH-22)
Bhaderwah-Pangi-Keylong-Kaza-Kaurick.
Railways
Railway lines are required to be laid to connect most populated areas as under:-
Pinjor-Baddi-Nalagarh-Ghanauli
Bhanupalli-Bilaspur-Rampur
Jogindernagar-Mandi-Barmana
Una-Hamirpur-Bilaspur
Hamirpur-Ranital
Solan-Bilaspur
Air Proposals
Airports are required to be developed at following places, amidst populated areas at strategic locations
as under:-
Baddi
Chamba
Sundernagar
Ghumarwin
Rohru
Paonta Sahib
Kunihar
CONCLUSION
The State Transport Network Plan, so contemplated for the mountainous state of Himachal Pradesh
will go a long way in setting wheel rolling for its holistic and sustainable development.

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

CHALLENGES OF INTEGRATING METRO RAIL IN LIMITED SPACE- CASE

STUDY OF PUNE

Prof. Pratap Raval1 and Bhakti Chitale2

INTRODUCTION
Cities developed over the time due to both conscious and unconscious acts of man. Urban design
assumes that in spit of the vast scale and complexities the cities can be designed and their growth
shaped and directed.
Establishment of any new transport corridor makes deep impacts on many characters of that area or
city like infrastructure, environment, transportation etc. Similarly it make substantial impacts on urban
form of the city. Urban form affects the human life. All human activities revolve around a core
created by elements of urban form. Therefore it is necessary to carry out qualitative analysis of urban
form in the context of urban mass transit system. The Urban form changed due to integration of metro
affect the aesthetics, economical, cultural and physical growth of the respective area and also the
comfort and convenience of people.
Every urban armature or fabric has two types of elements
Physical elements – built and inbuilt spaces, their connectivity, structure etc.
Cultural elements – social
With the combination of these two a three dimensional piece of space is created with a specific
character. This specific character is called as URBAN FORM. Urban form refers to the physical
layout and design of the city. Urban design takes into consideration density, street layout,
transportation and employment areas and urban design issues. Growth management issues such as
urban sprawl, growth patterns and phasing of developments also heavily influence urban form.
Current structure of urban form in Pune which is influenced by more built mass can create problems
like load on infrastructure, congestion, unhygienic conditions etc. Efforts are required towards guiding
the controlled and planned shaping of urban form.
Pune Municipal Corporation (PMC) has proposed the Metro Railway as the “mass transit system” for
Pune, Pimpri-Chinchwad and adjoining urban fringe area. This study is an attempt towards the
assessment of the proposal and visualizing the impact of elevated metro structures. Metro railway will
impact on so many aspects of surrounding areas like infrastructure, built environment, transportation
etc. Scope of this study is limited to visualize the impacts on built form and urban design along metro
corridor. This paper is about study carried to study current pattern of urban form along selected metro
corridor to analyze parameters such as legibility, variety, robustness etc.
Permeability - move and connect
Permeability can be defined as capacity of an area to absorb the traffic on Main Street quickly (Figure
1&2). “How quickly traffic get disbursed in to the adjoining area?” Answer to this question decides
the level of permeability. Permeability depends on arrangement of connecting streets, built mass types
and density of the surrounding area and the visual connections.
Main streets and there feeder routes: In above figures the main Street and the connecting routs
attached to it are shown. The traffic on main street will get disbursed in to the surrounding area via
connector streets. The area which has such strong connections has more permeability.

1
Professor of Town Planning, College of Engineering, Pune
2
Postgraduate student, Town and Country Planning, College of Engineering, Pune

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

Figure 1: Ring Road and Feeder Routes. Figure 2: Informal Road and Feeder Routes.
Grid iron Pattern and Feeder Routes.

Variety – diversity
Diversity in building types, in activities, in land use. Variety brings interest in to the place.
Vitality – Exiting Places.
Robustness – Ability to adapt the change
Some areas change there face in very short period where some remain as they are for years.The ability
to adapt the change depend on social set up of that area, built masses, open lands in the area, and
development control rules for that area. In fast changing world the every area has to be enough
flexible so that it can be changed as per the requirement. (Reference: Image of city-Kevin Lynch)

Figure 3: Place which can adapt different Figure 3: Place which can adapt different types
types of activities of activities
Source: www.readindia.com (12-10-2009)
URBAN STRUCTURE OF PUNE
Pune is experiencing a leapfrog pattern of urban sprawl due to the hills, and ribbon sprawl along the
highways. The higher entropy values indicate that the rate of sprawl is quite high and needs proper
management to attain sustainable development. It also proves that entropy is a good indicator to
identify measure and monitor the spatial distribution of urban phenomenon. (Think of revising these
words are used for ecosystem assessment)
The metropolitan region, with its dense core in the old city, has spread along a sectoral network of
road and rail links through which the urban form has grown. and major highways run across the north
of the city with the two important commuter stations, Shivajinagar and Pune, being located at the two
top ends of the parallel arteries of the 'H'. Major state and municipal bus stations are also located at
these points acting as 'feeders' into the system.
High density residential areas cluster near this 'H' shape and around the old villages which now lie
within municipal boundaries. The historical north-south route, now Bajirao Road, is connected across
the Mutha by bridge to the Shivajinagar area in the north-west. It crosses Laxmi Road (the horizontal
artery of the 'H') at about mid-point and runs south, out of Pune, as the Bangalore Highway. While

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

small and medium scale industries have been established within the old Pune City on the radial roads,
the Municipal Corporation of Pimpri-Chinchwad is unique in having a vast central industrial core
with residential areas enclosing it. The linear manufacturing belt along the Pune-Bombay rail and road
lines runs through the centre.
This pattern results in residents of Pune City commuting outward from dense residential areas to jobs
in industrial areas and workers from surrounding villages cycling into the Pune and Pimpri-
Chinchwad cores, or towards other industrial belts along the radial highways. Students, shoppers, and
those with administrative work commute into Pune's centre.
Unlike most metropolitan cities, Pune has no central business district. Areas around the W and near
rail stations have developed as intense retail and recreational nodes. There are also vast open areas
that penetrate the heart of the metropolitan region, either because they are reserved forests or
agricultural lands, steep hillslopes, cantonment, ands, institutional areas, or neighbourhoods covered
with low-density residences.
STUDY AREA: Proposed Corridors:

Figure 5 Proposed Metro Corridors

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

Source: DMRC-Pune Metro Project Report

Selected corridor: Corridor No.2- From Vanaz to Ramwadi via Deccan

VIMAN NAGAR COLONY HORSTIMAN

INDIA PVT.
LTD.

GOVERNM
ENT
60M
OFFICES

30M SHASTRI NAGAR 20M

FATIMA
HIGH
30M SCHOOL

NEW KHADKI
GAOTHAN

12M
COLLEGE
CINEMA
20M CHITRA

GUNJAN
YERAWADA CINEMA
GAOTHAN 60M

30M 24M
ERALD
FITZGE E
BRIDG
BUND

BOAT
BUND
CLUB
GARDEN
30M
ST.PHILIX
SCHOOL

Figure 6: Study Area Corridor – Vanaz to Ramwadi and 500m patch on both sides of the corridor
Source : http://www.punecorporation.org/pmcwebn/index.aspx(16-02-2009)
4.2 Landuse for Selected Area
Sr. No. Landuse Area
1 Residential 487.44526
2 Commercial 91.686131
3 Road 220.51095
4 Public/semi public 162.48175
5 Industrial 29.014599
6 Open space 139.27007
7 Water body 212.38686
8 Defense 247.20438
TOTAL 1590

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

Study Area and its subdivisions:

Sector 1: From Vanaz to Deccan Gymkhana
Sector 2: From Deccan Gymkhana to Civil Court
Sector 3: From Civil Court to Ramwadi
Chart No. 2
Name % of Pop Total Built-up Pop A density Pop B density Pop C
Built- 2009 Area in km² (per sq. kms (per sq. kms density/
in km² density for total density for B/UP
up area) area)
ha
Sector 1: From
Vanaz to Deccan 65.85 96000 3.2 2.1072 30000 45558 300
Gymkhana
Sector 2 : From
Deccan Gymkhana 85.77 150930.6 4.6 3.94542 32811 38255 328.11
to Civil Court
Sector 3 : From
Civil Court to 52.36 88290 8.1 4.24116 10900 20817 109
Ramwadi

Figure 6.1 Vanaz to Kothrud Figure 6.2 Kothrud to Deccan

Figure 6.3: Deccan to Shivajinagar Figure 6.4: Shivajinagar to Ramwadi

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

Types of Surveys Carried out

Visual Survey (To decide level of legibility) - To understand the aesthetical qualities And visual
functions. To identification of hard and soft areas (Physically and visually hard-soft areas).
Physical Survey ((Variety and Robustness) - 1.Detailed Land use survey
Residential, commercial, public, open spaces etc.,
Built and Inbuilt masses, Roads.
Survey for pattern and grain - Fine or course grain of built units Uniform, Soft, Rough Texture.
Functional Survey - Study of movement system, Special characteristics of that area related to
urban design.
CONCLUSIONS FROM SURVEY WORK AND ANALYSIS
At present the built masses on both sides of the corridor have an linkage or Relationship between
each other though they are on opposite sides. The whole area act as a single district.
After establishment of metro corridors this link will be discontinued as the visual connection in
both the sides will be brook. The spaces on two sides will act as two different districts with a
specific identity.
The road width and building height ratio

The different types are shown in the diagram and the psychological impact on user is pointed
there.(Figure 7,8 & 9)

Figure 7: Section for 7.5m road Figure 8 Section for 15m road

Figure 9 Section for 30m road.

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 Nationnal Seminar on Sustainable Liffelines: Transportation Planniing and Managgement, 12-13 March
M 2010

The facades and visual connection

c b
between the built
b masses: These are eexpressed in terms of
grain and texxture as show
wn in the diaagram.

Figure 10:
1
Movement System
The majjor roads aree Karve roadd, J. M. roadd and road frrom Civil coourt to Ramw wadi. The wh hole area
shows varying
v levell of permeabbility througghout the lenngth. These major roadss are conneccted with
arterial roads
r whichh are further connected with
w sub arteerial roads and a further tthe connecteer streets.
Every abbove type off road shows different chaaracteristics and specific type of urbaan design quaalities.

Figure11: Vanaz to Kothrud Figu

ure12: Shivaajinagar to R
Ramwadi

Main Strreet
Collectoor Streets
Pedestrian Pathwayss
Figure 13.
1 Kothrud tot Shivajinaggar

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

Figure14.
Comparative Analysis
Sr. No. Parameter Sector 1 Sector 2 Sector3
1 Legibility Good Maximum Average
2 Permeability Good Average Maximum
3 Variety Average Good Maximum
4 Vitality Good Maximum Average
5 Robustness Below Average Below Average Good
FINDINGS AND OBSERVATIONS
Legibility
Analysis method – Interviews of people using the space (for different groups and professions)
Question – How to go place ‘X’ from place ‘Y’? The person will tell the rout with reference to some
landmarks. These landmarks and the area with reference to it will be highly legible area.
Permeability
Analysis method – Interviews of people either coming for work in that area or living there.
(interviews at bus stops, Auto-rickshaw stand, apartment parkings)
Question – How much time is required to go at place ‘X’ from place ‘Y’? These interviews are carried
out at proposed metro stations. “The minimum time required = maximum permeability” ( All
available options of movement are taken in to consideration e.g. Roads, Pedestrian pathways, Cycle
tracks etc.)
Variety
Analysis method – Visual survey and interviews.
Study of road side continuous façade is carried out to mark the change in building type, type of
activity present there etc. While moving on road what is the feeling of that place for pedestrians and
riders of different vehicles is noted. Place including maximum types of activities and built masses
shows maximum variety.
Vitality
Analysis method – Visual survey and interviews.
Identification of gathering places, open places, places of enjoyment (malls, theaters, hotels etc.)

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 Nationnal Seminar on Sustainable Liffelines: Transportation Planniing and Managgement, 12-13 March
M 2010

From thhe interviewss of people of

o different age groups and
a professions the placces of excitement are
marked with reference to there perceptions.
Robustn
ness
Analysiss method – Visual
V and phhysical surveey, results fro
om secondarry data.
The histtory of that area
a is takenn in to consideration and
d the changes occurred inn certain inttervals of
time aree noted. Perr cubic km.. built masss density, po opulation deensity is chhecked out. The FSI
consumeed and remaiining FSI is studied. Witth reference to all these the
t growth bbaring capaciity of the
place froom social, ecconomical annd physical point
p of view
w is desided.
Survey Findings
Withh decrease inn visual connnections the legibility off the area alsso decreases. After estab blishment
of metro
m railwayy the visual permeability
p y of the area will decreasse. The area w will get divided in to
two separate ‘diistricts’ withh different chharacteristics. This will result in to decrease in n level of
legibbility of the area.
a
At the metro staations the poppulation will get disburssed in to the masses. Thee present feeder routs
will be insufficieent and inconnvenient in that
t case. So the populatiion will not gget disbursed d quickly
in suurrounding area.
a This is nothing
n but decrease
d in leevel of perm
meability. Theere is need too manage
the supporting
s seervices like feeder
f routs etc.
Neaar the metro stations
s the different
d actiivities will come accordiingly which w will change the land-
use pattern of thhat area. Thee new built masses
m will come
c with hiigher densityy and FSI wh hich may
not be suitable to t integrate with
w the exissting built masses.
m The laand use will change subsstantially
in thhe form of more
m commerrcial land usee.
It is envisaged that
t densificaation along corridor
c attraact more tripps. The multii-nodal formm of Pune
city will slowly turn in to thhe star shapedd form, with h triangular sectors havinng boundary of strong
liness of metro coorridor. The areas far from m the metro corridors wiill then becom me the negleected part
of thhe city. This form will bee little bit helpful to deveelop the grow wth centers inn the peripheeral areas
for decentralizat
d tion of popullation as mettro will be a strong meassure of conneectivity but this t form
can adapt minim mum growth as a comparedd to other form ms of the cityy.
As per
p the propoosal if 4 FSI is allowed within
w m distance on both sidees of the corrridors the
500 mts.
builtt mass densiity will increease tremenddously. Thiss will result in minimum m visual link kages and
feeliing of gettingg locked in tot the space for user. To get the miniimum plot siize required for f 4 FSI
there is need too amalgamaate the plotss. The big built b mass ofo metro raiil will domiinate the
surrounding exissting built masses.

Figure15: The “linear city” as an Alteernative to Spraawl:

Figure16.
F Built Masses
M in Second Sector.
Curitiba

Whiile moving ono any road wew feel the skyline

s at both the sides of the roads which creates strong
sensse of place inn the mind of
o user. Afteer establishm
ment of metrro structure ddue to limitaations on
visuual linkages people
p will mostly
m experrience skylinne at one side of the roadd at a time(Figure 17,

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

& 18). Long perspective views which give the idea about the overall set up of the area will be
minimized so the area loses its special identity.

Vision lines for user

Figure17. TYPICAL SECTION FOR 18 MTS. WIDE ROAD

Vision lines for user

Figure18. TYPICAL SECTION OF METRO STATION FOR 35 MTS. WIDE ROAD

To avoid all the above adverse effects on metro railway on overall form of the area some guidelines
are as follows:
Buildings: The comparatively big built masses can retain their identity in presence of metro
structure also. So to get the big plots for big built masses average plot size should be 5000 sq. mts.
witch is at present 750 sq. mts.
As we increase the plot size and the building sizes a single place can accommodate more
population which results in to increase in permeability. The layout with big plot sizes needs less
road area as compared to layout with small plot sizes. But while doing this some selected
landmarks should be preserved as they are. This will help in maintaining the legibility of the area.
Mix land use should be appreciated in the area to decrease the distance traveled by a user.
The high density commercial pockets close to the stations and in-between them the residential
zones will be the right arrangement to increase level of variety and vitality.
Restrictions on building façade and colours for certain length will to give strong identity to the
area. Also this will help to break the monotony.

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

CONCLUSION
The Metro railway proposal for Pune is prepared on the basis of ‘Delhi Metro Project’ but there is
great difference in to the overall form of the two cities. The road widths in Pune from where metro
corridors are proposed differ from 18 m. to 35 m. Taking in to consideration the multinodal-scattered
form of Pune city, it will be a great challenge to integrate the metro structure in this form. In the
preliminary proposal for this project no importance is given to urban aesthetics and overall form of
the city. The study expects to find out what could be the impact of metro on urban fabric and overall
urban aesthetics of the city.
References
Clay H. Veka (14-03-2007) - Lessons from the Madison Street Cable Car Seattle’s Street Railway
System and the Urban Form http://faculty.washington.edu/chalana/urbdp565/ClayVeka_Final.pdf
(24-10-2009)
Dinesh Mohan- Urban Design analysis (2007), http://www.business-
standard.com/india/news/dinesh-mohan-challengesthe-21st-century/369792/ (20-10-2009)
M i c h a e l S o u t h w o r t h, 2000 - Mythologies, Metros and Future Urban Transport shaping
the public realm logies, http://www.sciencedirect.com/science?_ob=ArticleURL&_udi=B6V9W-
3SWV76H
(21-07-2009)
Professor Manish Chalana - American Urban History URBDP 565:
Shigeri Satoh-The morphological transformation Japanese Castle-town,
http://en.wikipedia.org/wiki/Japanese_castle (12-11-2009)
Rainer Mayerhofer, Vienna- Methodology of Urban Design, 2005,
Website: www.ealing.gov.uk/planpol (12-12-2009)
Lawrence D. Frank, 2001-The Built Environment and Human Activity Patterns:
Exploring the Impacts of Urban Form on Public Health,
http://jpl.sagepub.com/cgi/content/short/(09-09-2009)
Sharman k and Paulley n - urban form and mobility-, 1998, Transport Research Laboratory, UK
martens m and verroen e, tno-inro, The Netherlands,
http://www.etcproceedings.org/paper/sesame-urban-form-and-mobility (11-11-2009)
Richard Gilbert - Economic competitiveness, urban form and environmental sustainability
Metropoleconsultants., http://www.toronto.ca/council/oct214.pdf
Randall Crane - 2001 - Travel by design the influence of urban form on travel , BKPS College
library.
Kiril Stanilov - The Post-Socialist City: Urban Form and Space Transformations in Central and
Political Science – 2007, DYPCET, Kolhapur, College library.
Wyn Kelley - Melville's city: literary and urban form in nineteenth-century New York (Literary
Criticism - 1996 www.books.google.co.in(13-11-2009)
MarkW. Horner - A multi-scale analysis of urban form and commuting
change in a small metropolitan area (1990–2000), http://www.springerlink.com/content (13-09-
2009)

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

STUDY ON DYNAMIC PASSENGER CAR UNITS FOR URBAN ARTERIALS

Prabhat Paul1 and P. K. Sarkar2

INTRODUCTION
Traffic in India is highly heterogeneous, comprising different types of vehicles with widely varying
static and dynamic characteristics. The heterogeneous traffic in India comprised not only of fast
moving motorized vehicles but also of slow moving vehicles like bicycles and cycle rickshaws. The
speeds of these vehicles vary from 8 to 55 km/h. Due to the widely varying physical dimensions and
speeds, every vehicle type is unique in itself and cannot be compared, using direct values, with other
vehicle types due to the fact that it has different effects on behavior of traffic flow stream, on different
composition within the traffic flow.
Passenger Car Unit (PCU) is normally used as a standard unit of measurement of traffic volume. The
guidelines provided by Indian Roads Congress (IRC) in respect of PCUs of different categories of
vehicles are more or less based on the static characteristics of the vehicles whereas the dynamic
characteristics have been not taken into account during the formulation.
A number of studies have been conducted abroad suggesting that the behavior of traffic stream is
highly influenced by the presence of heavy vehicles and slow-moving vehicles in the flow. Various
works have been carried out abroad and in India suggesting how the traffic flow get affected with the
increase in percentage of these types of vehicles in traffic volume, but less studies were carried out
stating the effect of these vehicles on other types of vehicles. It is clear from various studies that the
effect of each type of vehicle’s performance of other types of vehicles depends upon its own static &
dynamic characteristics.
REVIEW OF THE EARLIER STUDIES
In the past, various methods have been adopted for estimation of PCU values of vehicles. The basis
used for estimation process is (i) delay (e.g. Craus et.al. 1980), (ii) speed (e.g. Aerde Van and Yagar,
1984; and Elefteriadou et.al. 1997), (iii) density (e.g. Huber, 1982; Webster and Elefteriadou, 1999),
(iv) headway (e.g. Krammes and Crowley, 1986), and (v) queue discharge (e.g. Al-Kaisy et.al. 2005).
All these studies, however, are mainly related to estimation of Passenger Car Equivalents (PCE) for
heavy vehicles (Trucks or Buses) under homogeneous traffic conditions and hence, the results of these
studies are not applicable for Indian conditions.
Justo and Tuladhar (1984) concluded that the PCU value of each vehicle category is not a constant,
but varies with several factors such as traffic composition, Volume-to-Capacity ratio and other factors
associated with the roadway, traffic and environment.
Chandra and Sikdar (2000) observed that PCU for a vehicle type is mainly controlled by
homogeneity/heterogeneity of the traffic stream, which in turn, depend upon the relative proportion of
different types of vehicle. PCU for large size vehicle i.e. bus/truck increases and for small size
vehicles like 3-wheeler and 2-wheeler decreases with increase in their own proportions in the traffic
stream. The basic philosophy involved in the development of concept of dynamic PCU is that
capacity estimation in a common unit must be same irrespective of stream composition under given
physical and control conditions. The researchers developed a computer program to evaluate PCU for a
vehicle type on urban roads.
Chandra (2000) calculated the PCU values for two-lane undivided roads using two variables (i) speed
ratio of the car to the subject vehicle (for which PCU value is to be calculated) and (ii) space
occupancy ratio of the car to the subject vehicle. However, these values are empirical and are based
on limited traffic data. Malliarjuna and Rao (2006) used area occupancy in place of density, as

1
Transport Planner, RITES, Gurgaon, Haryana
2
Professor, Department of Transport Planning, School of Planning and Architecture, New Delhi

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

equivalency criteria to estimate the PCU values for buses, trucks and motorized two-wheelers using a
simulation model based on cellular automata. The estimated PCU values, for all the considered
vehicle categories are found to decrease with increase in their respective proportions.
CONCEPT
As per IRC-106 (1990), urban roads are characterized by mixed traffic conditions, resulting in
compact interaction between various kinds of vehicles. This has led to the understanding of road
capacity with its maximum number of vehicles passing through a road section in unit time. It is usual
to express the capacity of urban roads in term of a common unit. The unit generally employed is the
passenger car unit (PCU) and each vehicle type is converted into equivalent PCU based on its relative
size, weight, speed and influential catchment area in the traffic stream.
According to HCM 1965, PCE was defined as “number of passenger cars displaced in the traffic flow
by a truck or a bus, under the prevailing roadway and traffic conditions. The 1965 HCM used relative
speed reduction to define PCEs for two lane highways and quantified this by the relative number of
passing known as the walker method.
METHODS OF DETERMINING P.C.U. VALUE
A common method used in the USA is the density method. However, the PCU values derived from
the density method are based on underlying homogeneous traffic concepts such as strict lane
discipline, car following and a vehicle fleet that does not vary greatly in width.
On the other hand, highways in India carry heterogeneous traffic, where road space is shared among
many modes of transport with different physical dimensions in which loose lane discipline prevails
coupled with non-adherence to car following norm to a great extent. This complicates the computing
of PCE or PCU.
The different methods for determining the PCU Value are presented as under:
• Homogenization coefficient
• Semi-empirical method
• Walker’s method
• Headway method
• Multiple linear regression method
• Simulation method
Factors on which the PCU values of different vehicle classes depend upon can be stated as under:
• Dimensions, power, speed, acceleration and braking characteristics of the vehicle.
• Road characteristics such as geometrics including gradients, curves, access controls, type of road:
rural or urban, presence and the type of intersections etc.
• Transverse and longitudinal clearances between vehicles moving on road, which in turn depends
upon the speeds, driver characteristics and the classes of other moving vehicles.
• Traffic stream composition of different classes of vehicles.
These factors are not constant and change dynamically under different conditions. Therefore, there is
a need to develop a modified approach considering the various traffic interaction and flow
characteristic as application of single set of PCU values poses problems with inaccuracy for
determination of magnitude of traffic flow.
A CASE STUDY & ITS TRAFFIC CHARACTERISTICS
Urban arterial roads of Delhi city is considered as the case study in this research. The roads which are
taken into consideration for this study are as under:
• Vasant Kunj Marg
• Willingdon Crescent Marg
• Vandemataram Marg

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 Nationnal Seminar on Sustainable Liffelines: Transportation Planniing and Managgement, 12-13 March
M 2010

• Shahhjahan Roadd

Traffic flow on thee major roaads of Delhii continues to

increasee over a peeriod of tim me. The coonstruction of
flyoverss at various locations haas only slow wed down the t
process of congestioon and delaay. The adveerse conditio ons
have shiifted from inntersections to other loccations or neext
adjoininng at-grade intersectionss. The roadd capacity has h
been redduced by enccroachments and parkingg. A study was w
conducteed on the city
c networkk in 2002 by b C.R.R.I. to
assess urrban road traaffic conditioons. It can bee observed th hat
roads arre carrying more
m than 100,000 vehiclles in the inn ner
and midddle areas of Delhi. Maagnitude of traffic flow is
most criitical on briidges across Yamuna – I.T.O. Brid dge
carryingg the maxim mum traffic followed byy Nizamudd din
Bridge. The traffic is constantlly increasingg at a rate of
more thaan 2.5% per annum and heavy h intenssity of traffic is
adding tot the probleems of environment degrradation of the t
city. In fact traffic is the largesst contributoor to pollutio on
levels inn Delhi.
Vehiculaar compositiions of arterrial roads att different Fig 1.Arteerial Roads Seleected for the Stu
udy
locations are show as
a under:-
7.27 1.4
40 7.71 1.22
29.60 30.65 2-w
3-w
bus
car
50.44 9.70 49.23 9.59 cycle
1.58 1.59
9 truck
Fig. 2: Vassant Kunj Fig 3: Willingdonn Crescent M
Marg
7.01 1.332 7.38 1.077
28.03 27.94

47.93 47.64
13.89 14.15
1.881 1.81
Fig 4: Vanndematarm Marg
M Fig 5: Shahjahhan Road

SELECTION OF MODEL
M AN
ND FACTOR
RS
The passsenger car unit
u may be considered as a measurre of relativee space requuirement of a vehicle
class coompared to that
t of a paassenger carr under a sp pecified set of vehicle ccharacteristicc, stream
characteeristics, roadw
way characteeristic and otther condition.
Factors Considered
d in the Mod
del Buildingg
To deterrmine the varriation in PC
CU values forr a vehicle ty
ype, the folloowing factorss are consideered:
• Influence areea of each veehicle.
• Traffic Com mposition
• Speed of eacch category of o vehicle

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

• Headway
• Lateral clearance
Selection of Equation
The passenger car equivalency of a vehicle type is believed to be directly proportional to the ratio of
speed and inversely proportional to the space requirement of a vehicle with respect to car
PCU = (Ai x Vc) / (Vi x Ac) Where
Vc and Vi are speeds of car and vehicle i respectively and Ac and Ai are their influence area.
Data Collection
The data is collected by Videography recording on real time basis. A trap is made on the road section
of 30m and the traffic is observed for a fixed interval. The following data is collected:
• Classified Volume count
• Speed
• Headway
• Lateral Clearance
The survey is conducted for the duration of 3 hours on a single road during peak hour period. The data
analysis is carried out by running the recorded tapes several times to measure the data.
Conceptual Model
In order to appreciate the functioning of the model, an attempt has been made to develop to a
conceptual model to start with as shown in the Fig.6

Fig 6: A Conceptual Model for Determining Dynamic PCU

For analyzing the headway and lateral clearance data has been measured from recorded data.
ANALYSIS OF DYNAMIC PCUs
The PCU values will be developed according to the influence area of each vehicle, and speed in the
section from the collected data with the help of regression equation and developing relationship
between influence area and volume, speed and composition.
The PCU factor developed will be dynamic and according to the changing factors taken from the
collected data of speed, vehicular mix, volume, headway and lateral clearance. PCUs for various types
of vehicles are calculated based on the equation indicated above. Table 1 presents the dynamic PCU
values for different categories of vehicles for the urban roads selected for the study.
After calculating the PCU values for different roads at different time intervals, relationships are
developed to determine the PCU of different type vehicle category depending on different percentage
of NMT & HMV in traffic composition, and following results are obtained as shown in the Fig 7, Fig
8, Fig 9 along with its statistics.

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 Nationnal Seminar on Sustainable Liffelines: Transportation Planniing and Managgement, 12-13 March
M 2010

Table 1: Dyynamic PCUss for Differen

nt Categoriess of Vehicless
Location PCU
U of 2-Wheeler PCU of 3-W
Wheeler PCUU of Bus PCU
U of Cycle PCU
P of Truck
Maax Min Max Min Maxx Min Max Min Max
M Min
Mehrauli to Mahipalpur
M 0.553 0.40 1.31 1.12 3.82 3.43 0.61 0.42 2.69
2 2.06
Mahipalpur tot Mehrauli 0.440 0.30 1.44 1.09 4.26 3.75 0.544 0.45 2.54
2 2.22
Vasant kunj Road (Total) 0.553 0.30 1.44 1.09 4.26 3.43 0.61 0.42 2.69
2 2.06
Karol Bagh tot Dhola Kuan 0.445 0.36 1.40 1.11 4.16 3.50 0.599 0.40 2.48
2 2.05
Dhola Kuan to Karol Bagh 0.448 0.33 1.31 1.05 3.88 3.45 0.566 0.38 2.28
2 2.04
Vandemataraam Marg (Total) 0.448 0.33 1.40 1.05 4.16 3.45 0.599 0.38 2.48
2 2.04
11 murti to RML
R hospital 0.443 0.30 1.18 1.07 4.42 3.32 0.48 0.40 2.52
2 2.03
RML hospitaal to 11 murti 0.550 0.31 1.37 1.08 4.07 3.60 0.666 0.44 2.56
2 2.19
Willingdon Crescent
C Marg (Total) 0.550 0.30 1.37 1.07 4.42 3.32 0.666 0.40 2.56
2 2.03
India Gate too Safdarjang 0.553 0.35 1.30 1.12 4.26 3.67 0.566 0.43 2.43
2 2.22
Safdarjang too India Gate 0.335 0.30 1.23 1.11 4.22 3.46 0.500 0.40 2.60
2 2.24
Shahjahan Road
R (Total) 0.553 0.30 1.30 1.11 4.26 3.46 0.566 0.40 2.60
2 2.22
Grand Total 0.553 0.30 1.44 1.05 4.42 3.32 0.566 0.38 2.45
2 2.03

Fig 7 Efffect of Sharre of NMT & HMV on PCU

P Value of Bus

E
Effect of HM
MV & NMT on
o PCU of Buus
Equatioon : Y = 3.37 – 0.31156a + 0.185b Where; Y = PCU of Bus
r2 = 0.79 a = % oof HMV
b = % oof NMT

Fig 8 Efffect of the Share

S of NM
MT & HMV on PCU Va
alue of 2-Wh
heeler

Effeect of HMV & NMT on PCU

P of 2-wheeeler

Equatioon : Y = 0.285 + 0.0097a – 0.025b Where; Y = PCU of 2-wheeeler

r2 = 0.54 a = % oof HMV
b = % oof NMT

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

Fig 9 Effect of Share of NMT & HMV on PCU Value of Cycle

Effect of HMV & NMT on PCU of Cycle

Equation : Y = 0.877 – 0.091a – 0.015b Where; Y = PCU of Cycle
r2 = 0.56 a = % of HMV
b = % of NMT
Depending upon the above equation the graph shows the effect of different composition of NMT &
HMV in traffic composition on PCU values of different vehicles.

PCU of Different Vehicles

4.50
4.00
3.50
3.00 PCU_2-W
PCU

2.50
2.00 PCU_BUS
1.50 PCU_CYCLE
1.00
0.50
0.00
2

63 7

36 1

72 5

1
.1

.6

.5

.9

.2

.1

.2

.2

.3
.
:9

:8

:8

:8

:7

:7

:7

:5

:7

:7
59

61

98

08

45

67

74
2.

2.

2.

2.

3.

3.

3.

3.

3.

3.

HMV% : NMT%

Fig 10: PCU of Different Vehicles on Different HMV & NMT %

Effect of Stream’s Speed on PCU Values of Different Vehicles
Another interesting analysis is carried out
showing the effect of speed on the PCU values
of different vehicles, resulting in development
of the following relationships:
For BUS
Equation: Y = - 0.0449x + 5.4688
r2 = 0.4584
Where; Y = PCU of Bus
a = Speed
For 2-Wheeler
Equation: Y = 0.0164x – 0.2008
r2 = 0.7677

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

Where; Y = PCU of 2-Wheeler

a = Speed

For 3-Wheeler
Equation: Y = 0.0106x + 0.7756
r2 = 0.5127
Where; Y = PCU of 3-Wheeler
a = Speed

For Cycle
Equation: Y = 0.0091x + 0.1559
r2 = 0.4807
Where; Y = PCU of Cycle
a = Speed

Variation of PCU with respect to truck could not be established from the exixting set of data.

Variation in PCU value with different stream speed

4.50
4.00
3.50 2
3.00 3
2.50
PCU

bus
2.00
cycle
1.50
Truck
1.00
0.50
0.00
46 44 42 40 38 36 34 32 30
Speed

Graph showing the Variation of PCU values at different Speed

Based on the above equations and the traffic composition following nomogram is developed showing
the variation of PCU of different vehicles at different speeds for an average composition.
PCUs for various types of vehicles are calculated based on the equation indicated above.

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

Nomogram Showing Variation of PCU w.r.t. Varried Stream's Speed for an Average Vehicular Composition
LIMITATIONS
Some of the limitations of the said project are:-
Study was done on urban arterial roads.
For Heavy vehicles, only Buses were considered and for slow-moving vehicles only Cycles were
considered.
The study was done for a flow ranging from 800 PCU/hr to 1800 PCU/hr
CONCLUSIONS
The above study is conclusive with the following observations.
PCU of 2-wheeler increases with increase in HMV % and decrease in NMT%
PCU of Bus decreases with the increase in HMV % and decrease in NMT %.
No significant relationship was found out between PCU of 3-wheeler and HMV & NMT %
which show 3-wheelers offer more manageability with little safety.
As the speed of the stream decreases, the PCU of Bus increases. This shows that Busses
experience a more freedom of space with higher speed as compared to other type of vehicles.
High rate of change of PCU value of 2-wheeler decreases with decrease of stream’s speed which
is due to its vehicle characteristics like speed and size. That’s why we can see that 2-wheeler can
adjust itself easily between the gap occurs between other two vehicles.
PCU value of cycle also decreases with decrease in speed
PCU value of 3-wheeler also decreases with decrease in speed again not to that extent of 2-
wheeler due to its size characteristics.
More studies need to be done for different flow ranges so as to derive a generic relation
irrespective of the traffic flow.
Work need to be done on other HMV’s and NMT’s like Truck and cycle rickshaws.
References
Road User Cost Study Final Report CRRI 1982 New Delhi.
HCM 1965,1995 & 2000
TRB Circular 212 (1979) by linzer
M.J. Huber 1982 Estimation of Passenger Car Equivalent of truck in Traffic Stream
Passenger Car Equivalent for Rural Highways by W.D. Cunagin and C.J. Messer TRR 905, 1983
Passenger Car Unit Values for Urban Roads by Dr. C.E.G. Justo and S.B.S. Tuladhar Journal of IRC 1984
Capacity of Roads in Urban Areas CRRI 1988 New Delhi
Dynamic PCU and Estimation of Capacity of Urban Roads by Satish Chandra, Dr. Virendra
Kumar and Dr. P.K. Sikdar Indian Highways 1995

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

COMPREHENSIVE MOBILITY- A CENTRAL THEME FOR SYSTEM

APPROACH TO URBAN TRANSPORT PLANNING

P. K. Sarkar1
INTRODUCTION
The urbanization in India is a part of the global trend towards growing urbanization. Indian
urbanization has proceeded like elsewhere in the world, as a part of the growth in agriculture, industry
and services. Rapid urbanization has resulted in changes in the physical size of urban centers to
accommodate the growth of population. The growth of urban areas has led to the dispersal of
residential areas, but the concentration of major employment activities has remained in the core of the
cities. Some activities, namely, industrial, commercial and educational have been growing with
increasing city sizes. As a result, the distance between residences and workplaces, workplace
locations and other related activities are also increasing to a great extent. This has virtually created
problems of mobility due to the mismatch of residential areas with the location of daily activities such
as work. The public transport systems in most of the cities in India are also not adequately
strengthened to match with the increasing travel demands. This has resulted in significant increase in
the growth of personalized vehicular modes, namely cars and motorcycles/scooters. In order to meet
the demand for public transport, a number of intermediate transport modes have emerged in the
transport systems such as cycle rickshaws, tongas, auto-rickshaws, etc. in many cities in India. All
have contributed to the growth of traffic congestion on the roads in cities.
Urban transport problems are a major concern in all cities in India due to increase in urbanization and
motorization. Though urban transport planning is an integral part of overall urban planning process,
but the integration between land use and transport is hardly addressed in the preparation of urban
transport plan. It is also observed that the quantification of community impact for the transport
proposals envisaged to be implemented is totally absent. A large number of transportation studies
conducted in many cities have been prepared for a given land use without exploring the possibilities
of more options to alternate land use plans that could have been evaluated to arrive at the best land use
plan for implementation. Transport models developed in these transportation studies were on the lines
of conventional models followed in the western countries which were primarily designed to cater to
the personalized motorized traffic. A number of transports related issues in Indian cities such s non-
motorized trips, mobility for weaker section and physically handicapped, inequity consideration have
hardly been addressed in the transportation studies conducted so far. At this backdrop, an attempt has
been made to examine in retrospect the growing urbanization and motorization which give rise to
numerous traffic and transportation problems in cities and to suggest the need for adopting a System
Approach by considering comprehensive mobility as a central theme for urban transport planning
TREND IN URBANIZATION
The urbanization and motorizations are the major reflections of the economic growth of the country.
India’s population has increased from 350 million in 1947 to 1027 million by 2001. It is expected to
increase to 1.4 billion by 2026. Presently India’s urbanization is around 28 percent and is likely to
reach a level of 34 percent by 2021 and 38.2 (1) percent by 2026. The manner in which the
urbanization is taking place, it is viewed that a minimum of 5 states would be predominantly urban
with Tamil Nadu being ranked as most urbanized state with over 75 percent population likely to live
in the urban area. The urban population of 279 million in 2001 is distributed over 4378 (2) cities.
Presently there are 35 million plus cities accounting for 39 percent of total urban population.
Kolkata, Mumbai and Delhi have transformed into Mega Cities with more than 12 million population.
There are ten metropolitan cities with a population from 2.1 – 5.4 million and 35 metropolitan cities
with population size over 1 million exceeding one million, almost twice as many in 1991 according to
the Office of the Registrar General India, 2001. The metropolitan cities are increasingly confronted
1
Professor, Department of Transport Planning, School of Planning and Architecture, New Delhi

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

with serious problems of mobility and accessibility as a result of inadequate provision of transport
infrastructure. The towns with population in the range of 0.1 – 1 million are also not exception. It is
noteworthy to mention that the most of the Indian cities having land area allotted to roads and
circulation in the range of 6% - 10%, experience a growth of vehicular ownership at around 15% per
annum. As a result traffic congestion of roads during the peak hour is quite severe ranging between 5–
10 Kms per hour.
At this backdrop, it is extremely important to review the trend of urbanization which has a significant
bearing on planning of urban in general and its implication on planning of urban transportation in
particular.
URBAN TRAVEL PATTERN & DEMAND
Most of the cities in India experience high density of population and mixed land use which favours
the use of public transport facilities. On account of ineffective planning and poor mechanism of land
use management and enforcement coupled with inadequate public transport facilities, emerging
rampant urban sprawl of the cities compels people to use more personalized vehicles rather than
public transport system. Based on the city size and form, it is observed that walking, cycling and
cycle-rickshaw are most important in smaller cities. As the size of the city increases, trip length
becomes also longer while the proportion of trips made by cycle and walking is less with the increase
in motorized vehicles. It may be further said that with the increase in city size to the level of mega
city, the proportion of trips made by public transport are substantial as compared to the non-motorized
vehicles. A study carried out by RITES (3) has projected the travel demand for different categories of
cities for the horizon year of 2021 as presented below. The total intracity passenger demand of 759
million passenger kilometer mpkm/day would go up to 2511.23 mpkm/day in 2021. A Total number
of vehicular trips which were of the order of 126 million in 1994 are expected to go up by 430 million
in 2021.
Table 1: Projected Travel Demand (mpkm) for Different Categories of Cities
Class of City 1994 2001 2021 Growth 2021/1994
A 103.09 149.43 453.25 4.36
B 75.89 90.43 309.57 4.08
C 109.20 148.66 227.23 2.08
D 94.41 132.07 347.08 3.68
E 92.08 97.22 270.30 2.94
F 284.34 420.99 903.80 3.18
Total 759.00 1038.80 2511.23 3.31
The data (4) on vehicle fleet sizes also exhibits the extremely rapid growth of motor cycle ownership,
which has risen to 16-fold between 1981and 2002 while car ownership has increased around 7-fold
during the same period. The increase in vehicle ownership is one of the major factors for high travel
demand.
URBAN TRANSPORT PROBLEMS
In most of the developing countries, there are several factors in common that contribute to the severity
of transport problems. The rapid growth of large cities primarily due to the growth in the population
coupled with increase in urbanization has posed serious challenge in developing adequate
infrastructure facilities. Travel demand has risen sharply exceeding the available supply in
transportation infrastructure and services. All the Indian cities irrespective of their sizes and forms are
suffering from severe traffic and transportation problems. Transport infrastructure of these cities has
not grown commensurate with its demand. As a result of the rapid growth in motorization, most of the
cities is suffocated with sever traffic congestion along with significant rise in the road traffic
accidents.

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

It is note worthy to mention that the transport problem have been compounded due to the non
existence of facilities giving rise to conflicts between motorized and non-motorized traffic such as
pedestrian and cyclist . About 80,000 fatalities, 1.2 million serious injuries, and 5.6 million minor
injuries are observed during 2001 (4). The fatalities per 1000 vehicles work out to be 1.45 for a total
vehicle population of 55 million in the country. It is also necessary to highlight the problem of low per
capita income in developing countries like India where there is a significant disparity between the rich
and the poor. It also can be mentioned that the government funds (5) are increasingly being spent
facilitating the growth of vehicles and use of private cars while the mobility needs of mostly low
income pedestrians and cyclists are ignored in most of the cities in India. Looking at the overall
transport scenario in India, following nature and extent of transport problems can be highlighted:
Haphazard and unplanned development at the suburban fringe with little or no provision of
transport infrastructure.
Allocation of land for roads and circulation is very limited ranging between 6 – 10% of the total
area of most of the cities.
Heterogeneity of traffic characterized by motorized and non-motorized vehicles.
Poor public transport facility.
Non existence of traffic management and enforcement measures.
High rate of road accidents especially among the pedestrian and motorized vehicles.
High degree of transport related noise and air pollution.
Inadequate ROW to accommodate special facilities for buses and non motorized traffic.
Absence of equity concept in the planning denying a vast poor people to fulfill the mobility needs.
High degree of vehicle ownership due to inadequate mass transport facilities.
OBJECTIVES OF URBAN TRANSPORT PLANNING
The primary purpose of transportation is to provide efficient access that satisfies human needs.
Therefore, the goal of transportation planning would be to ensure the need for mobility for all sections
of people in the society irrespective of in urban or rural areas. Hence the basic question as whose
mobility, for what purpose, by what means, at what cost and to whom, and who should do the
planning and how, are not easily answerable. Within the domain of transportation planning, the
subject of urban transportation has gained importance in the recent past primarily due to the manner in
which the urbanization is taking place in the country.
Since for a long time, urban transport was neglected component except for few cities such as Kolkata
and Delhi where underground metro were built. The emerging trend of urban transport system in the
country does not demonstrate a healthy look. On the other hand, there are a number of issues
emerging after identifying major problems and constraint in the transport sector. These issues
presented below need to be addressed in the preparation of transportation plan
The goal of urban transport planning in Indian cities must not only address efficiency but also
equity.
As the urban poor generally walk and use bicycle to work to save money, the provision for
facilities for pedestrians and non-motorised vehicles is mostly absent in the most of the cities.
Transportation plan prepared so far lacks the component of transport integration with respect to
land uses.
Most of the transportation plans prepared are not equipped with the mechanism of funding the
transport projects. Assistance is sought from the leading multilateral lending institutions such as
World Bank , Asian Development Bank to implement the projects. As a result, the nature of
planning, the value system, and the methods of analysis, priorities and often the very basis for
social justice are heavily influenced by the lending institutions and intellectual technology of
Advanced Capitalist Countries (6). For example the influence of these produces biases in favour of
fast moving vehicle.
Though comprehensive land use transport studies find its special emphasis in the preparation of
transportation plan, but future plans and policies have been formulated by studying existing travel

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

and land use patterns and making forecast of future movements of people and goods on the line of
analytical techniques methodology followed in western countries where socio-economic, cultural
climatic components are totally different from the Indian cities. Therefore these biases in favour
of automobile oriented policies rather than non-motorised modes are not reflected in the
transportation plans.
The development of capital intensive system such as MRTS, LRT does not always help in
preparing safe and efficient transportation plan. The question is how these system would be
affordable for a vast section of society living under poverty.
The concept of developing sustainable transport system with least negative impact on society is
hardly addressed in the preparation of transportation plan. The sustainable transport system
would include bicycle, cycle-rickshaw and battery operated car and CNG driven buses unto city
of 1,00,000 population.
As scientific urban transport planning methods have a profound influence on urban development, it is
therefore felt that the urban transportation techniques in most advanced capitalist countries should be
reviewed in the light of prevailing socio-economic conditions in our cities and suitable modifications
and innovations are therefore required for its applications. In view if this, there is a need to develop a
system approach for turban transportation planning so that long term plan can integrate the short term
plan in scientific and realistic manner.
REVIEW OF EARLIER TRANSPORTATION STUDIES
There is a large number of transportation studies (7,8,9,10)carried out in the past since nearly 50 years.
Among the prominent ones are; the transportation studies for Bombay, by Wilber smith Associates
1960-61, Planning for Road System for Bombay Metropolitan Region in 1979-85, Comprehensive
Traffic and Transportation Studies for Delhi in 1969-72, Comprehensive Transportation studies for
Bangalore, Hyderabad Transportation studies, Madras Area Transportation study, Planning for Mass
Rapid Transit System (MRTS) for Delhi in 18989-91, Transportation Studies for Surat,
Transportation Studies for Jamshedpur((1992)) etc. There are a large number of techno-economic
studies carried out for developing rapid mass transportation system in many the cities in India such as
Ahmedabad, Pune, Hyderabad, Kolkata, Delhi, Mumbai, Chennai, Bangalore etc.
Most of the studies related to the MRTS except for Delhi and Kolkata did not get implemented
primarily due to the funds’ constraints. Apart from this, there are hardly any attempt to address the
problems of transportation for the poor, old, children and physically handicapped people considered in
the above studies. In 1980, report by National Transport Policy Committee (11) made an attempt to
evolve National Transport Policy highlighting major objectives of the National Transport Policy with
Major Issues on transport policy that covers all sections of transport such as road, public
transportation, rail, air, coastal shipping, inland water, ports and harbours and urban transport.
The policy of Urban Transport under NTPC report throws light on the number of issues such as
growing trend of urbanization, importance of land use transport planning, transport for decongestion
of Metropolitan cities, promotion encouragement of public transport systems, problems of medium
size cities, regulation and control of traffic, fare and subsidies and single transport authority. Within
the framework of public transportation system, importance of electrified rail facilities, intermediate
public transport systems, tram and trolley buses were also highlighted in this report. Though there
have been a number of policy related transport studies conducted after the publication of the NTPC
report, but there was no concerted effort made to evolve comprehensive policies for urban transport
system since 2005.
POLICIES FOR URBAN TRANSPORT PLANNING
With growth of cities coupled and rapid pace of urbanization, the Government of India has announced
a National Urban Transport Policy in April 2006 (12). This policy highlights the need to move people
rather than vehicles for promoting the public transport and facilities for the use of non-motorized
modes. It also encourages the use of cleaner technologies along with capacity building. Recently, a

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

working group on urban transport was set up by the Planning Commission in context of 11th Five year
plan. Among the nineteen objectives spelt out as a part of terms of reference, the following terms of
reference were directly related to the urban transportation planning.
To estimate the transport needs, not only for the current urban population of cities but also for the
needs of those who are yet to join the urban population.
To suggest measures so as to ensure that appropriate comprehensive city development plans with
integrated traffic & transportation plans are prepared under Jawaharlal Nehru National Urban
Renewal Mission for each city with integration of Landuse Planning and Transportation Plans.
In order to accomplish the objectives, the following issues are taken up to make urban transport
programmes successful.
- Future perspective and planning
- Technology issues
- Engineering issues
- Finance as issues
- Legal/Administrative/Regulatory issues
- Capacity Building and Awareness issues
As regards to the comprehensive city development plans with integrtated transportation plans under
JNURM for each city, vision document is to be made for preparation of comprehensive city
development(CDP) before it is able to access funds. Besides CDP, an integrated transport and
Landuse plan is also required to be prepared for ensuring high level of mobility for all sections of
people. Actions under such integrated transport plans could be classified under the following areas:
Land Use Interventions
- Encourage `Transit Oriented Development’ with high density areas at or close to public transport
stations
- Allow land use changes from time to time, (including for public/government uses) to enable
efficiency in urban structure through market forces.
- Discourage sprawl through introduction of vacant land tax and levy of `Transport Impact Fee’ on
developments in the periphery.
Transport Sector Interventions
- Promote NMV by creating facilities for safe use of such modes and its integration with public
transport systems.
- Promote public transit systems that are more cost effective and able to meet the demand levels
more optimally.
- Encourage investments in premium bus systems (AC, Express, etc.) that persuade personal motor
vehicle users to also shift to public transport.
- Develop ring roads and city bypass roads as well as Railway Line Bypass
- Develop freight transport terminals outside city limits.
- Shift inter-city bus terminals from the city centrer to the peripheries, with linkages to an intra-city
bus service.
Institutional/Regulatory Interventions
- Modify the enabling legislations
- Establish fare policies and fare regulator
- Implement fiscal measures that encourage use of public transport.
As far as suggestion with regard to objectives, policies, strategies and programs for the improvement
of urban transport during 11th Five Year Plan period is concerned , urban transport plan should include
the following:

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

All cities must prepare a master plan for non-motorised transport and must development and
implement plans for adequate and safe pedestrian and bicycle facilities on all arterial roads.
Street vendors and hawkers are essential service providers for non-motorised modes and they are
also essential for maintaining low street crime rates.
All cities should prepare a plan for traffic calming to reduce emissions and road accidents rates.
All million plus cities should prepare plans to introduce/upgrade existing bus services as also
introduce BRT systems on selected arterials during the 11th plan period.
All cities should upgrade taxi and three wheeler fleets and use ITS for the same.
Mobility Needs
As mobility need varies with respect to city size and shape, it is therefore imperative to address the
issue of mobility for city development. The following section demonstrates what went wrong in the
earlier transportation studies and what should be done in the future to make the city sustainable with
the consideration of mobility of the people.
Importance of Mobility for City Development
There are a number of transportation studies carried out in the past to develop improved transportation
systems for the city and town. Most of the transportation plans do not adequately address the mobility
need for all sections of society. These transportation plans are mostly concerned with constructing
roads, expressways, freeways, traffic interchanges in order to meet the travel needs of automobile
vehicles. Adequate mass transport facilities are not provided in major cities in India. As a result, vast
sections of the society continue to suffer transport problems in their daily lives. There are more
personalized vehicles as against adequate public transport vehicles on the road network leading to
high level of traffic congestion and road accidents. In view of this, the planners are increasingly
concerned with developing transportation systems which would focus on the mobility of people rather
than that of vehicles. Therefore, present planning approach should be to focus on improvement and
promotion of public transport, NMV and pedestrians as important city transport modes. Promotion
and use of public transport, NMVand pedestrians would be vital for improving mobility o f people in
urban areas as public transport and NMV are increasingly being recognized internationally as
environmentally friendly transport systems.
Comprehensive Mobility Plan (CMP)
Recently, the Government of India has taken initiative to invite proposals from local bodies of many
cities/towns for the Jawaharlal Nehru National Urban Renewal Mission (JNNURM) fund to
implement various transport projects (MRTS, BRTS, flyovers, roads, etc). In line with the National
Urban Transport Policy (NUTP), the Ministry of Urban Development (MoUD) encourages cities to
prepare CMPs as a part of long term transport strategy. CMP is a key document providing the
rationale of transport proposals to be developed by integrating the City development Plan (CDP). The
MoUD also underlined the need for development of the CDP as a pre-requisite for submission of any
DPR for JNNURM funding. The primary concept of the CMP is to provide a long term strategy for
desirable mobility pattern for the city’s populace. The primary objectives are as under:
To provide long term vision and goals for desirable urban transport development in each city
To illustrate a basic plan for urban transport development and include a list of proposed urban
transport measures to be implemented within a time span of 20 years or more.
To ensure that the most appropriate, sustainable and cost-effective implementation program is
undertaken in the urban transport sector.
The major components of the CMP are as under:
To optimize the “mobility of people” rather than of vehicles
To focus on the improvement and promotion of public transport, NMVs and pedestrians as
important transportation modes in Indian cities.
To provide a recognized and effective platform for integrating land use and transport planning.

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

To develop an urban transport strategy in line with NUTP.

In light of the above objectives, a CMP could be accomplished with the following major outcomes:
Long term visions and goals
Preferred form of urban growth
List of proposed urban transport measures
Priority Projects
A CMP should also include indicative costing and implementation schedules so as to appreciate the
resources and time frame required to prepare a CMP.
As mobility need varies with respect to city size and shape, the specific interventions as suggested by
the working group are as follows:
Mobility needs for small and medium towns (1-5) lakh population.
Providing for pedestrian pavements and cycle tracks.
Some improvements in the quality of roads
De-congestion of some of the crowded areas like Inter State bus stations, major hospitals,
central market areas, major Government offices, railway stations, etc.
Improvement of some busy intersections
Developing transport corridors in advance to enable the orderly growth of new settlements in
a manner that would facilitate a preference for public transport.
Creation of parking spaces for para-transit and other vehicles.
Mobility needs for (0.5-1) million population
Improvement of some bus intersections
Improvement of some busy intersections
Construction of pedestrian paths and subways
Provision of improved parking spaces
Improving traffic flow at selected congestion points
Improving passenger facilities for bus systems
Shifting of certain facilities from the city center to the fringe areas
Construction of freight terminals and bus terminals on a BOT basis
Addition of bus lanes to existing roads
Construction of new corridors for the development of new settlements
Linkages with small towns falling within a regional context
Mobility needs for (1-4) million population
Planning for low and medium capacity mass transit system(Rs.20 crores/km)
Linking this MRTS with a larger network of low capacity feeder system
Mobility needs for small and medium towns 4 million plus population
Planning for median to high capacity MRTS
A larger network of sub system & feeder to be connected with MRTS
A SYSTEM APPROACH TO URBAN TRANSPORT PLANNING FOR INDIAN CITIES
In the light of complex transport problems issues emerging in the urban areas, it is extremely
important to evolve appropriate transport solutions in context of city sizes and forms. While
developing suitable approach for preparation of urban transport plan, the issues as highlighted in the
preceding section need to be addressed for Indian cities as they differ considerably as compared to
western countries. Therefore, any kind of transport studies to be conducted should be based on the
concept of system approach which is concerned with optimizing the performance of transport system
of urban area by integrating land-use and transport components. Fig.2 shows a broad concept to
system approach where society should receive maximum benefit with respect to safety, mobility and

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

accessibility through the integration of land use –transport planning causing least damage to
environment.
It is envisaged to develop system approach to urban transportation planning through the process of
long term transport planning with emphasis of planning for public transport, short term transportation
planning and Local Figure 2: A system approach to sustainable transportation
Area Transport Planning (13).

Fig.2 System Approach to Sustainable Transport Planning

These three stages of transportation planning exercises are to be viewed in the following manner.
Long Term Urban Transport Planning
Long term Transport Planning is a long term strategy planning which examines the traffic
implications of alternative land use options and recommends the best pattern of staging development.
Because of the necessity of considering many Landuse-transport concepts, the strategic planning
process differs from conventional transport planning process mostly practiced in Indian cities. As the
future is uncertain, it is important to consider and evaluate different strategies for urban development
so as to determine the optimal urban transport system with maximum benefits to the community at
least investment. This type of transport planning is more relevant in the planning of new towns or
where very rapid pace of urbanization is going on. Fig3. shows the major components of a long term,
strategic Landuse transport planning where urban development problems, objectives and polices
together with forecasts of population and employment and constraints imposed by land availability
and environmental factors lead to formulation of alternative sketch plan.
Future travel demand is estimated by considering transport network as well as from the interaction of
the Landuse activity. Corridor by corridor basis analysis is assessed to determine the major traffic
implications. Alternatives land use transport system is evaluated by the impact on the community and
environment. The following may be considered to be the key objectives of strategic Landuse plan:
To reduce the adverse effects of long term growth on the existing urban system
To reduce the effects of future urban development on the natural environment.
To work out a rational balance between residential and employment opportunities so that the
journey to work trip is contained.
To work out a financially feasible transport system that is compatible to environment and with
preferences to the community
Strategic planning should be simple, fast and inexpensive for evaluating transport- land use
alternatives. This should work out a balance between transport supply and demand. Lowry/Garin-
Lowry type Landuse transport models is recognized as an important tool for strategic Landuse
exercises.
Planning for Public Transport
The five year plan strongly recommended the development public transport system for achieving
greater degree of mobility for all sections of people with alternate costs. Planning for public
transport can be well taken care of while carrying out long term, strategic Landuse transport planning.
As can be seen in the Fig 3. Based on the corridor analysis of travel demand, strategy for appropriate
type of public transport technology can be identified and tested on the network in order to achieve
maximum benefit to the society in regard to the mobility, safety and economy. As most of the public

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 Nationnal Seminar on Sustainable Liffelines: Transportation Planniing and Managgement, 12-13 March
M 2010

transporrt system all over the world is run witth the provission of subsiddy and it is eextremely diffficult to
offset the public trransports opeeration cost by
b the revenuues generatedd through thee revenue bo ox, it is
therefo
fore an imporrtant issue too be addresseed through effficient plannning of public transport sy ystem.

Figure3: Sttrategic Lan

nd Use- Tran
nsport Plann
ning Processs
Short Term
T Transp
port/Local Transport
T Pllanning
The short term Transport
T Planning is cooncerned with h the designn and implem mentation of transport
projects that beccomes an inttegral parts of long term m transport plan.
p Sometimes short term plan
also called Transsport Systemm Managemeent Plan as th his is concernned with makking a better plan and
morre efficient use
u of existinng transport facilities. The T differencce between L Long Term Transport
T
Plann and Short Term
T Plan iss large capitaal intensive proposal asssociate with Long term Transport
T
i concerned with improv
Plann while Shortt term Plan is vement of thee existing sittuation by op
ptimizing
the transport
t sysstem with least cost. Thee primary ob bjective of shhort term traansport plann
ning is to
conttrol the movvement of peeople and gooods on the urban u transpport network in safe and efficient
mannner and in accordancee with sociaal concerns through thee coordinatiion in plann ning and
impllementation of the differeent elementss of traffic management. The T short terrm transport planning
becaame popularr when, in 19975, the joinnt regulation ns from the Federal
F Highhway Admin nistration
and Urban Mass Transportaation Adminnistration maade TSM, maandatory forr federal certtification
for local
l area plaanning proceess. The meethodology of short term planning difffers with oth her types
of planning in thhe following way.
Assessment of the existinng Transportt (demands) supply throuugh various ttypes of surv veys.
As travel deemand changges insignificcantly for a short period of o time, the ccomprehensiive travel
demand moddels may nott be much useful.
Documentattion of this type of projjects provid des an insighht into succeess or failurre of the
projects whiich are essenntial for futurre decision making
m process.

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 Nationnal Seminar on Sustainable Liffelines: Transportation Planniing and Managgement, 12-13 March
M 2010

For prepparation of shhort term trannsport plannning, there are a number of

o measures w
which can bee applied
individuually or in combination too accomplishh the followin ng aims
Trafffic Engineerring Techniqques
Lorrry Routes
Trafffic Restraintt
Parkking Control
Bus Priority
Public Transportt Pricing andd Marketing
Pedeestrian Schem me
Devvelopment off Bicycle andd Cycle Ricksshaw Network
The appplications of traffic enginneering technniques range from usage of painting ffor lane line marking
to the addvanced com mputer controolled traffic signals. Trafffic Control Devices incclude Traffic signage,
lane linee markings that
t de the traffic. Traffic resstraint is also part of
control, regulate, waarn and guid
short terrm transport planning aim ming at mannaging the traavel demandd in congesteed areas of th he cities.
Over a period of time,t traffic engineeringg measures used as a short term planning haave been
developeed to such an extent thhat manual operation off traffic hass been totallly replaced with the
applicatiion Intelligennt Transport System (ITSS). Fig 4 shows the steps in planning Short term studies.
s
Short teerm planningg is with moore immediaate action plan
for makking better orr more efficcient use of existing urban
transporrt facilities, but it aimms at coorddinating theese
measurees of action plans
p into a comprehensi
c ive package of
improveements.
CONCL
LUSIONS
In view of growing urbanization
u n and motorizzation coupled
with dissparity of inncome betweeen rich and poor in mo ost
cities inn India, pressent transpoort scenario in India is a
matter ofo great conncern. In thee year 2021,, the expected
populatiion of India which woulld be of the order of 1.4 41
billion with
w its sharre of 34 perccent in urbaan area, wou uld
generatee about threee times of present travvel demand in
differentt categories of cities. Em
merging transsport problem ms
are presently numerous, and complex inn nature an nd
magnituude accordingg to the cityy sizes and forms.
f Thouggh
there were
w a large number of transporrtation studiies
conducteed for variouus cities in Inndia, but these studies lack
comprehhensiveness in terms of problem
p idenntification an
nd
formulattion. Non-coonsideration of non-mottorized traffi fic,
usage off conventionnal techniquees as practicced in westeern
countriees, absence of equityy concept for mobiliity
considerration particuularly with poor
p o people, lack Figure 4: Steps
section of S in Planningg for Short Term Studies
of integrration betweeen land use and
a transportt plan, little oro
no consiideration for evolving funnding mechaanism to imp plement the trransport projject. The solu utions or
proposalls of these transportationn plans are sccattered, non--coherent and piece-meall.
In the liight of abovve short com
mings in the preparation
p of urban trannsportation pplan in Indiaan cities,
there iss a need too develop a system approach
a to urban trannsport plannning by con nsidering
comprehhensive mobiility as centrral theme whhere the abov
ve issues can be addressedd.
Urban Transportatio
T on Planning based
b on thee on the conccept of system approach should be developed
as explaained in the preceding
p chhapter whichh would not only be com mprehensive enough baseed on the
concept of mobility but also to take variouss stages of pllanning in ann integrated manner. Th
his means

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

that long term plan should encompass public transport plan, short term plan/ local action plan along
with development of NMT which would have its own significance and inter relationship. Not
necessarily all implementable projects have to be stood on financial feasibility. Depending on type of
benefits accrued to the community, the decision has to be taken. The success of transportation plan
lies with preparation of Comprehensive Mobility Plan (CMP) supported by good institutional
arrangement where different agencies can work together under one umbrella together with the
mechanism of fund generation to implement the transport projects. In order to ensure comprehensive
mobility for all sections of people and goods traffic, intelligent transport system has to be given
priority at different stages of plan implementation.
References
Ministry of Urban Development, “Report on the Working Group for the 11th Five Year Plan on
Urban Transport including MRTS”, October,2006
Censul of India,2001, Government of India
RITES, 1988, Traffic and Transportation Strategies in Urban Areas in India
Ministry of Road Transport and Highways, Motot Transport Statistics 1999,2002,2003
Poucher, John. Etc al “ Urban Transport Crisis in India”, Transport Policy 12(2005) 185-198
Pendurkar, Shetty. “ Urban Transport planning for Poor,Journal of Indian Road Congress,1985
Government of Andra Pradesh, “ Hyderabad Light Rail Transit, May,1989
RITES, “ Greater Ahmedabad Rail Transit System, A Study for Metropolitan Transport project (
railways )
Central Road Research Institute,” Planning of Road System for Bombay Metropolitan Region”,
1977-85
Central Road Research Institute, ”Comprehensive Traffic and Transportation studies of Delhi”,
1969-72
National Transport Policy Committee Report, Government of India, 1980
National Urban Transport Policy, 2006
Black, Jones. “ Urban Transport Planning’,1981

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

DEVELOPMENT OF MAJOR HIGHWAYS & INTERNAL ROADS THROUGH

SELF – FINANCING URBAN DEVELOPMENT – LUDHIANA CASE STUDY

H.S. Bhogal1
INTRODUCTION
Urban transport is an important sector in the sustainable development of urban areas and is a major
resource consumer in terms of land, capital, energy etc. Urban traffic and travel characteristics
indicate a trend towards increasing motorization. With the fast increasing urban population, motor
vehicles, encroachments and with no corresponding road improvements including missing links, new
highways and major road infrastructure in the urban areas due to inadequate finances, and improper
management because of multiplicity of agencies, the problem is bound to grow manifold in future.
There has been a phenomenal growth of road traffic since independence and nearly 40% of the total
road traffic is on National Highways. Roads handle 80% of passenger traffic. Ludhiana with a growth
rate of 66.72% is youngest metropolitan city of India with a population of 10.12 lac (1991). The
growth of the city is expected to continue and may become higher in future because of its strategic
location and industrial & economic functions. The population of city has grown from 1.54 lac in 1951
to 13.95 lac in 2001. Ludhiana had 2.91 lac registered vehicles in 1995 & 6.75 lac registered vehicles
in 2001 with quarterly increase of 10-12 thousand vehicles indicating a growth rate of 8% per annum.
During the last 3-4 decades Ludhiana city has grown many fold in population as well as in its physical
size. Most of the growth of the city has been haphazard and unplanned resulting in serious short falls
in essential urban infrastructure particularly good quality major city road network including
Highways, bye pass/Ring Roads etc. to cater to the needs of the fast increasing traffic and urban
population. The land use data from 1971 - 2003 indicates that though the area under traffic &
transportation has shown 9-10 times increase during the last 3 decades, the city badly lacks proper
ring road network to cater to the increasing traffic movement needs of the city and the region.
Further mixed traffic conditions, encroachments on city's major road network hinder smooth flow of
local and external traffic. The major road network is radial in pattern diverging from the city centre.
The G.T.Road (NH-1) connecting Ambala/Delhi and Jalandhar form the main spine with a bye pass
road. Chandigarh and Ferozpur roads which were state highways have been recently given the status
of National Highways are important roads. Malerkotla road is a state highway.
There is a circular link road which is used for interacity as well as intercity vehicular movement. The
main road network system of the city is shown in Map – 1. The network characteristics of Ludhiana
city as per Techno-Economic Feasibility study/field survey carried out by Govt. in 1999 regarding the
study of ring road project has revealed that distribution of road length by Right of Way shows,
significant roads (24.82%) have Right of Way between 10-20mt, though the majority 45.41% of the
major network has Right of Way between 50-60 mt.
Keeping in view the multifarious traffic & transportation of Ludhiana city as briefly explained above,
the main objectives of the this study are as follows:-
To examine the problems & deficiencies in the implementation and enforcement of the Punjab
Scheduled Roads and Controlled Areas Restriction of Unregulated Development Act, 1963 for city
bye pass and national highways. Their effects on increase in traffic, unauthorized encroachments on
road space, its impact on the movement of traffic & environment and to suggest suitable improvement
measures through short term management techniques, to examine the utility of provision of the
Scheduled Road Act, 1963 and the Punjab Regional & Town Planning and Development Act, 1995,

1
Consultant Advisor (City Planning & Development) and Former Chief Town Planner, Town & Country
Planning Department, Govt. of Punjab, Chandigarh

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

and to suggest effective strategy for the future to prevent traffic problems on such important internal
roads/highways and the need for provision of new Highways/Bye pass & Ring roads etc., to devise a
long term strategy for planning, development & management of such roads through 'Self Financing
Integrated Urban Development’ keeping in view the scarcity of funds, implementation of city master
plan, and a Single City Level Development Authority for executing all road programmes and ensuring
proper co-ordination amongst various state & local agencies for implementation /enforcement.

Map-1 : Ludhiana – Identified Major Highways/ Roads.

METHODOLOGY
Keeping in view the above stated objectives, the detailed study in respect of the following has been
carried out:-
Existing Status of enforcement of Punjab Scheduled Roads and Controlled Areas Restriction of
Unregulated Development Act, 1963 in Respect of all Scheduled Roads Including Bye Pass:-
G.T.Road Bye - Pass (Scheduled Road)
In order to properly regulate & control development along the national, state and other important
district roads, the Punjab Scheduled Roads and Controlled Areas Restriction of Unregulated
Development Act, 1963 provided that no person shall construct any building within a distance of 100
mts, on either side of the road reservation of a Bye pass falling outside the municipal limits (the same
provision now exists in the Punjab Regional & Town Planning and Development Act, 1995).
However, providing access to a road, construction of a petrol pump or a bus queue shelter is
permissible. This was certainly a very good provision to safeguard haphazard development, to control
traffic movement on major highways and city arterial roads besides providing for future expansion of
transportation & communication needs including service roads etc. The status of 200 ft (60 mt) wide
G.T.Road bye pass (national highway), being a strategic road for movement of heavy traffic has been
examined in this context based on available old plans and existing land use maps from 1965 - 2003,
besides photographic visual study, which clearly reveals large scale violations of the 100mt.

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

restrictions along this road, where unauthorized building construction activities & encroachments
along and on the bye pass road space are seen in abundance at present. It is accordingly seen that
enforcement of the development restrictions on the bye pass has been extremely poor & tardy by the
concerned agencies like PWD, Municipal Corporation and the Urban Development Department. Since
the required regulatory restrictions could not be meticulously applied, the entire road frontage of the
bye pass is now largely built upon and exploited by commercial & industrial establishments, which
has further added to the traffic problems on the this road. This trend, which has emerged over a period
of 3 decades, has now become the order of the day and there is hardly any worthwhile enforcement.
G.T. Road, Ferozpur road and Chandigarh road (Scheduled roads)
As regards the 30 mts restriction on either side of the road reservation of scheduled roads, the study of
the above three major highways have also been undertaken based on available existing land use maps
from 1971 - 2003. Besides photographic visual study reveals violations of 30 mts restrictions along all
these roads. Lots of encroachments are seen within the right of way/road space of these important city
highways. The traffic problems on the roads are also on account of poor enforcement of building
construction byelaws by the Municipal Corporation. In this regard the Rail India Technical and
Economic Services Limited (RITES) study of 1996 shows that encroachment on major road networks
of Ludhiana are 34% on carriageway, 34% on footpath & the 23% on the remaining right of way. This
further verifies from the site survey in the case of the above referred scheduled roads and bye pass.
Traffic volume/Traffic Flow along Major Corridors & Origin-Destination Survey for Southern
Bye Pass/Inner-Outer Ring Road network for Ludhiana city:
Traffic volume/Traffic Flow along Major Corridors
Volume of traffic is a very important variable and is essentially the quantity of movement per unit of
time at specified locations. Traffic volume surveys are basically useful to establish the relative
importance of any route, fluctuations in flows, distribution of traffic in the road system, trends in the
road use, improvement, construction or reconstruction of roads besides planning major road
diversions/bye passes and city ring roads (this in addition is coupled with O-D survey) etc. With this
objective in view, the traffic volume survey has been undertaken through Manual Two Observer
Method. The study was carried out during morning (8.30-10.30 a.m.), afternoon (12.30-2.30 p.m.) and
evening (4.30-6.30 p.m.) peak hours for period of two days i.e. Monday (peak day) and Sunday (off
peak day). The intensity of approach traffic for 16 hrs on major corridors on the octroi posts, being the
intermediate cordons is given in the Table -1.
Table - 1: Traffic Volume/Intensity of Approach Traffic
Sno. Locations Towards Towards
Chandigarh (16192 Ludhiana (19552
1 Chandigarh road octroi post
PCU) PCU)
G.T. Road octroi post (Ambala Ludhiana (22352
2 Ambala (22352 PCU)
side) PCU)
G.T. Road octroi Ludhiana (42736
3 Jalandhar (61424 PCU)
(Jalandhar side) PCU)
Ludhiana (72608
4 Ferozpur road octroi post Ferozpur (52656 PCU)
PCU)
Malerkotla (22016 Ludhiana (25856
5 Malerkotla road octroi post
PCU) PCU)
Origin-Destination Survey for Major Roads
The Origin & Destination survey is primarily required for establishing the need, location and
provision of new highways/ring roads etc. in addition to the traffic volume survey on the existing
national highways. The study was conducted manually undertaken for 12 hours (9 a.m.-1 p.m., 2-6
p.m. & 7-11 p.m.). Based on the findings of the survey in respect of transit pass data of goods carriers

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

at state level Shambhu barrier on G.T.Road and O-D survey on the octroi posts, the directional

Map-2: Ludhiana – Desire Line Output

distribution of traffic can be seen in Table - 2. The desire line cordon output can be seen in Map – 2.
Table ‐ 2: Directional Distribution of Traffic in Ludhiana
Traffic count (PCU) Directional
Destination Destination distribution
Sno. Location
(within Ludhiana) (beyond Ludhiana) of traffic (%)
Imports
1 Jalandhar 675 1020 49%
2 Ferozpur 318 525 24%
3 Chandigarh 0 33 1%
4 Malerkotla 351 510 25%
5 Others 0 51 1%
Exports Origin (beyond Ludhiana) Origin (within Ludhiana)
1 Jalandhar 513 999 54%
2 Ferozpur 42 615 24%
3 Chandigarh 0 36 1%
4 Malerkotla 273 306 20%
5 Others 0 18 1%
NEED FOR CONSTRUCTION OF SOUTHERN BYE PASS/INNER RING ROAD &
FEASIBILITY OF IMPLEMENTATION OF 20 KM ALIGNMENT THROUGH SELF
FINANCING URBAN DEVELOPMENT
From the study of traffic volumes on major roads, O-D sample survey indicators and draft master
plan proposals, there is an immediate need and priority for realization of the southern bye pass/
inner ring road alignment with a view to improve the traffic scenario of Ludhiana city and to
provide a bye pass/ring road for traffic towards Moga, Ferozpur, Melarkotla & Delhi sides and
vice-versa. Moreover this alignment has already been realized partly from Ferozpur road to

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

Pakhowal road/Dugri road. Accordingly this proposal has been selected for detailed alignment
study and adjoining areas for urban development use so as to make it a self - financing viable
proposal. Keeping in view the priority of the southern bye pass, the Punjab Roads & Bridges
Development Board (PRBDB) has recently decided to take up the existing canal road alignment
of 36 km from Neelon to Ferozpur road, Ludhiana on BOT basis. It may be mentioned here that
the available right of way (row) of this road at site varies from 50-60 ft (20 mt) and from highway
engineering angle this road cannot qualify as a proper bye pass largely passing along the canal
and through the built-up areas on the south of Ludhiana city. The proposal of Govt. for this road
on BOT may not be technically feasible and as such the latest (2003-2021) master plan proposal
of the southern bye pass/inner ring road (20 km, from Ferozpur road to G.T.Road near village
Jugiana) appears to be most ideal and should be taken up on priority basis by Govt. through
implementation of master plan proposal for development of adjoining residential, commercial and
industrial areas.
The feasibility study of 20 km (60 mt wide) proposed alignment of this inner ring road has been
carried out through detailed site inspection. It is seen that about 6 km of this the Improvement
Trust/Municipal Corporation and the Punjab Urban Development Authority have already realized
alignment through the implementation of various urban development schemes since 1978-79. The
remaining 14 km alignment could not be completed due to delays on the part of state and local
authorities. Consequently lots of unauthorized building constructions have come up during the
last 2 decades as result of which the original alignment of this road is not feasible. Accordingly
alternative and most feasible alignment passing through partially built up areas and large vacant
areas still available at site are proposed as indicated on the Map – 3. One of the biggest problems
facing the local authorities is the shortage of funds and multiplicity of agencies for implementing
such important city road projects. Integrated urban development mechanism being a self financing
proposition as seen in the realization of major highways and internal roads infrastructure in the
case of the city of Chandigarh and its suburbs of Panchkula in Haryana and S.A.S.Nagar (Mohali)
in Punjab besides new cities and town all over the country, this model has been applied in this
case. Large vacant areas on both sides of the 14 km alignment is proposed to be acquired and
developed in an integrated manner for residential, commercial and industrial purposes so that the
entire cost of this development including the proposed road project is fully met, besides
generating additional finical resources for more such like new projects in future.

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

Map-3: Ludhiana – Draft Master Plan Showing 20 km. Inner Ring Road Alignment
CONCLUSIONS
The critical evaluation of the 100 mt & 30 mt development restrictions of 1963 Acts & 1995 Acts
clearly shows that the concerned authorities have miserably failed to exercise proper control to
enforce the legal provisions of the Act, besides lot of encroachments and business activity is being
carried out with in the road space of these roads as a result of which, the Carrying capacity of all
the scheduled roads is reduced, traffic bottlenecks resulting in lower speeds, longer journey times
vis-à-vis economic losses, more fuel consumption and inconvenience to public, accidents
resulting from obstruction to flow of traffic and degradation of environment.
Further from this study specifically relating to delays in the provision of major missing road links,
timely construction & implementation of major ring roads (inner/outer bye pass) as per master
plan proposal, inadequate finances for such road projects and proper implementation &
enforcement agency, it may also be concluded that long delays in the implementation of planning
proposals and multiplicity of development and enforcement agencies are the root cause of
numerous traffic problems of this fast growing metropolitan city.
RECOMMENDATIONS
The 100mt & 30mt scheduled bye pass and scheduled road restrictions of 1993 & 1995 Act along
major roads/highways particularly in the urban city limits/city master plans and bye-pass, if any
on the outskirts of the city/town should not be applicable as land along highways being very
costly in Punjab, Govt. should allow planned development as per building and development bye
laws with proper service road facility. Major roads in cities should be sufficiently wide so that
ultimate road cross-section with designed carriageway as per projected traffic volume, footpaths,
service roads and adequate road side parking areas are constructed. In order to protect
unauthorized encroachments within road land, dual road carriageways may be constructed in the
first phase starting from the edges of right of way. The traffic flow data compiled on the basis of
traffic volume survey on major roads should be used to work out road improvement & widening
schemes.

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

The urban & human settlement pattern of Punjab being closely knit, the concept of city bye-pass
does not appear to be workable as seen from Ludhiana experience where G.T. Road Bye pass over
a period of time has virtually become a local road causing undue congestion due to mix up of
through & local traffic. As such the concept of inner/outer ring roads keeping in view the growing
traffic need to be developed as part of city development process. This will also help to generate
finances for development of major roads/highways, besides curing the menace of ribbon
development and ensuring planned growth.
There is an immediate need for a strong and single enforcement agency at the city level as most of
the problems now being created are due to multiplicity of agencies. The Municipal Corporation
should have a traffic/highway engineering wing and given the responsibility of enforcement in the
area of road improvement & development, upkeep and proper traffic management.
Learning from the Ludhiana experience, it is strongly recommended that instead of resorting to
regulatory control through scheduled road legal provisions; it would be desirable that a scheme
for urban development is taken by local authority or by the private sector duly approved by local
authority on both sides of such roads so that the authorities are not faced with the kind of
problems now being encountered in the case of Ludhiana bye pass. Wherever Govt. undertake
BOT projects of major roads/highways in the vicinity of urban areas, steps should also be taken
simultaneously to develop the road side areas by local authority so that investments on roads are
properly utilized. In such situations where it is not possible to take up urban development by
Govt., private developers should be given liberal permissions and allowed to develop residential
& commercial colonies under the Punjab Apartment and Property Regulation Act, 1995 and
appropriate External Development Charges (EDC) should be collected which will also greatly
help recover the Govt. investment on such major road projects in the vicinity of cities & towns.
The southern bye pass to Ludhiana city (36 km) canal road BOT project of Govt. should not be
implemented as this road with inadequate right of way will not be a feasible and sound proposal.
It is recommended that this road should be properly strengthened and widened by the local
authority and used for light moving vehicles only. This can be used as an alternative route for
diverting traffic in times of emergency.
In order to optimally utilize the existing 6 km (60 mt) alignment of the proposed 20 km inner ring
road alignment from Ferozpur road to Sidhwan canal to G.T.Road Jugiana, the remaining 14 km
alignment as per the site feasibility may be implemented by Govt. as an integrated Self Financing
Urban Development project by developing commercial, industrial and residential areas on both
sides of the road. This will help generate additional finical resources from the sale of plots and no
Govt. funding shall be required. The project would require implementation on war footing basis
by Govt. as further delays may lead to unauthorized building constructions in the proposed
alignment.
On similar lines, preliminary planning and engineering surveys may also be started by Govt. for
undertaking the feasibility studies of outer ring roads in the city periphery so that timely action is
taken for implementation. As the existing G.T.Road bye pass with the suggested improvement
measures shall largely improve traffic conditions (internal & external), the northern outer ring
road projects may also be formulated on similar approach as suggested in case of inner ring road
and the same taken up in a phased manner so as to achieve the dual objectives of building major
highways and planned development of urban areas through resource generating/self financing
urban development.
To curb the menace of multiplicity of agencies, an important intervention needed for Ludhiana is
to set up the Greater Ludhiana City Development Authority (GLADA) under section 29/30 of the
Punjab Regional & Town Planning Act, 1995.
Lastly, the experience and gist of Ludhiana study can be a very good eye opener in dealing with
the stupendous task of building major road infrastructure for the urban areas in Punjab and rest of

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

the country. Timely actions in this direction will go a long way in enhancing the economic drivers
through transportation network.
References
Highway Engineering - Dr. L.R. Kadiyali.
Integrated Urban Development Programme, Ludhiana city 1998-99.
Papers on National Seminar on BOT projects on Roads & Bridges 1999.
Planning for road system - Mumbai Metropolitan region.
Punjab Infrastructure Development Board - Feasibility of Southern Bye pass Ludhiana.
Town & Country Planning report regarding encroachments on major roads 1985 - Phagwara town
study.
Town & Country Planning Report (2000) on ring road at Ludhiana.

ELEVATED ROAD IN THE HISTORIC WALLED CITY OF AMRITSAR:

BLESSING OR BANE

Balvinder Singh1
INTRODUCTION
Amritsar, known as the city of the Golden Temple, symbolises the spiritual heritage of the people of
Punjab (a state in Indian Union) is located in the North West part of India. It has grown on both sides
of the Grand Trunk Road (also known as Sher Shah Suri Road, national highway no. 1) and is divided
by this road and broad gauge railway line into two parts i.e., the walled city and the developments
outside the walls. It is situated about 465 kms from New Delhi, the capital of the country in the North
West close to the international border with Pakistan. The city is well linked with the rest of the
country by air, road and rail. It has efficient physical links (metalled roads) with the rest of the cities
of Punjab as well as with most of the villages of the districts. But there is no direct rail link with an
important planned capital city, Chandigarh.
POPULATION AND AREA
In India, a class I city is that which has a population of more than 100,000 persons and Amritsar city
ranks second among this class of cities of Punjab after Ludhiana and is spread over an area of 114.96
sq. km. Its population was 434,951 in 1971 which increased to 594,844 in 1981, 7.06000 in 1991 &
10, 74,207 persons in 2001. In this way it has become the second metropolis of Punjab. The population
of the walled city was 222,259 persons in 1981 and has not registered any change in the last two decades. It

1
Reader, Guru Ramdass School of Planning, Guru Nanak Dev University, Amritsar, and Executive Member,
SAATH

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

has a total area of 3.52 sq. kms (352 hectares) and has a gross density of 632 persons per hectare as
against 52 persons per hectare for the city as a whole
PHYSICAL GROWTH: HISTORICAL PERSPECTIVE
The city has seen various ups and downs in the short history of its physical development. Initially, the
Mughal rulers destroyed the temple as well as the city upto 1765, but later it was destroyed by our
own people.
The period of Sikh Misls and Maharaja Ranjit Singh (1765-1849) is considered as the golden period
for the development of this historic city. Various bungas (rest houses), Akharas (centres of learning),
havelis (house with courtyard), forts, beautiful buildings, gardens, narrow winding streets, surprising
open spaces, streetscapes, decorative elements, frescoes, sarovars, temples, wells are the basic
components of the city in addition to the residential mohalas, katras, typical bazars (commercial
areas), the wall, moat and the gates. The city developed around Sri Harimandir Sahib, the landmark.
During the British period i.e. from 1849-1947, the wall was demolished, moat was filled in and gates
were dismantled. The only gate left is of Rambagh gate which is in a very dilapidated condition,
although some of its portion has been restored recently in 2009. The layout of Rambagh garden and
Gobindgarh fort was disturbed. Both are now under process of conservation.
During the period from 1947-2010, under the name of the redevelopment many areas were
demolished. A major project "Approach Road to Golden Temple & Jallianwala Bagh" was prepared.
The access to both these places was widened from few places.the project could not be implemented
due to the large protests from the public.With the implementation of some parts the road has been
widened to 6o feet, thereby gave access to four wheeled vehicles. At that time no body thought of
involving conservation professionals due to their non availability in the country. Perhaps no body
consulted important documents while going for "Corridor Plan" or "Beautification Project" which
have further enhanced the traffic problems in the core of the city as well as destroyed the character of
the areas.
The documents referred are "Report of National Commission on Urbanisation 1988" and "ICOMOS
Charter For The Conservation Of Historic Towns And Urban Areas". On the name of above projects
many important areas got vanished just for inviting four wheeled traffic to the Historic Jallianwala
bagh and Sri Harmandar Sahib without considering the implications of traffic congestion and
environmental pollution in the future near these areas.
But today conservation professionals are available, guidelines are there. Even then we are not
referring them. Why? The answer is with those involved in these projects!
Do we not feel that tourism should be integrated with Heritage? It can help in boosting economy,
transport sector, hotel industry and above all help in protecting our heritage. Even International
Council on Monuments and Sites (ICOMOS) has adopted another important Charter viz. International
Cultural Tourism Charter (Managing Tourism at Places of Heritage Significance) 1999. Conservation,
Planning and Traffic must be integrated especially in the case of Historic cities. But unfortunately the
case of Amritsar is such where the need of this integration is the most valuable, but has not given due
consideration.

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

Fig.1: Line Showing Elevated Road outside the Walled City and Broken Line Showing Part of
Elevated Road Leading to the Walled City of Amritsar.

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 Nationnal Seminar on Sustainable Liffelines: Transportation Planniing and Managgement, 12-13 March
M 2010

Fig .2: Layout

L Plan of
o Complete Project Propposal

Fig .3-5: Coonstruction without

w keepiing Trees and Conveniennce of the Puublic in Mind
d
The lateest threat to the city is by
b elevated road
r especiaally the one which
w will bbe constructeed in the
walled city.
c Perhapss there is noo such historric city in thhe world whhere such acction has beeen taken.
Further this
t will not only disturbb the characteer and aestheetics of the arrea but may also cause daamage to
Sri Harimandir Sahibb. No Enviroonmental Im mpact Assessm o the part off the elevated road in
ment Study of
the city in general and
a walled city in particuular has everr been conduucted, perhapps. No doub bt various
surveys for establishing the acuute problem m of Traffic such as Traaffic Volumee Surveys, Junctions
J
Surveys and Traffic Projections were made by Arch Con nsultancy, New
N Delhi. T The wind dirrection of
the city is North Weest South Easst. The multii-storeyed paarking lot has been sited in the North h West of
Sri Hariimandir Sahiib and the vehicles
v at sppeed will lannd there throough the prooposed elevated road.
Their poollution will damage thee environs ofo Sri Harimandir Sahib as well as tthe gold worrk of the
Shrine. At the samee time it willl be havoc for
f the resideents of the nearby
n areas due to air and
a noise
pollutionn.
Can't wee find some other alternnatives? Therre are solutio ons both lonng term and short term solutions.
s
Short term solution is to start baattery operatted vehicles from differeent points linnking these im mportant
places inn the walled city and longg term solutiion is to stud
dy the viabilitty of introduucing the Mettro.
CHART
TER FOR THE
T CONSE
ERVATION
N OF HISTO
ORIC TOW
WNS & URBA
AN AREAS
S
Various guidelines are
a availablee which must be referred d before startting the elevvated road in
nside any
walled city.
c For thiss one must reefer the ICOOMOS "Charter for the coonservation of Historic Towns T &
Urban Areas"
A also known
k as Washington Chharter 1987.Under the heading Princciples and Objectives
O
of this Charter,
C somee of the related objectivess are listed below.
b

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The values to be preserved include the historic character of the historic city and all these
material and spiritual elements that create character.
New activities should be compatible with the character of the historic town.
Traffic inside the historic town must be controlled; the parking areas should not disturb the
historic fabric or degrade the environment.
When urban & regional planning provides for the construction of major motorways, they must
not be permitted to penetrate an historic town; rather they should improve access to it.
Historic towns should be protected against natural disasters and nuisance such as pollution and
vibration.
DRAFT MASTER PLAN (1987-2001) OF AMRITSAR
Now if we look into the Draft Master Plan (1987-2001) of Amritsar, these guidelines have not been
given any consideration. As on pages 30-34 of the Draft Master Plan Amritsar (1987-2001),
proposals have been made for widening and alignment of various roads in the walled city & leading to
Sri Harimandir Sahib. This will involve demolition of traditional narrow bazars and thereby
destroying the character of the area which means neglecting the conservation approach on one hand
and invitation to the traffic and thereby pollution on the other hand.
REPORT OF THE NATIONAL COMMISSION ON URBANISATION 1988
Further referring to the Report of the National Commission on Urbanisation 1988, it has been found
that the guidelines of the commission have been ignored. Chapter 12 of the NCU report is completely
devoted to Conservation. In this chapter a separate section has been devoted to traffic. The various
issues in the form of guidelines include:
Old cities were not designed for automobile traffic. Further damage was caused to the traditional
fabric of historic town by "massive road widening" and "beautification schemes".
Land uses that are likely to generate heavy traffic should be reserved for areas other than historic
areas. For this reason the penetration of heavy traffic generating activities into heritage areas
should be restricted by firm enforcement of the development plan.
The environment impact of the construction of new roads or widening of roads needs very careful
assessment, especially in respect of the surroundings before they are undertaken.
The road widening in most cases, only brings in more traffic to the historic core and sets in
motion a vicious circle of further congestion and further widening".
Regulation of traffic whether of private or public vehicles should take into account the
requirements of conservation, traffic should be restricted in favour of pedestrian.
The world over pedestrianization schemes have proved immensely popular with shoppers and
shops in rich areas having appreciated in value. Resistance to such schemes from shopkeepers in
India probably reflects a lack of experience with this concept and it is worth attempting such
schemes especially in historic quarters. They require particular attention in creating an atmosphere
satisfying to pedestrians through provision of street furniture.
Thus whether it was city Development Plan prepared under Jawaharlal Nehru National Urban
Renewal Mission or the Draft Master Plan, these documents have not reflected the flavour of the
above mentioned documents. The traffic in the city has become a serious problem where pedestrian is
the most vulnerable. Till date no Traffic System Management Plan has been prepared for this
important historic city.
To quote Sir B M Feilden (1989)"Modern developers have too often failed to understand the cultural
value of historic centres and with unquestioning acceptance of the needs of motor traffic have driven
wide straight streets through sensitive historic centres. The small and human scale, the refined
traditional structure of the urban fabric, the narrow winding streets reflecting the necessities of
climate, as well as the relationship between public and private space are destroyed."

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He further of the view that "The situation of the historic centres in developing countries is more
serious because often urban conservation planning is a low priority compared with modernization".
CONCLUSION
Looking into the above guidelines, the proposal of elevated road in the walled city should be given
rethinking once again if we want to conserve the character of this great city on the one hand and to
protect it from the implications in the form of environmental pollution and the art work of Sri
Harmandar Sahib on the other hand.
For the time being a Traffic Management Plan is required urgently for the city in general and walled
city in particular. At the same time we should try to find out the viability of underground metro
keeping in mind the future requirements. To conclude it can be stated that elevated road (walled city
portion) will be a bane for this city of glorious heritage which will further aggravate to the problems.
Reference
Balvinder Singh Planning and Implementation of Redevelopment Projects in Amritsar. Amritsar,
School of Planning, Guru Nanak Dev University, 1982 (unpublished dissertation, M.C.R.P.)
Balvinder Singh Urban Conservation: A Study of Amritsar. York, Centre for conservation
studies, University of York, UK 1991 (unpublished dissertation, MA conservation studies)
Charter For The Conservation of Historic Towns and Urban Areas, Paris, ICOMOS, nd.
Chawla, Bhagatjit Singh (Advocate). Punjab Urban Development Acts and Chandigarh, Chawla
Publications, nd.
Cullen, Gordon Townscape. London, Architectural, 1965.
Feilden, B.M. Architectural and Urban Conservation; A review of the Art. Town
Planning review, 56(2), 1985: 222-244.
Feilden, B.M., Guidelines for Conservation: A Technical Manual. INTACH, New Delhi, 1989.
Guaba, Anand. Amritsar (1840-1947): A Study in Urban History.
o ABS, Jalandhar, 1988.
Lichfield,N & Proudlove, A. Conservation and Traffic: A case study of York.
York. Ebor,1976
Report of the National commission on Urbanisation Vol II. New Delhi,Govt of India,1988.
Report on environmental impact assessment, Elevated Road Project Amritsar. (unpublished
report of Master of Infrastructure Planning 2nd Sem,) Amritsar, Guru Ramdass School of
Planning, Guru Nanak Dev University, 2009.
Revised master Plan of Amritsar City 1987-2001 (Unpublished document) Amritsar, Office of
the District Town Planner, 1989.
Wadhawan, Raj. Report on Historical Evolution of Amritsar City (Unpublished M.C.R.P.
thesis) Guru Ramdas School of Planning, Guru Nanak Dev University, Amritsar, 1974.

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

IMPACT OF CHANGING LANDUSE ON TRANSPORTATION SYSTEM

Parag Govardhan Narkhede1 and Medha Gokhale2

INTRODUCTION
Transport is essential to the functioning of any society. It influences the location and range of
productive, economic and leisure activities available for consumption and vice versa. The type of the
land use and activity pattern also has strong relationship with easy accessibility, pollution free
environment, safety and feasible transport technology. Also the developments in the society and
within the city at large have close relation with the transport technology. Though the relationship
between the developments in the society in terms of activity pattern, socio‐cultural interactions,
economic development etc and the provision of transport facility is evident it is not always direct
cause and effect relationship. With the facility of good transportation system the development is
bound to take place but at the same time with advancements in the socio‐economic structure of the
society and expansion of the city beyond its limits, there is rapid transformation in existing land use
pattern in the core and fringe areas in the city having impact on the existing transportation system
and network pattern which is more evident and its more obvious. The up gradation of financial
status of the society has resulted in radial expansion of Pune city and rapid shift in the Pune city
centre physically, socially as well as economically further influencing the existing land uses and
transforming the face value of every zone. All these have led to the need of planning of integrated
transport system which currently Pune city is lacking. To maintain the quality of city and preserve
the existing or transformed built environment planned road network with future projection is
necessary. With sudden transformation in land use pattern results in change in transportation
requirement. The paper aims to study the impact of changing land use on existing transport network
in Deccan area of Pune city which initially being residential zone, today is developing as commercial
hub of the city. The paper also puts forth the estimated impact of recently approved metro rail
proposal through Deccan area of Pune city.
PUNE- A BRIEF APPRAISAL
Pune city is an important urban center in Maharashtra and a rapidly growing metropolis of the
country which extends over 809 sq.km and consists of Pune Municipal Corporation (PMC), the
Pimpiri‐Chinchwad Municipal Corporation (PCMC), Cantonment Boards of Pune and Kirkee and some
villages. It is aptly called the ‘Queen of Deccan’ after its elevated position atop the Deccan Plateau,
its salubrious climate and surrounding hills. The city is also important hub of various activities: social,
cultural, educational, economical and also industrial with the development in Information
Technology, Real estate market and allied fields. Hence the city is nicknamed variously such as
“Oxford of East”, “Detroit of India”, the “Cultural Capital of Maharashtra”, once the Cycle City and
now the “Two Wheeler City” and upcoming “IT‐BT” center of India.
The importance of Pune as an industrial centre has grown rapidly since the 1960's when industrial
expansion in Mumbai region was curtailed. Consequently Pune has become a major centre in the
state, having attracted engineering industry such as motor vehicle manufacturing plants (buses, cars
and motorcycles). In addition to this, a number of multi‐national companies like Phillips have
manufacturing bases within the city. Within a short span it has attracted prestigious InfoTech and
Communication industries like MBT, Canbay and Zensar. Today Pune competes with cities like
Bangalore and Hyderabad for acquiring a larger stake in IT sector. The state government is keen on
the industrial expansion of Pune and utilizes incentives to encourage industrial growth and

1
Prof., BKPS College of Architecture, Pune and Dept. of Town Planning, College of Engineering, Pune
2
Prof., Sinhgad College of Architecture, Pune

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innovative proposals like Mumbai‐Pune knowledge corridor. With the construction of Mumbai‐Pune
Expressway the city is experiencing rapid increase in economic activities.
DECCAN AREA IN PUNE CITY
As we have known, Pune is a very important city in all context- physical, social, cultural,
educational, economical and political. The metropolitan region with its dense core in the old
city has spread along a radial
network of road and rail links
through which the urban form has
grown. A commercial pattern
tempers this structure with the
Deccan Gymkhana to the west,
and Pune Camp to the east, these
being important retail nodes. Over
the years the city has acquired
various characteristics. Pune city
consists of a series of various
parts (sectors) each having unique
character. They are
distinguishable since they have
dominant and pervasive
characteristic features.
Old areas–old core of the city, have become much older and are striving for revitalisation,
while comparatively less older areas are struggling to emerge as commercial and economical
hub. As a result of industrial development, especially in Information Technology and boom
in Real Estate market, the city has expanded beyond its limit. As a result of this expansion the
central areas in the city are going through phase of transition, thriving to emerge as
commercial business district. The city centre (old core) or the central nucleus is rapidly
shifting. One such central area is Deccan Area, emerging as potential city centre and a hub of
multiple activities: both private and public.
This is due dominance of attractive forces: economic and commercial, social and recreational,
administrative and political. The physical settings of the area also favor these activities.
Also the existing old core is congested and there is no scope for expansion on north, east and
south side. Overcrowded Pune Railway station on North, Pune Cantonment area on the east
while presence of transportation node: Swargate Terminus and developing fringe and
eccentric areas (Katraj, Kondhwa, Hadapsar, Bibwewadi etc) on south creates physical as
well as economical restriction on the expansion of the existing city center. On the other hand,
Deccan Area on the west, which has comparatively low density and is centrally located to the
well developed peripheral areas of Kothrud, Paud, Baner, Pashan, Aundh, Koregaon Park,
Kalyaninagar-Yerawda possessing higher economic standard, offers ideal location for
developing the city center.
Also the populace living in Deccan Gymkhana, Laxmi Road, Jangli Maharaj road, Karve
Road and Kothrud combines the modern with conservative. They are moving on with
changing patterns of lifestyle keeping the heritage and roots alive. Additionally the Deccan
area possesses good infrastructure and transportation network facilities, good quality of
environment and landscape conducive to the settings of various activities.

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Due to these forces, the area is undergoing rapid change, losing its original character
(residential to commercial), with no control over urban form. Buildings are demolished to
give place to new ones and land-use is modified randomly without taking into consideration
the urban context and its relationship with the adjacent sectors of the city.
Commercialization of main streets has been started disturbing the colonial residential
character and peace of the area. Fergusson College Road, Jangli Maharaj Road, Bhandarkar
road, Karve Road have already been commercialized and it is now creeping on to Prabhat
Road. As a result there is sudden increase in the land values and residents of the area are
moving out on to the periphery. The area is losing balance between form and function and it
is in the process of transition from residential to commercial. It is losing its character and
taking a modern cosmopolitan look without any reference to its settings.

Deccan Area: Site Justification

As mentioned above, within the Deccan Area, there are various major streets, some of which
are developing or partly developed as commercial streets and some of which are still in the
process of transition. Some of the important streets are: Prabhat Road, Bhandarkar Road,
Fergusson College Road, Apte Road, Jangli Maharaj Road. The triangular area between
Fergusson College (F.C.) Road, Jangli Maharaj (J.M.) road and Ghole Road is delineated for
visual analysis and formulation of proposal, the details of which are explained in upcoming
paragraphs.First let us study the Deccan area in detail, it’s changing character, lifestyle and
factors influencing this change.
Deccan Area as Emerging City Center:
The development of Deccan area started in1930, when local authority prepared a Town
Planning scheme under Bombay Town Planning Act 1915. It was the first area to be planned
under town planning scheme. The land, parceled into plots was subsequently allotted to
various land users, residential being the predominant one.
Changing Face of Deccan
Meanwhile as Pune city continued to expand in 1940s, Deccan area was transformed into
‘Pensioners’ Paradise’ and then as a center for education and administrative institutions.

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Further the growth of industries on the periphery in 1970 to 1980, gave impetus to
urbanization in Deccan area and slowly the area started getting commercialized. The early
development being in the form of individual bungalows and houses eventually started
transforming into apartment type of housing due to increased land value and development
pressures. Maharaj road: Residential Use buildings dominated the area. Stone and timber
construction in colonial style with Mangalore tile sloping roofs was the typical architectural
style dominant during that decade. With commercialization development pressures and
increase in land values bungalows are being replaced by apartments.

Deccan Area: Today

Deccan Area: Today: Changing Land use: Dominance of Commercial Buildings along Bhandarkar
Road, Fergusson College Road, Jangli Maharaj road. Today technological progress is seen reflected in
buildings. The reinforced concrete structures have
been around here in a big way since 1940s. And now
another change in Pune is emergence of glass clad
buildings.
The change in technology is one of the most
important factors in explaining social and cultural
changes including those in attitudes, beliefs and
even in traditions. The growth of industrial activity
and the rise of employment, the transportation
services, restaurants, Hotels, clubs, and banquet hall
have brought about changes in caste and class
behavior.
A cultural encyclopedia of traditional and Puneri culture- the populace living in Deccan gymkhana,
Laxmi road, Jangli Maharaj road, Karve road and Kothrud combines the modern with conservative.
The expanding horizon of real estate is hogging the focus of city’s development. The Information
Technology (I.T.) boom has drastically increased the living standards of Punekars in recent years,
which have resulted in up scaling of lifestyle. They have moved on with changing patterns of lifestyle,
keeping the heritage and roots alive.
Educational institutions in Deccan Area too have attracted large student population to Pune. Over the
past few years, this hub of the college going population and cultural activists is tuning to an
international feel.
This is reflected in swanky multiplexes and entertainment centers. In response to growing demand of
Puneties residing in Kothrud and Deccan Gymkhana, shopping malls are mushrooming with well

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stocked branded accessories and garments. Right from Polaris sunglasses, Lee denims or Raymond
suiting, you name the brand and you are sure to grab it without having to travel to M.G. road.
Also most of the entertainment activities were more common in the eastern part of the city. However
in this part also things have changed with swanky and lively multiplex with food courts, five theatre
systems, video games sessions and a fitness center. This has been a great blessing for I.T. professional
residing in Aundh and Kothrud areas. Slowly the mindset is changing towards cosmopolitan way of
life. So, too there are outlets like Crossword, Hallmark or an Archies Gallery, where you can pick up
books or branded greeting cards. The famous Laxmi road still continues to lure those on a shopping
spree.
Culturally, these localities have nourished and
kept alive the traditional Marathi theatre.
Drama enthusiasts are still frequent to Tilak
Smarak Mandir and Yashwantrao Chavan
auditoriums even as many entertaining nights
by Bollywood stars and musicians too are
adding new colors to theatrical thrills. The just
jazz by the Bay discotheque attracted jazz
lovers to listen to symphonic music.
Also Deccan Area is known for its educational
importance, since it is surrounded by seven
colleges, the main and one of the oldest institutions being Ferguson College, offering education in
Arts and Science in India. The college has over five thousand full time students. The students come to
Fergusson College (F.C.) road and Jangli Maharaj (J. M.) Road in the evening because it is close to
where they study and reside and secondly it is one happening and lively place to eat. Youngsters
coverage on this area for many reasons, but the prime ones are that this area has some of the finest
colleges in the city, this area is affordable than other parts as far as residing is concerned.
All the facilities are close by and it is student-
dominated area, so youngsters can relate
themselves well within it, they feel comfortable
staying here. Also F.C. road got its first ever
Café Coffee day not only in the city but in the
whole of India and it attracted crowd more,
because it was totally new concept. Even today
we can see people, especially youngsters
pouring in at these places morning till evening,
from dawn till dusk! It simply goes on! Also
there are many eating joints that have come up
in along F.C. and J.M. road and they are
increasing. Hotel Vaishali Roopali,
Wadeshwar, Kamat, Surabhi, Pizza Hut, Mac-
Donalds, Poona Coffee House to name the few.
These places also serve as hangouts and
chatting places for the youngsters as well as
pensioners. Also there are departmental stores
and super shopee- Food-World True Mart,
Allen Solley in this area, which also serve day-
to-day need of the residents. There are three
crosswords alone in the Deccan area.

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Land-Use Pattern
The Deccan area is the first area planned under Town Planning scheme as per Bombay Town
Planning Act 1915. As per the master plan the site falls under R-2 (Residential Zone) and is
earmarked for residential cum commercial Zone. Also the site falls under ‘A’ Zone of T.D.R.
(Transfer of Development Rights) and is a non-receiving zone. The site being in R-2 zone, initially
the predominant user was residential with commercial activity in minority. The plot sizes range from
200 to 600 sq.m.
But today the picture is changing with commercial user being a dominant one. The area is in the
process of transition from residential to commercial one. The site is developing into hub of various
activities- namely residential, institutional, and commercial. The site has two main commercial
streets: Jangli Maharaj Road and Fergusson College Road out of which J. M. Road has variety of
commercial activities ranging from convenience shopping, eating, food outlets to business trading,
banking, and which is now creeping onto Apte road that is sandwiched between the two streets, in the
form of business hotels, bakeries etc.
In short Apte road is also facing tremendous commercial pressure from both sides. Also J.M. road
and F.C. road serve as major traffic link or route between various parts of the city. Hence traveling i.e
pedestrians as well as traffic flows are also an important road activity. Thus mixed land use is seen
along the main streets having variety of shops, hotels, restaurants, lodging and small food outlets on
ground floor and offices, other business and educational institutions, banks, clinics, and private
hospitals on upper floors while residential users are more concentrated in the interiors of the area,
mainly along Apte Road. Also lush green open space in the form of Sambhaji Park provides an area
for relaxation for all age groups.
From the area distribution it is clear that the area is emerging as a major work and business area as
well as relaxation and hangs out place for all age groups, mainly for young college crowd due to
presence of shopping, eating and entertainment activity. Thus the area accommodates variety of user.
Existing Landuse area distribution of Selected Site is as follows
Land Use Area in sq.m. Area in Hectares Percentage (%)
Residential 174992.57 17.70 35.00
Residential cum commercial 20000.00 02.00 03.94
Commercial 94432.00 09.44 18.47
Amenity 38919.40 03.89 07.49
Open Space 32318.25 03.23 04.39
Roads 138454.00 13.87 27.43 (More)
Parking 4304.49 00.43 00.84
Total Site Area 505583.52 50.54 100.00
CONCLUSION: THE TRANSPORTATION – LAND USE RELATION
The “Transportation – Land Use Connection” is an important concept in land use and transportation
planning. On the one hand, land uses affect transportation by physically arranging the activities that
people want to access. Changes in the location, type and density of land uses change people’s travel
choices, thereby, changing transportation patterns. On the other hand, transportation affects land uses
by providing a means of moving goods, people, and information from one place to another.
Transportation systems play a very important role in affecting urban structure. The debate over the
“chicken and the egg” issue of whether transportation influences land use development or whether
land use dictates transportation continues. The effect of past transportation decisions and investments
are evident in today’s development patterns with less than 10% of the total population working in the
central business districts of traditional cities (Lowry, 1988). Thus, the transportation – land use
connection is one that cannot be ignored and must be addressed for effective planning by local
agencies.

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There are two important concepts that are central to understanding the land use – transportation
connection – accessibility and mobility. Accessibility refers to the number of opportunities, also called
activity sites, available within a certain distance or travel time.7 Due to the low-residential density
development patterns that we see today in Deccan area, which are further moving out in fringes due to
increasing commercial development, the distances between activity sites such as home, school,
grocery store, etc. is increasing. As a result, accessibility has become increasingly dependent on
mobility, particularly on privately owned vehicles. On the one hand, mobility can be seen as the
consequence of spatial segregation of different types of land uses, while on the other hand, it can also
be seen as contributing to increased separation of land uses. Improvements in the transportation field
have enabled people to travel longer distances in the same amount of time, which has resulted in the
growing segregation between activity sites, especially between home and work. In today’s urban
scenario, the value of land is heavily dependent on the transportation network providing access to it.
Or in other words, the location of a place within the transportation network determines its value and
use. This is boldly highlighted in Deccan Area and is more evident.
Land development is influenced by a large number of forces as shown in the figure below.
Infrastructure, which is comprised of sewer, water, utilities and transportation play an important role
in influencing land use patterns. Transportation in turn is affected by individuals, private sector,
federal government, state and local governments. As mentioned earlier, the most significant role that
transportation plays in land development is affecting access to land. Transportation systems have the
potential to indirectly affect land development by either inducing new development or altering the
pattern of development. Even through transportation improvement may not bring growth to a region
in terms of number of households or square feet of developed area, it may affect the location pattern
of land uses. However, due the large number of factors affecting land use patterns, transportation may
be considered just part of a complicated process of land development.
References
Gadgil D.R. (1992) “Poona – A Socio–Economic Survey No. 25 – parts I & II” Pune, Gokhale
Institute of Politics and Economics.
Gole P. and Sulbha B. (1967) “Deluge in Poona –Aftermath and Rehabilitation”. Pune Gokhale
Institute of Politics and Economics.
Sawant S. (1978) “The City Of Poona : A study of Urban Geography”. Pune, University’s
Department of Geography – Publications.
Sowani A. (1998) “Haravalele Pune” Pune, Purva Publications.
Sawant D. S. (1986) “The Role of Traditional Professions In the City of Pune”. For M.E.
(T&C.P.) At Government College Of Engineering – Pune -5
Kalmadani K. (1993) “Wadas In Pune”. Architecture + Design. November– December –
1993.Vol. X No. 6 (P-31-50)
Pandya Y (1999) “Housie”. Architecture +Design Septmber – Octomber – 1999 Vol. XVI No. 5
(P-43-47)
India, Government of (1884) - Gazetter of The Bombay Presidency Pune District Vol. XVIII, Parts
I, II, III

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LANDUSE-TRANSPORT INTEGRATION – ISSUES & STRATEGIES IN

GURGAON

Prerna Redhu1
INTRODUCTION
Growth of a city is directly associated to its accessibility routes. It is evident from history that
transport corridors with high accessibility parameter developed faster than their counter parts. But
socio-economic and political forces have resulted in unplanned development along these corridors,
which in turn result in ribbon development, organic land use patterns, disproportional densities,
violated FARs, sizzling land values & rents, etc. All these reciprocate their impacts on each other. As
a result, these corridors become areas of environmental concerns from housing, transportation and
infrastructure point of view. Though lots of efforts have been made to control the unplanned and
haphazard development along these corridors but yet the fruits are far from reach. In the State of
Haryana, India, Development Plans have been prepared under the provisions of The Punjab Scheduled
Roads and Controlled Areas Restriction of Unregulated Development Act, 1963, which lays down
provisions related to the permissible land uses, widths, and uses along the declared Scheduled Roads.
But an examination of development along major corridors, which are Scheduled Roads as well, of
Gurgaon City reveals that in spite of the Development Plans, Building Bye-Laws & Controls and
Zoning Regulations, the development is not coming in an integrated manner. Henceforth, the living
and visual environment along them is in palatable shape, which in turn is affecting the structure of the
city. The present paper focuses on the spate of the Scheduled Roads vis a vis the environmental
problems & issues which have become burgeoning problems in Gurgaon City. Planning and
development strategies are proposed to overcome the problems & issues to act as guidelines for future
development along these corridors of the city.
Accessibility lines play an important role in all-round growth and development in different sectors of
a city/state/country is it economic or political and social change. There are various types of roads,
with different hierarchies national highways, state highways, inter distt. Roads, inter sector roads and
intra sector roads. Each type of road is interacting with a different set of users. The physical form of
cities has been shaped by the economic, social, and political environs of a society. Identifying this
evolution by terms like organic and inorganic, irregular and geometrical, formal and informal,
medieval and classic, simply describes the form without the substance. The degree of awareness of
people about their living environment and their urge to modify it to suit their requirements forms the
substance. The societal environments, therefore, can play a major role in shaping the physical form of
cities, though greatly separated in time and space.
Since cities are mosaics of homes of homes & shops, factories and offices, schools and libraries,
theatres and hospitals, parks and playgrounds, meeting places and government centers serving the
material and spiritual needs of a man, places to live and to work, to learn and to trade, to play and to
pray, woven together by a network of streets and transportation routes, and communication channels.
A city’s growth is directly proportional to its accessibility routes, it is evident from history that places
which had accessibility lines (train and road routes) developed and evolved at a faster rate than their
counter parts which are devoid of these facilities’. Cities not only expand spatially in all directions but
land use pattern, densities, FARs, land values, rent structure, etc. are also effected directly, which in
turn reciprocate to effect each other.
Cities originate from centre and then the growth begins to move outwards along the accessibility
lines. As the times starts to take its toll, although the roads or streets remain of the same hierarchy but
the population expands and so does the technology, there upon, leading to traffic problems. These

1
Assistant Town Planner, Haryana State Industrial & Infrastructure Development Corporation, Panchkula

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problems emerge due to increasing population, and in order to control these problems some
controlling measures have been formulated, which are: legislative measures (NHAI, The Punjab
Scheduled Roads and Controlled Areas Restriction of Unregulated Development Act, 1963). This
paper will focus on the issues which exist due to lack of enforcement of these legislative measures,
problems like traffic jams, congestion, and pollution etc crop up. One of the acts is The Punjab
Scheduled Roads and Controlled Areas Restriction of Unregulated Development Act, 1963, which
lays down provisions related to the permissible widths, and uses along the scheduled roads.
GURGAON - A GLANCE
Gurgaon depicts a peculiar character, from being a village to being called the cyber city, millennium
city, city of malls of India; it has gone through lot of changes, in terms of the character, population, its
economic base. The changes have come in just last two decades. From planning point of view, the
kind of development which is coming up, is a haphazard development, integrated growth, non-
compatible landuses, lack of infrastructure which is a question in itself. The kind of development
which is coming up is lopsided. There is huge discrepancy between the infrastructure being provided
and the actually required. Although there is development plan prepared but the development which is
coming up is very haphazard which is why there exist problem regarding the sky rocketing prices.
Population
In 1951 the population of the town was 18613, which rose to 37,868 in 1961 registering 103.44%
growth over the decade. This high growth of population was mainly due to the rehabilitation colonies
established here after partition. The growth rate came down to 50.92% during 1961-71 but again rose
to 76% during 1971-81. This was mainly because during this period, Gurgaon has developed as an
extension of Delhi. During 1981-91 again the growth rate came down to 34.70% which further
increased to 68.39% during 1991-2001. 1 The liberalization policies initiated by the Government in
1991 saw people rush to invest in Gurgaon. This trend was accentuated by the property boom of 1996,
which encouraged entry of various multinational companies who wanted world class commercial and
office spaces. The inadequacy of Delhi’s central Business District to cater to the needs of
multinationals led them to explore cheaper options like Gurgaon. Proximity to Delhi and the
international airport were added attractions.
Table 1: Population Trends
Sr.No. Year Population Growth Rate (%)
1 1951 18613 -
2 1961 37869 103.44
3 1971 57161 50.90
4 1981 100877 76.50
5 1991 134522 33.40
6. 2001 581773 362.06
Source:Census of India
THE PUNJAB SCHEDULED ROADS AND CONTROLLED AREAS RESTRICTION OF
UNREGULATED DEVELOPMENT ACT, 1963).
The main object of this act is to restrict unregulated development along scheduled roads and to ensure
a planned development of the controlled area. Provisions of this act do not operate in un built area
declared within Municipal Limit of a Town. It is aimed at restricting unregulated development along
the scheduled roads and further to ensure a planned development of controlled areas. Under section 3
of the act,
Prohibition to erect or re erect buildings along Scheduled Roads,states that no person shall erect or re-
erect any building or make or extend any excavation or layout any means of access to a road within

1
Kulkarni M.R (2008)

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

one hundred meters of either side of the road reservation of a bye-pass or expressway, or, within 30
meters on either side of the road reservation of any scheduled road not being bye-pass or expressway.
There are Seven Scheduled Roads in case of Gurgaon which are as under:
Delhi-Jaipur road Gurgaon-Sohna road
Old Delhi road Gurgaon-Pataudi road
Gurgaon-Mehrauli highway Gurgaon Farruknagar road
Gurgaon-Faridabad road
There is violation on these scheduled roads as there should not be no development in any form in 30m
range on 60m wide roads and 60 m wide range on bypasses as per The Punjab Scheduled Roads and
Controlled Areas Restriction of Unregulated Development Act, 1963). The nature of violation is of
residential, commercial, industrial and institutional structures. The nature and extent of the violation
differs on different roads depending upon the area of the road.
Table 2: Number of Structures on Scheduled Roads
Name of Road Number of Structures
Industrial Residential Commercial Institutional Others Total
Delhi-Jaipur Road 35 45 232 5 39 356
Old Delhi Road 3 8 275 3 88 377
Gurgaon-Mehrauli Road 7 0 68 3 12 90
Gurgaon-Faridabad Road 0 0 24 0 46 70
Gurgaon-Sohana Road 3 94 345 7 104 553
Gurgaon-Pataudi Road 20 40 269 19 59 407
Gurgaon-Jhajjar Road 5 55 92 3 66 221
Source: S.T.P office, Gurgaon
Delhi-Jaipur road
The kind of development which exists on NH8 are Licensed colonies/ developed by HUDA. The
sectors along NH8 are mostly planned except the village abadi of Khansda, Mohammadpur jharsa,
Narsinghpur, Kherki, Lakhnaula and Manesar. Since there are villages along the National Highway
therefore encroachment has come up in form of commercial and residential areas. The total number
of structures which exits on this Schedule Road is 356 wherein the commercial buildings are the most
i.e.232 (Refer table no.2).
Old Delhi Road
This is the old delhi road leading to jaipur and the area is mostly old. Ammunition depot exits on this
road due to which the unauthorized construction is there. The
area of 900 m restricted belt is the only vacant area available
therefore there is mushrooming of unauthorized colonies. The
encroachment has come up due to another reason also i.e. the
outgrowth of village dhundahera .The total number of
structures existing on this road are 377 with commercial
having highest number of structures. (Refer table 2).

Figure Showing Shops

Mushrooming Along Old Delhi

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

Map 1: Encroachment on Scheduled Roads

Gurgaon-Mehrauli Road
This is the mall road of gurgaon with lot of existing as well as up coming malls. On this road too the
number of commercial structures are high (68) out the total of 90. Most of the area is now a planned
area except few pockets of unauthorized construction in village sukhrali and sikanderpur and their
outgrowth. (refer table 2).
Gurgaon-Pataudi Road
These roads are within the SEZ area due to which lot of encroachment is there and outgrowth of
village harsau, gaurli khurd, kadipur and wazirpur where maximum colonies have come up. (Refer
table 2).
Gurgaon-Jhajjar Road
On this road too lot of unauthorized colonies are there which are mostly located in Village Basai and
Dhankot because of the extension of old Gurgaon towards this side. (refer table 2).
ISSUES
The major issues which have come due to the disintegration between landuse and transport are:
Haphazard development
Ribbon development
Unsustainable infrastructure
Unauthorized construction in form of residential colonies, industries and commercial complexes.
The roads become accident prone.
Uneven skyline
Degraded highway environment and Land use change
STRATEGIES
The following strategies can be adopted to curb the issues:
Implementation of standard width of highway not only at initial stage but also vigilance is
required.

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After the Zoning Regulations have been formulated then for the implementation stringent laws be
made.
While making Development Plans of any city, phasing should be done in such a manner that it
checks any kind of encroachment.
Proper power should be vested in hands of the authorities to raze the unauthorized construction.
References
Kulkarni M.R (2008), Gurgaon-a Metropolis in the Making, Proceedings from the Workshop of
Institute of Town Planners, India, Haryana Regional Chapter (Panchkula) (pp.9-26)
Gurgaon Development Plan, 1996, Haryana Govt. Gazette (extraordinary),1995.
Gurgaon-Manesar Urban Complex Final Development Plan-2006, Haryana Govt. Gazette
(extraordinary), 2006.
www.ulib.com
www.sagejournals.com
ohioline.ag.ohio-state.edu
Google alerts

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

TRANSPORTATION RESPONSIVE LAND-USE PLANNING- AJMER, INDIA

Navneet Munoth1 and R. K. Jain2

LAND USE AND TRANSPORTATION
Transportation networks and the spatial patterns of land use they serve are assumed to mutually
influence each other over time. Changes to transportation networks, such as the construction of a new
link or expansion of an existing one, eventually influence the location of investment in land, which in
turn influences the demand for travel to and from a particular location. This relationship is sometimes
referred to as the transportation-land use “link” or “cycle”, emphasizing a feedback relationship.
There is a direct interaction between the type and intensity of land‐use and the supply of transport
facilities provided. It is therefore, required to ensure an efficient balance between the two. The
relationships between transportation and land development are viewed in three different contexts.
These are:
Physical relationships at the macro scale (long term significance, part of planning process).
Physical relationships at the micro scale (short and long term significance, urban design issues)
Process relationships (aspects of coordinating land use and transportation development).
The physical characteristics of the urban areas are changing with time, resulting in new distance and
settlement relationships. The dispersal of population causes long‐term impact on transportation
effectiveness. But as other equilibrium systems, the land‐use transportation configuration eventually
stabilizes.
Land‐use transportation system may be represented by a spatial array of land uses overlaid with a
network representing the transportation system. It is important that land‐use zones ideally define an
area of homogenous land‐use activity. This specific land‐use has a potential of generating a certain
amount of traffic per day. The examples of land‐use potential are given in table form below. Also
represented is a typical land‐use transportation plan showing specific land‐uses.
Table: 1 Land use Potential
Type of Activity Measure
Residential Population, dwelling units
Factories Area, number of workers
Offices Area, number of employees
Theaters Seating capacity
Hotels Number of rooms, floor area
Shopping center Retail area, employees
TRANSPORTATION / LAND USE RELATIONSHIPS
Transportation and economic systems have a reciprocal relationship. In other words, transport
supply and demand are mutually interdependent. For instance, the construction of an highway
interchange favors the concentration of commercial and service activities, which will generate
additional transport demand, which in turn will favor the location of new activities and a
reorganization of the regional spatial structure. This interdependence can be conceptualized with three
major elements:

1
Ph. D Scholar, Deptt. of Architecture & Planning, IIT Roorkee, Roorkee, India
2
Associate Prof., Deptt. of Architecture & Planning, IIT Roorkee, Roorkee, India

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

Infrastructures Friction of Space Spatial Accumulation

(Supply) (Impendence) (Demand)

Transport Spatial
Land Use
System Interactions

Accessibility Spatial interaction Economic base

models theory
Traffic assignment
models Distance decay Location theory
Transport capacity parameters Traffic generation
Models Split and attraction
Fig.1–Transportation/Land use relationship
Transport system is mainly composed of infrastructures conferring a level of supply, from which can
be derived levels of accessibility as well as transportation networks. For instance, traffic assignment
models take an existing spatial interaction structure and infer flows within a transportation network.
Conceptual flows consequently become a physical reality.
Spatial interactions assume flows between locations mainly through a function of spatial
impendence, which reflect the friction of the urban space. They have a long tradition in geography and
many spatial interaction models were developed. They rely on distance decay parameters as well as
the modes involved in urban trips.
Land use represents a level of spatial accumulation from which transport demand is derived. There is
a wide base of spatial economic models aiming at estimating transport demand, mainly through the
generation and attraction of traffic by different land use zones.
TRANSPORTATION AND URBAN DYNAMICS
Both land use and transportation are part of a dynamic system that is subject to external
influences. Each component of the system is constantly evolving due to changes in technology,
policy, economics, demographics and even culture/values, among others. As a result, the
interactions between land use and transportation are played out as the outcome of the many
decisions made by residents, businesses and governments. The field of urban dynamics has
expended the scope of conventional land use models, which tended to be descriptive, by trying to
consider relationships behind the evolution of the urban spatial structure. This has led to a
complex modeling framework including a wide variety of components. Among the concepts
supporting urban dynamics representations are retroactions, where as one component influences
others. The changes will influence the initial component back, either positively or negatively.
The most significant components of urban dynamics are:
Land Use: This is the most stable component of urban dynamics, as changes are likely to modify the
land use structure over a rather long period of time. This comes as little surprise since most real
estate is built to last at least several decades. The main impact of land use on urban dynamics is its
function of a generator and attractor of movements.
Transport Network: This is also considered to be a rather stable component of urban
dynamics, as transport infrastructures are built for the long term. This is particularly the case for
large transport terminals and subway systems that can operate for a very long period of time.
For instance, many railway stations are more than one hundred years old. The main contribution of
the transport network to urban dynamics is the provision of accessibility. Changes in the
transport network will impact accessibility and movements.

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Movements: The most dynamic component of the system since movements of passengers or freight
reflect almost immediately changes. Movements thus tend more to be an outcome of urban dynamics
than a factor shaping them.

Urban Land

Industrial
Population Housing
Activities

Pollution Travel Fuel Fuel Supply

Consumtion

Transportation
Transportation Financial
Facilities Resources

Fig. 2– The Role of Transportation with in Urban System

Employment and Workplaces: They account for significant inducement effects over urban
dynamics since many models often consider employment as an exogenous factor. This is specifically
the case for employment that is categorized as basic, or export oriented, which is linked with
specific economic sectors such as manufacturing. Commuting is a direct outcome of the number of
jobs and the location of workplaces.
Population and Housing: They act as the generators of movements, because residential areas are the
sources of commuting. Since there are a wide array of incomes, standards of living, preferences and
ethnicity, this diversity is reflected in the urban spatial structure.
TRANSPORTATION, ACTIVITY SYSTEMS AND LAND USE
Activities have spatial locations creating a land use pattern, which is influenced by the existing urban
form and spatial structure. This form is strongly related to the types of activities that can roughly be
divided in three major classes:
Routine Activities: This class of activities is occurring regularly and is thus predictable. They involve
journey to work (residential to industrial / commercial / administrative) and shopping (residential to
retailing). The land use pattern generated is thus stable and coherent. Generally, these activities are
zonal and links are from areas to areas.
Institutional Activities: Most institutions are located at specific points and generally have links with
individuals. This activity system is linked to an urban environment where links are occurring
irregularly and according to the lifestyle (students, sports, leisure, etc.) or special needs (health).
Production Activities: This involves a complex network of relationships between firms, such as
control, distribution, warehousing and sub-contracting. This activity system can be linked to a specific
urban environment, but also to a region, nation, or even the world. Some activities are strongly linked
to the local urban area, while others are far more linked to the global economy. The land use pattern
of an activity may thus be linked to an external (international) process.
These activity systems underline the importance of linkages between land uses, which require
movements of people, freight and information. The results of these linkages are land use patterns.
Thus, understanding the set of relationships an industrial district has with its labor, suppliers and

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customers will provide an overview of the land use patterns in an urban area, but also with other urban
areas.

Spatial
Imprint

Infrastructure
Modes Transportation Urban Form
Users

Spatial
Interaction

Labor
Customers Activity Urban Spatial Structure
Suppliers

Spatial
Location

Land Use Pattern

Fig.3– Transportation, Activity Systems and Land Use

TRANSPORTATION-LAND USE INTERACTIONS

Changes in transportation technology, investment and service characteristics can alter overall
accessibility levels as well as the relative accessibility of different locations. Land use changes also
affect activity patterns. Of special importance are the changes in trip generation, both for passenger
and freight. Trip patterns may change in a number of ways: number of trips, timing of trips, origin-
destination patterns, mode, and trip chaining. These changes in travel demand exert considerable
influence on the development of new transportation infrastructure or services.

Transportation

Activity Patterns Accessibility

Land Use
Fig. 4-Transportation – Land use interactions
Source: Giuliano, G. (1995)

IN SMALL AND MEDIUM SIZE CITIES - CASE OF

AJMER
The historic city of Ajmer is situated in the geographic centre of
Rajasthan. Traditionally Ajmer has been an important
commercial, administrative and education centre in the region.
With the presence of world famous Dargah of Sufi Saint in the
city and close proximity to Pushkar an important religious
town, tourism is also a major contributor to the city’s economy.
Ajmer is situated in the Aravali mountain range between 26°
27’, N. Latitude and 74° 44’, E. Longitude. Huge numbers of
tourist visit the Dargah of Sufi Saint, an important pilgrim
Map 1: Location of Ajmer in Rajasthan

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

center of muslims and Pushkar temple, the only place where temple of Lord Bramha (The creator) is
situated.

Ajmer is a medium sized class II town. Till 18th

centaury the town grew organically around the
Dargah of Khwaja Mouinudiin Chisty. In 1818 the
town came under British Empire and the Municipal
Council was established in 1869. The population of
Ajmer town grew three fold during the last six
decades from 1.47 lakh in 1941 to 4.85 lakh in 2001.
Apart from its own population, the floating
population of the town is 1.25 lakh people per
month. Area of Ajmer town is 53.8 sq. km giving an
overall density of 5750 persons/sq. km. whereas the
density in the core area is over 50000 persons/sq.
km (2001).
Land Use of Ajmer city
The spatial growth of the city is guided by Master
Map 2: Population Plan. The first Master Plan of the city for the
Density of Ajmer period of 1971-1991 was notified in 1976, which
was further extended to 2001. Revised Master
Plan for the period 2001 to 2023 was prepared
and sanctioned in April 2005. This Sanctioned Master Plan is the guiding plan for spatial
development of Ajmer till 2023.
Table 2: Land Use Classification
Land use 2001 Land use 2023
Land use Classification
Acres Sq.km Percent Acres Sq.km Percent
Developed Areas
Residential 6,000 24.0 50.00 15,423 61.7 51.25
Commercial 564 2.3 4.79 1,155 4.6 3.82
Industrial 586 2.3 4.79 1,044 4.2 3.49
Government 140 0.6 1.25 355 1.4 1.16
Public/Semi Public 1,571 6.3 13.13 4,135 16.5 13.70
Recreation 138 0.6 1.25 3,078 12.3 10.22
Transport 2,483 9.9 20.63 3,688 14.8 12.29
Green area/Open space 510 2.0 4.17 1,233 4.9 4.07
Sub Total (Developed Area) 11,992 48.00 100 30,111 120.40 100
Source: Ajmer Master Plan 2001-2023

Ajmer’s urban development is typical of any old historic town in the country with a high
density historic urban core and a vast low density urban sprawl. Prominent occurrence of
mixed land uses, in the inner city is a key feature. The pattern of growth is a ring and radial pattern
with a central nucleus.
Transport in Ajmer City
Land under transport constitutes the second largest use in Ajmer city (2001). The high portion of
land use under transport is because of the railway establishments and National Highway 8 and
the newly built NH-8 bye-pass, passing through the city outskirts. Indian Railways is the largest
land owner in the city.

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M 2010

In the Master
M Plann (2023) hass proposed major residential deveelopments aalong NH 8, along
north towwards Jaipuur and towaards south along a Beawwar Road. Residential
R ddevelopmentss are also
proposedd in the areas between Beawar Road and Naseeraabad Road. Wholesale
W acctivities and industrial
i
activities are proposeed to be locaated near the NH Bypass and along thhe Naseerabaad Road.
It is nooted, that thet substanttial increasee proposed under residdential areaa (approximately 38
sq.km), is not adequately serviced by area allocattion under Transportattion Use. This T has
resulted is reducedd allocation of land for fo transportt and traffiic use in 22023 (appro oximately
12.40 % of land area a only). As
A a long terrm improvem ment measurre, it is recommmended to leverage
railway land within the City thrrough relocaation of Railw way stationss, outside thee City. This can also
help redduce traffic coongestion annd travel delaay within thee City.

Map 4:
4 Ajmer Masster Plan 20001-2023

Map 3: Laand Use Map forr Ajmer, as per Master

M Plan 2001

Traffic Zones
The cityy of Ajmer will
w continuee to expand in the north and south-w west directioons but the pattern
p of
growth is a ring andd radial patttern with a central
c nucleeus. For the purpose of public transp portation
planningg, the defineed study area is sub-Divvided into 11 smaller arreas called ‘Traffic Zonees’. Map
indicatess traffic zonees for 2023.
The purppose of suchh sub-divisioons is to facilitate the spaatial quantifiication of lannd use and economic
e
factor which
w influeence Travel Pattern. Suubdivision intoi zones further helpps in geograaphically
associatiing the originns and destinnation of travvel.

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

Map 5: Traffic Zones for Ajmer City

Trends in Population and Land Use

The rapid growth of India’s urban population—as in other developing countries—has generated
an enormous need for efficient transport services to carry high volumes of passengers through
dense, congested urban areas. By 2001 over 285 million Indians lived in cities. Here has been
especially rapid growth of the very largest metropolitan areas such as Mumbai (Bombay), Kolkata
(Calcutta), and Delhi, which now exceed 10 million residents each. Chennai (Madras), Hyderabad,
Ahmadabad, and Bangalore each have more than 5 million residents. 35 metropolitan areas have
populations exceeding 1 million, almost twice as many as in 1991.

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Moreover, the lack of effective planning and land-use controls has resulted in rampant sprawled
development extending rapidly in all directions, far beyond old city boundaries into the distant
countryside. In an explicit attempt to decongest city centers, government regulations limit the ratio of
floor areas to land areas for buildings in the center, and thus restrict the heights of buildings and
density of development in the center. Local governments have permitted scattered commercial and
residential development in outlying areas without the necessary infrastructure such as roads, utilities,
hospitals, shopping, and schools. That generates long trips between residences and almost all other
trip destinations.
Traffic Patterns
A high share of non motorized vehicles (NMVs) and motorized two wheelers (MTW) characterizes
the transport system of Ajmer city. In Ajmer nearly 45%-70% of the registered vehicles are MTWs.
Cars account for 5%- 10% of the total vehicle fleet in city. The road network is used by at least seven
categories of motorized vehicles and NMVs. Public transport and para-transit is the predominant
mode of motorized travel in Ajmer and carries 20%-35% of the total trips excluding walk trips.
Despite a significant share of work trips catered by public transport, presence and interaction of
different types of vehicles create complex driving environment. The present design of vehicle
technology does not take into consideration this environment where frequent braking and acceleration
cannot be avoided.
Travel Behavior
A high percentage of travel in Indian cities is by walking, cycling and two wheelers. Walking and
cycling are most important in smaller cities, accounting for over two-thirds of all trips. As city size
increase and trip distance become longer, the relative importance of walking and cycling falls to about
half of all trips in medium-sized cities. There is a considerable variation, however, even within city-
size categories. These variations can have major impacts in local travel behavior. In Ajmer City
people who live in a Central location typically drive 15-30% less and walk, cycle and use public
transit two to four times more than they would at a Suburban, urban-fringe location. These differences
reflect the shorter commute trips, shorter errand trips, and better travel options in more central
locations. However, there can be considerable variation. Suburban and rural areas can incorporate
many land use features, such as metal road and villages that increase accessibility and transport
diversity. As a result, there are many degrees of accessibility and multi-modalism.
CONCLUSIONS
The land use pattern is not a random
distribution, nor sharply defined rectangular
areas or concentric circles, but rather
sectors. Thus, the effect of direction and
time is added to the effect of distance.
Transport corridors, such as rail lines and
major roads, are mainly responsible for the
creation of sectors, thus transport has
directional effect on land uses. Cities would
thus grow along major axis. In the case of
Ajmer city the city core or the central area is
main traffic arteries normally radiates or
passes through it. Also it is focal point of
city because of mixed land use, such as
retail trade, offices, light manufacturing,
grain market and vegetable market within
the high density residential areas. Map 6: Major Activity Centre in
Ajmer City
Three National Highways are touching
Ajmer, NH-8 (from Delhi to Mumbai), NH-79 (from Ajmer to Indore) and NH-89 (from Ajmer

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

to Bikaner). In master plan 2023 all major activities (Offices, Markets and factories) and residential
area are shifted from centre to the out skirt of the city along NH-8 and NH-89. Due to this city is
growing in north towards Jaipur and in south towards Ahmadabad. Because of this land use of Ajmer
city is changing. Map 6 is showing the major activity centres are shifted from city core to out skirt.
References
Chang, Justin. 2006. Models of the relationship between transport and land-use: a review.
Transport Reviews 26(3): 325-350.
Giuliano, G. 1995. Land Use Impacts of Transportation Investments: Highway and Transit, in S.
Hanson (ed) The Geography of Urban Transportation, New York: The Guilford Press, p. 307.
Jawahar Lal Nehru Urban Renewal Commission, 2006. “Draft City Development Plan for
Ajmer”.
Kelly, Eric D. 1994. The transportation land-use link. Journal of Planning Literature 9(2): 128-
145.
Krishnamurthy, Sriram and Kara M. Kockelman. 2003. Propagation of uncertainty in
transportation land use models: investigation of DRAM/EMPAL and UTPP predictions in
Austin, Texas. Transportation Research Record 1831: 219-229.
Padam, S., and Singh, S. K. 2001. Urbanization and urban transport in India: he sketch for a
policy. Pune, India: Transport Asia Project Workshop. Accessible at:
http://www.deas.harvard.edu/TransportAsia/workshop_papers/Padam-Singh.pdf
Ribeiro, E.F.N. (2003). ‘Urban India in 2051: An Emerging Transportation cum Settlements
Interface‘, paper presented at the Annual Congress of the Institute of Urban Transport (India),
New Delhi on India’s Urban Transport Vision 2050.
Ryan, Sherry. 1999. Property values and transportation facilities: finding the transportation-land
use connection. Journal of Planning Literature 13(4): 412-427.
Taaffe E.J., Gauthier H.L. and O'Kelly M.E. 1996. Geography of Transportation (second edition).
Yerra, Bhanu and David M. Levinson. 2005. The emergence of hierarchy in transportation
networks. Annals of Regional Science 39(3): 541-553.

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M 2010

RANSIT ORIENTED
TR O D DEVELO
OPMENT: AN
A INTEGGRATED LLAND USE
E&
TRA
ANSPORTTATION AL
LTERNAT
TIVE FOR SUSTAIN
NABLE DEV
VELOPME ENT

A
Aruna S. Reeddi1, Dr. Subrata
S Chaattopadhyayya2 and Dr. Taraknath
h Mazumdeer3
INTRO
ODUCTION
Increaseed use of prrivate vehiclees has its ow
wn shortcommings. It reqquires large scale investments in
transporrtation infrastructure such as highway building and
a provisio on for parking. It also con
ntributes
to traffic congestioon, air polluution, long commuting distances and lengthyy travel tim mes. This
phenommenon is mo ore prevalentt in some developed co ountries. Devveloping couuntries such as India
and Chinna are closin
ng the gap with
w developeed countriess for auto vehicle ownersship. For thiss reason,
the concern for envvironment and a financingg transportaation infrastrructure is noot only restricted to
developed countriess but it includdes the deveeloping countries as well..
Becausee the transpportation and land use are interrelated, the researchers looked for land use
related solutions for reducing private
p car usse. The recent past plan
nning researcch has come e up with
some arrguments th hat highlightt the importtance of mixxed use and d compact d developmentts. These
developments are expected
e to encourage non‐motoriz
n zed transporrtation or traansit and disscourage
individual auto use.
Transit Oriented Development (TOD) is one o of suchh strategies introduced in early 19 990s’ by
Americaan architect and
a urban pllanner Peter Calthorpe (h http://www..calthorpe.co om/peter‐calthorpe).
He definned
the TOD D in Transit‐Oriented Development
D t Design
guidelines for the City
C of San Diego
D as “ A Transit‐
Oriented d Developm ment (TOD)) is a mixxed use
commun nity within a typical 2000 feet walking
distancee of transit stop
s and corre commerccial area.
The deesign, confiiguration, and a mix ofo uses
emphasize a pedesttrian‐orienteed environm ment and
reinforce the use off public tran nsportation, without
ignoringg the role of autom mobile. TODs mix
residenttial, retail, office,
o open
n space, and d public
uses witthin comforttable walkingg distance, making
m it
convenieent for residdents and emmployees to travel
t by
transit, bicycle or foot, as weell as by caar.” This
Source: Peter Calthoorpe Associaates
definitio
on shows thaat TOD is a mix
m of smart growth
g
featuress with an inteention to enccourage tran
nsit ridership
p and non‐mootorized travvel behavior..
Though,, the TOD co oncept is coined by Calth horpe, its de
efinition has been individ dualized by different
agenciess and governments baseed on their regional and d local needds. For exammple, Bay area Rapid
Transit Authority, SanS Francisco has its ow wn definition of TOD as “ Moderatte- to higheer-density
developm ment, located within an easy walk off a major traansit stop, geenerally withh a mix of residential,
employm ment, and shhopping oppoortunities designed for pedestrians without
w excluuding the auttomobile.
TOD caan be new constructionn or redevellopment of one or moore buildingss whose dessign and
orientatiion facilitatee transit usee.’’ Where asa the Regional Transpportation Auuthority of Northeast
N
Illinois (RTA),
( Chiccago has a sim fluenced by aand oriented to transit
mple definitiion as ‘‘Deveelopment infl
service that
t takes advvantage of thhe market creeated by tran nsit patrons’’ (Cervero et al, 2004).

1
Reseearch Scholar,, Dept. of Architecture & Regional
R Plannning, IIT, Khaaragpur.
2
Assoociate Professoor, Dept. of Architecture & Regional Plaanning, IIT, Kharagpur.
K
3
Assisstant Professoor, Dept. of Arrchitecture & Regional Planning, IIT, Khharagpur

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

Based on the above discussion, it is understood that the primary purpose of TOD is to encourage
people to choose transit over individual auto use by living near the transit stations or stops. For
people to choose living near transit stations/stops, it is considered that the community to have some
or all smart growth features. On the whole, the TOD is a concept that gives a framework to develop
and implement measures that are suitable to the selected location and region. It is a development
built near by transit with an easy access to avail on a regular basis, and with high density‐mixed use.
Other features include road network with sidewalks, bike paths, smaller block size to encourage
people to walk and other urban features such as the shops with front façade abutting sidewalks and
street furniture that enhance the function of the street and attract people to walk. Cervero
emphasized the importance of “three Ds”– density, diversity and design in the TOD success (Belzer &
Autler, 2002). TOD can be developed on a new site along with the transit facility or near an already
established transit station with some development (Calthorpe, 1992).
OTHER SYNONYMS FOR TOD
Other concepts similar to TOD such as Transit Supportive Development, Transit Joint Development,
Transit Proximate Development, Transit Focused Development, Transit Friendly Development, and
Transit Village are also being used as synonyms for TOD. Sometimes the Transit Proximate
Development is considered on a negative connotation, since, the development may be proximate to
the transit but it is not necessarily supporting other positive traits such as TOD.
ELEMENTS OF TOD
Though, some of the elements of TOD might overlap with Smart Growth characteristics, the TOD has
an additional goal to encourage people to use transit. Therefore, the characteristics include the
combination of these two key objectives. The below characteristics are essential to recognize a place
to be a TOD.
Land Use: The land use is mixed with commercial, retail, residential and institutional
Transportation: Transit, walk and bicycle friendly environment. Easy access to transit and other non-
motorized transportation modes to encourage people to use these modes for majority travel trips.
Population: Mixed with varied household size, age and income
Housing: Housing opportunities for different income levels and includes affordable housing.
Urban Form: Compact, high dense development with multimodal network.
FUNCTIONAL CHARACTERISTICS OF TOD
It is important to note that the TOD has a comprehensive approach towards its goal. It needs to be
flexible to adapt to different situations, look beyond creating compact physical form and should
measure success rate at regional level. It is necessary to see the following three functions are
considered when visioning the TOD. Belzer and Autler (2002) have formulated the following as
important functional characteristics of TOD.
Adaptability in different situations and places: Not any two locations are same geographically or
socially. And any place may change with itself in a given period of time. For this reason, the TOD
guidelines are flexible to adapt the requirements and issues in its solutions for the given location or
situation.
Functionality: It is important to note that the TOD is a concept and the outcomes should be measured
from the functionality of the development rather than with just fixed amount of density or the number
of passengers using the transit station. The characteristics of TOD do not end with the providing
physical form, but in fact compliment the development to achieve its primary goal i.e. reducing auto
dependent travel behavior.
Continuum Success: Not all TODs can provide all the characteristics that are defined for TOD with a
hundred percent success rate. The outcomes may vary depending upon the geographical location, size
of the development, quality of the project, role of the stakeholders and the time of implementation.

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

The measure of success should include various levels such as local, regional, social and economical
success.
CHALLENGES
From the concept vision to implementation of TOD, one may face many challenges. The following
are some the challenges to address for a TOD to implement efficiently.
Land Use/ Zoning Regulations
Land use/ Zoning regulations are very complex and critical part of the plan proposal. Land uses of the
selected area depend on the specific land use/ zoning regulations (Cervero et al, 2004, Boarnet &
Compin, 1999). If the TOD proposal is not matching with the local land regulations, it is necessary to
see that the related regulations being amended (Report to Congress by FTA & HUD, 2008).
Coordination of Stakeholders/ Bringing Awareness
TOD is a complex concept that includes various stakeholders from local to regional governments,
transportation agencies, interest groups such as bicycle groups, and the public. Coordination between
various stakeholders and awareness of the development proposals by them is critical to realize a TOD
(Cervero et al, 2004, Boarnet & Compin, 1999).
Local Economy & Financing the Development
Since TOD is a comprehensive development, it requires large scale investments. Public funds may not
be sufficient to finance the whole project and may need to share the burden with private partnerships
(Cervero et al, 2004) or use other fund generating techniques. Sometimes, despite the intentions of
stakeholders to implement the TOD, the local economy may not be suitable to implement it (Boarnet
& Compin, 1999).
Implementation
Along with all the above hurdles, there might be other practical issues may come up in the
implementation level. They may be such as political changes, or social and demographic changes due
to long time lapse between the conceiving the TOD plan and the actual implementation. As long as
there is flexibility in the concept, these hurdles may be overcome.
Action Plan
An action plan helps to formulate the framework and methodology for the given goals and objectives
of the plan proposal. It also helps to check the feasibility of the goals to achieve. Preparing a proper
action plan would help a TOD to get over the hurdles mentioned above and implement the plan
proposal smoothly. The following action plan is a general outline and may include other tasks as
needed, based on project specific requirements.
Coordination between different stakeholders
- It is necessary to bring awareness of the goals and objectives of the TOD project from the
initial stages of the proposal so that there is a coordinated effort to bring the best results at the
implementation level. Develop different approaches based on the need to coordinate with
different groups (Report to Congress by FTA & HUD, 2008).
Develop TOD characteristics, indicators and performance measurements
- It is important that the intended TOD has its own characteristics that include the general
characteristics discussed above. To preserve the uniqueness of the area, develop a site
specific, location specific characteristics for the selected development.
- Indicators help to identify the goals of the plan. Develop TOD indicators related to
transportation, built form, economic development, social structure, and environmental
protection/ improvement.(Rene & Wells, 2005)
- Develop performance measurements such as number of transit users, available transportation
modes, traffic congestion, density, available housing choices (Cervero et al, 2004, Report to
Congress by FTA & HUD, 2008), infrastructure facilities, land and housing values, mixed
uses etc.

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

Develop Best Practices to promote, implement and update TOD

- Develop ideas to reach the public and different stakeholders involved in the TOD (Report
to Congress by FTA & HUD, 2008).
- Develop procedures to implement the plan without any constraints.
- Develop a system and methodology for plan update.
Regulatory Constraints
- Check the local, regional and state regulations to see if the TOD proposal fits in to these
regulations. If there are any changes need to be made to the plan or need to amend the
regulation, it should be done at the initial stage of development proposal (Report to Congress
by FTA & HUD, 2008).
Data collection and analysis, policy research and guidelines
- For proper policy research, it is necessary to have appropriate and complete data. Formulate a
methodology to collect data form different resources (Report to Congress by FTA & HUD,
2008).
- Formulate policy guidelines based on the policy research and data analysis.
Plan, Design and Implementation
- Develop databases for various information needs. It is important to see what the existing land
uses in the areas of TOD proposal are, and whether they are fitting in the plan proposal.
- Develop alternatives with positive and negative attributes of each alternative.
Review, Evaluation and Update
- Review TOD plans periodically and evaluate the impacts and benefits the developments
(Cervero et al, 2002). It is important to feed the information in to the plan updates for
accurate results.
EXAMPLES OF TODs
TOD is being implemented in different forms in different parts of the world. The efforts have been
vigorous in North America in the past decade due to the excessive number of cars and increased air
pollution in the continent. Cities such as Boston, Chicago, New Jersey and Washington D.C have
established transit. These transit centers are revitalizing with new influx population that was lost to
the suburban areas in the 70s’. San Diego and San Francisco in California, Portland in Oregon State,
Denver in Colorado in USA are some examples for new built TODs (Cervero et al, 2004). Calgary in
Alberta, Canada is also an example for TOD. Though the term TOD is not being used in other parts of
the world as widely, some of the TOD functions are prevalent in the countries such as Japan, UK,
Netherlands and India.
CONCLUSION
The TOD is definitely a useful tool provided that it is implemented with proper care. Both the transit
provision and the real estate development near by areas require significant amount of investments that
may go ineffective without proper planning or vision. The impacts and benefits of TOD should be
measured in comprehensive approach on a regional scale rather than looking at the TOD itself. For
example, parking in TOD is very complex issue. If public parking is easily available in TOD areas,
people may tend to use cars in TOD areas for their personal convenience and ignore transit or other
alternative mode choices. On the other hand, if public parking is not available, it may discourage
some people to use transit even partially in their overall trips. Likewise, if the TOD accommodates
mixed income housing and provide housing for higher income levels as well, people live in those
housing may prefer living in TOD areas for other reasons but not use transit. And if the TOD is
developed with housing only for certain income categories, it may avoid others using transit. This
dilemma requires a careful research before planning for a TOD.
References
Belzer, Dena., Autler, Gerald. June 2002. Transit-Oriented Development: Moving From
Rhetoric To Reality. Discussion Paper. The Great American Station Foundation & Center on
Urban and Metropolitan Policy. The Brookings Institution. 1775 Massachusetts Ave, NW,
Washington, DC 20036.

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

Boarnet, Marlon.G., Compin, Nicholas.S. Winter 1999. Transit-Oriented Development in San

Diego County: The Incremental Implementation of a Planning Idea. American Planning
Association Journal.
Calthorpe Associates., August 1992. Transit-Oriented Development Design Guidelines.
Prepared for City San Diego. California.
Cervero, Robert.,Ferrell, Christopher., Murphy, Steven. October 2002. Transit-Oriented
Development and Joint Development in the United States: A Literature Review. Transit
Cooperative Research Program. Research Results Digest 52. Transportation Research Board. 500
Fifth Street, NW. Washington, DC 20001
Cervero, Robert., Murphy, Steven., Ferrell, Christopher., Goguts, Natasha., Tsai, Yu-Hsin.,
Arrington, G. B., Boroski, John., Smith-Heimer, Janet., Golem, Ron., Peninger, Paul., Nakajima,
Eric., Chui, Ener., Dunphy, Robert., Myers, Mel., Mckay, Shannon., Witenstein, Nicole. 2004.
Transit-Oriented Development in The United States: Experiences, Challenges, And
Prospects. TCRP Report 102. Transit Cooperative Research Program. Transportation Research
Board. 500 Fifth Street, NW Washington, DC 20001
Heflin, Christine C., Porter, Douglas R., Deanna, Marybeth ., Ewing, Reid H. Best Development
Practices-Primer. Florida Dept. of Community Affairs. American Planning Association. 122 S.
Michigan Ave. Chicago. IL.USA.
Lane, Robert., Ikezoe, Paolo. Summer 2009. Transit Supportive Development for New York
State-A Guide for Communities. Regional Plan Association., New York State Metropolitan
Planning Organizations., and BFJ Planning. 4 Irving Place, 7th Floor
New York, NY 10003
Renne, John L., Wells, Jan S. February, 2005. DEVELOPING A STRATEGY TO MEASURE
SUCCESS. Research Results Digest 294. National Cooperative Highway Research Program.
Transportation Research Board. 500 Fifth Street, NW Washington, DC 20001
U.S. Department of Transportation Federal Transit Administration and the U.S. Department of
Housing and Urban Development. August 2008. Better Coordination of Transportation and
Housing Programs to Promote Affordable

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

A STUDY OF TRAFFIC CHARACTERISTICS OF RAILWAY OVER BRIDGE ON

NH–64 IN RAJPURA, PUNJAB

Er. Arun Goel1 and Dr. Tripta Goyal2

INTRODUCTION
Punjab is a state in northwest India. The Indian state borders the Pakistani province of Punjab to the
west, Jammu and Kashmir to the north, Himachal Pradesh to the northeast, Haryana to the south and
southeast and Rajasthan to the southwest. The total area of the state is 50,362 square kilometres
(19,445 square miles). The population is 24,289,296 (2001) and in 2009 is 27,256,683
(Approximately). Punjab state is divided into 20 administrative districts. Punjab's capital is
Chandigarh, which is administered separately as a Union Territory since it is also the capital of
neighbouring Haryana. Other major cities of Punjab include Mohali, Ludhiana, Amritsar, Patiala and
Jalandhar. Largest city is Ludhiana.
Rajpura is a city and a municipal council in Patiala district in the Indian state of Punjab. Rajpura is
located at 30.48°N 76.6°E . It has an average elevation of 259 metres (849 feet). Rajpura is situated
nearly 40 km south east of Chandigarh, the capital city of Punjab. Besides being an important
industrial town of Punjab, it also has historical importance. As of 2001 India census, Rajpura had a
population of 82,551 and in 2009 is 91,696 (Approximately).
Rajpura is situated on the National Highway No. 1. Rajpura can be regarded as 'Gateway of Punjab' as
all road and rail transport needs to touch Rajpura for the routes going to other major cities of Punjab
as well as Jammu & Kashmir. Rajpura is the first Railway Junction in Punjab. The rail lines are
diverted from here to 2 major lines catering to Punjab. One is to Amritsar and J&K; and the other
towards Bhatinda and Rajasthan. This is one reason that Rajpura has become one of the largest timber
market in Punjab. Rajpura has north India's only orphanage center "SOS".
According to Department of Road Transport and Highways of Ministry of Shipping, Road Transport
and Highways (MOSRTH): NH-64 runs through Punjab. It originates in Chandigarh, passes through
Punjab and ends up to Dabwali. Its route is as shown under:-
Chandigarh – Zirakpur – Banur – Rajpura – Patiala – Bhawanigarh – Sangrur
- Dhanola – Barnala – Rampura phul – Bathinda – Dabwali.
The total length of NH- 64 is 256 kms.
This R.O.B. on NH-64 has been chosen for the study as this is carrying very heavy traffic specially
personalized vehicles.
DATA COLLECTION AND ANALYSIS
Traffic Volume Survey for the Study Area
Traffic volume surveys are useful to establish the relative importance of any route, fluctuations in
flow, distribution of traffic in the road system, trends in the road use, improvement, construction or
reconstruction of roads.
The Traffic volume survey has been carried out on the Railway Over Bridge on NH – 64 in Rajpura
city. The top view of the bridge has been shown in Photo 1. The total length of bridge is 700m
without approaches. Width of road is 7.5m. Traffic is counted for 7 days. On each day traffic is
counted for 6 hours. On this bridge movement of cars, van and two wheelers are more than other
vehicles. PCU values taken for the vehicles as per IRC: 106 – 1990. PCU value is different if the
vehicles are less than 5%. The traffic volume survey has been conducted through Manual Count
method. The classified volume count includes all classes of vehicle like two wheelers, cycles,

1
Ex-M.E. (Highways) Student, PEC University of Technology, Chandigarh
2
Assistant Professor, CED, PEC University of Technology, Chandigarh

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 Nationnal Seminar on Sustainable Liffelines: Transportation Planniing and Managgement, 12-13 March
M 2010

rickshaw
ws, car/jeeps//van, truck/bbus and somee miscellaneo
ous categoriees. The surveey was cond
ducted for
two houurs in the moorning i.e. ( 8:30
8 am to 10:30 am ), two hours in the afternooon i.e. ( 1:0
00 pm to
m ), two hourss in the evening i.e. ( 4:00 pm to 6:0
3:00 pm 00 pm ). The survey was conducted both on

workingg days and on non woorking day in

2009. Thhe details off the data havve been showwn
in Tablee 1 to Table 8. This ROB B has not beeen
designedd for heavyy vehicles, butb still many
heavy veehicles are using
u this bridge (see phooto
2 and 4)). Broken Height
H gauge at entry poiint
and acciident of truckk and Jeep show that RO OB
has beenn used by heaavy vehicles.

Photo 1 Toop View of Bridge

B

Table 1:: Traffic Vo

olume on Sun
nday

Chand digarh to
Patiala to Chandigarh
P Total Trraffic Peak
Countt Period Patiala (PCUs /
(PCUs / Hour) (PCUs / HHour) PCU
Us/Hour
Hoour)
8:30-9:330(am) 539 489
4 10288
9:30 -100:30(am) 606 535 11422
1:00-2:000(pm) 555 478
4 10333
1142
2:00-3:000(pm) 572 502 10744
4:00-5:000(pm) 559 517 10777
5:00-6:000(pm) 596 531 11277

T
Table 2 : Traaffic Volumee on Mondaay
Patiaala to Chand digarh to Total Trraffic
Peak
P
Countt Period Chand digarh Patiala (PCUs / (PCUs /
PCU
Us/Hour
(PCUs / Hour) our)
Ho Hourr)
8:30-99:30(am) 5882 537
5 11199
9:30 -10:30(am) 6448 640
6 12899
1:00-22:00(pm) 5442 499
4 10411
1289
2:00-33:00(pm) 5443 480
4 10233
4:00-55:00(pm) 5552 506
5 10588
5:00-66:00(pm) 5883 566
5 11499

T
Table 3: Traaffic Volumee on Tuesdaay
Countt Period Patiaala to Chand digarh to Total Trraffic Peak
P
Chand digarh Patiala (PCUs / (PCUs / PCU
Us/Hour
(PCUs / Hour) Ho
our) Hourr)
8:30-99:30(am) 5442 510
5 10533
9:30 -10:30(am) 5663 552
5 11166
1:00-22:00(pm) 5448 489
4 10388
1116
2:00-33:00(pm) 5664 513
5 10777
4:00-55:00(pm) 5114 489
4 10044
5:00-66:00(pm) 5335 536
5 10722

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

Table 4: Traffic Volume on Wednesday

Count Period Patiala to Chandigarh to Total Traffic Peak
Chandigarh Patiala (PCUs / (PCUs / PCUs/Hour
(PCUs / Hour) Hour) Hour)
8:30-9:30(am) 505 490 995
9:30 -10:30(am) 532 532 1064
1:00-2:00(pm) 524 469 994
1064
2:00-3:00(pm) 531 476 1008
4:00-5:00(pm) 508 484 993
5:00-6:00(pm) 524 504 1029
Table 5: Traffic Volume on Thursday
Count Period Patiala to Chandigarh to Total Traffic Peak
Chandigarh Patiala (PCUs / (PCUs / PCUs/Hour
(PCUs / Hour) Hour) Hour)
8:30-9:30(am) 510 494 1004
9:30 -10:30(am) 535 547 1083
1:00-2:00(pm) 508 458 967
1083
2:00-3:00(pm) 529 495 1024
4:00-5:00(pm) 524 494 1018
5:00-6:00(pm) 522 519 1042
Table 6: Traffic Volume on Friday
Count Period Patiala to Chandigarh to Total Traffic Peak
Chandigarh Patiala (PCUs / (PCUs / PCUs/Hour
(PCUs / Hour) Hour) Hour)
8:30-9:30(am) 486 471 957
9:30 -10:30(am) 535 499 1035
1:00-2:00(pm) 499 502 1001
1146
2:00-3:00(pm) 534 504 1039
4:00-5:00(pm) 541 539 1081
5:00-6:00(pm) 583 562 1146
Table 7: Traffic Volume on Saturday
Count Period Patiala to Chandigarh to Total Traffic Peak
Chandigarh Patiala (PCUs / (PCUs / Hour) PCUs/Hour
(PCUs / Hour) Hour)
8:30-9:30(am) 519 460 979
9:30 -10:30(am) 560 504 1065
1:00-2:00(pm) 532 474 1006
1074
2:00-3:00(pm) 532 509 1042
4:00-5:00(pm) 528 506 1034
5:00-6:00(pm) 552 521 1074
Table 8: Peak Traffic Volume in PCU/hour (Monday to Sunday)
Day Peak PCUs / Hour Time
Monday 1289 9:30 -10:30(am)
Tuesday 1116 9:30 -10:30(am)
Wednesday 1064 9:30 -10:30(am)
Thursday 1083 9:30 -10:30(am)
Friday 1146 5:00-6:00(pm)
Saturday 1074 5:00-6:00(pm)
Sunday 1142 9:30 -10:30(am)

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 Nationnal Seminar on Sustainable Liffelines: Transportation Planniing and Managgement, 12-13 March
M 2010

Photo 2: Brok
ken Height Gaugge at Entry Poin
nt Photo 3: Sharp
S Curve of Bridge Photo 4 Acccident of Truck
k and Jeep

Traffic Composition
On R.O.B. (Rajpuraa) Fast movinng vehicles constitute
c ab
bout 94% of the total trafffic and slow
w moving
vehicless about 6% ofo the total trraffic as shoown in Figurre 1. Percenttage composiition of cars and two
wheelerss are about 46% and 44% 4 mercial vehiccles constituute 4 % of the total
respectiively. Comm
vehicless as shown inn Figure 2. Due
D to these commerciall vehicles, brridge is conggested becau use this is
two lane R.O.B. without
w footppath. So Oveertaking disttance is lesss and vehicles are lined d behind
tractors, trucks and other
o heavy vehicle.
v
(S
Slow Moving))

Fast Vehiclee = 94.887 %

(Faast Moving)

Figgure 1: Overall percent

p Composiition of
Traffic on
n R.O.B.
Fiigure 2: Classifieed percent Comp
position of Trafffic on
R..O.B.

Volumee to Capacityy Ratio

The roadd is 2 – Lanee (two way) Arterial
A roadd. Then Design service volume for arrterial road iss 1500 as
per IRC: 106-1990 (therefore
( C = 1500)
V / C = 1289/ 1500 0 = 0.86
Traffic Projection and
a Level off Service
fic is necessaary for futurre planning. The accuraate estimate of future traaffic will
Forecastting of traffi
influencce engineerinng design of facilities or improvemen nt of existingg facilities. F
Forecasting of traffic
dependss upon popuulation, grosss domestic product, vehicle
v owneership, agriccultural outp put, fuel
consumpption etc. To
T deal withh simple prooblem follow wing formulaa can be ussed to predict traffic
volume:
A = P (1 + r) n Wheere
n = No. of years
y r = Annual ratee of growth of traffic, exxpressed in decimals
P = Preseent traffic volume A = Projected trraffic volumee.
Traffic at
a the end of the year 20119 (after 10 years)
y would
d be as under:
= 1290 (1 + 8.0%) ¹º
= 2785.01 (2786
( PCUss per hour)
It is observed that traffic volumee count at thee end of 10th
h year i.e. byy 2019 shall eexceed the laaid down
mits of 1500 PCUs per hoour for two lane
ideal lim l two way y urban roads. However, it is well kn nown fact

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

that due to ever growing demand for the vehicles, the vehicle population in India has gone up many
fold. The rate of growth of vehicle population has exceeded more than 10 %. It is predicted that
growth will continue in the future. So if we take the rate of growth of traffic as 10 % then by the year
2019, the traffic volume in PCUs per hour will be projected as follows.
= 1290 (1 + 10 %) ¹º
= 3345.92 (3346 PCUs per hour)
V/C Ratio after 10 years:-
V = 2786 PCUs/Hour C = 1500 PCUs/Hour
= 2786 / 1500
= 1.857
If the rate of growth of Traffic per year is taken as 10% due to increasing demand of vehicles. Then:-
V = 3346 PCUs/Hour
= 3346/1500= 2.23

Figure 3: Level of Service Concept

In 2009, V/C ratio is 0.86 Then figure 3 shows that level of service is between D & E. In 2019, V/C
ratio is 1.857 and level of service is beyond E. After taking growth of traffic as 10%, level of service
is also beyond E. In generally for effective movement of traffic minimum level of service should be
between B and C.
Year V/C Level of service
2009 0.86 Between D & E
2019 1.857 Beyond E
2019 2.23 Beyond E

Radius of Curve
Radius of Ist curve = 150 m
Radius of IInd curve = 50 m (See photo 2)
Radius of 50 m curve is sharp curve. So the accidents are more at this curve. Minimum radius of
curve of National highways should be 155 m as per Indian standard. So 50 m curve is not according to
Indian standard and it should be modified.
Accident Data
From the bar chart as shown in Figure 4, it is clear that number of accidents are increasing on this
ROB as per police records of Rajpura.

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

Figure 4: Yearly Variation of accidents from 2004 – 2008

CONCLUSIONS AND RECOMMENDATIONS
The commercial vehicles are restricted on this ROB. But height gauge has been broken and
heavy vehicles are using this bridge, causing accidents and congestion. It is recommended
that as short term measure, height gauges should be installed in such a way that the
commercial vehicles cannot use this bridge.
As per present study, volume to capacity ratio is 0.86 which is very high and after projection
of traffic for the future, this V/C ratio will further increase. So it is recommended that as a
long term measure, four laning of Rajpura ROB is must.
One of the curves on this ROB is very sharp. This curve should be improved as per IRC
guidelines.
References
IRC : 106-1990, “ Guidelines for Capacity of Urban Roads in Plain Areas ”, IRC Publication,
New Delhi.
M.O.R.T & H. (2002), “Pocket Book for Highway Engineers”, IRC, New Delhi.
National Highway Authority of India, www.nhai.org
Transportation Research Board. Highway Capacity Manual 2000, December 2000.
www.earth.google.com
Police Station, Rajpura, ( Punjab )

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

INVESTIGATING THE USE AND USERS’ PERCEPTION OF THE FOOT OVER

BRIDGES IN PUNE

Dr. Abhijit S. Natu1, Ar. Parag G. Narkhede2 and Neha S. Unawane3

INTRODUCTION
In cities, vehicular traffic is the cause of major congestion on roads. The scene is worse during peak
hours. Pedestrians find it very difficult to commute through such traffic. Specially, school going
children, old people or women find it risky to find their way through such traffic mess. To ensure the
safety of pedestrians as well as to allow smooth and free movement of vehicular traffic various
government bodies have emphasized the need for pedestrian facilities (Jindal, 2006).
Pedestrian is often seen as a less important road user and the convenience of the pedestrian is
sacrificed and to ensure the safety the pedestrian is often removed from the dangerous situation (Tight
et al, 2004) and the explosive traffic has relegated the pedestrians to the subways and foot over
bridges (Rakesh, 2008). In dense cities, these two solutions are the most commonly adapted remedies
despite the inconvenience they might cause to the pedestrians. A qualitative evaluation of these
facilities is essential so that the policy makers and transportation planners can evolve sustainable
solutions which respect the pedestrians and enhance their comfort and safety. Also the designers of
these facilities can manipulate the physical characteristics of these facilities so that user convenience
and comfort is enhanced. This paper attempts to bring forth findings of a qualitative research aimed at
investigating the use and user perception of the foot over bridges (FOBs) in Pune city. Methodical
research was carried out to find out the association between the use and user perception the FOBs and
their physical characteristics. Following sections discuss the methodology and the findings of this
study.
THE STUDY
A case study research was carried out to study the use and user perception of two foot over bridges in
Pune. Pune is the eighth largest city in India in terms of population. It holds highest number of two
wheelers in the country and also has a large number of four wheelers. The two foot over bridges
selected for the study were -
The S.N.D.T. FOB over the Karve Road.
The Sarasbaug FOB over the Bajirao Road.

Fig 1: The SNDT FOB Fig 2: The Saras Baug FOB

To find out the use of the foot over bridges systematic observations were carried out while to
understand the perception and satisfaction of the users, structured interviewing was used.
Combination of these two tactics was found fruitful and also enabling triangulation of the findings in
other research studies (e.g.: Natu, 2007) the methods are discussed below in brief.
SYSTEMATIC OBSERVATION AND PHOTOGRAPHY
Number of persons using the FOB was counted in a span of 20 minutes at different times of a
weekday. Also during the same time the number of people crossing the road without using the FOB
was also counted. The photographs documented the physical characteristics of the bridges.

1
Sr. Lecturer, BKPS College of Architecture, Pune
2
Lecturer, BKPS College of Architecture, Pune
3
Final Year Student, BKPS College of Architecture, Pune

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User Interviews
A structured interview schedule was prepared with following main sections –
Frequency of use and trip characteristics.
A ten item matrix questionnaire to seek users’ rating of the FOBs on a four point scale which
included – Quality of walking surface, lighting adequacy, protection from elements, safety,
security, location convenience, visual appearance, ease of movement, maintenance and
cleanliness, overall satisfaction with the FOB.
An open ended question to understand the experience of the users with regards to the use of the
FOB and their suggestions for improving the situation.
The users were approached and were requested for their participation in the survey. The willing users
were interviewed using the schedule. Questions were translated in Marathi / Hindi if required by the
users. Randomly selected 25 users of each of the FOB were interviewed (total 50 respondents).
ANALYSIS OF THE DATA
The observation data was in form of counts (of the number of people using the FOB and not using it
during the same observation period). The photographs were content analyzed to understand the
characteristics of the FOBs and their use. The Open ended questions were content analyzed to find out
common patterns and to understand the users’ views about the design of the FOBs. The matrix
questions resulted in ordinal data. This data was analyzed using spearman’s correlation (Dwivedi,
1997; Natu, 2007) to find out associations between the variables.
FINDINGS
Findings from the Observation Studies
The ‘count’ data of the persons crossing the road using the FOBs (Users) and those crossing by
jumping the medians (Non-Users) was tabulated for both the FOBs. (Refer table A).
SNDT FOB Saras Baug FOB
Timing Users Non-Users Users Non Users
0900-0920 145 165 95 160
1430-1450 70 65 65 87
1900-1920 73 75 120 257
Total 288 305 280 504

The SNDT FOB connects the pedestrians to the SNDT University Campus and so there is more usage
during the morning hours (as seen in the table A) while the Saras baug FOB connects to the Saras
Baug which is a popular urban park and so there is more usage during the morning and evening hours.
The observations reveal that FOBs were less preferred by the people. Almost twice number of persons
is crossing the roads without using the FOB in case of the Saras Baug FOB. The interview data
findings throw light on the possible reasons of non-use, which are discussed in succeeding sections.

Fig. 3 (a & b): People Crossing the road by jumping the medians.
Findings from the Interviews
The analysis of users’ perception gathered through the matrix questions brought out some important
correlations which are presented below. The matrix questions resulted in ordinal data. Spearman’s

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correlation (ρ) between various variables was studied. Following important relationships were
observed:–
Perception of Safety was found to be co-relating with the – Quality of walking surface (ρ=0.444,
p=0.001 at 0.01 level), Security (ρ=0.371, p=0.008 at 0.05 level), Protection from sun and rain
(ρ=0.346, p=0.014 at 0.05 level), Ease of Movement (ρ=0.299, p=0.035 at 0.05 level).
Security was found to be co-relating with the – Protection from sun and rain (ρ=0.352, p=0.012 at
0.05 level), Ease of Movement (ρ=0.304, p=0.032 at 0.05 level).
Location convenience was found to be co-relating with the – Ease of movement (ρ=0.290,
p=0.041 at 0.05 level).
Overall look and form of the Skywalk found to be correlating with the – Maintenance and
cleanliness (ρ=0.329, p=0.019 at 0.05 level).
The above findings can be further probed with the help of qualitative data (photographs, answers to
the open ended questions) to gain holistic view of the design of the FOBs.
Location convenience is an important aspect of design of the FOBs. In the case of the Saras Baug
FOB the users have to climb three storeys and then get down five storeys to reach the sunken park of
the Saras
Baug. This is indeed very much inconvenient and is evident from the
count data which shows that in the evening the number of people
crossing the roads without using the FOBs is more than two times the
FOB users.
The weather protection also figured out as an important aspect affecting
safety and security of the FOBs. However respondents mentioned that
Fig. 4: Hoardings Seal Visual Continuity
lack of visual continuity and transparency with the surrounds due to the from the FOB with the Surrounds.
hoardings put up on both the sides makes the users feel unsafe especially at night. (Refer fig.4).
Maintenance and cleanliness are institutional variables which have been found to affect the perception
of visual quality of the FOBs. Apart from ensuring regular cleanliness and maintenance features such
as garbage bins should be located near or on the FOBs to encourage people to keep the FOBs clean.
The nature of paving, number and height of steps were also mentioned by people as physical design
aspects which affect movement ease. Broken paving, dust, open joints between the steel members
and the pavement were some of the aspects mentioned by the users as creating problems for
movement.
CONCLUSION
This study has brought forth the failure of foot over bridges as a remedial solution to ensure
pedestrian safety in urban vehicular traffic. This research has also highlighted the importance of
‘physical design’ to make these structures useful and user friendly, which can further make them
sustainable in a long run. Failing to do so, these structures would remain unused thus making the
effort and monetary investment a fruitless endeavor. The study has limited itself to seek the opinion of
the users. Finding out the opinion of nonusers will throw light upon the nature of pedestrian facilities
desired by the people.
References
Dwivedi, R.S. (1997). Research Methods in Behavioral Sciences, Macmillan India Ltd.
Jindal, S. (2006), Pedestrianism - Market Dynamics Of The Subways In Delhi, Centre For Civil Society, CCS Working Paper No. 159.
Rakesh, K.S. (2008), Pedestrian Environment - A Qualitative Perspective, ARCHITECTURE - Time Space & People, New Delhi:
Council Of Architecture, January 2008, Pg.38-43.
Tight M.R., Kelley C., Hodgson F.C., Page M. (2004), Improving Pedestrian Accessibility and Quality Of Life, 10th World
Conference On Transport Research, Istanbul, 4th to 8th July 2004.
Natu, A. (2007). Exploring The Associations Between The ‘Physical Characteristics’ And ‘Use’ Of Formal Community Open Spaces
In Urban Residential Developments. Unpublished Doctoral Thesis, JNT University, Hyderabad.

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PLANNING FOR MULTI MODAL PUBLIC TRANSPORT AS ATTRACTIVE

MODE AND SUSTAINABLE LIFELINE

Pawan Kumar1, S. Y. Kulkarni2 and M. Parida3

INTRODUCTION
Public transport system is one that is perceived by the user as a single system and allows seamless
travel between two modes and also between systems managed by different operators. Public transport
is a more sustainable form of transport as it occupies less road space and causes less pollution per
passenger – km than personal vehicles (1).
Public transport comprises passenger transportation services which are available for use by the
general public as opposed to modes for private use such as automobiles or vehicles for hire. It is
provided by a company or authority that operates fleet of vehicles but infrastructure used may be
exclusive, or shared with private vehicles. However, services are usually funded by fares charged to
each passenger with varying levels of subsidy. Each city has various modes of passenger transport
that are open for public use.
Multi Modal Public Transport (MMPT) involves the coordinated use of different modes of transport
for mobility of passengers particularly in metro cities. The road capacity due to increased number of
vehicles has saturated and is not able to cope with the increasing transportation demand. Further, the
single mode of transport in day to day use is not viable for completion of journey in economical and
efficient manner. Furthermore, suburban railways are underutilization in many cities. Hence, it is
important to integrate underutilized railway infrastructure with other modes of mass transport.
However, it is equally important to synchronize metro, bus, ring rail, high capacity bus, LRTS etc. to
evolve multi modal transport system. Integration of walk and bicycle may also be taken with public
transport modes to enhance share of non-motorized transport and reduce use of personalized vehicles.
In this context, comprehensive and integrated planning approach is needed to make multi modal
public transport as an attractive mode and sustainable lifeline for the metro cities in India.
CONSTITUENTS OF MULTI MODAL PUBLIC TRANSPORT
Various transit systems which move a large no. of passengers to their destination as integral part of
multi modal public transport are as follows:
Rapid Transit System
It consists of more than one large capacity vehicle moving as a train on fixed routes and follows fixed
schedules. Generally, vehicles on such services are:
- operated on routes with pre defined stops within a city/region,
- operated at higher speed due to dedicated paths and guided technology like trains on rails (2).
Metro is considered as rapid transit system as it always use dedicated ways and run on dedicated lines
punctuated with loading and unloading locations called metro stations.
Street Transit System
It consists of medium capacity vehicles which ply on fixed routes and follow fixed schedules. Such
vehicles operate on routes with pre-defined stops and use the existing road networks (as opposed to a
separate Right of Way). However, Bus Rapid Transit (BRT) System uses a dedicated/exclusive lane
on the existing road networks.

1
Ph.D. Research Scholar, Centre for Transportation Systems, Indian Institute of Technology, Roorkee
2
Prof. Deptt. of Architecture & Planning, Indian Institute of Technology, Roorkee -247667.
3
Prof. Centre for Transportation Systems, Indian Institute of Technology, Roorkee -247667.

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Para Transit System

Para transit system is a form of transportation service that is more flexible and personalized than
conventional fixed route, fixed scheduled services but don’t include such exclusory services as
Chartered Bus trips. Examples are taxi, auto rickshaws, subscription buses, vanpools, etc.
Intermediate Public Transit
Intermediate Public Transit (IPT) is those modes of transport which are neither public nor private.
They can be hired for point to point travel. Examples are taxis, auto, cycle rickshaw, etc.
Pedestrian and Cycling Mode
Green Modes such as pedestrian and cycle are integral part of multi modal public transport which
have significant mode share in the trips (3).
The Ministry of Urban Development, Govt. of India formulated National Urban Transport Policy,
2006 with the broad objective to ensure safe, affordable, quick, comfortable, reliable and sustainable
access for the growing number of city residents to jobs, education, recreation and such other needs
within cities. One of the methods to achieve such objectives is “to establish of quality focused multi
modal public transport systems that are well integrated, providing seamless travel across modes”. A
coordinated integration of different modes brings about reduced congestion on the road, greater
convenience for commuters, efficiency and cost effectiveness (1). Multiple agencies, multiple
jurisdictions, multiple modes and multiple disciplines are responsible for planning, designing,
construction, operations, administration and maintenance of transport inn metro cities. They are
independent but are highly interdependent. Hence, a well designed and coordinated multi modal
public transport is required in these cities.
MULTI MODAL PUBLIC TRANSPORT AS AN ATTRACTIVE MODE: PLANNING
APPROACH
The choice between public and private transport is an individual decision but there are many factors
which encourage greater use of public transport such as:
More frequent services,
Lower fares,
More evening/weekend services,
Improved reliability,
Faster services,
More security at stops/stations,
More security on board,
Cleaner buses,
Improved facilities at stops and stations,
Seamless transfer at interchange, etc.
Interchanges are locations where passengers switch over the mode. Most interchanges are
predominantly for passengers to change from being Pedestrians to Passengers and each system has
hubs that allow passengers to do so. However, the changes may be between:
Bus to Bus,
Bus to Metro,
IPT to Metro/bus,
Personalized mode to metro,
Rail to metro, etc.
Hence new initiatives are required for integration of these modes for better utilization of existing
infrastructure for efficient mobility in urban areas. Multi modal public transport can be planned as an
attractive mode based on the following principles:

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Planning for Commuters

Commuter satisfaction is a prime concern of public transport. Modal integration in multi modal
transport chain must bring ease, comfort and convenience for them. Hence travel behavior of the
commuters and their preferences should be considered in the planning process.
Planning of Transport Modes
The planning of transport modes merges greater or lesser extent of the services in design and planning
activities of various modes. It brings all modes under one authority responsible for planning and
operation of them. However, each mode is a subset of whole system and play important role in the
mobility. Each mode requires well defined good route-set to provide transport to large portion of
commuters effectively. The route planning of various modes must have the following characteristics
as shown in Table No. 1.
Table No. 1: Components of Route Planning and their Characteristics
S.N. Components Characteristics
i. Ridership It must be high on each designed route set.
ii. Riding Time The time spent on the mode should not be more than the time (passenger has
to spend) going from origin to destination directly.
iii. Transfers Commuters are not required to make too many transfers.
iv. Stop Points No. of stops based on demand response and catchments area characteristics.
on the Route
v. Scheduling Optimal scheduling. Minimum initial time at stop and transfer time from one
route to other.
Planning by the Concerned Transport Authorities
There is need of “Co-ordination” and “Co-operation” among the transport authorities, operators, etc.
Co-ordination between operators involves more formalized procedures. Similarly, co-operation
between transport authorities is mutual agreements to distribute or accept each other’s tickets, provide
timetable information and common route maps, coordinate departure times at interchange, etc.
Hence comprehensive and integrated planning approach is required among users, operators and
authorities to provide better integration and improvements in quality of service of constituent modes
of multi modal public transport for sustainable lifeline. However, infrastructure information such as
All stops/stations with information,
Smart stops/interchanges showing real time information,
Fully illuminated Interchange displays units
Updated website, etc
are more important to make multi modal public transport as a brand product and attractive mode
with increase patronage and improved services.
MULTI MODAL PUBLIC TRANSPORT AS SUSTAINABLE LIFE LINE: IMPROVEMENT
APPROACH
The Ministry of Urban Development, Government of India, launched the Jawaharlal Nehru National
Urban Renewal Mission (JNNURM) in December, 2005.The Mission aims at creating economically
productive, efficient, equitable and responsive cities in an integrated frame work with focus on
economic and social infrastructure, basic services for the urban poor and implementing urban sector
reforms for strengthening the urban local bodies. The Mission is essentially a reforms linked Mission
and reforms are envisaged both at the State Government and Local Government level. The both State
Govt. and ULBs are required to undertake reforms over a specific time period in order to avail central
assistance. The JNNURM consists of two sub-missions:
Urban Infrastructure and Governance, and
Basic Services to the Urban Poor.

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JNNURM has an estimated provision of Rs.50, 000.00 crore over a seven-year period starting from
2005-06, making it the single largest Central Government initiative in the urban sector. During this
period, funds are available to ULBs and para-statal agencies which may utilize the same for
implementing projects that meet the Mission’s requirements. The Mission covers 63 cities, consisting
to 7 mega cities, 28 million-plus cities/UA and 28 cities/UAs with less than one million populations.
These cities need to have elected bodies in position to access funds (5).
JNNURM provides fund for Urban Transport, including roads, highways, expressways, MRTS/metro
projects. Urban transport is completely inter twined with urban development and hence is better
organized at the city level. Multi modal public transport at city and regional level is life line for better,
advanced, efficient and quality transit service. In the context of NUTP 2006, it is essential that the
reform under JNNURM must be emphasized to include mandatory as well as recommendatory
reforms in the field of urban transport such as:
Setting up of Unified Metro Transport Authority (UMTA) in all million plus cities.
Setting up of as Dedicated Urban Transport Fund at City level and State level.
Preparation of Comprehensive Mobility Plan for the Urban Agglomeration
City bus service on Public Private Partnership mode
Designate one department as nodal department for urban transport at the State level.
Promote pedestrian, NMT and barrier free transport.
Since, JNNURM requires preparation of DPR and Comprehensive Mobility Plan of the mission cities.
Hence, many cities such as Bengaluru, Vadodara, Surat, Indore, Ajmer-Pushkar, Coimbatore,
Madurai and Ranchi have developed Comprehensive Mobility Plans. Such plans have provision of
various transport modes and their proper integration to evolve multi modal public transport system for
the city.
Multi modal public transport system is basically modal integrated approach which is life line for both
actual and potential users. Hence it is necessary that whole transit system must be improved to fulfill
the following functions (4).
System Performance
Performance indicators such as service frequency, operating speed, reliability, safety, productivity,
utilization, etc must meet the required standards.
Service Quality
It is basic element in attracting potential users to the system. It consists of qualitative element of
service such as convenience, simplicity of using the system, riding comfort, aesthetic,cleanliness and
less waiting and transfer time.
Impact on City Profile
Multi modal public transport has both short and long term impacts. Short term impacts include
reduced road congestion, less noise & air pollution, aesthetic along transit corridors, etc. Long term
impacts consist of changes in land values, economic activities, physical form, skyline of the city
structure and socio-economic-environment of the city.
Cost
Multi modal public transport is capital intensive business as heavy investments are required in BRT,
metro, etc and operational cost is also high in regular operation of these systems. In this context, multi
modal public transport is not absolute high performance system at the lowest cost but it is a system
with the most advantages packages to perform a trip from origin to destination.
CONCLUDING REMARKS
Multi Modal Public Transport explores the use of multiple modes of transport for safe, convenient and
efficient movement of passengers. The presence of multi modal public transport enhances

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accessibility, economic growth, public health, environmental protection, social cohesion, etc. In India,
there has been rise in the number of middle class population and urge to own personalized mode.
Further, the automobile companies are also coming up with new models of cars i.e. NANO at
reasonable price. Hence modal shift in favour of public transport may take some time. However,
integration of various modes and their proper integration provide smooth, convenient, pleasant and
safe mobility to the commuters.
There is need to improve quality of all modes of public transport in terms of passenger information,
waiting environment, services, unified ticketing; and connections & interchange which may enhance
efficacy of multi modal public transport, Since NUTP 2006 advocates about setting up of UMTA in
all million plus cities to facilitate more coordinated planning and implementing of urban transport
programmes and an integrated management of urban transport system. Similarly, on the same line, the
responsibility for development of multi modal public transport must be given to Unified Metropolitan
Transport Authority in metro cities.
References
Govt. of India (2006), National Urban Transport Policy 2006, Ministry of Urban Development,
Govt. of India, New Delhi.
Chakroborty, P. and Das, Animesh (2003), Principles of Transportation Engineering, Prentice
Hall of India Pvt. Ltd, New Delhi.
Kumar, Pawan; Kulkarni, S.Y. and Parida, M. (2009), Role of Non-motorized Vehicles in Multi
Modal Transport System for Delhi, Proceedings of Civil Engineering Conference on “Innovation
without Limits”, Sept. 18-19, 2009, pp 290-293.

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INNOVATIVE APPROACH TO AMELIORATE PUBLIC TRANPORT SYSTEM IN

CHANDIGARH

Pooja Sharma1
INTRODUCTION
Chandigarh also called “The City Beautiful” was designed by renowned French architect Le
Corbusier in the 1950s. The design incorporated various planning concepts which are even currently
being followed for designing newer cities in India. Chandigarh derives its name from the temple of
goddess of power named "Chandi”, located in the vicinity of the site selected for the city. Chandigarh
is among one of the best cities in India.
The city is located in foothills of Shivalik hill ranges in the north, which form a part of the fragile
Himalayan ecosystem. The area is drained by two seasonal rivulets – Sukhna Choe in the east and
Patiala-Ki-Rao Choe in the west. Total area of the city is 114 sq kms and the average elevation 321
meters above MSL. City has four distinct seasons with average annual rainfall of 104.8 mm. Summers
are hot and humid (37 – 44oC) winters are usually cold and dry (4 – 14oC).
Chandigarh once seen as a retiree’s destination has strongly emerged as an educational and
technological hub in the recent years. There is a university, a medical research institute, a medical
college, engineering colleges, hotel management institute and polytechnics in addition to several
degree colleges. There are several other private technical and vocational institutes at a commutable
distance from the city. There are several multinational companies who have their offices in
Chandigarh in addition to state and central government departments.
Chandigarh is very well connected to other cities/towns by means of road, rail and airways.
Chandigarh airport is located at 11 kms from the city centre. Several weekly flights from national
destinations are scheduled from the airport. Chandigarh Railway Station is approximately 8 kms from
the city centre and trains arrive from and depart to various national destinations. National Highways
22 and 21 pass through Chandigarh. There are two bus terminals in the city. Inter-State Bus Terminus
(ISBT) is located in the heart of the city in Sector 17 and Bus Stand is in Sector 43. These provide
transport facility for people travelling not only within the city but also interstate. Chandigarh
Transport Undertaking (CTU) is the Chandigarh’s public sector bus transport company.
TRANSPORT MODE PREFERENCE
An area of 114 sq km will be considered very small when referring to a city that is so well planned
and is an educational and technological hub. One can drive from one corner of the city to other
diagonally within 20 minutes. Though, local buses, taxis, auto rickshaws and cycle rickshaws are
available as the modes public transport system, people still people prefer to use private vehicles.
Primary reason is that one does not have to wait for connecting services and people can reach the
destination in less than half time of what a public transport would normally take. If one owns a
vehicle, it is usually cheaper to use it as compared to public transport fares. In addition to this, the city
also boasts of wide and well maintained roads, and ample parking space which also tempts commuter
to use private vehicles. This has led to Chandigarh having the largest number of vehicles per capita.
ANALYSIS OF CURRENT PUBLIC TRANSPORT SYSTEM
This section analyses as to why Chandigarh residents prefer private vehicles over well established and
networked public transport system. The reasons identified for different modes are listed as following:

1
Architect Planner, India Tourism Development Corporation Ltd., New Delhi

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Buses
The bus stops are appropriately located from accessibility point of view but only everyday
commuters are able to utilize the services completely as several bus stops do not have bus sheds
or even signage.
Chandigarh Transport Undertaking (CTU) has introduced Grid Transport System on local routes
to reduce the traveling time by the passengers. Passengers tough complain that they have to
change buses twice or thrice to reach their destination and connectivity is not very good which
wastes a lot of time too.
The buses are crowded with passengers during peak hours but not over crowded as compared to
bigger cities. There are only 417 buses for the city having population exceeding 10 lakhs.
Public bus transport users, particularly women travelling alone, frequently report that they do not
use the system in certain instances such as after dark or to travel to certain areas because of safety
concerns. Several bus stops are located at deserted places which may be considered safe for
women and children.
Auto rickshaws
The auto rickshaws, generally called autos, are primarily of blue colour in Chandigarh but now
green coloured CNG operated autos can also be seen in the City. The autos do not operate on the
meter like other big cities so one has to negotiate the fare with the driver before hiring the auto.
There are no stands marked specifically for the auto rickshaws. Hence, people are not able locate
the autos when needed.
For certain busy routes like to and fro from bus stands or hospitals, auto rickshaw drivers the
route of a CTU bus and pick up the passengers waiting for the bus. Fare is a bit on higher side to
that of a bus so a lesser fraction of people use this option. The auto rickshaw drivers do not move
from the starting location until the auto is fully occupied. This annoys people and they prefer to
use their own vehicle.
Cycle rickshaws
There is no fare guideline from the government. One has to negotiate before using this facility.
There are no permanent cycle rickshaw stands in the city. Cycle rickshaws are parked where
there are more chances of getting passengers.
Cycle rickshaws are pulled manually and hence take lots of time to reach the destination and they
are preferred only for shorter distances.
Taxis
Taxis have started to emerge as a great mode of public transportation in the city recently. These
provide a class of luxury, are air conditioned, have metered fares and provide solution for door to
door service. As expected, the fare is fairly high. Hence, this facility is mostly used by elite group
or corporate houses.
Generally a single passenger is seen occupying in a taxi while using this facility. This is an
invitation to the traffic problems and moreover the drivers drive very fast as their main motive is
profit in monetary terms. More passengers they drop, the more they will earn.
SOCIETY AND PSYCHOLOGY
With globalization there has been drastic enhancement in living standards of the residents of
Chandigarh. It is mandatory to own a car as a status symbol. People feel embarrassed to use
public transport system (buses, autos and rickshaws). Taxi is seen as an elite mode of commuting
as it is more expensive than other forms.
People feel unsafe to use public transport system especially buses and rickshaws at late hours.

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INNOVATIVE APPROACH TO AMELIORATE PUBLIC TRANSPORT SYSTEM

As mentioned in the previous section, there are several shortcomings in the public transport system
that forces residents to utilize private vehicles. With everyone using own vehicle, traffic congestion
on the roads of Chandigarh has reached a stage where it cannot be controlled using any of the traffic
control measures like traffic lights or speed zones.
It is high time that efforts are made for revolutionary changes in the public transport system so that
the commuters feel motivated to utilize it. Time saving, economical, easily accessible and safety are
few factors that must be considered in planning of a successful public transport system. This section
lists approaches to curb the problem of traffic congestion by changes in public transport system.
Buses
Generally, people do not mind paying a bit more for comfort. The city lacks the comfort in CTU
buses. Though, several buses designed for the physically challenged run on the roads of the city,
no consideration is given to physical comfort like air flow or temperature control. Air-conditioned
buses may be designed and utilized considering both summers and winters.
As mentioned before, several bus stops without shelter are rarely identified by the people who are
not from the respective area. It is acknowledged that it is not feasible to provide shelters at all
locations due to economic reasons or homeless people using these as shelters and hence other
social problems. A sign of bus stop must be installed with information on servicing route numbers
at every bus stop. Recycled material can be used for shelters or benches.
To make people aware of the bus routes, plans should be made available at every sheltered bus
stop for convenience of the passengers. This may be either in form of small booklets or in form of
a chart displayed on the bus stop. These may also be made available through internet.
Well-timed surveys should be carried out to modify the bus route plans as per the requirement of
the public for convenience of the people. Bus routes should be modified in such a way that the
bus route length and time taken is comparable to travel by own vehicle and there are minimum
number of interchanges needed. Bus route plans should be reviewed and revised periodically as
per the demand.
Service connections and frequencies should be improved so that waiting times are reduced. This
would remove a major source of vulnerability and also increase patronage through the provision
of a more attractive service.
To encourage the public to use buses, the fares should be kept reasonable to make it attractive and
also competitive end to end with the private transport. For instance two people would find it
cheaper to take a bus than share a motorbike. Three persons would find it cheaper to take a bus
than a car. Although this seems impossible, taking into consideration the parking fees and hassle
of finding parking lot at peak hours this may be achieved.
An eating kiosk should be provided in the bus shelter especially which are located in solitude
area. This will help passengers specially women and children that they are not alone while waiting
for the buses.
Auto Rickshaws
Administration should make it mandatory for auto rickshaw owners to install the fare meters and
drivers must charge the customer accordingly. Hefty fines should be imposed on non-complying
drivers/owners.
Specific areas should be marked for the auto rickshaw stands with appropriate signage so that the
people could use the facility when needed.
Administration should propose a framework of guidelines for fare and conditions of operation
regarding sharing of auto rickshaws by several passengers.

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Cycle Rickshaws
Local body should frame guidelines for calculating fare that a cycle rickshaws puller may charge
so that the commuters are not made to pay unjustified amounts.
A survey should be carried out for possible locations for cycle rickshaw stands in the city. All
stands must have appropriate signage so that the space is not used by private vehicles for parking.
Taxis
Guidelines on fare division can be proposed so that passengers can share a taxi for a given route
similar to auto rickshaws. This will reduce traffic on the roads and taxis will be affordable to vast
majority of city residents.
Society and Psychology
Administration should encourage people to use public transport system more often as compared to
private vehicles. Rewards in terms of gift/ discount vouchers for regular commuters. Government
officials acquiring high posts should use people to use public transport. A celebrity should be
assigned as brand ambassador for public transport system in the city. This will help public refrain
from using private vehicles.
Steps must be taken to make public transport system safer especially during late hours. For
instance police patrolling may be increased, security guards may be appointed to travel in the late
hour buses.
CONCLUSIONS
The public transport system within the city is quite efficient supported by a good infrastructure.
Certain steps must be taken at government as well as at individual level to take the public transport
system to a higher level in the city.

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CONTROL AND PROTECTION OF HIGHWAYS: SCENARIO IN PUNE CITY,

MAHARASHTRA

Medha Gokhale1
INTRODUCTION
Development of transport infrastructure and services is essential part of all economic, social
environmental and other sector development of any country as it affects overall growth of the society
in a systematic way. Road transport in India is now estimated to account for nearly 80% of passenger
movement and 60% of the freight movement. The vehicle population has grown from 0.3 million in
1951 to 12.5 million in 1998 (excluding 25.5 million two-wheelers). With abnormal increase in
population, the requirement of human habitation also grew in equal proportion and that too in
haphazard way. It is because of the lack of assessment and anticipation of such an increase in the
requirements of all type of activities such as residential, industrial, local, health, education etc.and it
resulted in growth of town and cities along the roads. The basic requirements along the road side like
oil filling stations, vehicle repair shops, parking requirements, restaurants etc.were also not planned
while developing infrastructure. In fact roads/highways which have given business to such
establishments are now being eaten away or attacked by such establishments itself which is creating
problems for traveling public on roads. The situation is further getting worse with the growth of
urbanization and pressure on the land near roads foe residential and commercial purposes. It is
admitted fact that there is general trend of encroachment on roads by the individuals, agencies
including Govt. Organisations, which is resulting into restriction of road width for free flow of the
traffic, which affects the public safety very seriously. Therefore it has become outmost important to
identify these problems to understand the ground realities and find out the reasons for such problems
so as to plan for remedial measures to protect, prevent and save the roads to make them free from
such activities for future. Otherwise one shall have to face the problems related to traffic jam,
accidents and other related problems making the facilities redundant needing alternative routes at
much higher costs. The paper aims to study the present scenario on State and National Highways
abutting and passing through Pune city in Maharashtra, identify the lacunas and put forth the remedial
measures to control and protect the highways.
NATIONAL ROAD NETWORK
India, having one of the largest road network of 3.314 million km, consists of National Highways,
Expressways, State Highways, Major District Roads, Other District Roads and Village Roads with
following length distribution:
National Highways/Expressways 70,548 km
State Highways 1,28,000 km
Major and other District Roads 4,70,000 km
Fig.1.1: Major Road Network in India

The Ministry of Road Transport and Highways (MoRT&H) has been entrusted primarily with the
functions of construction and maintenance of National Highways (NH), administration of Motor
Vehicles Act, 1988 and Central Motor Vehicles Rules, 1989, Carriage by Road Act 2007, Road
Transport Corporation Act 1950, formulation of broad policies relating to road transport,
environmental issues, automotive norms etc. and making arrangement for movement of vehicular
traffic with neighboring countries.

1
Professor, Sinhgad College of Architecture, Pune

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About 60 per cent of freight and 87.4 per cent passenger traffic is carried by the roads. Although
National Highways constitute only about
2 per cent of the road network, it carries
40 per cent of the total road traffic. The
number of vehicles has been growing at
an average pace of around 10 per cent
per annum (2001- 2002 to 2005-06). The
share of road traffic in total traffic has
grown from 13.8% of freight traffic and
15.4 % of passenger traffic in 1950-51 to
an estimated 60 per cent of freight traffic
and 87.4 per cent of passenger traffic by
the end of 2005-06.The rapid expansion
and strengthening of the road network,
therefore, is imperative, to provide for
both present and future traffic and for
improved accessibility to the hinterland.
In addition, road transport needs to be
regulated for better energy efficiency,
less pollution and enhanced road safety.
The National Highways have further
been classified depending upon the
carriageway width of the Highway.
Generally, a single lane has a width of
3.75 m and 3.5 m per lane in case of multi lane National Highways.
PUNE- A BRIEF APPRAISAL
Pune city is an important urban center in Maharashtra and a rapidly growing metropolis of the
country. The metropolitan area of Pune extends over 809 sq.km. The Pune Metropolitan Area (PMA)
consists of Pune Municipal Corporation (PMC), the Pimpiri-Chinchwad Municipal Corporation
(PCMC), Cantonment Boards of Pune and Kirkee and some villages. The total length of road network
in PMC area is about 1250 Kms.
The importance of Pune as an industrial centre has grown rapidly since the 1960's when industrial
expansion in Mumbai region was curtailed. Consequently Pune has become a major centre in the
state, having attracted engineering industry such as motor vehicle manufacturing plants (buses, cars
and motorcycles). In addition to this, a number of multi-national companies like Phillips have
manufacturing bases within the city. Much of the local industry is concentrated along the old Pune-
Bombay highway, enabling manufactured goods to be dispatched and supplies given to the factories
without having to access the more congested centre of Pune. In recent times Pune Metropolitan region
was successful to capitalize on its knowledge base, good climate and strategic location near financial
capital of India. Within a short span it has attracted prestigious InfoTech and Communication
industries like MBT, Canbay and Zensar. Today Pune competes with cities like Bangalore and
Hyderabad for acquiring a larger stake in IT sector. The state government is keen on the industrial
expansion of Pune and utilizes incentives to encourage industrial growth and innovative proposals like
Mumbai-Pune knowledge corridor. With the construction of Mumbai-Pune Expressway the city is
experiencing rapid increase in economic activities.
Several National Highways and State Highways crisscross Pune district. They include:
Mumbai Pune Express Highway
Pune Mumbai and Pune Bangalore National Highway (NH 4)
Pune Sholapur Hyderabad National Highway (NH 5)
Pune Nashik National Highway (NH 50)

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Major State Highways include

Pune Ahmednagar Aurangabad State Highway
Pune Alandi State Highway
Pune Saswad Phandarpur State Highway
Pune Paud Road State Highway

Fig.1.2: Major Road Network in Pune Municiple Corporation

Pune is situated at the confluence of National Highways viz., NH-4 leading to Mumbai in the north
and Bangalore in the south, NH-50 to Nasik and NH-9 to Sholapur. SH – 60 to Ahmednagar, 64 to
Saswad, SH -39 to NDA, MDR -60 to Mulshi and SH -57 to Pirangut also form a part of the primary
network. In addition to this network, the Westerly bypass connects Pune Satara Road (NH-4) in the
south to Mumbai-Pune (NH-4) in the north. This bypass passes through Vadgaon, Warje, Kothrud,
Baner and Balewadi which were outside the PMC but are now parts of the extended PMC vide the
new DP 2026.

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PRESENT SCENARIO ON HIGHWAYS

The unauthorized or unplanned ribbon development strangulate the road system and create ugly and
blighted spots, slow conditions, and decadent environment besides safety hazard. The current scenario
in Pune is not only discouraging but also not in line with philosophy of sustainable development. A
common man has started feeling such nuisance on the roads. Present situation on road is “free for all”,
be a individual, private party or Govt Department like Public Health, Drainage, Urban Development
etc. The most common problems and its ill effects are as under:
¾ Unauthorized access
¾ Encroachments
¾ Unplanned Transformation of Land use pattern
¾ Parking on Highways and Roads
¾ Services along the road
¾ Advertisement and Hoardings and Visual Intrusion
¾ Other miscellaneous problems on highway.
Unauthorised Access
Present problem of access control is broadly of two types viz. – unauthorized gaps or cuts in central
medians and direct unauthorized approaches on roads and highways. In a divided carriageway, the
unauthorized gaps in the central median by
commercial establishment such as dhabas, shops, and
petrol pumps, factories etc. is commonly seen.
Though, the action by commercial establishment can
be controlled to some extent by legal and enforcement
measure, yet the control of unauthorized cuts near city
fringes along highways is a difficult situation and
some times becomes a law and order problem. This is
also due to rapid development of fringes an expansion
of the city beyond its limits. Also the distinguishing
line between Pune fringes and the city is getting
blurred, as a result of which the importance of the
Fig.1.3: Unauthorized Access to Residential Areas
from Mumbai-Banglore NH-4 Highways abutting the city is on the decline.
In regard to direct access on roads, the situation is
really serious. Apart from the Pune-Mumbai Expressway, almost all dhabas, petrol pumps, industries
and service stations, agriculture land and commercial establishment had made unauthorized direct
access on highways. Such irregular and unauthorized direct access on the roads is creating problems
like congestion on roads, conflict of movement for mixed traffic resulting in increase of accidents and
its affects the drainage system along the roads causing flooding of adjoining areas. Similarly at certain
locations, despite providing an exclusive service road for commercial establishments, people have
made direct access on main road from service road.
Encroachments and Unplanned Transformation of Landuse
It is unfortunate that even accurate land plans showing Right Of Way clearly are not available for
most of the roads and there is no such demarcation of ROW on highways. Generally encroachments
highways start in shape of temporary hall, open stall, a rehri etc.and if it is not controlled or removed
at initial stage, it converts into a permanent encroachment. Such encroachments are more prominent
near intersections, bus stands, railway stations, parking areas, municipal areas, and service roads.etc.
Also the abutting landuses, its transformation and its built development in terms of setback and height
restrictions should be controlled through strict implementation of development control rules which is
found to be always missing in the existing development. This ribbon development is a result of
growth of traffic and has many ill effects.

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Fig.1.4: Shop Encroachments at Highway Intersection and Ribbon Development along Mumbai-Bangalore National Highway.

It has been also observed that these temporary encroachments have some times blessings of even
highway authorities, Police authorities, political and local representatives etc. such encroachments
create not only bottlenecks for smooth movement of traffic but also restrict sight distances at
intersections and create problems.
Parking on Highways and Roads
Parked vehicle on highways occupy space intended for vehicle movement causing further impediment
for smooth flow of traffic and create traffic hazard. Vehicles carrying commercial goods are also
parked for a long period for tax collection. Truck drivers park their vehicles in front of dhabas, service
stations. Slow moving vehicles like rickshaw, auto park their vehicles near intersections in urban
areas restricting space for turning. Vehicles which break down during journey continue to park on
road for a long period and causing safety hazard and even carry out repair on road itself.

Fig.1.5: Traffic Chaos at Katraj Octoi Naka at Junction of Mumbai-Bangalore NH-4 and Pune-Satara Road

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Parking of vehicles including buses in the front of Bus stands is quiet common. Tourist taxies and
heavy goods vehicles are parked at Octroi Nakas, traffic junctions and intersection of highway
crossings thereby creating traffic chaos.
Services on R.O.W. along the Road
It is observed that the most of service departments like Electricity board, water Supply and sewerage
Board, Telecommunication Department etc. start digging the road without any sanction and
coordination with Highway authorities resulting into damage to the roads, inconvenience to public ,
encroachment on the land width and later on causing difficulty in shifting and relocating services.
These departments even do not restore the road in original condition. Similarly plantation by forest
department is also being done on curves and also in central median near intersections restricting sight
distances causing serious safety hazards without any consultation and sanction from highway
authorities.
Advertisements and Visual Intrusion
The presence of large number of advertisements and hoardings on roads is common feature and it has
been recognized as major source of driver distraction causing accidents. It also disturbs aesthetic
value.

Fig.1.6: Visual Intrusion of Advertisement Hoardings in Traffic Signs

Even the advertisements pasted and painted on the signboards, bridge parapets and retaining wall
structures reduce safety and deplete aesthetic value. Cinema owners paste their posters on appeasing
concrete surface of the road structures in urban areas. Though proper traffic signage and mare put up
they get mixed up with advertisement panels and distract the motorist. These also degrade the
surrounding landscape. Also destruction of vegetation for purposes of Ads causes soil erosion
resulting in landslides.
Other Miscellaneous Problems on Highways
Villagers put speed breakers that too of nonstandard dimensions in the village portion of the road
without following the norms of safety causing inconvenience. Some of these speed breakers behave
like head breakers. Some industries along the road discharge effluent along the road side causing
environmental pollution and recurring damage to road. Improvements of highways become difficult
and costly due to cost of shifting of services, cutting of trees, acquisition of extra land encroached due
to ribbon development. Establishment along the roadside dispose of their wastewater on roads causing
premature distress of berms and road crust.
CASE OF MUMBAI-PUNE EXPRESSWAY
The Mumbai-Pune Expressway is India's first 6-lane, concrete, high-speed, tolled, access controlled
expressway. It connects Mumbai, the commercial capital of India, to the neighboring educational and
information technology-oriented city of Pune. With its smoothly paved concrete surface, this highway
is unlike most other roads in India, where traffic is chaotic and, aggressive driving the norm. This
high speed motorway largely follows established traffic patterns and offers a scenic drive between

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Mumbai and Pune while cutting down the travel Time between these two commercially important
Western Indian cities from 4 - 5 hours on the old NH4 to 2 - 3 hours.
Mumbai - Pune Expressway has the following features:
¾ 6-lane concrete highway with 7m wide divider. An extra lane has been provided on each side as
paved shoulder.
¾ Separate tunnels for traffic in each direction.
¾ Complete fencing to avoid humans/animals crossing the expressway.
¾ No two-wheelers, three-wheelers, or tractor vehicles allowed.
¾ Provision of petrol pumps, motels, workshops, toilets, emergency phones, first aid facility,
facilities for breakdown vans, etc.
¾ Proposed plantation of 80,000 trees along the Expressway.

Fig.1.7: Mumbai Pune Expressway

POSSIBLE REMEDIAL MEASURES FOR PROTECTION AND CONTROL OF

HIGHWAYS
The National Highways system suffers from various deficiencies of capacity constraints, pavement
crust, geometric and safety features. Improvement of National Highways is undertaken by way of
widening and strengthening of existing highways, reconstruction/widening of bridges and
constructing bypasses after prioritizing the works on the basis of requirement within available
resources. While the government is providing increasing budgetary allocation for projects in the
highway sector and has undertaken major up gradation initiatives in high-density corridors, it has not
been possible to allocate sufficient funds matching the needs for maintenance of National Highways.
The physical programmes of road development and removing the financial bottlenecks need concerted
efforts in the form of mobilization of funds from other sources. In-flow of private sector funds is
expected to bridge the gap between the demand and supply to a certain extent. Additionally following
measures need to be taken for smooth traffic on highways:
Control of Access
The control of access would depend on the level of service proposed, frequency of accidents, legal
considerations, traffic pattern, vehicle operating cost, travel time, land use and convenience of access
to abutting property owners. Every abutting owner demands means of access to main highway, where
as the needs of highway dictates that the access should be controlled and spaced at safe places and
hence there is conflict of interest. But the highway department should resolve this conflict with proper
design provisions and necessary enforcement in time. In addition to controlling access points, it is
necessary to maintain geometric standards of such access points as per IRC standards. Proper
Channelisation of the traffic by means of traffic markings and islands where protection of vehicles
leaving or crossing the main traffic stream, control of speed, protection of pedestrians and elimination
of excessive intersectional areas needs to emphasized.

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Fig.1.8: Grade Separation of Access roads, Service Roads along NH-50-PuneNashik Road.
Fig.1.9: The 3.0 m wide median serves the purpose of traffic segregation, minimizes headlight glare, and provides
space for crossing and turning of vehicles at intersections.

Design provision requirements regarding space at intersections, direct access driveway, median
opening access to private property in urban and rural areas as per IRC:62-1976 need to be strictly
adhered to and incorporated in design at site. This standard may be considered for revision to make it
more stringent and effective keeping in view of march time. Standard width needs to be planned,
reviewed ,decide for various types of roads as per local needs and location. Highway department
should take into account the requirement of various services including pedestrians, cyclists etc.
Restriction of building etc. in the area between highway and building line needs to be enforced.
Existing right of way needs to be regulated and diverted with alternative access with service road etc.
Unauthorized gaps in between the median needs to be closed and regulated by providing fencing at
vulnerable points. Unauthorized access to main highways needs to be regulated by law and by
providing access through service road wherever feasible. Since the expressway network would cut
across many habitats and agricultural areas, it would be essential to provide pedestrian and cattle
crossing facilities at regular intervals. As a general rule such facilities could be provided at every 1.5
kms along the expressway passing through agricultural areas. The spacing shall have to be judiciously
decided while passing through habited areas. Generally speaking the openings could be a minimum of
5.5m wide with a head room of 3.5m. Grade separators need to be planned or constructed at busy
intersections of highways keeping in view the present traffic intensity and likely future growth. All
new bypasses should have adequate land width with full access control and where access is permitted
that should be through under-pass or over-pass. No establishment should be allowed to have face
towards highway, especially in urban areas, and it should face back or side connected with approach
road. Existing regulation law of State government needs to be enforced strictly.
INTERCHANGE FORMS The construction of a highway with complete control of access
automatically justifies the use of grade-separated structures in order to ensure safe and free movement
of high-speed traffic. The various types of interchanges are diamond, cloverleaf, trumpet interchanges
etc. The type of interchange, the shape and pattern of the interchange ramps for the different turning
movements and their designs are governed by various factors such as the importance of intersecting
highways, the number of intersecting legs, availability of land, requirement of other facilities like toll
plazas etc.
Measures to Control or Remove Encroachments
Preparation of authoritative plans clearly indicating the boundaries of highway, road width,
unauthorized structures etc. affixing boundary pillars by the engineer In-charge
Immediate removal of all temporary encroachments with regular follow up. And Legal action for
removal of permanent encroachments to be initiated as per existing law.
Design and plan for users facilities like petrol stations, service stations, resting places, hotel or
restaurants, STD facilities and shopping centers etc at need-based locations.
Construction of regulatory authority comprising representatives from Highway Department,
Police Department and Law and Judiciary Department vested with required power for prevention
of encroachments.

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Provision of service roads in urban areas with limited access on main highway and even along
bypasses to meet with local need and regulate local traffic. Cost of such provision can be shared
with users or local authorities or State Government. Etc.
Measures to Control Services along the Road
Acquire adequate highway land to plan and provide for services like electric lines, telephone
lines, water supply, sewerage lines, drains and plantation. Etc.
Plan and design keeping in view the provisions for above services to cater for future requirement
and adopting flexible design and technology to accommodate additional requirements in future.
Close coordination of Highway department with Service departments, Urban Department, and
Forest Department.
Measure for Removal of Unregulated Parking on Highways
Provision of facilities like bus or truck parking, taxi-stand with provision of basic facilities like STD
booths, repair workshops, tea and coffee shops, toilets at regular intervals as per requirements.
Provision for separate lay byes for local tax collection centers. Parking space to be designed and
provided. Parking for repair of breakdown vehicles on road for longer duration to be discouraged by
highway patrolling.
Measure to Control Advertisement
Enactment needs to be formulated to regulate advertisement. For this IRC 46-1972 “ A policy on road
side advertisements” can be used as guide. Defacement of public property act needs to be enacted to
check advertisement, paintings and pasting of posters on road sign boards or road structures. Specified
locations such as petrol stations, service stations, lay –byes and hotels etc can be identified for putting
up advertisements without sacrificing safety and other requirement.
Controlling Landuse
Growth of commercial and industrial establishment by the roadside is done by changing the land use
indiscriminately without taking permission from the department of town and country planning.
Therefore, it is most important to prepare the Master Plan laying down clearly the policies for land
use. Make it obligatory for developer to confirm to such plan. Inter Departmental Co-ordination
between Highway Authorities and Development Authorities. Developer to compensate for additional
cost required to provide service road, drainage etc for such unit. Controlling building line, set back
distances, control line and height of building needs to be enforced strictly and timely.Control of land
use abutting highway land needs to be checked and regulated. Access to such land should be regulated
and governed by Highway Authority. Municipal Committees should be made responsible to maintain
cleanliness and up-keep of areas between main road and service road, drains, parking, sign boards etc.
by adopting available means with them i.e. either by regulation, education and motivation or by
involving local inhabitants.
Intelligent Transportation Systems
An intelligent transportation system (ITS) is a system of hardware, software, and operators that allow
better monitoring and control of traffic in order to optimize traffic flow. As the number of vehicle lane
miles traveled per year continues to increase dramatically, and as the number of vehicle lane miles
constructed per year has not been keeping pace with this demand, the need for ITS becomes
paramount towards controlling congestion and safety related issues. As a cost-effective solution
toward optimizing traffic, ITS presents a number of technologies to reduce congestion by monitoring
traffic flows through the use of sensors and live cameras or analyzing cellular phone data traveling in
cars (floating car data) and, in turn rerouting traffic as needed through the use of variable message
signs (VMS), highway advisory radio, on board or off board navigation devices and other systems
through integration of traffic data with navigation systems. Additionally, the roadway network is
being increasingly fitted with additional communications and control infrastructure to allow traffic
operations personnel to monitor weather conditions, for dispatching maintenance crews to perform

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rocks or boulder removal, as well as intelligent systems such as automated accident prevention
mechanisms. Variable Message Signs (VMS) and ITS are inseparable components of any modern
Expressway system. The mobile telephone networks open up a wonderful opportunity towards
upgrading the user information and guidance system. Electronic VMS is considered essential for
maintaining safety and efficiency of traffic operation along Expressways. The NHAI has already
initiated studies on development of Road Safety Zones along national highways. This is expected to
come with a complete package of ITS and other associated infrastructure and aids. The same module
could be made use of in case of the expressway network
CONCLUSIONS
Condition of traffic on highways is very complex. Congestion, accidents are quite common and are
increasing day by day. Traffic jams for hours are quite common near intersections of highways and
city entry points in Pune. It may convert into days and weeks if the present trend is allowed to
continue. It may travel to other areas also. So the question needs to be addressed with all the wisdom,
forethought and minuteness without any loss of time. The Bombay Highways Act 1955 is in force in
Maharashtra State. This act among other things provides for restriction on ribbon development and
provision for removal of encroachments. For control of ribbon development, the Act provides for :
Fixing building or control lines so as to limit the building activity.
Restricting new access to main Highways.
Diverting existing accesses by providing alternative connections at a reasonable distance.
For removal of encroachments the Act provides for:
Service notice on encroachers and prosecuting them before a Magistrate and
Summary removal of encroachments if they are of temporary or trivial nature
For ensuring traffic safety and general convenience, the Act provides for:
Making property owners to alter their boundary walls, fences, hedges, trees etc. so as not to cause
obstruction of view, likely to cause danger, and
Making property owners to alter advertisements so that there is no obstruction of view likely to
cause danger.
DEFICIENCIES
Though provisions of Act are reasonably adequate, however, implementation has been tardy due to
following factors:
The National Highways are not covered by the act being Central Government property.
Only few of the State roads have been brought under the preview of this Act
Accurate land plans are yet to be prepared.
All roads other than National Highways in the states fall within the jurisdiction of respective State
Governments. However, to assist the state governments in their road development programmes,
Central government provides funds from the Central Road Fund (CRF) for certain selected state roads
under Inter State Connectivity and Economic Importance (ISC&EI) scheme. The Ministry is also
responsible for evolving standards and specifications for roads and bridges in the country besides
acting as a repository of technical information on roads and bridges.
References
Kadiyali L.R.( 2004 ) Traffic Engineering and Transportation Planning,Khanna Publishers
Final Project Report 2009 Government of India, Ministry of Road Transport & Highways, New Delhi
India Highways Thread (Photos only) - SkyscraperCity.htm

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NEED FOR OPTIMISATION OF PUBLIC TRANSPORT THROUGH A UNIFIED

PUBLIC TRANSPORT AUTHORITY - A CASE STUDY OF KOLKATA

Arjun Joshi1, Jaydatt Vaishnav2 and Anal Vaishnav3

INTRODUCTION
Kolkata is one of the bustling metropolises of India with a population of 14.72 million4. The Kolkata
Metropolitan Area (KMA) covers an area of 1875 sq.kms and is formed of 3 municipal corporations
and 38 municipalities. It is predicted that the population of KMA in 2021 will be 21 million with 3
million motorized vehicles on the roads5. The area under roads in KMA is only 5 per cent as against
25 per cent in Mumbai and 30 per cent in Delhi. The Traffic and Transport Master Plan, 2004 states
that this area would increase to 8 percent in 2025. The extremely high number of vehicles plying on
such less road densities is an issue of great concern, and is only going to get more serious in the
coming years, looking at the rate at which vehicles are being added every year. Although the public
transport usage is as high as 80 percent 6, the city of Kolkata is still faced with problems of traffic
congestion and extremely high levels of vehicular pollution. This is primarily due to the fact that there
is a multitude of around 24 government organisations operating in the sector of public transport in
Kolkata, in addition to the private operators. The public transport routes are not aligned with the road
densities and different modes of public transport are operating on the same routes. Moroever there is
complete lack of integration of public transport modes, and no singular authority to ensure that route
optimization in the context of level of services of the roads and carrying capacities of the mass transit
systems.
GROWTH OF KOLKATA METROPOLITAN AREA
Kolkata as a city has been a linear city, growing in the north south axis. It has the wetlands to its east
and the Sunderbans in the south.

Fig‐1: Kolkat a Metropolitan Area

The establishment of the Howrah Railway station across
the river propelled the industrial growth in the western
part with many jute mills and iron mills being set up along
the river. In the recent years the settlement patterns has
changed from the north‐south orientation to ribbon
development pattern along major transport corridors.

The major and minor growth centres which generate

maximum transit trips in the north are Barasat, Barrackpur
and Kalyani, while Garia, Behala, Baruipur, Joka constitute
the southern growth centres, and Salt Lake forms the
Source: Master Plan for Traffic west.
and Transportation in KMA, 2025

1
Manager (Design, Planning and Management), Riverbank Developers Pvt. Ltd., Kolkata
2
Associate General Manager (Design, Planning and Management), Riverbank Developers Pvt. Ltd.,
Kolkata
3
CEO, Urbanus Infrastructure Development Pvt. Ltd., Kolkata
4
Census of India, 2001
5
Revised City Development Plan for Kolkata, 2007
6
Comprehensive Mobility Plan for Kolkata, IDFC and SGI, 2007

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ROAD NETWORK
Kolkata is one of the metropolises with a meager area of about 5 per cent covered by roads, and hence
the pressures on the road network due to the growing traffic on roads is immense. The level of service
on most of the major transport corridors of the regions has been decreasing, due to more and more
vehicles being added in the same road space. Given the built form profiles in most parts of Kolkata,
there is virtually no space left to widen the roads to accommodate more lanes. According to a study
carried out by SGI, 27 percent of the roads in Kolkata Metropolitan Area are 2-laned and 8.3 percent
of roads are 3-laned roads. Also, private vehicles constitute 38 percent of the total traffic moving on
the roads whereas public transport occupies only 31 percent.
MULTITUDE OF AGENCIES IN PUBLIC TRANSPORT SECTOR
Despite the fact that the public transport usage is so high in Kolkata, still the city is plagued with
problems of congestion and pollution. One of the primary reasons being a multitude of agencies
involved in the public transport sector. The figure below illustrates the number of departments
involved in the public transportation sector, with overlaps in responsibilities.
With such a large number of departments and agencies working in the public transport sector, there
have been no initiatives taken so far for either integration or optimization of these routes. Each public
transport mode works as an independent entity, and tries to compete with other modes for getting their
share of public transport trips.
Figure 2: Service Providers in the Public Transport Sector

Public Transport Sector

Metro Rail Suburban Rail Tram Ferry Buses Para Transit

Kolkata Metro Eastern CTC HNJPSS CSTC Taxi

Rail (Ministry of Railway,
Railways) (Ministry of WBIWTC WBSTC Shuttle Auto
R il ) Rickshaw
SBSTC
Cycle
Rickshaw
NBSTC

WBTIDC Hand Pulled

Rickshaw
CTC

Private
Operators

Abbreviations: HNJPS- Hooghly Nadi Jalapath Parivahan Samabaya Samiti, WBIWTC- West Bengal
Inland Water Transport Corporation, CSTC- Calcutta Surface Transport Corporation, WBSTC-West
Bengal Surface Transport Corporation, NBSTC- North Bengal Surface Transport Corporation,
WBTIDC- West Bengal Transport Infrastructure Development Corporation, CTC – Calcutta
Tramways Corporation

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

At a statutory level too, there are a number of departments and agencies involved in overseeing the
governance of the roads and public transport sector. This is indicated in the table below:
Table-1: Administrative Departments in the Roads and Transport Sector
Name of Agency Related Role
Government
Department
Kolkata Metropolitan Urban Development Design and Implementation of Transportation
Development Authority Department projects
(KMDA)
Transportation Planning and Transport Transport Planning and Traffic
Traffic Engineering Department, GoWB Engineering Design for entire West
Directorate Bengal
Kolkata Municipal Municipal Affairs - Repair and maintenance of roads
Corporation (KMC) Department, GoWB belonging to KMC
- Coordination and supporting all utility diversion
work related to road infrastructure construction
West Bengal Transport Transport - Developing Transport Infrastructure including Bus
Infrastructure Development Department, GoWB Terminals, Truck Terminals and Traffic Engineering
Corporation (WBTIDC) and Traffic
Hooghly River Bridge Transport Implementing agencies for roads,
Commission (HRBC) Department, bridges, bus stands, flyovers etc.
GoWB
Directorate of Movements Transport - Coordination with South Eastern Railways and
Department, Eastern Railways with respect to passenger transport
GoWB - Coordinate with Metro Railway for restoration of
public utility services and related matter
Kolkata Improvement Trust Urban Development - Planning and implementation of
(KIT) Department, GoWB general improvement scheme
Planning and implementation of street alignment
schemes
- Planning and implementation of road infrastructure
projects including bridges, flyovers
Public Works Directorate Public Works - Repair and maintenance of roads belonging to PWD
(PWD) Department, in KMC area.
GoWB - Planning and implementation of
transport infrastructure project like roads, bridges,
parking structures, terminals
- Street lighting
Kolkata Police and West Home Department, - Traffic operation and enforcement of traffic
Bengal GoWB regulation
Police - Road user and driver training and education
programme
Source: Comprehensive Mobility Plan for Kolkata, IDFC and SGI, 2008

PUBLIC TRANSPORT SCENARIO IN KOLKATA METROPOLITAN AREA

Kolkata is one of the few cities that have the widest range of public transport options ranging from
metro rail, suburban rail, trams, ferry services and buses forming the major modes; whereas taxis, auto
rickshaws, cycle rickshaws and hand pulled carts constituting the para-transit modes. The city has
many interesting facts its credit in the public transport sector,
The first horse driven tram services in the country starting in Kolkata in the year 1873, between
Sealdah and Armenian Ghat Street.
The first metro rail system in the country also started in Kolkata in the year 1995 from
Tollygunge to Dum Dum over a length of 16.45 kms.

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Almost 49 per cent of the total households in Kolkata do not own a vehicle and 23 per cent of the
total households own a bicycle.1
78 per cent of trips generated are below 5 kilometres.2
Table 2: Public Transport Statistics for Kolkata Metropolitan Area (2007)
Mode No. of passengers % of Route length Persons Carried per hour
carried per day (in Modal (kms) per direction per kilometer
lakhs) Share
Metro Rail 4.0 2 22.84 20000
Suburban Rail 32.50 18 1000.00** 162500
Tram Rail 1.80 1 60.00 9000
Buses (Government 12.50 7 N.A. 62500
Owned)
Buses (Private 85.00* 46 2932 425000
Operators)
Buses (Mini Bus- 12.50* 7 9784 62500
Private Operators)
Ferry Service 2.00 1 10000
Taxis 11.00* 6
Auto Rickshaws 16.50* 9
Other Para-transit 7.50* 4
Modes
Total 183.90
* 2001 figures, **Calculated from Map
The table above indicates that Metro rail and Trams are operating much below their capacity, with
buses and other para transit modes eating into their share. More than 19 per cent of trips us para
transit modes such as taxis and shuttle auto rickshaws. Also the private operators’ buses have been
plying on the same corridors as that of the metro rail and trams, and hence taken away a large share of
ridership from these mass transit systems. The ridership in private operators’ mini buses has gone up
from 2 per cent in 1980 to more than 12 per cent in 2007. In contradiction, the ridership in trams has
come down from 9 per cent in 1980 to 2 per cent currently. There has been no significant increase in
metro rail ridership too due to lack of expansion of network. This is further elaborated in Table-3
below.
Table 3: Growth of Transit Passengers in Kolkata Metropolitan Area (2007)
On An Average Weekday (in Lakh)
Mode of 1980 1998 2007
Transport Trips % Trips % Trips %
Public Buses 9.5 15 12 11 12.50 10
Private Buses 41.5 67 80 72 85 71
Mini Bus 1.5 2 12 11 12.5 10
Trams 9.0 15 1.6 1 2.0 2
Chartered Buses 0.0 0 2.2 2 2.7 2
Ferry Service 0.4 0.9 2.5 2 2.4 2
Metro Rail 0.07 0.1 1.1 1 3.1 3
Total 61.97 111.4 120.2
Source: “Comprehensive Mobility Plan for Kolkata” by IDFC and SGI, August’200

1
“Comprehensive Mobility Plan for Kolkata” by IDFC and SGI, August’2008
2
“Comprehensive Mobility Plan for Kolkata” by IDFC and SGI, August’2008

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M 2010

Fig-3: Metro Rail Network Fig-4: Su

uburban Ra
ail Fig-5: T
Tram Rail

Metro Rail
R
The mettro rail pliess from Dum Dum to Kaazi Nazrul Manch M over a distance off 22.84 kilom
metres. It
carries around
a m Tollygunge to Kazi
5 lakhh passengers per day afteer the extensiion of the meetro line from
Nazrul Manch.
M Currrently it opeerates at a 10
1 minute frrequency duuring peak hhours. The metro
m rail
corporattion has lost out on ridersship to other modes prim
marily becausee of the reasoons below:
Too many comppeting modess such as traams, governm ment and priivate buses aand other para transit
moddes ply on the alignment of the Metroo Corridor. A fair share of
o the metro rrail passengeers is lost
out to
t these moddes.
Howwrah and Seaaldah stationn cater to arouund 40 lakh passengers daily,
d and thhe metro rail does not
connnect to eitherr of the two.
No planned
p feedder services to
t the metro stations.
s
Suburban Rail
The subuurban rail is being used byb more thann 32 lakh passengers perr day and is aan important mode of
connect for people residing
r in thhe suburbs and
a coming to t the city. Howrah
H and Sealdah Staations are
the two major suburrban railwayy stations whhich are hugee interchange points for people com ming from
the subuurbs. Neitherr the tram noor the metro rail connectts to either of
o the two sttations, with the only
option being
b the bus services.
Tram Rail/LRT
R
The Callcutta Tramw ways Corpooration has a fleet of 27 73 trams at present of which only 150 are
operatioonal. The rideership in tram
ms has drastiically come down
d from 9 lakhs in 1980 to 2 lakhss in 2007
(Refer Table-2).
T Eacch tram has a daily carryiing capacity of 2500, butt is carrying only 900 passengers.
To coveer operationaal losses, CTC introducedd city buses and currentlly has a fleett of 400 buses which
ply on thhe roads of KMA.
K The major
m reasonss for this decrrease in riderrship are:
Commpeting modes on the sam me alignmennts.
o importantt routes in thhe city. The major routees that have been dereseerved are
De-rreservation of
Howwrah Station--Kidderpore,, Tollygungee- Esplanade and Behala-Esplanade.
Tram
ms do not haave dedicatedd right of wayy
Bus Serrvices
The bus service in KMA
K compriising of the government
g and private buses cater tto almost 600% of the
total pubblic transportt trips (Referr Table-1). There
T is a mu
ultitude of aggencies invollved in proviiding bus

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services. One of the major drawbacks is that there is no route optimization and integration between
these various service providers of bus services. The overlaps on routes exist between various
service providers as well as amongst bus routes and other modes of public transport such as metro
rail and trams.
Ferry Services
The ferry service is also an important mode of transport, with almost 17 lakh passengers per month
using the mode to cross the Hooghly river. There are around 42 jetties across the length of the river at
very strategic locations. But these jetties are not integrated with other modes of public transport and
exist as stand alone transport nodes. This mode of transport has great potential of catering to the huge
quantum of trans-river trips that take place in KMA.
CONCLUSION
The after effects of lack of route optimization across public transport modes and complications caused
because of overlaps in responsibilities are being visible on the roads of Kolkata. Some facts below
enumerate this further.
Rider ship on trams has decreased from 10 percent of the total share to 2 percent
The metro rail has only been able to achieve one-tenth of the project rider ship
65 percent of roads in Kolkata Metropolitan Area have V/C ration of more than 0.8, which is D or
below in terms of level of service.1
Buses contribute to 35 percent of the total vehicular pollution and auto rickshaws contribute to 31
percent of the total vehicular pollution.2
The World Health Organization (WHO) recommended level (permissible limit) of Particulate
Matter Pollution is 90 µg/cubic meter while Kolkata levels in winter are in the range of 1300 –
3000 µg/cubic meter.
The facts above indicate the urgent need to optimize routes across various modes of transport and
allocate public transport modes to roads according to their road widths and carrying capacities. There
also needs to be a unified urban transport authority under which the all the modes of transport are
integrated, so that all modes of public transport are utilized to the optimum.
References
Comprehensive Mobility Plan for Kolkata Metropolitan Area by Superior Global Infrastructure
Consulting Pvt. Ltd. (SGI) and Infrastructure Development Finance Company (IDFC), 2008
Vision 2025 – Perspective Plan of KMA, Kolkata Metropolitan Development Authority
www.kolmetro.com
www.calcuttatramways.com
www.wbgov.com
http://www.janaagraha.org/node/1440

1
“Comprehensive Mobility Plan for Kolkata Metropolitan Area” by IDFC and SGI, August’2008
2
West Bengal Pollution Control Board, Asian Development Bank, 2003

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URBAN TRANSPORT STRATEGIES – OPTIONS OF FINANCE IN SMALL &

MEDIUM TOWNS

Harpreet Singh Arora1

INTRODUCTION
Urban areas in India, which include a wide range of megacities, cities, and towns, are not all that
fortunate in terms of intercity transportation. Transport in this context has been a victim of ignorance,
neglect, and confusion. As far as the public transport system in Indian cities is concerned, dedicated
city bus services are known to operate in 17 cities only and rail transit exists only in 4 out of 35 cities
with population in excess of one million.
Transport demand in most Indian cities has increased substantially, due to increases in population as a
result of both natural increase and migration from rural areas and smaller towns. Availability of
motorized transport increases in household income, and increases in commercial and industrial
activities have further added to transport demand. In many cases, demand has outstripped road
capacity.
Greater congestion and delays are widespread in Indian cities and indicate the seriousness of transport
problems. A high level of pollution is another undesirable feature of overloaded streets. The transport
crisis also takes a human toll. Statistics indicate that traffic accidents are a primary cause of accidental
deaths in Indian cities. The main reasons for these problems are the prevailing imbalance in modal
split, inadequate transport infrastructure, and its suboptimal use. Public transport systems have not
been able to keep pace with the rapid and substantial increases in demand over the past few decades.
Bus services in particular have deteriorated, and their relative output has been further reduced as
passengers have turned to personalized modes and intermediate public transport.
Individual cities cannot afford to cater only to private cars and two-wheelers. There must be a general
recognition that without public transport cities would be even less viable. There is a need to encourage
public transport instead of personal vehicles. This requires both an increase in quantity as well as
quality of public transport and effective use of demand as well as supply-side management measures.
People should also be encouraged to use non-motorized transport and investments may be made to
make it safer. Cities are the major contributors to economic growth, and movement in and between
cities are crucial for improved quality of life.
Vehicular Growth and Modal Split
In 2009, 58.8 million vehicles were plying on Indian roads. According to statistics provided by the
Ministry of Road Transport & Highways, Government of India, the annual rate of growth of motor
vehicle population in India has been about 10 percent during the last decade. The basic problem is not
the number of vehicles in the country but their concentration in a few selected cities, particularly in
metropolitan cities (million plus). It is alarming to note that 32 percent of these vehicles are plying in
metropolitan cities alone, which constitute about 11 percent of the total population. During the year
2009, more than 6.2 million vehicles were plying in megacities (Mumbai, Delhi, Kolkata, and
Chennai) alone, which constitute more than 12.7 percent of all motor vehicles in the country.
Interestingly, Delhi, which contains 1.4 percent of the Indian population, accounts for nearly 7 percent
of all motor vehicles in India.

1
Manager (Consultancy), Knight Frank India Pvt. Ltd., Mumbai

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M 2010

Traffic composition
c in India is of
o a mixed naature. A widee variety of about
a a dozenn types of bo
oth slow-
and fast-moving vehhicles exists. Two-wheellers4 and carrs (includingg jeeps) account for moree than 80
percent of the vehiccle populatioon in most laarge cities. Analysis
A of data
d presenteed in Table 3 reveals
that, durring the year 2000, personnalized vehiccle populatioon share wass more than 990 percent off the total
vehicle population
p inn 6 out of 133 sample citiies. The sharre of buses is
i negligible in most Indian cities
as comppared to persoonalized vehhicles.
URBAN
N TRANSPO
ORT BENEF
FICIERIES
S IDENTIFIICATION: APPROACH
A H TO SOLU
UTION
Developping a sustainnable and afffordable pubblic transporrtation solutiion results inn benefits fo
or a wide
set of sttakeholders. We can cateegorize them m broadly intto three grouups dependinng upon the extent of
direct usse benefit and the extent to which theey contribute to the projecct:
Direct-u
use Beneficiaries
Direct user
u beneficiiaries includde commuterrs who will use the trannsport servicces, businessses using
benefit from
f a advertisers who may
the assets created, and y be able to generate revvenue by utillizing the
space onn rolling stocck, stations, bus
b stops etc.
Proximiity Beneficiaaries
Proximity beneficiarries are thosse businesses along or closec to the corridor aloong which thhe public
transporrtation systemm will operatte. They bennefit from inccrease in customer flow aand businesss activity.
Value of land and property
p ownned by residdents in thesee areas will also appreciiate due to the
t better
transporrtation linkagges.
Indirectt Beneficiariies
Indirect beneficiaries include alll other road users
u who exxperience lesss congestionn on the road
ds due to
other ussers using thhe public trransport. Inddirect benefitts also incluude improveement in airr quality,
availabillity of more public spacee, and reducction in use of
o fossil fuells and the cooncomitant im
mpact on
environmment throughhout the city..
As one proceeds from f direct-uuse to proxximate and indirect usee benefits, thhe outputs/ services
transformm from strictly private goods
g to publlic goods. Th he direct-usee benefit is riivalrous – ussage by a
prospecttive commuuter in a system operatting at full-capacity cann only be aat the cost of other
commutters; and excludable com mmuters, busiinesses, adveertisers who do not pay ffor the outpu uts can be
clearly excluded
e from
m receiving the benefits. In other wo ords, it is cleearly a privatte good. Thee benefits
that accrrue to proximmate beneficiaries is a quuasi public good
g as it is somewhat
s rivvalrous, sincce greater
distancee from the transportationn corridor or a metro stattion would reducer this bbenefit. Howwever, the
i non-excluudable since the project proponents
benefit is p have
h no direcct tools at thheir disposal to make
these ussers pay for such
s benefits. Finally, thhe indirect benefits
b are non-rivalrous
n s and non-ex xcludable
as goodd air qualityy enjoyed byy one resideent does nott impinge on the beneffits derived by other
residentss.

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Quite often, excessive emphasis is laid on financing the project largely through direct use benefits,
viz., user charges, advertising rights etc. The need to keep public transport affordable to the poor
results in charges being made so low, that even recurring expenses are not met. Currently, there are
very limited tools and instruments available for deriving value from proximate benefits. The
administrative and implementation needs for capturing these values will be substantial. There are
hardly any instruments, even at a conceptual level for making indirect beneficiaries pay for the
benefits received from public transport. It is also useful to note that the value of proximate and
indirect benefits is also nebulous and would involve certain degree of subjectivity.
Urban transportation projects, such as metro rail, are highly capital intensive with capital cost of more
than Rs. 100 crore per km of network. In the absence of suitable tools to realise value from
beneficiaries other than direct-use beneficiaries, there is little option but to fund such projects through
support from the government. In light of the above discussion, two important questions emerge:
What types of instruments are necessary for capturing part of the value that accrues to different
sets of beneficiaries?
Which is the most suitable institution or entity that should be tasked with implementing each of
the instruments?
The project developer is ideally placed to recover fare box collections, advertising revenues, and
license fee from various types of direct-use beneficiaries. Even real estate development along the
corridor can be undertaken by the project developer. Since other benefits more closely resemble
public good, there is a definite role for public institutions such as local government, state transport
undertakings and other state government institutions to apply different types of tax and non-tax
instruments. Therefore, there is a strong case for public-private-partnerships for urban transportation
project with an active role for the public institution.
In most cases, governments at all levels have given little thought to using such instruments for
project-based financing. As a result, quite a substantial portion of the capital cost, and even recurring
costs in many cases, is met through budgetary support from government.
URBAN TRANSPORT FINANCING - CURRENT INDIAN PERSPECTIVE
Current pricing instruments for urban transport often result in on-going financial deficits and/or
generate insufficient capital funds to finance, what are sometimes major, investment needs. The
traditional, and in many places the prevailing, means of financing these on-going deficits and
investment needs is through public budgets. However, this is increasingly subject to criticism as other
sectors of public concern place competing demands on public budgets. These criticisms have created a
pressure to identify alternative means of generating project finance, both to cover capital investment
needs and to cover current costs, including the costs of servicing the capital.
Whilst capital may be provided by either the public or the private sector, private finance is not in
general an option for covering current costs. For this the options are user charges, public budgets,
value capture and cross subsidy. This immediately illustrates the importance of looking at funding
packages rather than individual instruments, as private finance always needs to be associated with
other sources of funding to service the capital.
Private finance is often advocated as a way of relieving pressure on public budgets and increasing
available funding, as well as introducing private sector enterprise and incentives for efficiency. But
there is a conflict between private profitability and allocative efficiency, not only because unprofitable
projects may be socially worthwhile or vice versa but also because members of private consortia may
stand to gain for instance for over specifying (or ‘gold-plating’) the project. Key factors are the extent
of competition and the sharing of risk.
It is necessary to consider urban transportation financing as part of a comprehensive framework
which captures the variety of benefits that accrue to different forms of beneficiaries rather than in the
narrow sense of financing a metro rail, bus rapid transit system, or urban road network.

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Urban transportation financing should seek to achieve the following objectives:

Maximise the social-economic benefits to the society through implementation of the most cost-
effective option for urban transportation
Capture value from direct benefits to project users and as well as value from significant positive
externalities that will accrue indirectly from the project
Ensure affordability of public transportation fares to encourage usage and maximise consumer
welfare
It would be necessary to use different policy instruments to attain different objectives. Transportation
is a basic necessity and is likely to have low price elasticity. This may be particularly true for the
poor, who do not have any other option other than the public transport. Applying monopolistic pricing
principles may lead to over-charging consumers. However, this would be in direct conflict with
ensuring affordability of public transportation. Due to strong social consideration, fares are often set
in a manner that they are insufficient even for meeting the operating costs. Charging a very low price
may lead to deterioration of service and a shift away from public transport. Therefore, other policy
instruments should also be explored for financing urban transportation projects.
It is difficult to capture the true impact of positive externalities and charge the beneficiaries. Some of
the socio-economic benefits are also difficult to value. In case of PPP projects in urban transportation,
private developers may not be able to capture value from proximate and indirect benefits. Therefore,
governments provide up-front capital subsidy or grant to private developers to help internalise the
value from such externalities. Government of India has various schemes under which financial
support is provided for urban transportation projects. These include Viability Gap Funding of up to
20% with an enhanced limit of up to 30% for rail-based MRTS projects. Bus transit system projects in
many cities are also being funded through PPP under JnNURM.
Conventional Instruments for Financing Urban Transportation
Fare-Box Revenues
Also referred to as user fares, these represent the fee paid by commuters for using the public transport
service. There are different decisions to be taken with respect to the fare level, structure and extent of
cross-subsidy. As an overall principle, the operating cost of the bus service should be met from the
user fare. However, this objective is not easy to achieve as the fare may have to be set at a higher level
than what is socially and politically acceptable. Often pro-poor considerations are cited to justify low
level of charges. Achieving social welfare through lower public transport fares is likely to be in-
effective as the rich or middle income groups would also benefit from low fares. In reality, the
opportunity cost of inefficient public transportation has a greater impact on the poor as they may be
denied access to better employment opportunities. The fare structure should be commensurate with
the distance travelled while providing a discount for long distance journeys.
In many cases a block-based fare is adopted with a separate charge for different journey length. It
requires greater administrative effort and so cities often adopt flat tariffs based on average journey
length. Such tariffs are generally considered to be pro-poor as the poor tend to travel longer distances
using public transport. However, it may have to be set at a higher price to recover costs. In cities
where residential colonies are highly segregated based on income groups, a higher fare may be
charged for journeys commencing or terminating in such localities as a tool for implementing cross-
subsidy between from the rich to poor commuters. Finally, there should be a clear and transparent
mechanism for setting the fare. It may be necessary that tariffs should be set by an independent body,
preferably a regulatory authority, which would also monitor adherence to standards of service.
Ability to recover cost of operations from fares depends on a number of factors such as availability of
competing modes of transportation, quality and coverage of the network, population density, presence
of feeder network and last mile coverage. Fare-box revenue is likely to be the major source of income
for urban transport project and it is critical to set fares at a suitable level to ensure recovery of costs.

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Advertising Revenue
The rolling stock consisting of bus and trains is an excellent means for advertising. In addition
stations, en-route stops and the corridor also provide ample space for advertisements. These rights
may be sold be based on a fixed fee or even on revenue sharing basis. The inherent risk under both
methods is quite different. In a booming economy the up-side potential from revenue sharing may be
quite high while rates may drop-off precipitously during a downturn. These rights may also be
renewed periodically so that the best option may be chosen depending upon the scenario and
competition for the space.
License Fee from Business Activities
The urban transportation project may give rise to a number of business activities. These include
development and management of parking areas around stations, food stalls, book-stores, banking
services such as ATMs etc. Metro stations provide a captive traffic for such business and these are
normally valued at a premium which is attributable to the local. Such location-based economic rent
can be suitably captured by auctioning the right to use the facility among competing private parties.
Real Estate Development Rights
The right to develop property at certain points along the corridor and at the stations may be bundled
with the urban transportation project to make it viable. However, it depends on availability of
government land along the corridor. Further, the potential depends upon the demand for commercial
real estate in different parts of the city.
While the first three revenue sources are largely targeted towards meeting the operating costs and
other overheads, real-estate development is often seen as having the potential to fund the capital
expenditure. Since meeting the capital expenditure is an immediate requirement for project
development, disproportionate weightage may be placed on real-estate development. It is extremely
important to ensure that the urban transportation project should not be heavily dependent on real-
estate development as this may shift the focus away from the core project. Suitable safeguards should
be built in to ensure that the primacy of urban transport component is maintained. Another potential
hazard of relying more heavily on real-estate development is that governments may escape from
addressing the urban transportation issue in a holistic manner by not examining the potential of some
of the tools which are discussed further in this paper
Innovating Non Conventional Instruments for Financing Urban Transportation
Capturing Proximity Benefit Value
Till now the focus of instruments discussed above was on capturing the value from direct-use benefit
from the urban transportation project. However, a substantial benefit from the project is the increase
in economic activity along the corridor as well as increase in the value of land and real-estate in the
proximity of the stations, bus stands and the corridor. There may be multiple instruments that could be
used to capture part of this value for funding the project. The choice of instrument and the institution
responsible for implementing it would depend upon the following factors:
The demand for commercial and residential real-estate in the proximate area
Effectiveness of property tax administration and collection system
Institution responsible for city planning and development
Availability of instruments for managing real-estate development and trading of real-estate
development rights
Additional Property Tax
The urban transport project is an amenity that will increase the value of land or property near the
stations. One option for the Urban Local Body (ULB) to capture some value from this benefit is to
levy a higher rate of property tax on these properties. The ULB may designate areas/colonies close to
the stations as the “project influence zone” and levy a higher rate of property tax. It is important that

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

this higher rate should not be applicable throughout the city. Such properties must be easily accessible
from the stations and are able to generate higher rental income. The additional property tax levy may
capture a small part of the enhanced rental value of the property. Similarly, commercial properties
close to the stations would be more valuable as they can attract more consumers and should pay
additional property tax. This option would only work if the present system of property tax
administration and collection is efficient. If property tax coverage is poor then the ability to generate
revenue from higher property tax would be limited.
Betterment Levy
An alternative to higher property tax is to levy a one-time betterment levy on properties in the
proximity zone. This option could help generate upfront resources from beneficiaries for part-funding
the capital cost. This levy would also be applicable on any property that comes-up at a later stage.
However, if the quantum of such levy is substantial it could result in lower compliance.
Higher Floor Space Index (FSI)
If the project influence zone is under-developed, the potential to generate revenues from the above
tools would be limited. In order to incentivize real-estate development in the project influence zone, a
higher FSI may be allowed. Buildings used for commercial purposes may be allowed to increase the
built-up area in this zone after paying an up-front fee to the ULB. This could also be charged in
addition to regular building permission fee as applicable. It is necessary to ensure that this tool should
not be indiscriminately used for revenue generation. Detailed analysis is necessary to assess whether
other infrastructure services such as water supply, parking facilities etc would be able to cope with the
higher demand.
Transferable Development Rights (TDRs)
This is a tradable instrument that gives the owner the right to a certain quantity of built-up area in
another part of the city in lieu of giving away land for social amenities. Owners of TDRs may be
allowed to transfer or sell the development right for additional property development in the project
influence zone for a transfer premium. This instrument would be suitable for planned densification of
areas close to the corridor. However, it is necessary that the project influence zone has sufficient
capacity to bear the additional load on infrastructure services.
The effectiveness of the above instruments would vary depending upon the local circumstances, scope
for real-estate development and densification as well as availability of complementary instruments.
OUTLOOK AND RECOMMENDATIONS
Despite being a major contributor to economic value generation in urban areas, urban transport has
not received serious consideration. Financing urban transportation requirements needs to be taken-up
as a priority. In addition, the institutional framework for management of urban transport should be
realigned to reflect the new challenges.
Instruments for capturing value from proximate and indirect users may not directly accrue to the
project developer. Indeed, in many cases, the ULB or other state government institution would have
jurisdiction over imposition and collection of a tax or levy. It is necessary that such revenues should
be earmarked for use in urban transportation related projects. For this purpose it may be necessary to
ring-fence these revenues from the consolidated fund of state governments and ULBs. Government of
India has encouraged state governments to set up dedicated urban transport fund by earmarking
specific state and local taxes for meeting investment requirement for urban transport.
There are multiple institutions responsible for planning, developing, implementing and managing
activities relating to urban transport. This has resulted in piece-meal solutions to addressing the
overall problem by different institutions. This issue has been addressed in the NUTP which calls for
setting-up of a Unified Metropolitan Transport Authority in all metropolitan cities to ensure
coordinated planning and implementation of urban transport projects as well as integrated
management of urban transportation system. This can be most efficiently accomplished by

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establishing an SPV with participation from ULB and other relevant stakeholders. It should be
professionally managed by including people with suitable technical expertise.
References
Transport Research Wing, Ministry of Road Transport & Highways, Government of India, New
Delhi. Motor Transport Statistics of India. Various issues
Urban Transport Financing, The Government Reform and Infrastructure Development (GRID)
practice of PwC India, Mumbai, PricewaterhouseCoopers Pvt. Ltd.
Sanjay K. Singh, Review of Urban Transportation in India, Indian Institute of Technology
Kanpur, 2005
Rienstra, S.A. and Nijkamp, P. (1997), ‘Financing and Operation of Transport Systems’. Working
paper in the EU-DGVII funded POSSUM (Policy Scenarios for Sustainable Mobility) project.
Department of Spatial Economics, Free University Amsterdam

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TRAFFIC SYSTEM MANAGEMENT PLAN FOR JANDIALA GURU

Amolak Singh1
INTRODUCTION
Urbanization leads to better employment opportunities, better living environment, better facilities but
also attract serious effects of traffic growth leading to severe congestion on the streets. It is because of
lack of provision of off street parking, loading & unloading in commercial areas. The conditions
results in concentrated traffic demand both in time and space for which the hundred years back street
system was never designed. Congestion results in jams on the streets resulting in time loss, energy
loss, efficiency loss, diseases, mental retardness, fatal and non-fatal accidents etc. Traffic system
management is a short term action plan generally spanning for 3-5 years time giving more of
managerial measures for efficient movement of traffic. Traffic system management helps in giving
better travel speeds, smooth flow of traffic, improves safety and environment. The present paper
highlights the traffic related issues in Jandiala Guru a developing town and the management &
engineering measures to solve these issues for short period.
Traffic system management plan is prepared to overcome the present traffic problems on main
network area of any settlement. It is the immediate action oriented plan for shorter period to be
planned with minimum financial outlays.
COMPONENTS OF TSM
Following are the three major components of the TSM2:
Engineering Measures
Provision of Channelisers
Provision of Walkways, Cycle tracks
Provision of parking facilities
Provision of road infrastructure i.e. road signs, signals, road markings
Improvement in road conditions
Provision of telephone/ electric poles
Enforcement Measures
It refers to control and regulation of traffic i.e. to manage the traffic
Prohibition on the movement of certain categories of vehicles to reduce the conflicts on roads.
Speed limit restriction to reduce the conflicts
Vehicle control and regulation measures are imposed for safe movement.
Erection of road signs, road markings, signals at proper location for control of traffic
Routing is to be done for smooth flow of traffic.
One way street system helps in efficient movement of traffic
In the areas where no parking lane is available, the sign of no parking are put on the road with
proper enforcement
Removal of encroachments so that smooth movement is possible
Imposition of channelisation to reduce the conflict
Peak hour parking prohibition
Tidal flow operation
Peripheral parking schemes
Entry restriction.
Educational Measures
Education through mass media

1
Lecturer, Guru Ramdas School of Planning, Guru Nanak Dev University, Amritsar
2
Kaur, Jaskiran (2006)

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To educate the drivers about rules and regulations of traffic and transportation
Educate the people through traffic safety weeks
Street shows and games
Education in schools.
JANDIALA GURU – GROWTH PROFILE AND LAND USE
Jandiala Guru is a small town founded by Rajput named Jandu in 1705 later expanded under Baba
hundal Ji during 1802–49 and under British period from 1849 – 1947. Jandiala Guru is situated at
Amritsar Delhi, NH-1, 17km from Amritsar and 14km from Tarn Taran. Jandiala Guru has been
classified as Class III town with population of 23689 as per census 2001 and at present population has
increased to 28550 causing similar traffic problems in the town.
Jandiala Guru is spread over an area of 740 acres (within the Municipal Council) out of which 560
acres is developed and 180 acres (refer map 1) is under agricultural use. The break up of the land use
is given below:
Table 1: Landuse Distribution of Jandiala, 2010
Sr. No. Components Area(in acres) %age
1 Residential 321.8 43.46
2 Commercial 89.8 12.12
3 Industrial 1.20 0.17
4 Public/semi public 68.7 9.31
5 Circulation 75.8 10.23
6 Parks and open spaces 2.70 0.36
7 Agricultural land 180.0 24.35
740.00 100.00
Source: Unpublished Report of MPI, 2010

Map 1 : Land use of Jandiala Guru

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The town is having mixed land use character with mixing of residential and commercial, residential
and industrial but primarily the land use of Jandiala Guru is residential with core area called walled
city. Walled city is having very narrow roads with width even up to 6m and the maximum stretch in
the walled city is 300 meter long means it was planned at pedestrian scale. Commercial activity in the
walled city is along the main bazaar equipped with special five wholesale markets of utensils, timber,
fruits & vegetables, cloth and building material. But in case of walled city, entry of two-wheeler is
only allowed during the working hours i.e. 9.00 am to 8.00 pm, the loading and unloading activities
take place during night hours. On the other hand, town has very limited industrial base, small scale
industry of utensils and handloom which is creating noise pollution in the settlement.
HEIRARCHY OF ROADS
The town is divided by NH-1 but it bye-pass the town as under the project of
4-laning of the NH-1 from Jalandhar to Amritsar, flyover has been developed for the entire stretch
abutting the Jandiala town bye-passing the regional traffic from Jalandhar to Amritsar. The regional
traffic from Amritsar heading towards Tarn Taran passes through the Bye-pass within the MC limits
has been categorised as the first category road R1 (refer map 2). Two roads from Tarn Taran and
Vairowal bring the regional traffic to the town has been classified as second hierarchy road R2. Main
spine of the town passes from the centre of the town starts from NH-1 and after cutting the town into
two parts it leads to vairowal and Tarn Taran and other roads connecting the different land uses have
been placed as third category roads i.e. R3. The various features of these roads are listed in the
following table:
Table 2: Hierarchy of the Roads in Jandiala
Category Name of Road Width (in Function
meters)
R1 Bye-Pass 20.50 To bye-pass regional traffic
R2 Vairowal Jandiala, 20.50 To bring the regional traffic
Tarn Taran Janadiala 20.50 into the town
R3 Roads connecting the 18.30 To lead the traffic to the
main nodes traffic attracting nodes.
Source: Unpublished Report of MPI, 2010

Map 2 : Hierarchy of the Roads in Jandiala

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The hierarchy of the roads has been fixed on the basis of the function and the road width. All these
roads are two lanes with two way traffic and having 7.0m carriageway width but no median or central
verge is there. The road markings are not provided on the roads and the junctions are not signalized
which help in aggravating the traffic problems. There is no provision of footpaths for the safe
movement of pedestrians. Street lights are provided in the town by fixing the lights on the buildings
and not on the poles.
ENCROACHMENT
Encroachment in the form of on-street parking and extension of the shops is found on the streets (up
to 1.75m on both sides of carriageway) connecting the entrance to Jandiala from NH -1 and heading
towards Vairowal reducing the net carrying capacity of the roads even up to 3.5m creating lot of
traffic problems. Encroachment index on various stretches of this street is given below:
Table 3: Encroachment Index on different Stretches
Name of Stretch Length (in Width Area Area Encroachment
meters) Available Index
AB 650 3.5 2275 1700 1.34
BC 150 2.0 300 375 1.25
CD 150 3.0 450 375 1.2
DE 500 2 1000 1250 0.8
DF 716 1.2 860 1432 0.6
Source: Unpublished Report of MPI, 2010
The above table shows that stretches AB, BC and CD are having acute problem of encroachment in
the form of extension of shops and on-street parking. This problem has been spatially shown on the
map no. 3.

Map 3 : Encroachments along Roads of Jandiala

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The traffic volume survey gives information about the composition of traffic and status of utilization
of the different roads. Five cardon points were finalized to record the traffic and the following data
was collected:
Table 4: Volume/Capacity Ratio on Different Cardon Points
Cardon Cars Two Three Truck/ Tractor/ Cycles Cycle Animal Total V/C Status of
Point Wheelers Wheelers Bus Trailer Rickshaw driven PCU Ratio Utilisation
PCU 1 0.5 1 3 3 0.5 1.5 4.6
C1 87 134 36 75 66 120.5 144 117 779.5 1.04 Over
C2 72 139 46 66 51 135.5 82.5 103.5 695.5 0.93 Over
C3 178 121.5 28 120 87 51.5 33 112.5 731.5 .98 Over
C4 45 150 10 24 24 138.5 93 90 574.5 0.77 Normal
C5 54 82.5 23 261 144 40 18 153 775.5 1.03 Over

Source: Unpublished Report of MPI, 2010

The table no. 4 shows mixed character of traffic on all the roads which leads to a number of problems
because slow moving vehicles create hindrance to the fast moving vehicle and ultimately jamming
situation prevails in the town. All the roads are over utilized except the road with cardon point 4 (refer
map 4) and eventually after few years the situation is going to be worse.

Map 4: Traffic Volume on Roads of Jandiala

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FINDINGS
Following issues are concluded from the study:
Mixed vehicular traffic flow on all roads which slow down the overall traffic speed,
Inadequate capacity of road in the town primarily due to on street parking and secondly due to
extension of shops.
Non availability of parking areas.
Walled city of Jandiala has very narrow roads widths.
Absence of street furniture along the roads.
Misuse of Bus Stand by parking taxis over that area.
Buses are parked on the street for passengers to board and deboard the buses.
The vehicles are parked on-street in all commercial areas The on-street parking of mixed vehicles
hurdles the smooth flow of traffic movement;
Lack of traffic signals and road markings
No separate footpaths pedestrian movement.
No proper signage on the road intersection and junctions.
Lack of proper street lighting facilities on the roads.
PROPOSALS FOR THE MANAGEMENT OF THE TRAFFIC PROBLEMS
Signalizing the junctions.
Provision of road markings and signage should be made on the roads.
Footpath of 1m on the both sides should be provided for the safe movement of the pedestrians.
Central verge should be provided on the road A to E (map no. 3) will help in intermingling of the
two way traffic and will reduce the traffic volume.
Encroachment on the streets should be checked by
providing utilizing the berm space as parking lots of road
Controlling the extension of shops.
References
Kadiyali, L.R., (2000), “Traffic Engineering and Transport Planning”, Khanna Publishers, Delhi.
Unpublished report of Comprehensive City Infrastructure Development Plan for Jandiala Guru
(Amritsar)-2010
Unpublished project on Traffic System Management for Approach Roads to Golden Temple by
Jaskiran Kaur, 2006
Unpublished project on Traffic System Management around Bus Stand, Amritsar by Amarjit
Singh, 2006

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SUSTAINABLE TRANSPORTATION IN INDIA- WITH SPECIAL REFERENCE

TO CHANDIGARH

Archana Chaudhary1
INTRODUCTION
Sixty years as an independent nation, we are in the throes of demographic change - moving from rural
to urban - with all the associated economic, social and political tumult. While the opening up of the
Indian markets has catapulted us into global reckoning, one reality of modernizing India is that our
cities are not amongst the beautiful cities in the world. How did cities like Paris, London, New York
deal with the migration and growth they experienced? Not that these cities don't have challenges, but
there is no arguing that they got many things right.
It's not that we never had good planning instincts. Jaipur's wonderfully porous Walled City was
designed according to the grid system of the Shilpa Shastra. Sir Mirza Ismail and M. Vishveshwaraya
introduced amongst the first government urban planning departments under Krishnaraja Wodeyar in
Mysore and created a remarkably well-planned city there. Maharaja Sayajirao of Vadodara planned a
system of canals and drains that safeguarded that city from its river for a century. Unfortunately, we
seem to have jettisoned these traditions of town planning. Urbanisation has crept up like tentacles of
insidious ivy, choking our existing historic areas, and growing unchecked in the newer areas.
Urban planning impacts societies on a number of fronts: housing requirements for all social segments
of existing and migrant population, micro-economic activities of people, social harmony and
cohesion, sustained economic development of cities, aesthetic and environmental concerns. In
essence, planning plays a significant role in contributing to people's overall quality of life.
A sustainable transport system must provide mobility and accessibility to all urban residents in a safe
and environment friendly mode of transport. This is a complex and difficult task when the needs and
demands of people belonging to different income groups are not only different but also often
conflicting. For example, if a large proportion of the population cannot afford to use motorised
transport – private vehicles or public buses – then they have to either walk or ride bicycles to work.
Provision of safe infrastructure for bicyclists and pedestrians may need segregation of road space for
bicyclists and pedestrians from motorised traffic or reduction in speeds of vehicles. Both measures
could result in restricting mobility of car users.
Over the last few years, the word ‘sustainability’ has attained a prominent place in transportation
policy and planning. Sustainability can be broadly defined as ‘development that meets the needs of
the present without compromising the ability of future generations to meet their needs’. In the context
of transportation, sustainability would mean developing better transportation systems, options, and
expectations consistent with the objective of securing future social and economic development within
a sustainable environment that ensures community well-being. Sustainable transport can be achieved
through measures pertaining to transportation system management, energy management, capacity
management and environmental management. Sustainable transport is also important from the
perspective of climate change, i.e. decreasing the carbon foot print /ecological foot print of
transportation. As per some studies conducted in the U.K and the U.S., it has been found that road
transport emits 22-25% of the total output of carbon dioxide. These findings thrust the need for
achieving sustainability in transport not just from the mobility and safety perspective but also from the
perspective of local and global environmental issues.

1
Architect Planner, Housing Board, Haryana

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A THREAD FROM PAST TO FUTURE TRANSPORTATION

The wheel is considered to be one of the greatest technological inventions of mankind. Archeologists
estimate that wheeled wagons were used about 7,000 years ago, but it took approximately 50 centuries
until the Romans built the wide infrastructure network needed to serve this great invention.
Evidently, the technological invention of the wheel was not sufficient to popularize it and make it a
successful transportation tool; political or social ingenuity was required for practical utilization of the
wheeled cart. The lengthy period that passed between technological invention and public
implementation proves that political or social wisdom is sometimes either rare, or harder to execute
than technological wisdom. Only subsequently could we criticize or wonder why it took so long for
our forefathers to establish a wide pathway network for the wheeled carts. Could they not have
contemplated the vast advantages of mobility? Indeed, domesticated animals satisfactorily served
individuals, families, tribes or merchant caravans and provided fair navigability, or accessibility in
different kinds of terrain, but would it not have been more efficient and economical to build public
roads?
Like so many other needs, mobility too has become a basic necessity. In fact, it is the individual's
right. People need to get to places to work, study, etc, and on time. Today's competitive work
environment does not make allowances for coming late on the plea of traffic jams. The excuse of not
finding parking space is also not good enough. Not that having more Nanos on the roads is going to
make things any better, but from a social equity angle, let's face it - owning a vehicle, Nano or
whatever, is every individual's right.
The huge income disparities between the rich and the poor in our cities is causing what we call an
increasing "mobility divide". To put it simply, the mobility divide means that a smaller share of 'richer
travellers' having access to a personal transport, end up taking more road space and travelling with
much more comfort in less time as compared to a larger share of less fortunate citizens who have no
choice but to avail pathetic public transport, or cycle, or walk.
The real problem, unfortunately, is neither about Nano, nor infrastructure. It has got to do with urban
space and how we have managed it. Congestion is not such a big problem. Congestion is merely a
symptom of a much bigger illness, which is, urban transport planning and management in our cities
today. A traffic police official from Bangalore once said, "You can't write a beautiful book and then
complain it has too many words." With the transport sector contributing to almost seven per cent of
the national GDP, we have surely used mobility to write a beautiful saga of economic and social
progress.
Mobility may be an individual right, but it has to be exercised in a social context, with awareness and
sensitivity, and not in isolation. Unfortunately, the way our cities' mobility has been planned and
developed, is completely based on favoring the car and other personal travel modes, rather than public
transport. The emphasis has been and continues to be on moving vehicles, not people.
CURRENT SYSTEMS AND TRENDS IN INDIA
The current systems and trends in Indian cities are not sustainable.Most of the Indian cities today are
typically characterized by high-density urban areas, absence of proper control on land use, lack of
proper roads and parking facilities, poor public transport, lack of road user discipline etc. This level
and type of urbanization in India has caused many problems, especially with regard to its impact on
the demand for infrastructure facilities. Urban transport systems have come under heavy strain and
this has adversely affected the quality of life of urban dwellers. Mass transport facilities in the cities
are grossly inadequate for providing fast, comfortable, and convenient travel. The resultant effects are;
increased traffic congestion and transport-borne pollution, heavy fuel consumption, poor level of
service to the commuter etc. To address the above urban transport problems and issues, which are
influenced by both the human and planning/design factors, there is a need to focus on sustainable
solutions for urban transport. In order to achieve the goals for sustainable transportation there is a
need to concentrate on; Capacity Management (Encouraging public transport, cycling and walking;

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integrated land-use and transportation planning etc.), Transportation Systems Management (Reducing
transportation needs, reducing dependence on car, improving traffic flow, improving road safety etc.),
Environmental Management (Minimizing negative environmental impact of transportation etc.),
Energy Management (Reducing dependence on fossil fuel for transportation etc.).
As per 2001 census, India has 393 towns with a population exceeding 0.1 million. Also, during the
second half of the last century, the number of cities in India with a population of one million and
above has steadily increased from 5 in 1951 to 35 in 2001, and is expected to further increase to 70 by
2025. The share of urban population to the total population is also projected to increase from 28% in
2001 to 58% by 2025. It is clearly understood that cities are the economical contributors of the nation
with 50-60% contribution to national GDP. How an Urban India can survive and thrive with the
aforementioned estimated population is a challenge of paramount importance.
Indian cities have registered a huge growth in registered motor vehicles in the last decade. Booming
economy, aspirations to own a vehicle, inadequate public transport (with respect to demand, comfort
or both), government’s encouraging policies etc. are few reasons for the rapid increase in
motorisation. From 1981 to 2001, population increased in six major metropolises by 1.9 times but
motor vehicles increased by 7.75 times. Energy demand in the transport sector is projected to grow at
5-8% per annum. The estimates of vehicular growth are unimaginable and threatening. To illustrate
with an example, cars and SUVs will increase thirteen-fold by 2035 with respect to 2005 figures, in a
do-nothing scenario. Although we can see a clear increase in vehicular growth from past few years, it
is only applicable for private vehicles and not the bus fleet.
As a general trend, with the increase in the size of the city in terms of both area as well as population,
the modal share of public transport has been increasing but there is no evidence either for the
reduction of private motorised transport (2w+car etc) share except for the 5 million plus cities. One
of the important reasons for considerable Public Transport (PT) modal share is the presence of a
substantial percentage of captive riders in most Indian cities. But, at the same time, the modal share of
non-motorised transport (walk and bicycle) is also considerable. Despite this, the infrastructure and
facility support is extremely poor for Non Motorised Transport (NMT) modes in India. From a recent
study by Ministry of Urban Development (MOUD), during 1994 to 2007, the average public transport
share had been reducing for the cities with above 2 million populations. From the same study, it is
also highlighted that the major portion of vehicular composition during peak hour on important
corridors in the city consists of cars, and two-wheelers which clearly indicates the reason for extreme
congestion on Indian urban roads during peak hours.
After understanding the trends of urbanization, motorization, and modal share, it is now important to
understand how they are affecting mobility and safety, which are the two main goals of transportation.
Mobility can be assessed in terms of speed, travel times, delays etc. along important corridors in the
city. According to a recent study by MOUD, the average journey speed in 2007 on important city
corridors was in the range of 17-26 kmph, which is considerably low compared to design speeds for
the same roads. Considering a do-nothing scenario, these speeds are expected to fall to single digits by
2031. Also, as per recent data on fuel consumption and emissions per day, the major portion is shared
by cars and two wheelers, which highlights the need to promote PT and NMT modes to bring these
levels of fuel consumption and emission down.
Safety is another important goal of transportation, and is a major issue of worry in India. Recently,
WHO revealed in its global status report on road safety that India topped in road accident fatalities
over every other country in the world including the most populous China. In India, the number of road
deaths is increasing every year whereas in other European countries like Germany, Sweden, England
and Denmark, the numbers are either stagnant or reducing and thus indicating their higher
sustainability levels.
To summarize, most Indian cities today are typically characterized by high-density urban areas,
absence of proper control on land use, lack of proper roads and parking facilities, poor public
transport, lack of road user discipline etc. This level and type of urbanization in India has caused

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many problems, especially with regard to its impact on the demand for infrastructure facilities. Urban
transport systems have come under heavy strain and this has adversely affected the quality of life of
urban dwellers. Mass transport facilities in the cities are grossly inadequate for providing fast,
comfortable, and convenient travel. This has resulted in heavy shift of commuter patronage from mass
transportation to private and intermediate transport and consequently, a huge increase in no. of
intermediate and private vehicle ownership. The introduction of small cars, like Tata Nano (people’s
car), in the Indian market will further add to the complexity of the transportation situation in the
Indian cities. The resultant effects are increased traffic congestion and transport-borne pollution,
heavy fuel consumption, poor level of service to the commuter etc.
It has taken the sceptre of Nano and its clones swamping our limited road infrastructure to make
thinking animals aware of the dangerous mismatch between urban reality and the coming small car
explosion. Why is there so much hype and speculation associated with the advent of the Tata Nano -
the world's cheapest car? Where already 900-1,100 vehicles were getting added on the city roads
daily, why should a few additional hundreds of Nanos (and later Marutis and Mahindras) create such a
stir? Should we not be happy that mobility would now become a more equitable product?
Criticism on the Nano is not really focussed on the car per se, but its implications. I think it brings a
glimpse of a scary reality that we have all been ignoring for too long. Is it pure apathy and selfishness
on the part of the already privileged car users who feel threatened that the congested and valuable
road space would become more congested and slow them down? Or, are we really beginning to wake
up to the bigger issue, which is, that if everyone sooner or later takes to driving, where will be the
road space to move? Surely, roads and flyovers cannot spring up overnight and let's admit it;
infrastructure will never be able to keep up with the explosive rates of vehicular growth.
The solution is simple. Whatever we focus on grows. If we focus on creating more and more
infrastructure and space for cars and other personal modes of travel, there will continue to be more
Nanos and the like, and we will continue to crib about traffic jams, pollution levels rising, more road
accidents, etc. If the focus shifts to channelising all energies in creating spaces and infrastructure for
clean, efficient, affordable and attractive public transport for all, then we will manage to create a win-
win a situation and make mobility much more sustainable than what it is at present.
GOVERNMENT POLICIES
There are three fairly recent Government policies/plans having an impact on urban transport today.
These are the Automotive Mission Plan, 2006-16, of the Ministry of Heavy Industries & Public
Enterprises. This charts out ways for making India a leader in automobile manufacturing and a world
export hub for cars. The second is the Jawaharlal Nehru National Urban Renewal Mission
(JNNURM), initiated by the Ministry of Urban Development, which brings in an investment of
approximately Rs 1,372,910 crore to fund urban transport projects in select cities.

The third important policy is the National Urban Transport Policy (NUTP), announced by the
Ministry of Urban Development, which lays stress on the fact that people occupy the centrestage in
our cities and all plans should be for their common benefit and well being. It presents a vision for
cities to plan their transport in a more sustainable manner. Interestingly, all urban transport projects to
be identified for funding under the JNNURM need to be in line with the NUTP, which is clearly a
pro-public transport policy.
However, a quick review of the envelope calculation on the share of investments earmarked for
providing public transport systems in contrast to building road infrastructure in most of the City
Development Plans (CDPs) prepared under JNNURM, reveals that we have allocated a
disproportionately larger share of funds on creation more for personal travel modes. In short, more
money has been spent on the deepening the malaise than finding the remedy. Therefore, barring the
third policy, the first two are paving way for inviting more mobility-related challenges in our cities.

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SUSTAINABILITY OF TRANSPORT WITH RESPECT TO THE CITY OF CHANDIGARH

Chandigarh is a city planned by Le Corbusier in a grid iron layout pattern spread over an area of 144
Sqkm, envisaged for a population of 5,00,000. But in the year 2001, the city had already achieved a
population of 9,00,000. But, today, it is bursting with over 12 lac residents. Due to Chandigarh’s
seemingly uncontrollable”urban sprawl”, it has become difficult to provide matching infrastructure.
Therefore, in the long term, this kind of development is not only inefficient but an increasingly
infeasible model. Clearly, we need a new paradigm for addressing the planning needs of our cities.
There is no getting away from the reality that we need better and sustainable transportation systems.
There are far more vehicles than commuters in Chandigarh which has the highest number of
motorized four- and two-wheelers. For every 1.8 persons, there is a vehicle in the city, which is far
more than the national Capital’s ratio of one vehicle per four persons. According to statistics of the
transport department, at present there are over 2,00,000 four wheelers and more than 4,00,000 two-
wheelers. Over the past one decade, as many as 30,000 vehicles are being annually added to the city.
In addition, there is the floating population of over 1,00,000 vehicles that come in to the city from the
adjoining towns of Panchkula, Mohali and nearby areas annually.
The population of the city, planned by Le Corbusier to reflect independent India’s vision in early
1950’s was only over 2,57,000 in 1971. while the population rose to just over 9,00,000 in 2001, the
number of vehicles during the period has grown more than 42 times from a mere 12,345 in 1971 to
over about 6,00,000 now.
As per the study done by Rail India Technical and Economic Services(RITES) for the Mobility Plan
of Chandigarh, it is pointed out that merely 16% of Chandigarh’s population travels by buses. Ideally,
60% of people should use the public transport system and this is possible only if the services are
improved. Economic incentives may motivate some drivers to abandon their cars under congested
conditions, thereby achieving the traffic dilution goal. Well known economic measures used to soften
the demand of traffic include petrol taxes, toll roads, parking fees, congestion charges and transit
subsidies etc.
All Indian cities face a crisis of urban transport. Despite investments in road infrastructure and plans
for landuse and transport development, they face increasing problems of congestion, traffic accidents
and air and noise pollution. Investments in road widening schemes and grade separated junctions,
which primarily benefit personal vehicle users only (car and two wheelers users), have dominated
government expenditure. In the name of promoting public transport, demand for the rail based
systems(Metro, Light Rail Transit and Monorail) are being promoted by several cities, despite the fact
that the rail based systems are capital intensive, capacity is under utilized and requires capital and
operating subsidies.
The existing metro systems in Kolkatta, Chennai and Delhi are carrying less than 20% of the available
capacity. The metro and LRT become low cost in terms of energy consumption and pollution only
when the system runs to its full capacity. If the supply exceeds the demand, the system runs at a loss.
On Chandigarh’s main roads, the car speed is fixed at 65 kmph. This is too fast for today’s quantum
of traffic. Incidentally, 75 kmph is considered a highway speed. The Delhi High Court has had to step
in and limit the speed for light vehicles 35-40 kmph in the Capital. The same is required in
Chandigarh. It is very clear that we have no one who is an expert on traffic management or road
design vis e vis flow of traffic and control of pedestrians. Otherwise, how can a National Highway,
N.H-21 pass through the heart of Chandigarh?
The roads in Chandigarh are quite unfriendly to the pedestrians. Car travels at about 65 kmph. This is
the fastest it can travel. While approaching the roundabouit, the motorist is obliged to slow down to
negotiate at the round about to 20 kmph. This is where the zebra crossing should be. The pedestrian
crossing is mid-way on the stretch between two roundabouts. Not content with this, the pedestrians
have made a dozen crossings on their own. It is an obstacle race. The pedestrians have to cross three
lanes and dodge fats –moving traffic. They then climb over barbed wire, brush aside the thorny

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bushes on the intersecting kerb and rush across three more lanes. This is a serious flaw and there is a
need for an under pass or over bridge. That is the need of the moment.
The city of Chandigarh urgently needs a mass rapid transport system as it has the highest per capita
vehicles in India that makes roads inaccessible at peak hours. The administration, over the years had
failed to evolve a strategy to finalize MRTS (Mass Rapid Transport System) for the region; adjoining
areas of the tricity falling in Punjab, Haryana and Himachal Pradesh have been proposed to be
included in the project. In Punjab, the adjoining areas of Mohali including Kharar, Zirakpur and
Morinda are likely to be included to meet the needs of the commuters.Adjoinig areas in Haryana upto
Kalka are also proposed to be included. In Himachal Pradesh, Baddi and Barotiwala shall be
connected through the transport system. The corridors suggested in the report shall cover an area of
about 87 km.
The proposed metro project in the city will be divided into underground and on ground sections. On
one of the routes starting from Khuda Lahora, the project will be over ground till the PGI. From the
medical institute till the Industrial Area, Phase I, near the existing railway station, the entire stretch
will be underground. From this point onwards, the metro line will enter Panchkula. The state
government response on the kind of layout is expected shortly. The second route planned from the
Inter State Bus Terminus (ISBT), Sector 17, and passing through Sectors 22 and 35 will touch the
ISBT, Sector 43. The entire stretch will be underground. From this point onwards, the kind of rail
track layout for the metro connection with Mohali areas will be left at the discretion of the Punjab
government (underground or on ground). The third metro line which will be totally on ground and
shall start from Dadu Majra and meander through Maloya, Vikas Marg, Industrial Area, Phases I and
II, till the Rajiv Gandhi Chandigarh Information Technology Park.
Broadly speaking, the entire network within the city limits, except on the periphery, will be
underground. The project report has clearly earmarked the major stations, which include the areas
adjoining the PGIM, Industrial Area, Rock Garden and ISBTs Sectors 17 and 43, besides certain
smaller stations. The underground railway passage in a majority of the metro map would mean no
change in the master plan of the city in a broader perspective. With arrangement for adequate parking
facility as well, the metro will probably be the biggest arrangement in meeting the requirements of the
burgeoning population.
The projected cost of construction has been worked out as Rs 170-180 crore per km for the over
ground rail stretch and between Rs 270 and Rs 280 crore per km for the underground segment. The
total cost works out to Rs 10,000 crores approximately.
Presently, the bus service from Panchkula to Chandigarh and Mohali is not an intra city service but an
inter-city service unattractive as a public transport. The committee on MRTS has suggested”
Operation of a Modern City bus service for the complete Chandigarh Urban Complex under a
common management. The modern buses should be sleek, ergonomically designed with wider doors,
windows, comfortable seating, GPS, passenger information system to wipe out the negative image of
buses in the minds of people.
The system of “urban buses” was also suggested by Le Corbusier earlier in 1962. But even if it had
been implemented after 50 years, the future deterioration could have been saved. The buses are
proposed to run along the flanks of major arterial roads with stations located next to the signaled
intersections for safe and efficient dispersal of commuters. When realized, the dual system is likely to
cater to 50% of the transportation requirements of Chandigarh and the surrounding areas in the next
25 years. The transportation plan which Le Corbusier prepared in consultation with the Director of
Mass Transportation provided a three tiered transportation consisting of large, medium and small
buses. Large buses were supposed to run along the V3 roads and the small ones to the residences.
Corb’s plan made sure that nobody needed to change a bus more than twice in order to reach a
destination. Had the Administration implemented the plan earlier, the magnitude of the problem might
have been less. The need for MRTS could have been got postponed further.

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To ease out the heavy traffic load between Chandigarh and Panchkula due to single connectivity road,
there is a proposed flyover. The proposed flyover, about half- a-kilometer long, will be constructed on
the Madhya Marg near Sector 26 and cross over the intersection of Madhya Marg and Purv Marg or
Transport roundabouts. When constructed; it will lighten the heavy burden of traffic on then central
corridor. According to George Kuruvilla, an Urban Planner based at Bangalore said,”The proposed
flyover seems to be correctly placed but an underpass (open to sky) is always better than a flyover as
the load of traffic is taken by the ground. Therefore, it is more economical and aesthetical. The flyover
is monstrous which undergoes wear and tear over the years and therefore is open to
maintenance/potential structural problems, especially with heavy vehicles constantly plying on it.
Also, importantly, the flyover/ underpass meets the road again not close to the next traffic intersection
because then we have traffic jams on the flyover.”
Last but not the least, we need to popularize cycling in Chandigarh. On the city map of Chandigarh,
there is no mention of any cycle tracks which have been laid across the city by spending crores of
rupees. Walking and cycling should be made a part of the mobility plan of the city.
CONCLUSION
Mobility in an urban space could be made easy, comfortable, safe, stress-free and equitable for all,
provided the planning and thinking behind it is based on the principles of first improving the travel
conditions for the masses, providing an attractive and efficient public transport system, and then
discouraging people not from owning but utilising their cars. Today we cannot discourage people to
utilise their cars an equally comfortable public transport alternative simply does not exist. Building
this public transport system should be our topmost priority, rather than repeating the mistakes of the
past.
There is need to see urban transport as one whole system, where both the car and public transport
have a role to play. Ideally, there needs to be a unified umbrella body which treats both the subjects
with equitable importance and recognizes and defines the role and contribution of each stakeholder -
the Government, auto manufacturers, oil companies, highway companies, planners, environmentalists,
citizens, etc, in making our cities more balanced, sustainable and livable.

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

INTELLIGENT TRANSPORT SYSTEMS (ITS) - A TOOL FOR THE URBAN

TRANSPORT PLANNER

Chetan R. Patel1 and Nikunj B. Shah2

INTRODUCTION
Traffic congestion has been increasing world-wide as a result of increased motorization,
urbanization, population growth and changes in population density. Congestion reduces utilization of
the transportation infrastructure and increases travel time, air pollution and fuel consumption. To
fulfill this need a new way of looking at -- and solving -- our transportation problems for a national
system that is both economically sound and environmentally efficient. It is ITS - intelligent
transportation systems
Traffic accidents and congestion take a heavy toll on lives, productivity, and wastes energy. ITS
enables people and goods to move more safely and efficiently through a state-of-the-art, inter modal
transportation system.
The objective of this seminar repot is to provide the broad idea regarding the intelligent
transportation systems (ITS), technology, its benefits, and its application
INTELLIGENT TRANSPORTATION SYSTEM (ITS)
A broad range of diverse technologies, known collectively as intelligent transportation systems
(ITS), holds the answer to many of our transportation problems. ITS is comprised of a number of
technologies, including information processing, communications, control, sand electronics. Joining
these technologies to our transportation system will save lives, save time, and save money.
The Intelligent Transportation System (ITS) is to add information technology to transportation
infrastructure and vehicles. It aims to manage vehicles, roads, and routes to improve safety and
reduce vehicle wear, transportation times and fuel costs.
The ITS program was originally called Intelligent Vehicle/Highway Systems.

1
Asst. Professor, M. Tech. (Planning), CED, SVNIT-SURAT, Gujarat (India)
2
M.Tech. Researches (Planning), CED, SVNIT-SURAT, Gujarat (India)

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ITS has lot to offer in solving some of the complicated transport problems in urban areas. The benefits
from ITS includes:
Making travel more efficient (safer, less polluting, cheaper, better informed travel);
Helping to achieve best value within network management as a result of greater information
gathering and improved decision making;
Simplifying public transport use by providing real time information about services;
Reducing the effects of pollution from vehicles by better traffic management;
Reducing the number of accidents by providing drivers with more information about conditions
on the roads ;
Helping drivers find the best route to their destinations and changing that route if major incidents
occur on it;
Improving the security of public transport passengers and staff by providing extra
communications and better information;
Helping to monitor and evaluate network performance by automatically collecting and analyzing
data;
Protecting vulnerable road users such as children and disabled;
Improving planning decisions by making more historic information available; and
INTELLIGENT TRANSPORTATION TECHNOLOGIES
Intelligent transportation systems vary in technologies applied, from basic management systems such
as car navigation, traffic light control systems, container management systems, variable message signs
or speed cameras to monitoring applications such as security CCTV systems, and then to more
advanced applications which integrate live data and feedback from a number of other sources, such as
Parking Guidance and Information systems, weather information, bridge de-icing systems, and the
like. Additionally, predictive techniques are being developed, to allow advanced modeling and
comparison with historical baseline data.
In the period from 1992 to around 1995 the ITS sector was known as Intelligent Vehicle Highway
Systems (IVHS). At the time it was recognized that all forms of transport could benefit from the
application of information and communications technologies (ICT). However the term ICT had not
yet been described in popular vernacular. The global leaders in ITS at the time then determined that
there needed to be a term to describe the application of ICT to transport and coined the term
Intelligent Transportation Systems.
Some of the constituent technologies typically implemented in ITS are described as
Wireless communications
Computational technologies
Floating car data; floating cellular data (FCD)
Sensing technologies
Inductive loop detection
Video vehicle detection
Wireless Communications
Various forms of wireless communications technologies have been proposed for intelligent
transportation systems. Short-range communications (less than 500 yards) can be accomplished using
IEEE 802.11 protocols, specifically WAVE or the Dedicated Short Range Communications

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

standard being promoted by the Intelligent Transportation Society of America and the United States
Department of Transportation. Theoretically the range of these protocols can be extended using
Mobile ad-hoc networks or Mesh networking.
Longer range communications has been proposed using infrastructure networks such as WiMAX
(IEEE 802.16), Global System for Mobile Communications (GSM) or 3G. Long-range
communications using these methods is well established, but, unlike the short-range protocols, these
methods require extensive and very expensive infrastructure deployment. There is lack of consensus
as to what business model should support this infrastructure.
Computational Technologies
Recent advances in vehicle electronics have lead to a move toward fewer more capable computer
processors on a vehicle. A typical vehicle in the early 2000s would have between 20 and 100
individual networked microcontroller/Programmable logic controller modules with non-real-time
operating systems. The current trend is toward fewer more costly microprocessor modules with
hardware memory management and Real-Time Operating Systems. The new embedded system
platforms allow for more sophisticated software applications to be implemented, including model-
based process control, artificial intelligence and ubiquitous computing. Perhaps the most important of
these for Intelligent Transportation Systems is artificial intelligence.

Floating Car Data; Floating Cellular Data (FCD)

Virtually every car contains one or more mobile phones. These mobile phones routinely transmit their
location information to the network – even when no voice connection is established. These cellular
phones in cars are used as anonymous traffic probes. As the car moves, so does the signal of the
mobile phone. By measuring and analyzing triangulation network data – in an anonymized format –
the data is converted into accurate traffic flow information. The more congestion, the more cars, the

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M 2010

more phhones and thhus more proobes. In mettropolitan areeas the distaance betweenn antennas isi shorter
and, thuus, accuracy increases. No
N infrastructture need be built along the
t road - onnly the mobiile phone
networkk is leveragedd. The FCD technology
t p
provides greaat advantages over existing methods of traffic
measureement: - much less expeensive than sensors or cameras - more m coveragge: all locattions and
streets - faster to seet up (no woork zones) and
a less maiintenance - works
w in alll weather co
onditions,
includinng heavy rainn
Sensingg Technologiies
State-of-
f-the-art senssor technoloogies have greatly enhaanced the teechnical cappabilities an nd safety
benefits awaiting Inttelligent trannsportation syystems aroun nd the world.. Sensing sysstems for ITS S
can be either
e infrasttructure baseed or vehicle based
systems,, or both - see, for example,
e Inttelligent
vehicle technologiees. Infrastruucture sensoors are
devices that are insttalled or embbedded on thhe road,
or surrouunding the road
r (buildinngs, posts, annd signs
for exam mple). Thesee sensing teechnologies may be
installedd during preventive
p road construction
maintenance or by sensor injecction machinnery for
rapid deeployment off road in-grouund sensors. While
vehicle sensors
s are those
t devicess installed onn the road orr in the vehiccle, new techhnology deveelopment
has also enabled celllular phones to become anonymous
a trraffic probess, such as floating car datta.
Inductivve Loop Dettection
Inductivve loops can be placed inn a roadbed to detect vehicles as theyy pass over thhe loop by measuring
m
the vehicle's magnettic field. Thee simplest deetectors simply count the number of vvehicles duriing a unit
of time (typically 600 seconds inn the United States) that pass over thhe loop, whille more soph histicated
sensors estimate thee speed, lenggth and weighht of vehiclees and the diistance between them. Loops can
be placeed in a singlee lane or across multiple lanes, and they
t work wiith very sloww or stoppedd vehicles
as well as
a vehicles moving
m at higgh-speed.
Video Vehicle
V Detection
Traffic flow measurrement usingg video cam meras is another form of vehicle deetection. Sin nce video
detectionn systems doo not involvee installing any
a componeents directly into the roadd surface or roadbed,
this typee of system isi known as a "non-intruusive" methood of traffic detection.
d Viideo from bllack-and-
white orr color cameeras is fed innto processoors that analy
yze the channging characteristics of the
t video
image ass vehicles paass. The cameras are typically mounteed on poles oro
structurees above or adjacent to thet roadway.
Most viideo detectioon systems require
r somee
initial coonfiguration to "teach" the
t processorr
the baseeline backgroound image. This usuallyy
involvess inputting known measurements
m s
such as the
t distance between lane lines or thee
height of
o the camerra above the roadway. A
single video
v detectiion processoor can detectt
traffic simultaneous
s sly from foour to eightt
camerass, depending on the brandd and model.
The typiical output frrom a video
detectionn system is lane-by-lanee vehicle speeeds, counts and lane occcupancy readdings. Somee systems
provide additional outputs includding gap, headway, stopp ped-vehicle detection
d andd wrong-wayy vehicle
alarms.

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ITS USER SERVICES

Within the context of ITS the term user services describes what ITS should do for the users of the
transportation system including travelers, operators, planning organizations, commercial operators etc.
ITS user services have been defined and grouped into following major user service bundles.
Advanced Public Transit Systems
- Transit Vehicle Tracking - Transit maintenance
- Transit fixed-route operations - Multi-modal co-ordination
- Demand responsive transit - En-route transit information
- Passenger and fare management - Multi-modal connection protection
- Public travel security
Advanced Traveler Information Systems
- In-vehicle navigation systems - ISP-based route guidance
- Variable message signs - Traffic estimation and prediction
- Broadcast traveler information - Traveler services payment and
- Interactive traveler information reservation
- Autonomous route guidance - Ride matching
- Dynamic route guidance - In-Vehicle Signing
Advanced Traffic Management Systems
- Traffic control - Regional parking management
- Probe-based flow monitoring - Roadway environmental sensing
- Surface street control - Roadway and weather data fusion
- Highway control - Environmental information
- Regional traffic control dissemination
- Incident risk prediction system - Roadway micro-prediction
- Predictive demand management - Maintenance fleet management
- Electronic toll collection - Smart work zones
- Emissions management - Dynamic roadway warning
- Virtual TMC and vehicle-based - Variable speed limit and enforcement
sensing - Signal enforcement
- Electronic parking payment and - Mixed use warning systems
parking facility management - Automated non-vehicular road user
- Reversible lane management protection
- Road weather information system
Advanced Vehicle Safety Systems
- Vehicle safety monitoring - Pre-collision restraint deployment
- Driver safety monitoring - Sensor-based driving safety
- Longitudinal warning systems enhancement
- Lateral warning systems - Automated vehicle operation
- Intersection collision warning
Automated Highway Systems
Commercial Vehicle Operations
- Fleet administration - Roadside CVO safety
- Freight administration - On-board safety monitoring
- Electronic clearance - Hazardous material planning and
- Commercial vehicle administrative incident response
processes - Freight in-transit monitoring
- Weigh-in-motion (WIM) - Freight terminal management

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

Electronic Payment
- Electronic toll collection - Electronic fare collection
Emergency Management Systems
- Emergency response management - Disaster command and control
- Emergency vehicle routing - Disaster information dissemination
- Personal security and mayday support
Intelligent Vehicles
Adaptive Cruise Control
Automatic Vehicle Identification
Automatic Vehicle Location
CONCLUSION
In the context of Indian cities with limited resources Travel Information, Urban Traffic Control
system, Parking Guidance and Information, Bus Priority, Freight Management system are the area
where deployment of ITS should be explored on priority particularly in metropolitan cities, further to
this government should make separate fund for ITS projects include research funding for innovative
ITS, private finance initiatives, public private partnerships and partnering, education and awareness.
References
Bob McQueen, and Judy McQueen, “Intelligent Transportation Systems Architecture”, artech
house, London, 1999.
Chirs Drace and Chirs Rizos, “Positioning Systems in Intelligent Transport Systems”, artech
house, London, 1998.
Christian Gerondeau, “Transport in Europe”, artech house, London, 1997.
David Crawford, “Park and Go”, ITS international, U.K., (March/April 2001), pp. 68.
Hamet P.: Interoperability of Electronic Toll Collection in Europe- A Policy of the European
Union, Tolls of the Future, Ministère de l’Équipement, des Transports et du Logement,
Association des Sociétés Françaises d’Autoroutes, Avignon, 2000
Ian Catling, “Advanced Technology for Road Transport: IVHS and ATT”, artech house, London,
1994.
Indian Vehicle tracking System, ITS International, U.K., (July/August 2000), pp. 12.
Ray M.: ITS in Countries in Transition, Conference ITS 01 Prague, World Road Association –
PIARC, 2001
www.gisdevelopment.com

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TRAFFIC CALMING: AN ELEMENT IN SUSTAINABLE URBAN

TRANSPORTATION

Dhanashree S. Upadhye1and B. V. Kolatkar2

SUSTAINABLE TRANSPORT
Sustainable transport implies transportation with a lower impact on the environmental quality and also
includes concern for its social and economic viability for the community. The most common mode of
green transport is walking. The design of vehicle-free city planning, along with pedestrian and bicycle
friendly design of neighborhoods is a critical aspect for grassroots activities at the neighbourhood
level which is a basic unit of city planning.
Key points of sustainable transport planning are:
Access, not mobility;
Pedestrian and cyclist not motorised personal vehicle user.
In India, from what appears in our cities, pedestrians have been viewed as secondary users of the road.
Present ground reality is that an auto vehicle user enjoys first right on the use of the road. Senior
citizens, women, cyclists and pedestrians (weaker elements of society) should normally get priority to
use roads with safety.
Pedestrian crossings, speed beakers, rumbling strips are installed on arterial roads for reducing speed
of vehicles so as to allow pedestrians to safely cross the roads. These measures reduce the speed and
improve pedestrian safety and are therefore implemented as part of the traffic calming technique.
Although, walking is a kind of mode for transportation and is used by a large number of people due to
various reasons, less attention has traditionally been given in planning for this element. In India,
roadside elements designed for pedestrians are termed as footpaths but they are rarely used for the
purpose of walking due to encroachments by stalls, vehicular parking and other commercial activity.
This overall scenario lays bare the concern of planners and government for pedestrian safety. The
situation has reached such a state that footpaths are often viewed as mere road furniture and hence
planned as an appendage of secondary importance.
TRAFFIC SAFETY AND ENVIRONMENT
Urbanization and Transportation Planning
Planner should plan and design transportation infrastructure after taking into consideration future
needs of the community.
Transportation is an integral element in urban planning. Road corridors are part and parcel of built
environment. Roads / corridors of a city are not only spaces for accessibility to built space but are
also living yards where people can perform their activities like morning walk, playing, buying
vegetables, school bus pick up point , rickshaw stand etc. Such space outside the residences are
called living yards in European countries.
Transportation systems are a critical element of a strong urban economy, but can also contribute
directly to building community and enhancing quality of life.
Where transport supply is in conjunction with supply of other infrastructural elements, it can
significantly affect economic growth.
Haphazard and unplanned development is always associated with disturbed road hierarchy. The
peak hour traffic congestion on arterial and sub arterial roads induce road users to make use of
substitute roads which are usually neighbourhood roads. Urbanization increases population of

1
Student, Town & Country Planning, College of Engineering, Pune.
2
Visiting Faculty, College of Engineering, Pune

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

urban areas but does not necessarily increase road capacity. As a result, roads get overloaded.
This again leads to unsustainable transportation.
Extraneous traffic which utilises neighbourhood roads disturbs the quality of life of the
neighbourhood and creates problems of safety for cyclists and pedestrians.
The job of planner is not only to plan the areas but s/he is supposed to manage the growth of the
city by applying tools like zoning to manage the pace of development and transport related issues
with the help of traffic calming.
In recent years, planners have also been expected to maximize the accessibility of an area to
people with different ability, but at the same time they should consider the safety of pedestrian as
the way to make urban life more pleasant.
The changing urban density is a result of increasing population and also immigration towards
metropolitan cities, where disparities in income and social status leads to development of cities
within cities. This development happens to be haphazard which also reflects in travel (traffic
pattern).
The concept of sustainability revolves around economic, social and environmental factors.
Liveable space is associated with environment, community represents social and safety is
associated with an economic factors. The tool of traffic calming can also be used to better a given
situation with these factors kept in focus (see figure 1).

Livable
space

TRAFFIC
CALMING
Environment Economy

SUSTAINABLE

Society
Safety
Community &
Quality of life

RELATION OF TRAFFIC CALMING AND SUSTAINABLE TRANSPORT

Fig. No. 1: Relation of Traffic Calming and Sustainability

TRAFFIC CALMING
Traffic calming is a combination of mainly physical measures that reduce negative effects of motor
vehicle use, alter driver behaviour and improve conditions for non-motorized road users.
European Beginning
European traffic calming began as a grassroots movement in the late 1960s. Angry residents of the
Dutch City of Delft fought “cut-through” traffic by turning their streets into “woonerven” or "living
yards” (see figure 2). This was followed by the development of European slow streets (designed for
30 kmph or 20 mph) in late 1970s; the application of traffic calming principles to intercity highways

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M 2010

through small Daniish and Gerrman towns in the 1980s; and the treatment oof urban artterials in
area-widde schemes, principally
p inn Germany and
a France, also
a in the 19980s.

Traffic problem:
poor signall timing
Princcipal arteria
al

Altern
nate
routtes

Traffic
T
ca
alming
needed

Fig no 2. “Cut
“ Throughh” Traffic & Hierarchy of
o Road Netw
work

Fig. no. 3. Traffiic Calming Tools

T Used in
n Correctionss to Road Neetwork.

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 Nationnal Seminar on Sustainable Liffelines: Transportation Planniing and Managgement, 12-13 March
M 2010

Need for Traffic Caalming

Traffic claming
c is a corrective measure. Looopholes leftt in planningg of an area can be corrrected by
traffic calming. Manny planned cities
c have used grid iron n pattern forr their road nnetwork. Thiis pattern
generatees innumerabble options forf movemennts within ciities. This, however,
h prooves to be a problem
rather thhan a boon. Traffic
T tendss to use evenn local accesss roads, in neighbourho
n ods when coongestion
takes a toll of arterrial links in the road neetworks. This extraneouss traffic connsiderably afffects the
quality of
o life in suchh neighborhooods.
Goals of Traffic Caalming (see figure
f 4)
Traffic calming is a correctivve measure for overcom ming ill-effeects and flaaws in the network
configurration. Oftenn, road netwoork lacks funnctional hierrarchy whichh leads to ubbiquity of ex xtraneous
traffic moving
m a roads resuulting in worsened qualiity of living in neighborrhoods. The goals of
on all
traffic caalming, thereefore, seek too correct thiss situation by
y
• Remmoval of extrraneous traffiic from neighhborhoods fo or avoiding unsafe
u speeds of motor vehicles,
• Redducing collisiion frequencyy and severitty;
• Incrreasing the saafety and thee perceptionn of safety fo or non-motorrized users oof the streets)) thereby
increasing the quuality of life;;
• Redducing the need for Policee enforcemennt,
• Redducing negatiive effects off motor vehiccles on the en nvironment (e.g.
( pollutioon);
• creaating attractivve streets by Improving street
s environ
nment (e.g., improving
i sttreetscape);
• Incrreasing accesss for all moddes of transportation;
• Redducing cut-thhrough motorr vehicle trafffic by prom moting pedestrian, cycle and transit - friendly
enviironment;
• Mannaging motorr vehicle parrking by alloccation to it of surplus roaad space;
• Incoorporating prreferences and a requirem ments of peo ople using thhe area (e.gg., working, playing,
residding) along the
t streets, orr even at inteersections

Fig. no. 4. Aimss of a Traffic Calming Prooject

Traffic conditions
c o residentiall streets can greatly affeect neighborhhood livabiliity. When sttreets are
on
safe andd pleasant, thhe quality off life is enhaanced. When
n traffic probblems are a ddaily occurreence, our
sense off communityy and personnal well-beinng get threateened. With somes help frrom the police & the
engineerrs and efforrts of the cityc in Educcation, Engiineering andd Enforcemeent, the pro oblem of
neighborhood trafficc can be adddressed effeectively. Citiizen involvem ment is an iimportant paart of all
traffic caalming projeects. The peoople who livee and work in ming project can have
i the area off traffic calm
the oppoortunity to beecome activeely involved in the planniing and decission-making process.

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

Traffic calming involves usage of a toolkit of different methods and measures primarily intended to
influence and manage traffic speeds and volume (see figure 3 for illustrations).
ROLE AND RELEVANCE OF TRAFFIC CALMING IN INDIA AND PUNE
Pune city is an important urban centre in Maharashtra. As per 2001 census, the population is around
26 lakh and vehicular population is around 11 lakh. The area of Pune Municipal Corporation is about
244 sqkm. Pune shows an exponential growth in population and number of vehicles. Physical
development of Pune is on a radial & ring pattern. The radial roads focus on the core area & are
arterial roads of the city.
Major shortfalls seen in the transportation network are
inadequate public transport
inadequate & improper provision for pedestrians & cyclists on the road network
blurring of fundamental hierarchy of road network
land use strategy that promotes access needs & thereby fails to nurture mobility over arterial road
network
lack of co-ordinated traffic signals
violation of traffic regulations
Neighbourhoods (societies or colonies) in Pune are infected by an ailment of extraneous traffic.
Increase in number of vehicles associated with an almost archaic transportation network has prompted
enforcement authorities to ask for traffic signals at almost every junction. Several one-way schemes
have been experimented with to overcome peak hour auto-vehicle traffic congestion. The
consequences of these measures for residential neighbourhoods were largely unforeseen or uncared
for. Extraneous traffic is a knee-jerk response of vehicle users for avoiding delays imposed by these
measures. These users seek
To reduce the duration of their journey;
To avoid congested arterial or sub arterial roads; and
To avoid signals which impose delay
Increase in the number of vehicles in the city in the past ten years is closely associated with the
declining graph of living conditions in Pune. The indicators are:—
Increasing accidents
Noise & Air pollution
Congestion
Insufficient public transport system
Widening of roads by cutting trees along roads
Increasing urban growth demands wider roads. But most of the time, these wider roads induce higher
speeds which ultimately affects environment and safety. A narrow road with obstruction from on-
street parking on both sides restricts speed. Older roads with less carriageway width experience less
speed where people can use the road safely. However, there is an urgent need for urban planners to
take notice of the potent tool of Traffic Calming for correcting past mistakes and also for learning
what not to do while planning for either new towns or newer areas of existing towns
TRAFFIC CALMING MEASURES IN INDIA
In Indian cities people often face the problem of extraneous traffic but because of lack of awareness or
knowledge about the traffic calming measures they resort to ad-hoc community level solutions.
Following measures are often used in Indian cities.
Filling gaps in the boundary wall by closing gates (in the case of gated communities);
Creating cul-de-sac or dead ends;
Barricading road by putting bollards;

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Instaalling heightt barrier to baar entry of heeavy vehicles;

Street closure byy wicket gatee; or
Use of speed breeakers on thee affected roaad.
In India and in Punee also, the enngineering measures
m (phyysical changes) are muchh more effecctive than
educatinng people or enforcemennt of regulatioons. Majority y of the citizzens do obeyy the regulattions also
— they use one wayy roads even when Policeemen are not visible on rooads. Safety,, however, iss less of a
concern for a personn flouting reggulations wheen taking risk
k to avoid a long route.
Imposinng speed limiit in a particuular area or enforcement
e of the speedd limit by plaacing of a sig
gn shows
b for a limiited period inn Indian conditions. Nevertheless, thee measures sshould be lin
results but nked with
safety reequirements of other roadd users.
TRAFF
FIC CALMING IMPAC
CT

Fig. no.
n 5. Impactt of Traffic Calming
C Meaasures

PROCE
EDURE FOR
R NEIGHBO
OURHOOD
D TRAFFIC
C CALMING
G PROJECT
T IN PUNE
The Traaffic Calminng Process involves puublic particip
pation and group decission making
g to find
solutions that concerrn a neighborrhood: —

Fig no 6.
6 People Invvolved in Traaffic Calmingg Project

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

POLICY AND PROVISION

National Urban Transport Policy
In 2006, Ministry of Urban Development, Govt. of India issued the National Urban Transport Policy
(NUTP) document, which gave thrust on moving people rather than vehicles.
The following are the objectives of the policy:-
Incorporating urban transport as an important parameter at the planning stage rather than being a
consequential requirement
Reduced travel demand- better integration of land use & transport planning.
Equitable allocation of road space
Improved public transport
Introducing ITS
Facilities for use of non motorized vehicles
Capacity building- individual & institutional
Use of cleaner technology
Innovative financing mechanism
Greater involvement of private sector
Better awareness
References
Dinesh mohan – (2004) road traffic death injuries in India. Time for action , national medical journal of
India 17,63-66
Dinesh mohan – (2004) role of traffic calming and speed reduction in road safety, journal of transport and
infrastructure, 11(!), 64-74.
G Tiwari (2004) traffic calming measures on national and state highways: Indian case studies, the Asian
journal of transport and infrastructure.
TRIPP BULLETIN VOL2 NO1 SUMMER 2005 – Indian institute of technology Delhi.
Dinesh mohan and g. Tiwari – pedestrian behavior in a large Indian city: a case study.
Pedestrians at Crossroads: A Case Study of Bangalore - Sudhir & Sameera Kumar
Mr. Jayteerth Deshpande-Student-Symbiosis Institute of GeoInformatics, Pune- Accident Analysis of
Shivaji Nagar, Pune
Inaugural speech by Shri K.C. Pant, Deputy Chairman, Planning Commission at the Fifth World
Conference on ‘Injury Prevention & Control’ at I.I.T. on 5th March, 2000
Ashish verma – (2009) Achieving a Sustainable Transportation System for Indian Cities - Challenges and
Issues
Vijay Raman and K.M. Anantharamaiah – transport policy issues
G Tiwari – Traffic flow and safety : Need for new models for heterogeneous traffic
Sudhir and Sameera kumar ( second pvt. Ltd. ) – Pedestrians at crossroads : A case study of Banglore
Pune municipal corporation report - comprehensive mobility plan for Pune city
Interviews
Mr.C.G. Patankar – senior citizen
Maj . Gen S.C.Jatar – Naragi chetan manch
Ms. Archana hande – Police constable ( traffic police head office Pune )
Manuals
Bombay Motor Vehicles Act
Bombay Provincial Municipal Corporations Act
Mumbai Police Act
Urban transport policy ( India – prepared by IL&FS infrastructure )
WEBSITE
www.easydriveforum.com
slideshare – traffic problems in Pune
Delta traffic calming policy and procedure by transport manager -Traffic calming implementation process

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M 2010

E
ENVIRON
NMENTAL
L ASSESSM
MENT AND
D IMPROV
VEMENT P
PLAN FOR
R
R.D
D.BURMAN
N MARG, GHAZIAB
BAD

aur1
Ar. Jasmine Ka
INTRO
ODUCTION
Trans-H
Hindon Ghaziiabad has exxperienced phhenomenal growth
g & devvelopment, uundergoing structural
s
& functiional growthh along with tremendous influx of poopulation andd activities inncreased in the
t NCR.
t study areea under this growth
Thus, thhe project aiimed at asseessing the ennvironmentall issues of the
pressuree and proposiing environm
mental improovement for major
m issues .
Environmental assessment waas systematiccally done by b preparatioon of themaatic maps of natural
resourcees and man--made resourrces. Quanntitative anallysis & quallitative assesssment of th he areas’
environmmental impaacts were done d on thee basis of deficienciess/ inadequaccy in infrasstructure,
incompaatible landuses such as inndustrial areaa neighbourin ng high denssity residential & also vio
olation of
standardds. As a resuult presentingg three critical areas consisting of traansportation corridor Dr. Burman
Marg, Prahlad
P Garhhi urban village and Sahhibabad indu ustrial area. Related envvironmental problems
p
helped to identify indicative DPR Rs and respective goals consisting
c off
Information about the Prroject Area
Project Overrview and Methodology
M
Field investiigations & Prroject Compponents
Environmenntal & Social Assessmentt
Implementattion framewoorks
Cost Estimaates

Landusee Map of Traans Hindon A

Area,
Ghaziab
bad(October 2008)
Indicativve DPR in Prahlad Gaarhi urban village v was aimed to improve
i liviing conditio
on, water
augmenttation by raain water haarvesting annd risk manaagement by fire protecttion measurres while
another indicative DPR
D for Dr. Burman
B Marrg
transporrtation corriddor suggestedd upgradation
of roadsside landscaaping, providding roadsidde
infrastruucture to avvoid encroaachment annd
gave deetails of altternatives foor pedestriaan
safety. The
T third inddicative DPR R of a pockeet
of Sahiibabad induustrial area resolved thhe
problemm of floodding and parking by
improvinng road sections,, roadsidde
landscapping, desiggning induustrial green
buffer, detail
d rain water
w harvestting proposaal
for one industry
i withh costing. Thhe DPR projeects supplem
mented each other
o and aimmed to mitigaate major
and minnor environm mental problem ms of focuseed areas.

1
Senior Lecturer, Lovely
L School of Architecture & Design, Lovely Professsional Univerrsity, Jalandh
har

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M 2010

INTRO
ODUCTION TO TRANS
SPORTATION STUDY
Y: BURMAN
N MARG
The proximity to Deelhi has beenn governing factor in shaaping the deevelopment ppattern of Gh
haziabad.
There iss immense Inter & intrra city movvement. Acco ording to ann estimate 778,000(1991) People
commutte daily for jobs to Delhii. With this dynamic ratee of growth the Environnment of the City has
become vulnerable to growth preessure.
b introducedd as gatewayy to Ghaziabad as it’s
The trannsportation corridor seleccted for surveey can also be
the mainn entrance froom Delhi to Ghaziabad. It is in close proximity too Anand Vihhar ISBT and d is going
to face immense prressure afterr the propossal for exten nsion of Annand Vihar R Railway Staation and
extensioon of Metro become
b a reaality. Hence there
t is a neeed to improvve the status oof this junction.
AIM
Environmental imprrovement of the traffic coorridor: Anaand Vihar
ISBT Juunction to thee Link road Junction.
J
OBJEC
CTIVE
To acchieve efficieent traffic moovement.
To reeduce vehicuular and pedeestrian conflicts.
To mitigate
m air poollution and reduce
r noisee levels.
To ennhance aesthhetics of the corridor.
c
SCOPE
E OF THE PROJECT
P
The stuudy shall foocus on issuues related to environm ment and
pedestriaan safety. Thhe output woould be in thhe form of co
onceptual
plans annd measuress to be taken for polluution abatem ment and
efficientt traffic manaagement for environmenttal upgradatiion of the corrridor supporrted by relateed policy
suggestiions.
LIMITA
ATIONS OF
F THE STU
UDY
Primary surveys havve been limiteed for peak hour
h in morn
ning (8 -11am
m)
The secoondary data wasw available in less detaail. Thereforee certain assuumptions havve been takeen for
projectioon of traffic situation / prroposals.
INFOR
RMATION ABOUT
A THE
E PROJECT AREA
The trafffic corridor for
f the studyy - Dr.S.K.Buurman Marg is at the enttrance of Ghaaziabad. Thee detailed
study is conducted for the Anaand Vihar Juunction, acceess to link road
r and thee connecting corridor
betweenn the two Juunctions. Tootal length of o the study
y corridor iss 500 metrees. Major laanduse is
Commerrcial, transpoortation & Inndustrial areea on the No
orth while prrimarily residdential on th
he South.
Major Congestion
C prroblem due to
t informal shops
s and un
nauthorised parking
p of veehicles along road has
been obsserved.
PROJE
ECT OVERV
VIEW AND METHODO
OLOGY
Project Overview
The projject shall foccus on improoving the traaffic flow and general ennvironment inn the study area.
a The
managem ment aspectss shall be considered
c too increase pedestrian
p saafety and mitigate air and
a noise
pollutionn.

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

The data is collected from both primary surveys and secondary sources. The landuse updation helped
in better understanding of the nature of activity & sphere Traffic Volume Count, Off-Street & On-
Street Parking and Road Inventory helped in understanding of related Issues. General Observation of
Environmental Issues and observations related to Traffic Management were studied along with Nature
of Future proposals and their possible effect on the study corridor for analysis.
Mitigation measures, management plan and improvement strategy shall be based on the level of
Intervention needed. The proposals will be
phased that is the Implementation scheme
shall be structured with respect to long term
and short term Interventions.
The study area (Anand Vihar ISBT junction
to Link Road intersection) has been selected
based on preliminary environmental
assessment. The basis of assessment was
traffic volume survey, modal split and
parking survey, encroachment and
pedestrian safety issues.
The Cost estimate shall also be prepared for
this project with detail of Capital cost
involved and the nature of reoccurring
costs.
PROFILE OF STUDY AREA: Dr.
S.K.BURMAN MARG
The S.D.Burman Marg can also be
introduced as gateway to Uttar Pradesh as
it’s the main entrance from Delhi to
Ghaziabad.
REGIONAL SETTING
Main linkages are:
North – Link Road, G.T.Road at 5.25
km , Sahibabd Railway Station at 4.5
km
East - Madan Mohan Malviya Marg
West - Road No.56 (Ch. Charan Singh marg)
South –Hapur Byepass (NH24) at 4.2km
Factors shaping nature of traffic are:
PHYSICAL FACTORS: Railways, Road56, Ghazipur Drain
ADMINISTRATIVE BOUNDARY: Delhi –UP Border
ARTERIAL ROADS around the corridor
SURROUNDING LANDUSE – activity in Sahibabad Area.
BETTER INFRASTRUCTURE facilities at Delhi.

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

LAND UTILISATION
Surrounding Landuse
At a study area level Dr. Burman Marg is surrounded by commercial, transportation & Industrial area
on the north and primarily residential on the south. There is immense pressure on the corridor due to
Anand Vihar Bus Stand at the west. Major Congestion problem occurs due to informal shops and
unauthorised parking of vehicles along road.

LANDUSE
MAP, 2008
Activity Sphere
5 areas of intense activity were reffered to as nodes of activity for the study.Nature of landuse and
movement of commuters across Delhi UP border is seen as governing factor for these activities.
Node 1 : Commuters across Delhi UP border exists for Employment reasons & Better infrastructure
& transport facilities at Delhi.There is also activity around Mandir ,Police chowki ,Toilets.
Node 2 :Pacific Mall invites commercial activity – tourist attraction and traffic congestion at the
entrance.
Node 3: Link Road is the main road connecting Industrial Area & Urban Villages. There is Mandir at
entrance of road and encroachments and unauthorised parking.
Node 4 : Internal road to Industrial Area. The main activity is related to TATA Motors– Fair Exports
and this is also an alternative entry to Industrial Area.
Node 5: Dabur Crossing provides connectivity to Uttar Pradesh (through the Madan Mohan Malviya
Marg)
ACTIVITY MAP

ROAD CHARACTERISTICS
Road characteristics were studied in terms of road geometry, status of street furniture, parking and
encroachments issues. The parameters observed were:

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

ROW ,CW ,Effective CW ,No. Of Lanes ,No Of Median Openings,Width of footpath ,ROW under
encroachment ,vegetation , drain,Service lane ,Nature of Encroachment ,Sight Distance ,Parking
,Kerbs ,Bus Bays ,Road surface ,Street Furniture.
Road Cross Sections

TRAFFIC CHARACTERISTICS
Vehicular Traffic Characteristics
Volume Modal Split
Volume/ Capacity at Burman Marg
• The V/C ratio in the arms at the junction is less
(0.02 – 0.45) than the standards (0.7).
• but the V/C ratio is above(1.2 -0.9) standards near
the pacific mall due to auto rickshaw, cycle
rickshaws taking u – turn after the junction
Issues
ƒ Due to more V/C ratio the rate of flow decreases in the Burman Marg in turn reduces the jouney
speed.
ƒ More u – turning traffic
ƒ The idealling time is more than 120 secs.
Rate of Flow
The Traffic flow in a junction and level of service is determined by :
volume of traffic in the junction,
volume/ capacity (V/C) ratio ,
composition of vehicles ,
speed and rate of flow
The volume in the arms of the junction (372 – 1610 pcu /hr) is less than the stds (3600 pcu/hr) .
The capacity of the intersection is 6000 pcu whereas it is 6798pcu here.
Issues:
ƒ Conflict due to more influx of traffic towards Delhi

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 Nationnal Seminar on Sustainable Liffelines: Transportation Planniing and Managgement, 12-13 March
M 2010

ƒ More through traaffic

ƒ The journey
j speed is very lesss(10 -20 km//hr)
ƒ The llevel of serviice is below C grade
The idlinng time is more than 1200 secs
Modal Split
S
The vehicular traaffic is heterrogeneous in nature.
The modal split of the vehiclles show thatt there are more
m no. of caars and two w
wheelers crosssing the
Dr. Burman
B marrg.
In thhe Anand Vihar ISBT junnction the thrrough trafficc is more (A22 and D2).
The volume in thhe arms varyy between 19908.5 – 28.5 in the A.V jnn and it variees between 2040 -
29377 in the corriidor.
Therre is huge am
mount of trafffic movemennt taking plaace near the pacific
p mall ddue to the au
uto and
cyclle rickshaws taking u – tuurn and theirr unauthorised parking.
Parkingg
Major auto parkiing creates congestion
c att this area & the junction..
Morre tempo parkking should be planned as a the area alllocated preseently is insuffficient.
Roaad side parkinng leaves thee service lanee half occupiied and throuugh vehicle mmovement beecomes
diffiicult.
Freee and convennient traffic flow
f in the major
m portion of the transpport corridorr
Public Transport
T Isssues
Inadeequate tempoo parking
No parking for ricckshaws
Auto stand insuffficient as agaainst usage
Pedestrian Traffic Characteris
C stics
Volume & Safety
Pedestrian volume count: It wasw observedd th at morre people
coming inside Ghazziabad (18peer min) thann people crosssing out
(10 per minute). Thhe Zebra croossing in goood conditio
on on the
main road alone andd usability is very low. People tend
d to cross
road whhere ever the median grilll is broken.
Pavemennt usage andd condition: good
g only onn main roads
PROBL
LEM GENERATION ZONES
Z
Road side paarking for paacific mall crreates congesstion
Delay in trafffic causes more
m air polluution in the area.
a
Areas whichh could have other-wise usedu as greenn is
used for paarking.
Congestion at roads resuults in more fuel
f consump ption
resulting in increased
i carrbon emissioons.
Traffic maanagement & Conflict points
p

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

FUTURE PROPOSALS
The proposed Metro line from Anand Vihar to Vasundhara is started & likely to be completed
by 2010.
The proposed Kausambi metro station near Dabur crossing area will have a clover leaf and a
fly over connecting to G.T.Road.
There is a proposal for a flyover (4 lanes) in NH-24 bypass near the Madan Mohan Malviya
Marg to avoid congestion for the through traffic.
ENVIRONMENTAL ASSESSMENT OF Dr. BURMAN MARG
Functional Factors Considered
Road Geometry related analysis and comparison with standards
Traffic related analysis and comparison with standards
ENVIRONMENTAL
Observations – (Air pollution)
• Industrial landuse on both the sides result in air quality deterioration
• No monitoring station in the
study corridor :no secondary
data available for prior analysis.
• Even slight cold results in
disturbing haze throughout the
corridor
• 1.5 min – halt and 20 sec-
movement time results in heavy
air pollution
• Jay walkers create decelerations
and congestion resulting in increased emissions from the vehicles.
• Only 15% CNG buses observed in the primary survey
• Transport from Delhi restricted into up area which results in lot of chaotic exchange of public
transport
At the junction resulting in deteriorating air quality.
• Ongoing construction adds to the pollution
Observations (Noise Pollution)
The observations taken clearly defines a steady range of noise from : 60-70 db in span of different
months.
As per primary survey reading there is not much difference in noise levels of
ISBT junction and link junction.
- At both the junctions, higher noise levels are observed during the peak hours i.e. 9:00 am.

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

ANALYSIS
Observations
¾ Traffic flow is one of the main problems as seen from the matrix and is a root reason behind
other environmental degradation
factors.
¾ Reduced speed and massive
pedestrian movement / jaywalking
is another cause of concern.
¾ Safety of the pedestrians and
aesthetics of the corridor also need
to be taken in consideration for the
proposals aspect.
AREAS OF INTERVENTION
Pedestrian safety
Integrate function and provide
undisturbed accessibility
Better access to bus station
Movement of traffic mitigate noise and air pollution.
Address unavailability of parking spaces.
Solve problem of solid waste dumping

CONCEPTUAL PROPOSAL - INDICATIVE DPR FOR ENVIRONMENTAL

UPGRADATION OF THE TRAFFIC CORRIDOR:
Proposals includes
¾ Improvement Plan
ƒ Basis
ƒ Conceptual Zoning – Location
ƒ Nature of intervention
¾ Recommendation
ƒ Short Term Recommendation
ƒ Long Term Recommendation
Scenario Building
It is proposed to build two scenarios for phasing above Recommendations effectively
¾ Scenario One : “As Is Where Is”
¾ Scenario Two :”Towards Betterment”

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

¾
SCENARIO ASSUMPTIONS
SCENARIO 1 Increase in Traffic Volume.
(No Intervention - current Completion of Future Proposals
growth trend) Lack of Pedestrian safety
Increase in Encroachments
SCENARIO 2 Completion of Future Proposals
5 YEARS Remediation for Encroachments
(Moderate Intervention)
Proposals
Proposals were prepared at 3 levels
PHASING OF PROPOSALS
¾ Facelift -3 Years (2011)
¾ Functional-5 Years (2013)
¾ Visionary -10 Years (2018)
Facelift Scenario for 2011
Assumptions
• Traffic increases at 5% per annum annum but metro reduces 10 % of gross traffic load.
• No change in road geometry.
• Metro is functioning, Anand vihar railway station has maximum 18 trains.
Basis
ƒ Pressure of Commonwealth games 2010
ƒ Need for Visual improvement of corridor.
Concept
• Redesigning for informal commercial.
• Reducing conflict.
• Make corridor visually pleasant.
The following projects can be considered for this conceptual scenario
Design and implementation of designated parking spaces
Road signage improvement
Design of green belts for the area
Design of informal commercials in designated land spaces.
Aesthetical enhancement through restructuring of street furniture

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M 2010

The cosst model heerein is just a glimpse of how

h the detaail costing wiill be carriedd out with thee DSR as
the maiin guiding tool.
t Herein are the exxamples of some of the rates forr road infraastructure
improveement providded which arre relevant too our study.
ƒ Provviding / fixiing precast lime fly assh concrete blocks in footpaths
f inccluding leveeling and
finisshing : - 3,1338.55/- per cuum.
ƒ Signn ages:
¾ Mandatory / regulatory sign boards of 900 mm diameter wiith support leength of : 77 750 mm :
3,776.45/- per sq-m
¾ Cautionary / warning siign boards of equilateral triangular shhape having each side off 900mm
with supportt length of 36650 mm : 26616.55/-per sq-m
ƒ Mannufacturing / supplying and fixing of retro reflectiive overheadd sign ages : 44,017.75/- peer sq-m.
ƒ Provviding and appplying 2.5 m thick road marking striips: 497.30/-- per sq-m.
ƒ Provviding and laaying kerb chhannels: 185.60/- per m.
SCENA
ARIO TWO:: “TOWARD
DS BETTER
RMENT” FUNCTIONA
F AL 2013
Assumpptions
• Traffic increeases at 5% per
p annum annum a but
metro reducees 10 % of gross
g traffic load.
• Metro is fuunctioning, Anand vihaar railway
station has maximum
m 222 trains.
Nature of
o Interventioon
• Provide Subbway /FOB to t increase pedestrian
p
safety
• Enhance vegetation covver of bus stations for
visual qualitty
• Shift encrooachments for f strategicc position
while providding for otheer amenities
• Increase flaare of left turning
t at Ghaziabad
G
entrance
• Signalise linnk road juncttion
Suggesttions at Anand Vihar IS
SBT
• Need for bettter signage.
• Pedestrian saafety
- Guard Raail.
- Subway.
• Visual Enhaancement.
Indicatiive DPR
1. Design & immplement peedestrian subway at ISBT
T Junction
2. Change acceess to Anandd Vihar ISBT
T
3. Correction of
o Flare
4. Access to Kashambi Buss station
5. Safeguard pedestrian
COMMEND
LONG TERM REC DATION: VISIONARY
V Y, 2018
Trumpett Inter-Changge: or ¼ Graade Separatorr
Benefitss of Grade Seeperator:

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 Nationnal Seminar on Sustainable Liffelines: Transportation Planniing and Managgement, 12-13 March 2010

• Timme Savings: Grade separrator allows for smoother flow of

trafffic as the enntire flow geets separateed and thus there is
reduuced volume of traffic at each level .
• Fuel Savings: As A there is smoother floow of trafficc there is
conssistence saviing of fuel as a result off reduced accceleration
and de-accelerattion by the veehicle enginee.
• Redduce Congesstion: Due to t traffic seggregation theere is also
reduuced congestion at the enntire corridor.
• Redduce Pollutioon: Maximuum emissionss take place from the
vehiicle during accelerationn and de-acceleration. Thus
T the
smooother flow reduces
r suchh vehicular emissions to
o quite an
exteent.
• Red
duce Noise Pollution:
P N congestioon, means no horning
No
and even lesser vehicular
v noiises.
• Incrreased Efficciency .Smooother flow allows
a for tim
me saving
and thus more effficiency in movement
m iss achieved.

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 National Seminar on Sustainable Lifelines: Transportation Planning and Management, 12-13 March 2010

MODERNIZATION OF DELHI AIRPORT

Gursharan Jeet Kaur1

INTRODUCTION
India is currently the world’s fourth largest economy and the second most populous country. It is
growing fast on both counts and going by the present trends, it is likely to go ahead of China in
population by 2025. In terms of commercial aviation, India has been termed as sleeping giant; that
giant has now awakened. Just as the past decade has seen revolutionary changes in the IT and
telecommunications sector, the next decade will witness a sea of change in the country’s aviation
market.
Indian Government policy of liberalizing the international market through bilateral negotiations
between nation states has allowed more operators to access the market and also allowed existing
operators to have additional routes, increased frequency or additional seats on existing routes. Also,
due to competition on key domestic routes, the flight fares have reduced considerably. The advantages
of shorter journey times at equal or lower prices than other modes of transport are attracting
customers to switch their mode of transport.
The challenge for the aviation sector is to provide sufficient infrastructure to meet this ‘insatiable
demand’. For this purpose, the aircraft operators have developed expansion plans which will
potentially be managed by public-private partnership. The Government of India has initiated
privatization of two key airports in India – Mumbai and Delhi, following a world wide trend that
began in the 1980’s in the UK and has gathered increasing momentum throughout the world aviation
industry. Privatization of airports will attract capital investment; provide improved facilities to the
users and more efficient operation and management.
DELHI – THE GATEWAY OF INDIA
Delhi, as the capital city of India, is slated to host the Commonwealth Games in 2010. It will become
a major world destination and Indira Gandhi International Airport (IGIA) will be India’s gateway to
the world. An airport as busy as this will be generating substantial economic activity in its own right,
thus becoming an urban centre of its own – ‘Airport City’.
Since a large amount of land is available for the future development of IGIA, therefore an opportunity
is there to create an exemplary airport for Delhi. Cities that have more recently created ‘state-of-the-
art’ airports as part of their own regional development plans include Hong Kong, Seoul, Kuala
Lumpur, Munich and Denver. Similar projects currently underway include Bangkok, Indianapolis and
a range of airports in China. But Delhi is almost unique in having an existing airport, not too distant
from the city centre, with room to expand into a very substantial facility. The enormous investments
that have had to be made to create the sites for some of these other projects will not be required in
Delhi. This opportunity should be seized and our long-term vision proposes a WORLD CLASS
AIRPORT for a MAJOR GLOBAL DESTINATION
PROCESS OF MODERNIZATION - MASTER PLAN AND DEVELOPMENT PLAN
In January 2006, Delhi International Airport Limited (DIAL), a joint venture consortium of GMR
Group (50.1%), Airports Authority of India (AAI) (26%), Fraport & Eraman Malaysia (10% each)
and Indian Development Fund (IDF) (3.9%) was awarded the concession to operate, manage and
develop the IGI Airport following an international competitive bidding process. In the consortium,
GMR is the lead member, Fraport is the airport operator, Eraman Malaysia is the retail advisors and
IDF is the financial investors. DIAL entered in to Operations, Management and Development
Agreement (OMDA) in April, 2006 with the AAI. The initial term of the concession is 30 years
extendable by a further 30 years. Under the OMDA, airport development is governed by the master

1
Architect – Urban Planner, Research Scholar, GRD School of Planning, GND University, Amritsar

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plan and major development plans for which DIAL’s Lead Technical Advisors (LTA) UK based Mott
MacDonald Limited has carried out traffic forecast, Site survey, Obstacle study, Environmental audit
and Geotechnical investigations.
EXISTING AIRPORT CONDITIONS (Before Modernization)
IGIA currently operates two discrete terminal complexes, Terminal 1, consisting of Terminal 1A, 1B
and 1C and Terminal 2, an international cargo facility, a domestic cargo facility and two runways
09/27 and 10/28 as indicated in Figure 1. Terminal 1 (A, B and C) are used for domestic flights, with
Terminal 1A being a departure terminal used by Indian and Kingfisher, Terminal 1B is also a
departure terminal used by the remaining operators and Terminal 1C is an arrivals terminal. All three
domestic terminals serve remote stands located adjacent to the domestic enclave, which is situated to
the east of the site. Terminal 2 is used for international flights and has nine contact stands and a
remote apron all of which are equipped with a fuel hydrant system. The international cargo terminal
has an apron for nine Code E aircraft immediately in front of the cargo hangers. The domestic cargo
facility is located within the domestic enclave and uses the domestic apron. The two runways at IGIA
are arranged in a V formation, with the two runways converging at the western end of the site. The
existing airport site contains a number of fixed encumbrances, which were taken into account during
the course of the Master plan development and the phasing regime, particularly relating to the
incremental expansion of the passenger terminal facilities.

Figure 1: EXISTING SITE CONDITION AS ON 2007

The master plan objectives is to achieve a scheme that would meet the forecast traffic for the 20 year
forecast horizon, achieve the maximum processing ability of the site available and to ensure that the
initial phase (Phase 1) could be delivered by 2010, in time for the Commonwealth Games. This
required that the master plan was generated using a rigorous and re-iterative selection process in order
to provide the optimal solution specific to the existing site conditions.
The initial Master planning options have been developed to illustrate a number of generic concepts
have gone through the selection process adopted the following six key criteria.
Optimal operational efficiency

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Optimal site utilization for the Phase 2010/12 development

Maximum flexibility related to common user facilities
Passenger travel distances
Modular expandability
Optimal Capital expenditure
Due to limitations of scope of the paper, those options and their de-selection/ selection process are not
discussed here. However, Final Master Plan has been developed with particular emphasis on the
following considerations:
Maximizing the lifespan of the airport system
Optimum utilization of the available airport land resources and existing facilities
Minimum impact on existing operational areas and physical encumbrances (within the initial
phases)
Safeguarding future unconstrained development by means of a coherent and comprehensive
phasing strategy
Maintaining a balanced airfield system at every stage of the development.
Balancing airside and landside demand and capacity in each phase of development.
A rigorous analysis was undertaken to ensure confidence in the forecast results for determining the
size and position of the facilities. This is important because Indian aviation industry has seen very
strong growth in recent years due to dynamic economy and liberalization of the aviation industry both
in the domestic markets and international markets.
DEVELOPMENT PLANNING PRINCIPLES
With the intention to achieve a world-class airport with world-class facilities, the design, construction
modernization, up gradation and operation of the Airport comply with all appropriate technical
requirements as set out in international, national and local standards and laws. Following are some of
the development planning principles that are considered while developing master plan and its phasing
over the years.
Common User Terminals
All new terminals are planned to maximize the future use by a range of airlines providing equal access
to the same high standards. It is planned that Terminal will allow the full service carriers to be
located in the same terminal area for the first time providing easy connection between any aircraft and
thus enhancing the opportunities for transfer traffic. During the early years the low cost carriers will
be located in the existing terminal area but with the same principles of common access to facilities in
that area as well as providing them with the lower operational costs essential for their sustainable
development. The new terminals are planned to have common check-in, an airside with the ability to
vary the division of lounge space and baggage claim between international and domestic use as traffic
grows, a common baggage hall with the potential for integrating high-speed inter-terminal baggage
transfer systems and a high level of flexibility of stands and the piers.
Use of Swing Gates to Economize on Number of Gates
Due to the peak operations of international and domestic traffic being at different times of the day the
provision of swing piers and swing gates makes good sense for the best use of the facilities. In
addition there will be a significant number of MARS stands giving the flexibility of use of the same
stand by both one wide body or two narrow bodied aircraft for peak international and domestic use
respectively.
Incorporate Reservation for Rail Link
Reservation for the Delhi Metro from both the west and east of the airport has been allowed for
together with space for a multi-modal interchange in the heart of the airport together with links into
the terminals.

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Maximum Aeronautical Capacity for the Airport Area

Four parallel runways is to be developed with nearly 300 commercial aircraft stands providing for a
capacity in the range of 80-100mppa, similar to the largest airports operating in the world today.
All Facilities Capable of 24 Hour Operations
The airport currently operates on a 24 hour basis and the future plans are to maintain this with the
busy periods spreading in the off-peak periods giving a true 24 hour operation. With the development
of Terminal 3, the airlines will have the opportunity to provide fast transfer times from international to
domestic and vice-versa. This new found ability will allow IGIA to compete against the hub airports
in the Gulf and South-East Asia in attracting traffic and passengers wishing to connect to other
destinations within the region.
Runways, Aprons and Taxiways Designed to ICAO Code F Standards
The new runways, future aprons and taxiways have been planned with the full ICAO Code F
clearances in accordance with ICAO Annex 14 and ICAO Aerodrome design manual. This includes
60m runways plus 7.5m shoulders, 25m taxiways plus 17.5m shoulders together with fillets to enable
full centerline tracking for aircraft up to the proposed 80m long A380-900.
Provide International Standard Range of Retail and Other Passenger Services
The new terminal facilities will provide space supported by a strong retail planning philosophy to
transform the current retail experience into a world class standard of retail offering. This includes first
class food and beverage outlets catering for both international passengers before night flights to the
busy businessman on a domestic flight needing a fast service. In addition the main passenger areas
will be provided with the latest needs including full Wi-Fi accessibility to enable business to continue
on the move. Other passenger facilities including toilets and information centers will also meet the
needs to the future passengers.
AIRPORT CONNECTIVITY
The IGIA area is bound by a system of
road network with National Highway no.
8 (NH8) to the east, Dwarka Expressway
to the south and Palam Dwarka Road to
the north. The railway line forms the
western boundary of the airport. Other
roads that feed into the area are the
Mahipalpur Vasant Kunj Road and the
Old Gurgaon Road. The major road
network is illustrated in Figure 2.
Design Considerations
While deciding the connectivity options
to the airport from the existing and
proposed links, there are certain key
issues that are to be considered. These are: Figure 2: Major Road
Central spine arrangement
It is intended to make full utilization of the capacity that could be generated with the area available.
The central spine road is essential for connection. This requires all traffic to the future terminals in the
area to come through the central corridor. The road system within the airport boundary will follow a
central axial east – west alignment, between the two runway zones. The on airport road system will
separate cargo and passenger vehicular traffic while maintaining a substantial safeguarded
transportation corridor.

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Existing access roads to international and domestic terminals to be retained and expanded for
growth in traffic.
The existing roads to Terminal 1 will be upgraded to allow for the increase in traffic. The existing
road system to Terminal 2 will be retained with some modifications until 2010 when Terminal 2 is
closed and the forecourt area will be removed prior to development of Terminal 4.
A separate access road is to be provided to each of the passenger terminals and the
cargo/aviation support areas.
Development of the surface transport network for the new central terminal zones, that is planned to
ultimately have 4 terminal buildings, will require a highway network with a vastly increased capacity
compared to the existing road network. Within this highway network each terminal building will have
its own forecourt system and related parking.
Integration with the Metro
The metro corridor into the airport needs to be integrated with the road system for efficient operations.
A high speed Metro system is planned to link Connaught Place in central Delhi to the airport (terminal
zone) with a projected travel time of 15 minutes. This system will enter the airport site from the east,
traverse the entire site to exit the western boundary as a conventional light rail system. In view of the
complex ground transportation infrastructure and the project airfield/terminal geometry, it is in the
interests of the airport that the metro network within the airport boundaries remains partly below
grade. The modal interface with the passenger terminal facilities (metro station) will occupy zones
which are adjacent to the ultimate terminal developments. This arrangement provides least
construction/commissioning conflict and optimizes passenger access to both operational and landside
facilities.
Dependence on NH8 for Traffic Dispersal
The NH8 will be the main dispersal route for the airport traffic. This necessitates very efficient
connectivity to the NH8.
Current Junction Development on NH8 – The
NHAI has developed the Radisson Junction as
the main entry to the airport as shown in Figure
3. This road has undergone major reconstruction
to provide a 8 lane elevated roadway. It includes
a grade separated two lane slip road system
dedicated for airport traffic. This suits the current
development pattern in the airport. However, in
the long term, access needs to be modified as the
central spine road is not in close proximity to this
interchange.
Proposed Connectivity Concept
It is expected that the airport will handle close to
80 million passengers in the next 20 years. In
order to handle the traffic getting into and out of
the airport, there would be more than one
connection required from the airport.
Accordingly, the connectivity concept is Figure 3: NH8 Junction into IGI Airport
generated. The proposal is to utilize the two
existing intersections on the NH8 (Radisson and Mahipalpur) and propose a new intersection to the
north. The scheme is illustrated in the Figure 4.

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TRAFFIC DEMAND AND SUPPLY

ANALYSIS
Forecast Methodology
The traffic forecast has been prepared to
provide an estimate of future demand for air
transport from 2006 to 2036 in the context of
the current understanding of demand drivers
and likely demands from future operators. In
order to provide a comprehensive forecast, a
number of assumptions have been made. Due
to limitations of scope of the paper, those
assumptions are not discussed here. The
accuracy of the projections depends on the
level of uniformity the future operating
conditions at the airport will achieve with
respect to the same assumptions. As Indian
air traffic is experiencing a period of
explosive growth, the main variable in the
future demand will be the growth factors,
measured as GDP in India and in the main
originating and destination countries, and the
growth in merchandise trade. With high
growth rates, the future make-up and
operations of airline operations at IGIA is
likely to differ significantly from the current
Figure 4: Proposed Connections operations. A forecast of traffic and air
cargo traffic at Delhi Airport projected
annually for the period from 2006 to 2026 and
at five yearly intervals for the period 2006 to 2036 based on the relationship between passenger
traffic/ air cargo traffic and economic development.
Passenger Forecasts
Domestic traffic increases from 10.47 million passengers in 2006 to 56.94 million in 2026, an average
annual growth of 8.8% in the base case scenario. International traffic increases from 5.64 million
passengers in 2006 to 25.66 million in 2026, an average annual growth of 7.8% in the base case
scenario. Total traffic increases from 16.11 million passengers in 2006 to 82.60 million in 2026, an
average annual growth of 8.6% in the base case scenario. Table 1 shows the base passenger forecast
for the principle design years.
Table 1 – Passenger Traffic Forecast
2006* 2010 2012 2016 2021 2026 2031 2036
Domestic 10.47m 19.29m 25.63m 33.36m 45.48m 56.94m 66.66m 77.28m
International 5.64m 9.38m 12.08m 16.13m 20.89m 25.66m 30.03m 34.82m
Total 16.11m 28.67m 36.71m 49.49m 66.36m 82.60m 96.70m 112.10m
* Actual Figures of 2006
Source: IGIA Master Plan (Final), 2006
Transfer traffic is expected to grow from an estimated 9% (International/International - 2%,
International/Domestic - 5% and Domestic/Domestic - 2%) to 21% (International/International - 4%,
International/Domestic - 15%, and Domestic/Domestic - 2%) by 2021.

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The proportion of Low Cost Carriers (LCC) traffic is expected to grow sharply for 15% of domestic
passengers to 40% of domestic passengers. This could even exceed 50% of domestic passengers
depending on the financial strength and regulation of the carriers operating in the market at the time.
Risk Factors
The main risk to the passenger forecast is the cooling of the Indian economy and any effect that might
have on GDP growth. This will not only affect the demand but also the ability of airlines to obtain
finance necessary to enlarge their fleets and to put more seats into the market. Continuing high fuel
costs may lead to an increase in air fares, leading to a slowing of passenger demand, particularly in
the domestic market. Increasing security issues both in India and globally exposes airlines to
additional costs and shock events that disrupt traffic growth and add costs either directly or in-directly
are some of the risk factors.
Cargo Forecasts
Air Freight Forecast
Table 2 shows the base forecast air freight for the principle design years between 2006 and 2026.
Import traffic is expected to grow at a faster rate than export traffic. Total air freight traffic is
expected to increase from 273,410 tonnes in 2006 to 2,906,825 in 2036, an average annual growth of
5.4% in the period of forecast.
Table 2 – Air Freight Forecast
2006* 2010 2012 2016 2021 2026 2031 2036
Imports 106,630 187,025 239,244 389,202 693,996 1,203,450 1,802,025 2,287,514
Exports 166,780 202,357 224,982 277,946 359,026 460,458 554,356 619,310
Total 273,410 389,382 464,226 667,148 1,053,022 1,663,908 2,356,381 2,906,825
* Actual Figures of 2006
Source: IGIA Master Plan (Final), 2006
Risk Factors
The main risks to the air cargo forecasts include:
The continuing increase in the price of oil affects the amount of disposable income that consumers
have to spend on high-value goods that are typically carried by air.
Increasing security requirements are time-consuming and eroding air freight’s time advantage
versus surface modes of transport.
Development of cargo facilities at competing airports in India, e.g. Bangalore and Hyderabad and
plans for the creation of a new international cargo hub at Nagpur. This may result in the diversion
from Delhi Airport of some international air cargo traffic and cargo aircraft movements.
Peak Hour Demand
Forecast Methodology
The peak hour passenger is derived on the basis of future busy-day hour-by-hour Air Traffic
Movement (ATM) profiles disaggregated by international and domestic operations and subsequently
low-cost and full service carriers. The model is governed by the following factors:
Conventional domestic operation with high morning peak departures demand and high evening
arrivals demand and peak stand demand overnight.
International operation driven by slot and curfew constraints at other airports, in particular in
Europe, leading to peak arrivals and departures taking place overnight.
24-hour operation

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Results
The results as indicated in Table 3 show that the rate of growth will necessitate a complete
transformation of the airport to deliver sufficient capacity and that this process will be ongoing to the
end of the concession period. It is anticipated that the 2036 demand may be difficult to accommodate
within the existing airport site. The characteristics of the traffic at Delhi Airport with peak
international departures occurring at night and peak domestic departures occurring in the morning
mean that there are significant efficiencies to be gained from sharing the use of the new facilities
within a new terminal.
Table 3 – Peak Hour Passenger Forecast
Pax/hr 2006* 2010 2012 2016 2021 2026 2031 2036
International Arr 1425 2192 2637 3101 3445 3725 4382 5129
Dept 1585 2340 2742 3199 3665 4075 4770 5556
Domestic Arr 1922 3251 3869 4698 5794 6822 7986 9258
Dept 2485 4114 4798 5647 6726 7874 9218 10686
Combined Arr 3347 5443 6507 7799 9239 10548 12368 14387
Dept 3119 5073 5934 7000 8318 9703 11346 13143
* Actual Figures of 2006
Source: IGIA Master Plan (Final), 2006
Risk Factors
The main risks to the forecasted peak demand are the future airline schedules. Due to the very high
growth, there are likely to be some variation in the development of future traffic. Timing of future
flights are also likely to become increasingly influenced by environmental constraints both at Delhi
and the destination airport. All large airports operate a form of demand management to manage the
peak flows so as to obtain a reasonable compromise between demand and capacity. If rigorous
demand management is not adhered to, the peak demand will grow at a rate that will lead to major
constraints on runway capacity at an early stage and will limit the ability to bring in new services.
Car Parking Forecast
Car parking generation forecast has been prepared by making assumptions on use of car parks by
passengers and escorts. The characteristics of the car parking is understood to be mainly short term
with a limited number passengers parking at the airport for the duration of their trip away from the
airport.
Through the application of the daily traffic flow profiles, the following development of short term car
parking demand was derived as shown in Table 4.
Table 4 – Short Term Car Parking Forecast
Short Term Car International Domestic Total
Parking
2006* 1200 1300 2500
2010 1700 2600 4300
2012 2000 3400 600
2016 2300 4600 6900
2021 2600 6500 9100
2026 2700 8300 11000
2031 2700 9800 12500
2036 2700 11600 14300
* Actual Figures of 2006
Source: IGIA Master Plan (Final), 2006

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Combination of preferred option for the Master Plan with the forecast figures, allowed the phasing
issues to be addressed. The methodology is to obtain the optimum saturation phase layout and then to
reverse phase the development to the initial target phase (Phase 1) whilst concurrently accounting for
the site restrictions and the requirement to deliver the 2010 facility. The saturation phase is shown in
Figure 5. The phases that lead to the saturation phase (1 through 4) is also illustrated in Figures 6, 7, 8
and 9 respectively
The phased development sequence is illustrated in sequential five-year increments. The initial phases
provide a new runway system in the southern sector of the airport site, linked to the existing northern
runways (10/28 and 09/27) by a pair of taxiways. New passenger terminal development is focused on
the south-western corner of the airport, which is has the benefit of no existing encumbrances. The
entire new system, including runways, aprons and taxiways is fully compliant with Code (F) aircraft
requirements.

Figure 5: Saturation Phase – Target Capacity -

Figure 6: Phase 1-Target Capacity-2012

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Figure 7: Phase 2 – Target Capacity

Figure 8: Phase 3 – Target Capacity - 2021

Figure 9: Phase 4 – Target Capacity - 2026

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The new passenger terminal building, henceforth referred to as Terminal 3, accommodates the bulk of
the full service international and domestic traffic streams operating at the airport. The masterplan
anticipates that Terminal 2 will remain operational in tandem with the T3 facility, supplementing the
legacy contact stand supply, until such time that the Terminal 4 construction programme will
necessitate its demolition. Terminal 1 is dedicated to the Low Cost Carrier market.
Subsequent phases develop the terminal envelope, aprons and landside pavements in a manner, which
provides maximum flexibility, in terms of a response to a fluctuating market, as well as an under-one-
roof terminal environment. Although the ultimate, saturation scenario site build-out anticipates a
configuration of four discrete passenger terminal processor modules, the overall layout permits a free
flow of passengers throughout the system, with minimal level changes. This has benefits in terms
passenger convenience, optimized transfer logistics and optimized capital investment
The guiding strategic concept of the development is to focus and consolidate the passenger product in
the central airport area, bounded to the north and south by the runway system. This entails the gradual
displacement of the other core functions to adjacent areas, within the airport estate. The existing cargo
facilities are permitted to grow within their current location, relying on both the provision of
additional gross floor areas and operational improvements (mechanization and control processes) to
meet the demand forecast within the initial three phases. The demand profile for both the freight and
passenger sectors within the 2026 capacity timeframe necessitates the relocation of the cargo product
to the northern sector. This migration is facilitated by the provision of new-dedicated LCC facilities in
the central area (terminal 6) and the realignment of the existing runway 09/27, parallel to runway
10/28.
The areas located between the eastern link taxiway system and the NH8 highway are predominantly
dedicated to commercial development. Additional, aviation related development opportunities are
available within the central landside zone, bounded by the four passenger terminals and linking pier
systems.
A spinal transportation corridor, located on the central axis of the development, accesses the landside
zone. In additional to a multiple lane highway system, linked to the NH8, the transportation corridor
also defines the alignment of the high-speed metro link from Connaught Place and the location of two
metro stations. The provision of car parking areas, airport terminal hotels and complimentary
retail/food court areas complete an integrated multi-modal transportation network.
The illustration in figures 8, 9 and 10 have been prepared in order to provide a clearer understanding
of the physical, geographical extent of each sequential development phase. The coloured areas,
superimposed over the existing airport layout are coded according to function and commissioning
date.
The functional codes are:
• Airfield zones
• Cargo Terminal zones
• Commercial zones
• Infrastructure zones
• Landside zone (including parking)
• Passenger Terminal zones

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Table 5: Summary Tabulation of Phasing Strategy

Phase Commissioning Capacity Airfield Passenger Cargo Terminal Aircraft Ancillary Ground Commercial
Date Horizon Terminal Maintenance Infrastructure Access/
Pavements
Phase 1A 2008 New runway Refurbishment As Existing As Existing. As Existing As Existing As Existing
11R/29L and of existing
associated taxiway Terminal 2. Enhancement
system. Construction of of existing
new Terminal West
New western link 1. Maintenance
taxiway system. area to
provide
Enhancement of additional
existing aprons to apron &
provide additional hanger
international stand facilities
positions
Phase 1B 2010 2012 New Terminal 3 New Passenger Domestic general Two new Existing ATC Radisson New
pax apron and Terminal 3 and express hangers retained in situ. Hotel junction commercial
taxiways. envelop sized freight migrate to utilized for zones
for 2016 International Fuel storage pax traffic. established
6 additional stands demand, fitted Facility. and distribution adjacent east
provided adjacent out to 2012 enhancement. Mahipalpur airport
cargo facility for demand. International junction boundary
pax operations in Facility expanded Enhancement dedicated to
Phase I, revert to International & to accommodate of flight cargo traffic.
freight dedicated Domestic domestic market provisioning
operations legacy traffic is plus increased facilities. New northern
accommodated demand for 2016 access off
in Terminal 3. capacity horizon. Introduction of NH-8.
new GSE
Terminal 2 facilities in the Existing on
remains in use west and airport road
to central zones. system
accommodate a utilized to
proportion of access
the legacy existing and
traffic, new

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international or terminals.
domestic,
operating in New Metro
tandem with station west.
T3.
Demolition of
Centaur Hotel
to
accommodate
new Metro
facility.
Phase 2 2012 2014 Additional aprons Terminal 2 Freight Two new Existing ATC New Central
east of T3 to remains in use forwarding hangers retained in situ. transportation
supplement the to accommodation adjacent T5 spine after
remote stand accommodate a added to zone. Air India GSE relocation of
supply. proportion of international/ facility village
the legacy domestic cargo relocated to compound.
T2 apron remain traffic, zone due to western sector.
in use for legacy international or relocation of New long
contact stand domestic, central village. Fuel storage distance car
operation. operating in provisions parking area
tandem with enhanced. provided
Additional aprons T3.
provided in cargo Enabling works
sector to No for the
accommodate enhancement of relocation of
both remote the T3 envelop AAI and
international and NIAMAR
freight dedicated Swap gate offices.
demand. operation
transferred to
southern
perpendicular
pier
Phase 3 2016 2021 New runway Terminal 3 Cargo capacity New Hangers New ATC Existing links Incremental
11L/29R parallel envelope fit out enhancement by adjacent centre/ Tower from NH8 expansion of
to 11R/29L. completely to increase of freight eastern link in central enhanced. T3 &T4
2016 capacity. building depth. taxiway location. specific
Terminal 2 aprons system. Road commercial

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decommissioned. Terminal 3 pier Fuel storage underpass development.

extended due and distribution constructed
New Terminal 4 east to provide enhancement. under the
pax aprons. capacity uplift eastern link
prior to Enhancement taxiway
demolition of of flight system.
New eastern link T2. provisioning
taxiway system. facilities. New access
Terminal2 roads, kerbs
Remote aprons demolished, Enhancement and car parks
adjacent the cargo upon of GSE for Terminal
zone, provided in completion of facilities. 4.
previous phase for T3 east pier, to
international accommodate AAI and
operations, revert T4 construction. NIAMAR
to freight offices
operations on New passenger relocated to
completion of T4 Terminal 4 southern sector.
works. commissioned.

Terminal 4
dedicated to
International
traffic with T3
servicing
domestic traffic.

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Phase 4 2021 2026 Runway 09/27 New Passenger New cargo village Additional Principal fire New access Incremental
realigned parallel Terminal 6 in northern sector new hangers station roads, kerbs expansion of
to runway 10/28. commissioned. accepts all cargo adjacent relocated to and car parks T3, T4 &T6
traffic. eastern link facilitate for Terminal specific
New Terminal 6 LCC & Hajj taxiway runway 09/27 6. commercial
aprons. Traffic Construction of system. realignment. development
migrated to T6. new tunnel from New Metro
New cargo and the central apron New Business Fuel storage Station East.
GA aprons in Expansion of area to the cargo Aviation and distribution
Northern Sector. the international village. hanger in the enhancement. Relocation of
and domestic northern the Metro
New Helicopter pier areas Existing cargo sector. Enhancement facility.
parking apron, eastwards. facility of flight
helipad in decommissioned. provisioning
northern sector. facilities.
Hajj Terminal
migrates to T6. Enhancement
of GSE
facilities.
Saturation 2036 New Terminal 5 New Passenger Northern sector Additional East, west and New access Incremental
Phase aprons. Terminal 5 cargo village new hangers central roads, kerbs expansion of
commissioned. extended to adjacent infrastructure and car parks T3, T4, T5
maximum eastern link support zones for Terminal &T6 specific
T5 shared capacity. taxiway maximum 5. commercial
international system. build- out. development
load with T4.

Maximum
terminal system
build-out.

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Conclusions
The development of the Master plan for modernization of Delhi Airport has taken into consideration
the need for focused investment in key areas and the ability to make maximum use of the available
resources to extend the lifespan of the airport system as a whole. The overall layout has provided
system cohesion in terms of core processor proximity, demand response flexibility and incremental
expansion capability. The diagonal pier arrangement provided the most efficient means of exploiting
the corner site available in Phase 1. The following phased developments echo the geometry
established in the first phase in a manner which provides optimal passenger travel distances from any
of the ultimate processor locations, without creating excessive apron cul-de-sac conditions or
compromising the airfield traffic logistics. The terminal cluster is arranged symmetrically around the
central landside area with adequate space for all the landside transportation, administrative and
aviation related commercial functions associated with an airport of this size. The entire system is
capable of operating in an under one-roof mode affording various development and flexible usage
opportunities with an ultimate design capacity of over 100 million passengers per annum permits a
free flow of passengers throughout the system, with minimal level changes having benefits in terms of
passenger convenience, optimized transfer logistics and optimized capital investment.

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CHANGING SCENARIO OF TRAFFIC IN HIGHLY URBANIZED DISTRICTS OF PUNJAB

AND ESSENTIAL CONCERN FOR FUTURE PLANNING

Ar. Avinash Singh1and Ar. Pinto Emerson2

INTRODUCTION
Basic economic factors, together with unprecedented urbanization of Indian cities, rapid increases in
urban decentralization and growth in demand for personal (motorized) mobility, have essentially led
to a situation of explosive growth in traffic congestion. (P.Thakuriah-MIT-2009)
All cities in India and in Punjab are struggling with the high traffic congestion and urban sprawls. The
market forces too continue in this context after the liberalization policy which leads the city for more
growth and physical expansion and subsequently more traffic on the roads. These quote strengthen the
views further. All Indian cities face a crisis of urban transport. Despite investments in road
infrastructure and plans for land use and transport development, they face increasing problems of
congestion. (Geetam Tiwari 2003). Most of the cities in India have been facing urban transport
problems for last many years, affecting the mobility of people and economic growth of the urban
areas. (C.Vaidaya, Working Paper no 4, 2009). On the other hand the policy of the concern
government further states that if the cities are to be engines of the future growth, transportation
systems have to be their lifeline. If the cities are to be competitive, they must provide efficient access
and mobility to citizens. (Working group report, 2007). So the nature of the city is thus dependent
mainly on the transport and economic factors. The physical growth for the last so many years in cities
is complex in nature.
The person mobility increase has lead to urban traffic congestion through out the Indian cities and
Punjab is no exception. The people have to travel for education, employment, business, recreational,
religious & social purpose. The spatial distribution of activities such as living, working, recreating or
education, implies that people have to travel. Therefore, the land-use configuration is thought to be
able to generate particular travel patterns.(Lanchester 1957) This theory postulates that the demand for
travel does not derive its utility from the trip itself, but originates from the need to reach the locations
where activities take place (Van Wee, 2002). Thus it dictates that the land use contributes traffic
mode. So the integration of the landuse and transport both are very important to be taken into
consideration at the earliest possible.
The Government of India has approved the National Urban Policy 2006. The policy focuses on the
issues are as under:
Focus on moving people and not vehicles.
Reduce travel demand and better integration of the land use and transport planning.
Integrating land use and transport planning
Faciliting use of non motorized mode of transportation.
Capacity building
Better awareness among people.
So in future the land use integration with transport is inevitable.
Prof. Piyushimita Thakuraih at MIT-2009, “Sustainable transportation, an International Perspective”
study paper on Delhi area, suggested that after liberation policy in India, the market penetration of the
vehicle especially cars and two wheelers in Delhi will be continues due to the following factors:
Change in Economic Policy: In terms of changes in governmental policies, steps to make auto
manufacturing competitive by creating export promotion zones, expanding infrastructure such as
power, roads and ports, bringing down transaction costs, developing industry-specific clusters and

1
Lecturer (Sr.Scale), Department of Architecture, Giani Zail Singh College of Engg & Tech. Bathinda,
Punjab.
2
Lecturer (Sr.Scale), Department of Architecture, Guru Nanak Dev University, Amritsar. Punjab

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freeing industries from excessive regulations are cited to be important auto ownership boosters (Basu,
2005).
Great Increases in Personal Wealth and Disposable Incomes: The number of double-income
families has gone up, with resultant increases in disposable income. These changing lifestyles have
led to greater preferences for personal mobility.
Liberalization of Credit and Lending Mechanisms: The availability of credit is another major
booster of car ownership (Thakuriah and Liao, 2006).
The case is true for the Punjab state well, as the vehicle registrations is 2.4 times of the national
average. (GOP 2009). The traffic volume during the harvesting season records the highest in the
region due to agriculture belt.
The concerns about urban sprawl have arisen in many cities of the Punjab. The transportation plays a
major role in exacerbating or combating the problems associated with urban sprawl, urban and
suburban congestion. Some people have argued that efforts to expand the highway system contribute
to urban sprawl by decreasing travel times from urban to exurban/rural areas and making undeveloped
areas attractive for residential and commercial uses.(Guilia, Geneview, 1995). This is prevalent in all
cites in Punjab. After liberalization and introduction of the scheme like PMGSY in rural area and
JNNURM in urban areas has improved the rural and urban infrastructure respectively, subsequently
leading to more traffic on roads.
The main issues now a days arriving for every cities in Punjab with the transportation are as under:
Urban sprawls and ever expanding city limits.
Low density development of the outer periphery
More private transportation in cities.
This paper is concerned about how the transportation in high urbanized district effects the
development in the future. The economical indicator when studied shows the more private vehicle
ownership over the public transportation in high urbanized districts.
URBANIZATION AND TRANSPORT
Increasing urban population coupled with increased economics activities and increased city size has
led to a rapid growth in urban travel demand. On an average the population of India’s six major
metropolises increased by 1.89 times during 1981 to 2001, the no of registered vehicles went up by
7.75 times during the same period. (Working Group, 2006, GOI). High population densities, intensely
mixed land use, short trip distances, and high proportions of pedestrians and non-motorized transport
characterize these urban centers (Newman and Kenworthy 1989). The other fact is that in India, The
transport and land-use patterns are so complicated by poverty that it becomes difficult to analyses
their characteristics using the same indices as are used for cities in highly motorized countries
(Geetam Tiwari, 2003).
The past two decades have also seen a high growth in motorcycle ownership. As a result, about 50%
of Delhi’s families own a car or a motorcycle at a very low per capita income level of about US$
1,200 per year (Dinesh Mohan 2003).
This clearly shows the nature of the problem to come in future. The vehicles and city development are
to be coupled. The trend at which the city expansion is increasing all over India, is certainly going to
create great problem to the planners, governments and the people.
India on the other hand is a developing country which has large work force. Another challenge is to
accommodate a large no of young population for education, employment, recreation and other
transport need.
HISTORICAL PATTERN AND TRENDS IN PUNJAB CITIES
Historically, the city development in Punjab State is more compact in nature. In the olden cities in
Punjab, the movement with in city is tended to restrict to only walking and cycling, which made the
city small in nature. These activities mode tended to agglomerate the urban forms more compacts. The

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dense urban core allows the people to walk more for all purposes. So the cities were more sustainable
and climatic responsive. On the other hand after the independence we followed the western model of
the development of the cities which is contrary to our sustainable city form.
CITIES DEVELOPMENT SCENARIO AFTER 1960 IN PUNJAB
The dispersed urban form of most Australian, Canadian and American Cities, which were built
recently, encourages more automobile dependency and link with high level of mobility. (Dr.
J.P.Rodrigue)
All Indian cities expanded after 1960 and planned for multiple business districts as opposed to a CBD.
(Dinesh Mohan 2003). New development takes place in all cities in Punjab after independence more
on the line of western city development. The new development takes place just adding up all the
residential development all around the cities just as civil lines, model towns, urban estate and colonies
in large part of the land. This is due to the fact that the land at periphery of the cities in Punjab was
easily available during 1960-1980 at very low cost. The core of all the cities are already congestion
and segregated land use policy in all urban expansion has been followed blindly, with out thinking
whether the future is sustainable or not. The segregate land use generates more traffic. The reasons
behind this permanence are relatively simple, a grid pattern jointly optimizes accessibility and
available real estate, but all this increase the traffic behavior, the main issue being consideration for
solution.
In an age of motorization and personal mobility, an increasing number of cities are developing a
spatial structure that increases reliance on motorized transportation, particularly the privately owned
automobile. Dispersion, or urban sprawl, is taking place in many different types of cities, from dense,
centralized metropolises... (Dr. J.P.Rodrigue)
The research made by Geetam Tiwari, highlights the under mentioned scenario in India;
Most of the metropolitan cities of South Asia prepared master plans in the 1960s and the following
points were considered:
ƒ Demographic projections and decisions on the levels at which the population should be contained;
ƒ Allocation of population to various zones, depending on existing population density level,
infrastructure capacity and future density levels;
ƒ Land-use zoning to achieve the desired allocation of projected population and activities in various
zones as projected;
ƒ 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 most urban growth took place without formal planning. Informal
residential and business premises and developments increasingly dominated new urban areas. Even in
South Asian mega-cities, where may economic activities are located in informal settlements, urban
planners still rely on traditional master-planning approaches, which serve the minority, high income
residents. A few weak attempts have been made to bring some coordination of development and
services to informal areas through slum-improvement schemes. (Geetam Tiwari, 2000.)
The challenge to face now is as to how in future these cities should be more transport friendly and
consequently sustainable. This challenge can’t be met unless we look beyond the certain limit and see
the city in isolation. In Punjab the development of the town/city is closely packed i.e. after every
15km distance is a town/city whereas the NH-1 has further a continuous development.
URBANIZATION TRENDS IN PUNJAB
Punjab is the fifth major urbanized state of India. It has higher urbanization of 33.95 % than the
national average of 27.78 % (GOI, 2001). The rate of urbanization does not indicate the growing size
of existing Indian towns and cities – while the total urban population increased eight-fold between
1901 and 1991, the number of settlements only doubled. In other words, urban expansion in India has

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been due to the enlargement of existing towns and cities. (Sheeskant Gupta 2008). The case is true for
Punjab also, from 1901 the urban population in Punjab has grown up to 8.82 times, and the settlement
has got doubled only (Table no 1.1). This contributes to the large city expansion, higher density of
development, more physical expansion and more traffic volume on roads.
Table No 1.1
Census year Total Total Urban Percentage of Urban Total No. of
Population Population Population UA/towns
1901 7544790 934766 12.39 76
1951 9160500 198267 21.72 110
2001 24289296 8245566 33.95 157
Source: Census, GOI.
There is a large variation of urbanization level with in the state i.e. from 13.80% to 55.80% at district
level. The Ludhiana district has got the highest urban population of the state 55.80%,while the
Jalandhar district is on the second no 47.45%, the Amritsar and the Patiala have the 40.00% and 34.98
% of urban population respectively, which is higher than the state average (33.95%) (GOP, 2001).
The Nawashahar, then has the least urban population of 13.80 %.
The state also witnesses the increasing city limits which are expanding day by day. This is clear fact
that for the last five years, new urban authorities are created by the state government to look after the
planned development of the class I cities. i.e., PDA- Patiala Development authority, 2003, GLADA -
Greater Ludhiana development authority, 2006, GMADA - Greater Mohali development authority
2006, JDA - Jalandhar Development authority, 2007, BDA - Bathinda development authority 2007.
To see the transportation and urbanization dependency and its effect on the development, the district
which are higher than state average of urbanization (33.95%) are analyzed.
TREND OF TRANSPORT IN PUNJAB
Table No 1.2
Registered Passenger Vehicle in Punjab State-2002
Buses Cars Jeeps Taxis Three- Two- Total
(Nos) (Nos) (Nos) (Nos) Wheelers Wheelers passenger
(Nos) (Nos) Vehicles
(Nos)
Punjab State 16875 215960 26806 7307 31678 2243368 2541994
% to Passenger vehicles 0.66 8.5 1.05 0.29 1.25 88.25 100
Ludhiana District 1377 71000 3096 1359 7374 530398 614604
(highly Urbanized)
% to Passenger vehicles 0.22 11.55 0.22 86.30
Nawashahar District 123 1703 626 23 162 24202 26839
(Lowest Urbanized
% to Passenger vehicles 0.46 6.65 2.33 0.08 0.60 90.18
Source: Statistical Abstract 2002, GOP.
The registered passenger vehicle analysis of the Punjab state clearly shows that there are 88.25% two
wheelers, 8.5% cars and rest are buses, taxis, and three wheelers. (Table no 1.2)(GOP2002). It clearly
shows that the nature of transport on the roads brings into light that the state is largely dominated by
two wheelers and car for the passenger’s transportations. The highly urbanized districts show the
same trends as the low urbanized districts itself. The highly urbanized districts are analyzed further
provided with three indicators i.e. Urbanization level as urbanization indicator, registered passenger
vehicle as transport indicator and value of export of industrial goods as economical indicator, all at
district level.

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TRANSPORT SCENARIO IN HIGHLY URBANIZED DISTRICTS OF PUNJAB

The districts which are above the state average of urbanization (33.95%) are Ludhiana (55.8%),
Jalandhar (47.45%), Amritsar (40%),) and Patiala (34.98%, (2001). These four districts compose of
73.36% of the cars registered in the state and 65.22% of the two wheelers of the state during 2002
(Table 1.3). This clearly shows that these districts have highly concentrations of the private ownership
of the passenger vehicles.
The economical indicator of value of export of industrial goods of these districts is higher than all the
other districts of the state. Analysis of the value of export shows that the Ludhiana and Jalandhar have
out numbered all other districts. Accordingly, Ludhiana is contributing more than 52%, Jalandhar
21.5%, Amritsar, 14% and Patiala 10% for the state share. (Table no 1.3). Further comparison from
Table 1.3 clears that the Ludhiana stands first on all three indicators and Jalandhar stands second. The
other two districts comparatively fall below on economic indictors.
Table No. 1.3
Districts Urbanization Transport Indictors Economical
Indicators Registered Passenger Vehicles in Punjab State 2002 Indictor
% of Urban Cars Jeeps Total % to Two- % to Value of % of
Population (Nos.) (Nos.) (Nos.) Total Wheelers Total Export of Total
(Nos.) Industrial State
Goods Share
(Rs In
Lakhs)
Ludhiana 55.80 71000 3096 74096 30.52 537772 23.64 230364 52.26
Jalandhar 47.45 44225 5391 49616 20.52 396080 17.40 94762 21.5
Amritsar 40.00 33875 1808 35683 14.70 352067 15.48 69512 15.79
Patiala 34.98 16834 1867 18701 7.70 197873 8.70 5632 10.68
Total 73.36 65.22
Punjab 33.95 215960 26806 242766 2275046 440790
State
Source: Economic and Statistical Abstract 2002, GOP.
The analysis in detail found the fact that the highest urbanized two districts of the Punjab i.e.
Ludhiana and Jalandhar, contain the 51% of registered cars and the 41% of the registered two
wheelers of the state as per 2002 (GOP, 2002). These two districts are highly export oriented
industries and contribute 73.76% of state share, which assume that the income level of these two
districts is comparatively high. These two districts if seen in spatial form they are adjacent to each
other and relatively dependent on a lot of activities.
It is also observed that both the length and breadth of these districts are not more than 25-30 km from
the centre of the city. With a very high connectivity in rural areas where all villages are of all weather
roads the travel behavior of the people certainly differs.
Both these districts have totally different chartererstic than the other districts of Punjab, which is on
advance stage of urbanization and transport growth. The high urbanized area combines with high
economic indicators and high vehicle share, emphasis that these two districts should be developed in
overall manner. The further spatial research can be initiated for these two districts.
Ingram and Liu (1997) estimated that saturation levels for the market penetration of cars and total
motor vehicles are at 770 cars and 1,180 total motor vehicles per 1,000 populations. In 2005-2006, in
Delhi motorized vehicle penetration per 1,000 populations was an estimated 250. The largest share of
motorized transportation is composed of two-wheeled transport such as scooters and
motorcycles.(P.Thakuriah 2009) Jalandhar is having maximum no of motor vehicle population 228
per 1,000 persons, Ludhiana is having only 199 motor vehicle population per 1,000 persons. The
Amritsar has 122 and Patiala has 116 motor vehicles for 1,000 persons. It shows that these districts
are far from the saturation level and the demand for more vehicles will grow in future.

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Interestingly district Jalandhar has topped in motor vehicle population as compared to the more
industrialized Ludhiana district. Thus this narrows down the perspective view of Jalandhar district for
future planning process. To understand this plan the master plan of Local Planning area Jalandhar -
2031 has been appraised and discussed.
APPRAISAL OF LOCAL PLANNING AREA -JALANDHAR, 2031
The recent proposal of master plan of the Local Planning area (LPA) of Jalandhar has estimated the
land of about 77850 Hectares with projection of 25.34 lakhs of population by 2031 with the existing
population of 12.60 lakhs (2001). Local Planning Area of Jalandhar has been delineated and notified
under section 56 (1) of “The Punjab Regional and Town Planning and Development (Amendment)
Act, 2006” in the official gazette. It mainly constitutes 4 towns and 229 villages from Jalandhar
district, 1 town and 37 villages from Kapurthala district and two villages from Nawashahar district.
Out of the total area of LPA, the Jalandhar district covers land of about 65914 hectares and Population
of 10.80 Lakhs (2001). This population is 55.6% of the total population of the whole district and by
the land content it is just 25% of the district. By 2031 it is estimated to be about 22.00 lakhs
population within this area. As estimated 88.75 % urban population and 11.25 % rural population.
According to the core strategy of the master plan 2031 it has envisaged in the following manners.
To accommodate the projected population of 25.34 lakhs by the year 2031 in Local Planning Area,
Jalandhar, a four-pronged strategy is adopted:
Intensification of central core Development of ring towns
Intensive growth along transport radials Extension of peri urban area
The land use planning is again a multi CBD development and ring town development and extension
of urban area.
The following planning alternatives have been identified in this for 2031.
Compact development of the city with intensification of core area and development of vacant
lands in municipal limits.
Intensive growth along transport radials:
Development of ring towns located along major transport routes.
The issue in the master plan area are as under.
Industrial and Commercial Issue
- Industrial belt on Jalandhar-Pathankot road,
- Industrial belt on Kapurthala road,
- New CBD and commercial activates shifting on Ludhiana road,
Transportation Issue
- Intra regional and inter regional transportation,
- Truck Terminal on Pathankot road,
- Proposal of bus terminals on Amritsar, Ludhiana, and Pathankot road,
Urbanization Issue
- More than 85% urbanized area in future can be sustainable,
Residential Issue
- This low density development on outside and peri Urban area,
Cantonment and Government land use.
- The location of cantonment and government building,
On the other hand the district will arise with a new kind of the growth pattern as discussed and they
are required to be emphasized as under:
The District with maximum no of personal passenger vehicles.
The rich district so for as agriculture is concerned.
Rich NRI belts and export oriented units.

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Counter magnet of another nodal center, i.e. Ludhiana.

25 % population lives in slums of the Jalandhar municipal.
CONCLUSIONS
This hypothesis as per LPA – Jalandhar 2031, more than 85% population in urban area and growth of
multiple CBD, is sustainable or not in near future.
The issue at the district level will affect the growth pattern and travel pattern of the local planning area
which is not foreseen. The high connectivity to the rural area, good agricultural base, high economic
indicators and high ownership of the vehicle will change the trend in the future. It opens up the further
study of these areas and to develop the new model of development.
If the people have an option to travel for 30-45 min from the centre and live in rural hinterland
with good environmental condition, the person will prefer more to stay at rural area.
The last 50 years of the development of the urban areas shows poor performance on a number
front and especially in Punjab the rural area is much prosperous.
The large ownership of the private vehicles and further desire to own the same due to surplus
money will change the whole pattern of traffic movement.
The development in communication sector will bring another revolution in the near future.
If this hypothesis come true than only the main arterial road will act as more transition of the vehicle
for regional connectivity. The travel pattern on small arterials will reflect at district level outside, of
this planning area. The change will be much evident at district level rather than at local planning area.
So the cohesive planning should be perceived by completely understanding the growth of the district
as whole and transport, economic and land use shall be integrated. In future we need to think of
developing the city as region but beyond certain boundaries.
References
C. Vaidya, 2009, Working Paper No 4, Department of Economic Affairs, National Institute of Urban Affairs (NIUA),
New Delhi, PP-
C. Vaidya, 2009, Managing Urban Growth
C. Vaidya, 2009, Urban Issues, Reform and Way Forward in India, Department of Economic Affairs, Government of
India.
Census of India, 1991, 2001, Government of India.
Dinesh Mohan, 2003, Journal of Indian Institute of Technology, New Delhi
Dinesh Mohan, 2008, The politics of mobility, Journal of Indian Institute of Technology, New Delhi.
Dinesh Mohan, Geetam Tiwari, 1999, Economic and Political Weekly, XXXIV: 25, Sustainable Transport System,
Linkages Between Environmental Issue, Public transport, Non-Motorized Transport and Safety, pp-1580-1596.
Geetam Tiwari, J.Fazio, S.Gaurav, 2007, S¯adhan¯a Vol. 32, Part 4, August 2007, pp. 309–328.
Geetam Tiwari 2003, Transport and Land Use Policies in Delhi,2003.Bulletain of World Health Organization 2003,
81,pp-444-450,
Geetam Tiwari 2008, Urban Transport Planning,2008.
Geetam Tiwari 2000, Toward a Sustainable Urban Transport System : Planning for Non Motorized Vehicles in Cites
Transportation Research and Injury Prevention Program, Indian Institute of Technology, Delhi.pp-49-66
Government of India,2007, Working Group on Urban Transportation Including Mass Transportation System for
Eleventh Five Year Plan, 2007-2012, Ministry of Urban Development, GOI.
Government of Punjab.2009, Department of Housing and Urban Development, Housing Branch.
Industrial Policy 2009, Department of industry and commerce, Government of Punjab.
Master plan, Jalandhar development authority, 2031, Jalandhar Development authority, 2007
National Urban Transport Policy 2006, Government of India, 2006.
P.Thakuriah,P 2009, Sustaible Transportation, International Perspective, Vol-9, MIT, Journal of Planning, 59-80.
Planning Commission of India, State Development Report, Punjab, 2007-2012. ch-7, ch-8,
R.B.Bhagat, Urbanization in India, A Demographic Appraisal, Dayanad University, Rohtak PP-
Sanjay K.Singh,2005 Review of urban transportation of India,Vol 8, No 1, 2005. pp 79-97.
State Development Report, Chapter1, chapter 7, Chapter, 8, Government of Punjab.
Todd Litmen, Land Use Impact on Transport, Victoria Transport Policy Institute,b2004-09

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URBAN LAND USE AND TRANSPORTATION PLANNING

Manav Jain1

INTRODUCTION
The Towns in the History whether developed during Indus valley period, Classical period, Medieval
or at later stages, mostly had need based urban structure, elements and features. These features had
attained appropriate place and finest of the forms due to varied reasons e.g. the concept of Agora,
shop cum residence, piazzas, etc. were based on the concept of work place relationship. The Grid
iron pattern seen in Indus valley towns and later is also a need based smart urban structure of all
times. The so much talked about human scale of medieval & classical towns is also a notable feature
of need based urban planning. The human scale actually is the base of urban & social planning.
Planning for the human beings whilst taking care of their anthropometric, kinematic, psychological,
spiritual, social, economic and other physical, non-physical needs and tangible / non tangible
requirements is one of the most remarkable achievements of ancient towns. The size of piazzas and
open spaces within the towns, size of town itself, and height of buildings all were based on the ability
of human beings to perform various tasks efficiently in a given time period. Similarly, the concept of
enclosures, landmarks, vistas, perspectives is also based on the human ability to see things with naked
eyes.

TECHNOLOGY
The technological interventions have changed the scale and urban structure of the towns, the car
being a dynamic machine is the main culprit, though it has now become a necessary evil. Car means
‘City At Run.’ After the advent of cars, the cities are like running a 100 mts. race in Olympic arena.
The whole concept of Man, society, shells, spaces and networks has somehow got jeopardized after
the invasion of cars. The old cities are being brought down to make space for cars. The size of modest
cities has grown into mega cities where sea of cars invites us at the seams, nodes, in the heart of town
and every where in the city. Buildings look like more of car garages rather than houses, malls, banks,
offices, etc. City makers are busy creating space for housing cars in each nook and corner available in
the towns. As per new development control regulations, a 100 sq.mt house requires 1/3rd of its ground
space to park 2-3 cars. A 5000 sq.mt. area plot for multiplex require 5000 sq.mt. area for cars /
vehicles only. City planning today is governed by cars not by human beings or the family unit.

ISSUES RELATED TO PERSONALIZED MODES OF TRANSPORTATION

No doubt car is a necessity and a bliss but for whom? In the real sense for the ones who can afford to
buy and maintain a car. But, the million dollar question here for the city planners and administrators
is that, in India, who can afford a car? Approx. 25% urbanites live in slums in India (This figure is
Approx. 54.5% in case of Mumbai, 23.5% for Punjab). More than 60% of urban population in general
is not in the category of those who can afford a car. Out of the rest 40%, only say 3/4th are the daily
users of cars, the rest may not be using cars, due to varied reason like streets are narrow, traffic is
more, parking space is not available, so use bike / scooter etc. and save fuel costs, keep car for status
symbol and use other cheaper modes etc. Thus, the potential users of cars are only say 30% or so of
the total population of an Indian city. So, the energies, resources, efforts being put to fit in cars in the
existing towns and cities are only for the 30% class of people. The total concept of contemporary land
use planning is based on needs arising due to requirements of space for cars / vehicles. The scale of
cities, width of roads, the area requirements all are based on car parking norms and not on human
anthropometrics.

There was a time when soot from the thermal plants, factories etc. was a matter of grave concern for
the people, but now lakhs of moving pollution sources do not bother any one including many city

1
Assistant Town Planner, Local Bodies Punjab, Chandigarh

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planners. Rather, people feel proud to talk about elite plans which are eccentric, biased towards cars
and their manufactures and users.

Our standards for different entities are different. We ask that polluting industries should be set up
away from habitation but, we don’t discourage cars in the habitat areas, rather, encourage it to
penetrate the unreachable destinations. The industries which are our economic base are asked to leave
a green butter of 100 mts. or so from a non polluting land use, but cars require no buffers! Similarly,
car industry is welcome to all the States with incentives like free of land cost, free of Electricity
Duty, taxes etc. but, no one invites other labour intensive industries like agro-based industry with that
much passion because the latter is for the benefit of poor and former is perhaps considered as a status
symbol. Cigarette smoking is banned in public places but, vehicular pollution / fumes are banned no
where. Are we not playing biased in our rules to accommodate cars / vehicles? Insurance of cars /
vehicles is mandatory but is anyone bothered about the insurance of a cyclist or a pedestrian walking
on roads vulnerable to be run over by a car / vehicle. The vehicular congestion can:
Kill street life and Damage the social Cause air pollution
fabric of communities Slaughter thousands of lives every year
Isolate people Increase global warming
Foster suburban sprawl Wastes energy and natural resources
Endanger other street users Impoverish nations
Blot the city's beauty
Disturb people with its noise

Why are we obsessed with the cars? Singapore is a dream destination. But, it is a city / country where
people prefer to move by public transport not by cars.

Each kind of urban land use structure and transportation structure planned and designed for cities
have some limitations. The present day large and medium size towns in India are also facing many
problems due to non synchronization of the urban land use / structure with the existing transportation
system. The other major problems in addition to the ones mentioned above that are being faced due to
this mismatch are:
The children have to start early from their homes to reach school and have to inhale polluted air
while traveling in the buses sometimes for hours together on roads.
The elderly people have to face problems while moving from one place to another due to heavy
rush of vehicles on roads. If one happens to visit the Emergency Block of a hospital, there can be
observed a number of cases relating to elderly persons knocked down by vehicles on roads.

The vehicles are adding like anything on daily basis. Chandigarh city, as per a News report in 2009
had about 86 per cent households own at least one car or two-wheeler. Vehicles in Chandigarh
number around 7.9 lacs in 2009.

So, we need to be more responsible towards finding solutions to the above mentioned problems
related to the traffic in our towns and cities especially, where health and safety of the human beings is
at stake.

ECO - FRIENDLY SOLUTIONS THROUGH INNOVATIVE LAND USE PLANNING

Given the awakening in farmer lobby, the land is no more available for planned city expansions
or development of new towns. The land costs are very high and funds with the Govt. are
shrinking. It is prudent to think of compact towns and cities which do not spend much on fuel for
traveling from work to place.
Here is a small illustration to show that how much State exchequer and fuel can be saved if
importance is given to such an urban structure and transportation system which is eco-friendly
and is car-less taking an example of a medium sized city having a horizontal spread of 10
kilometers or so and having a population of 5 lac persons :

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If the cities in future are made car-less, such an urban structure can be adopted which will be 3-4
times compact than a conventional city plan. This city can be supplemented with such a
transportation system which is eco-friendly and cost effective. Once dependence on cars is
reduced to bare minimum, the spread of the city can be restricted to 2 to 2.5 kilometers on either
side like an urban structure resembling a medieval town where people are encouraged to follow
pedestrian system of travel within the town as the trip lengths can shrink on an average from 15
kms. to 1 to 1.5 kilometers. Otherwise also, in the present day life, Doctors recommend 5 km.
daily walk for all so, pedestrian system of travel is not a planner’s prescription only.
There is otherwise, an urgent need to have a rethinking on the land requirements for developing a
new town or a ‘town in town’ in view of the problems being faced by many of the States in
acquiring land. The land has become a rare commodity even in countryside in many States due to
high land values and because of the awakening in farmer community. Taking an example of
Punjab state, on an average, one acre of land is not less than Rs. 40 lacs per acre near a large town
and not less than 20 lacs per acre in many a remote areas. So, for a population of 5 lac persons,
the requirement of land for a conventional city design is say 25,000 acres. If the spread of the city
is restricted from 10 kms. to say 2 to 2.5 kilometers on either side, the requirement of land for
such a city will be around 5,000 - 7500 acres or so. So, the land acquisition cost for such a city
can be saved to the tune of say Rs.60,000 lacs as compared to a conventional city of area 10 kms.
X 8 kms., i.e. 20,000 acres. Further, the savings in development cost will be additional because
the sections of the road, water supply, sewerage, drainage, street lighting etc. networks will also
reduce.
This much compact urban structure will also save fossil fuels. Here is an illustration to show the
same. On an average, if the no. of cars are say owned only by the 40% population of a city who
can afford cars and for that 40% population, ownership average is say 1.5 cars, then the no. of
cars in a city of 5 lac population will be 60 thousand cars and say on an average each family owns
a bike, so there will be one lac bikes. Assuming each bike consumes ¼ of fuel consumption of a
car, so converting into car equivalents for calculation purposes, 25000 more cars will be there in
the city. Therefore, the total no. of cars for the purpose of fuel consumption is say 85 thousands in
a city of 5 lac persons. On an average, daily trip length of each car is say 15 km. round trip,
averaging to a total of 400-450 km. per month per car consuming 30-33 liters of fuel. Which
amounts to 25,50,000 liters minimum of monthly oil consumption with an expenditure of Rs.
12.75 crores monthly on oil. Similarly, the cost of fuel for public and Govt. transport vehicles can
be worked out. This consumption and cost of oil can be reduced to at least 10 times in case a car-
less city / urban structure is designed, in addition to the savings on time, energy and resources.
This is not the end of it. If we further introspect, the cars are much more heavy on one’s pocket as
the expenditure on purchase of a car, interest on installments, insurance, road tax, toll tax,
maintenance / service, parking fee, challans, other unforeseen charges like payoffs in case of an
accident etc. are the overheads for the car ownership which if accounted for will take away a
major chunk of the pay packet of the monthly earnings of majority of owners.
Furthermore, in the present system, each building owner out of his precious land has to dedicate
space for the parking of at least one car for residential occupancy and much more space for
commercial. And this reservation is getting increased with the passage of time. Today majority of
the States are asking for at least one car space equivalent (ECS) of space to be mandatory for a
100 sqmts. of covered residential area and 2-3 ECS for commercial. If a residential plot costs on
an average Rs. 15000 per square yards in a city of one million, the cost of reserving one car space
works out to Rs. 1.5 lacs and many times more for a commercial plot.
It is high time that we think of compact cities rather than compact cars. Compact cities require an
efficiently designed traffic and transportation plan. Which is not dependent upon those modes of
transportation which are space consuming e.q. cars. The multi modal transportation system has to
be eco friendly, convenient, independent, cost effective and so on. With the car less city system,
the spread of city can be squeezed to 1/4th to 1/5th of a normal city. Accordingly, the city,
transportation needs will be reduced proportionately once the city size is compacted. Thus, the
city plan will be based on two pronged strategy based on innovative land use planning and
alternative transportation system.

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ALTERNATIVE TRANSPORTATION SYSTEMS

To plan for car less cities, some eco-friendly technologies are available in the world markets. The
concept of Pod cars, Personalized Rapid Transit System, Light Rail Transit, Roller coaster system,
Trams coupled with eco-friendly alternate energy resources like Solar energy, wind energy etc. and
alternate fuel technologies like battery operated vehicles, Hybrid cars etc. can be used for varying
urban situations and transportation needs coupled with the benefits of pedestrian and bi-cycle based
system possible for a city squeezed to 1/4th of the area of a conventional city.
A tram system (streetcar, trolley, or Light Rail Vehicle [LRV]) can be used instead of a MRTS
which is very costly. Surface trams could work very well and are quite cheap to build and
operate, although maximum travel times would increase by several minutes. The capacity of an
LRV system is less than a traditional metro, so surface systems would be limited to cities not
exceeding about 500,000 population.
There are numerous current and emerging propulsion/fuel technologies that may produce fewer
emissions and reduce environmental impact compared to conventional petrol, gasoline and diesel
fuels like Electric, Hybrid electric, Biodiesel, Ethanol, Methanol, Liquefied petroleum gas
(propane), Natural gas, and Hydrogen.
Hybrid cars exist in several configurations that can be tailored to or optimized for their given use.
These are series, parallel, series-parallel, mild/light (engine dominant), strong/heavy (battery
dominant), charge sustaining, charge depleting, and grid or non-grid connected. On-board power
is typically generated from an internal combustion engine (reciprocating or micro-turbine). Fuel
cells are another option.
Biodiesel: Biodiesel is a cleaner burning diesel fuel produced from domestic, renewable resources
such as soybean oil or recycled restaurant-cooking products. It is simple to use, biodegradable,
nontoxic, and essentially free of sulfur and aromatics. It can be used in compression-ignition
(diesel) engines with few or no modifications. Biodiesel may be blended in any proportion with
petroleum diesel. B20 (20 percent biodiesel/80 percent petroleum diesel) is the most common
blend, and has demonstrated significant environmental benefits with a minimum increase in cost
for operations.
The recent example of car less city is Masdar city in Abu Dhabi(UAE). The city has been planned
in an area of about 6 sq.kms. on eco-friendly technologies like Solar energy, wind energy etc. and
with alternate fuels like battery operated vehicles. The concept of Personalized Rapid Transit
System (PRTS) has been employed as an alternative to cars to achieve pollution free
transportation system. The PRTS provides the flexibility and privacy of a car and is a low energy,
low cost, eco friendly but, high speed mode of Mass transportation. There is a need to study such
models of urban planning closely and to indigenize the same to suite our local requirements.
The city of Venice, the largest existing example, is a also a car less city loved by almost everyone
despite being one of the densest urban areas on earth.

CONCLUSION
“Aur bhi jahan hain is jahan se pare”. Cars may be the destiny of current generations but, not our
successors. The technology is a double edged weapon, so it can be used for the benefit of the general
masses. If technology has given us cars, it has also provided with the alternatives. But, the sustainable
use of natural resources is equally important to us so, if pedestrian cities cannot be created, at least car
less cities can be thought of.

References:
http://faculty.washington.edu/jbs/itrans/dualmode.htm
http://www.masdarcity.com/en/index.aspx
Carfree Cities: Conversions: Lyon Protocol
Comparison Matrix of Ready and Emerging Innovative Transportation Technologies
tomorrow&apos;s transportation, future urban transportation systems,automated transportation

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5 multi-level lots may solve parking woes

A REVIEW OF TRANSPORT SYSTEM IN INDIA

Aseem Misra1
INTRODUCTION
Good physical connectivity in the urban and rural areas is essential for economic growth. The location
and land use is a key factor in determining the regional transport needs. But more importantly, it is the
transport system that can facilitate and reinforce development pattern and provide for quality liveable
places.
Traditional Town Planning aims to improve mobility, especially for vehicles but it may fail to exert
wide impacts. The real purpose of transport is to provide easy access to work, education, goods and
services, friends and there are proven techniques to improve access. Simultaneously it leads to reduce
environmental and social adverse impacts and ease the task of managing traffic congestion.
Although, National Urban Transport Policy has been adopted by the Ministry of Urban Development
and Poverty Alleviation but still the Indian transport is facing following problems:
Same road space gets used by modern cars, buses along with locally developed vehicles for public
transport, scooters and motorcycles, bicycles, rickshaws and animal and human driven carts.
Bus commuters, pedestrians, and NMV are largest group together using the road. Need for
separate tracks & infrastructure for safe and convenient travelling for them continues to be
ignored.
A quarter of all India’s highways are congested reducing truck and bus speed to 30- 40 kmph.
Most Indian roads are of poor quality. Road maintenance remains significantly underfunded. Only
around one third of maintenance needs are met. This leads to the deterioration of roads and high
transport costs for users.
The transport sector is major contributor to air pollution in urban India for example, 72% of air
pollution in Delhi caused by vehicular emission (Planning Department, Govt. of NCT of Delhi,
March 2000). The ambient air pollution in terms of suspended particular matters (SPM) in all
metropolitan cities in India exceeds the limit set by WHO (Sharma & Mishra 1998).
In India, tax on fuel such as petrol and diesel is usually determined at the Central level first &
then at the State govt. level. This does not guarantee an efficient pricing out come. The precise
result will depend on the institutional set up and on the correspondence between the objective
functions of the two govt. levels.
Commuting pattern of low income and high income people are significantly different. In Delhi
nearly 50 – 60% of the city population resides in unauthorised slum settlements having an average
income of Rs. 2000/- month, bicycles, buses and walking continue to be important modes of
transport.
Overcrowding in the public transport system is more in large cities where buses, which are
designed to carry 40 to 50 passengers generally, carry double the capacity during peak hours. As a
result there is massive shift to personalised transport, especially two wheelers, and proliferation of
various types of intermediate public transport modes (three wheelers, auto rickshaw and taxies).
Bicycle, pedestrians and bus traffic attract street vendors. Vendors often located themselves at
places, which are natural markets for them. Road authorities and city authority view their
existence illegal. Often the argument is given that the presence of street vendors and hawkers
reduces road capacity.
During the year 2000, personalised vehicle population share was more than 90% of the total
vehicle population in 6 out of 13 sample cities. The share of bus is negligible in most Indian cities
as compared to personalised vehicles. For example two wheelers and cars together constitute
more than 95% in Kanpur and 90% in both Hyderabad and Nagpur, where as in these cities bus

1
Programme Officer, PRIA (Participatory Research in Asia), Ranchi

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constitute 0.1, 0.3 and 0.8 percent respectively. (Review of Urban transport in India, Sanjay k.
Singh, IIT Kanpur).
Several Indian cities have constructed and made plans for new flyovers. The justification for
flyover construction is to reduce long delays at intersections and provide uninterrupted movement
to long distance traffic. Flyover construction can’t provide long term solution because it improves
journey time for cars, which are only 20- 25% of the total commuter trips in a city like Delhi. In
other cities, car trips are less than 20%. It does not have any benefit for bus commuters because
bus stop locations are shifted away from the intersections increasing the walking distance for
changing the buses going in different directions. With increase in speed, bus commuters as well as
other pedestrians find it difficult to cross the road.
It is very difficult to remove above problems by one or two measures. Each type of problem requires
different kind of treatment. Some of them might be as follows:
It is possible to redesign roads to meet the needs of diverse modes existing in Indian cities. The
road network - straight roads and intersections – geometry has to be designed from the
perspective of the pedestrians, bicyclists and public transport vehicles.
One way traffic, improvement of signals, traffic engineering improvements for road network and
inter sections and bus priority lanes, should be introduced in all cities. Road infrastructure
improvement measures like new road alignments, hierarchy of roads, bus bays, wide median,
intersection improvements, connection and repair of foot paths and roads, removal of
encroachments and good surface drainage should be introduce in cities.
Amending National Highway Act to expedite land acquisition, permit private finance and allow
tolling.
Even with the low level of penetration, it has been perceived that there is a need for regulation in
the transport sector to minimize the impact of vehicular emissions on air quality and also improve
performance of the vehicles in terms of safety and fuel and energy efficiency. An integrated
approach to traffic management is required this includes setting of policy and institutional
framework for public transport. Land use planning will not only cut the average length of trips but
also reduce the total number of trips thus reducing both use of fuel and emission.
Financing the development and maintenance of roads by creating a Central Road Fund though an
earmarked tax on diesel and petrol.
Although ULB’s have empowered by the constitution (74th Amendment) Act of 1992 to assume
responsibility for development of Urban Transport, most of them don’t have adequate power to
raise financial resources. There is need to empower the ULB’s to raise finance coordinate the
activities of various agencies involved in the provision of transport infrastructure in urban areas.
States are expected to devolve adequate powers, responsibilities and finance upon the ULB’s so
as to enable them to prepare plans and implement schemes for the development of the urban areas.
However responsibilities for giving it a practical shape rests with the states. States are expected to
act in consonance with the spirit of the act for establishing the strong and viable system of local
self government.
While poor’s may not be expected beneficiaries of the metro projects, the disbenefits accrued to
them due to the project need to be assessed and hence mitigation measures should be planned
when proposing the project. Hence it is important to conduct Socio- Economic Impact
Assessment (SEIA) studies for a new project over disaggregated groups, specifically including
impacts on the most vulnerable group – the urban poor.
Public transport requires reform in India. There should be uniform taxation across the country and
cities, no entry taxes, off vehicle ticketing, use of ITS to inform people of time of arrival of bus,
mix of modes of transport rather than a standard large bus of 50 plus seats.
Design standards are required to integrate street vendors in the road design.
Promoting public transport as a choice mode is a requirement to meet the future mobility demand.
So there is a need to encourage public transport instead of personal vehicles.
Better management of the transport system along with a stable and predictive regulatory framework
that address the multiple issues of automotive technology, fuel quality, traffic management and in use

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vehicle management would greatly enhance the development of a sustainable transport network in
India and reduce energy consumption thereby increasing energy efficiency.

References
Background note on the session on energy efficiency in urban transport in India, Goa 3- 5 April
2008, under the Euro India Forum
Geetam Tiwari, article on Public Transport Research Challenges in India, IIT Delhi
Geetam Tiwari, Urban Transport in India, Federation of Automobile Dealers association, TRIPP,
IIT Delhi
Geetam Tiwari, article on Traffic Segregation: A case for Bus priority Lane with Segregated
Cycle Tracks – Case study Delhi, TRIPP, IIT Delhi
Sanjay K. Singh, Review of Urban Transport in India, IIT Kanpur
Urban Transport in India from wikipedia.com

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SCOPE OF TRANSPORT SYSTEM MANAGEMENT MEASURES

Yash Sachdeva1
INTRODUCTION
Traffic is generally defined as the movement of people, goods or vehicles between spatially separated
points, and thus includes pedestrians and all types of vehicles: mechanised, motorised or non-
motorised. Traffic planning must, therefore, look beyond the expansion of the highway system, and
deliberate on the principles of demand and supply so as to optimally use the available infrastructure.
Transport management is the application of sound management principles and practices to optimise
the use of the existing road network with a view to improve traffic flow and road safety without
impairing environmental quality.
It has been the experience of many traffic & transport planners that most transportation plans rarely
progress beyond the drawing board for lack of financial resources and other related constraints. In
many urban areas, socio-economic constraints, hutment’s, ribbon developments, etc. are serious
impediments to further development, even if the problem of funds is overcome. Provision of new
urban transport infrastructure is both long-term and capital intensive, and resources are simply not
available at a scale that matches the escalating demand.
The only recourse open to the traffic manager, therefore, is the option of optimising the existing
facilities to provide improved accessibility and mobility at a satisfactory level of safety and comfort to
most of the road users. This can be achieved after studying and evaluating the problems in the light of
sound and tested traffic management techniques, which are essentially low-cost, easily implementable
and flexible. These are short-term solutions, primarily intended to reduce the intensity of
inconvenience caused by congestion and the multiplicity of the modes of transport traversing in the
common space. They may not offer a permanent solution, yet they lend themselves to some time
earning relief upto a point where the administration may launch a long-term solution. It is of course
absolutely imperative to integrate the long- and short-term planning. The objectives of the short-term
solutions should be within the perspective and compatible with the goals set out in the long-term
plans.
SCOPE OF TRANSPORT SYSTEM MANAGEMENT
The fundamental approach in traffic management measures is to retain as much as possible the
existing pattern of streets but to alter the pattern of traffic movement on these, so that the most
efficient use is made of the system. In doing so, minor alterations to street furniture are inevitable, and
are part of management measures. The general aim is to reorient the traffic pattern on the existing
streets so that the conflict between vehicles and pedestrians is reduced.
The aim of Transport System Management (TSM) lies in achieving the best use and extension of
facilities & services available through use of low-cost solutions. Some of these could be regulations
only, which may not cost anything. For this purpose, the greatest emphasis is placed on :
Rationalisation of the use of urban transport facilities; particularly road space.
Provision of better access through cost-effective improvements and extensions of road networks.
Traffic Management by adopting measures like one-way streets, pedestrianisation, signals,
junction design & improvements, tidal flow, and better facilities for cycles.
Improvement of the standards and viability of public transport and giving better access to public
transport priority measures like bus lanes, etc.
Strengthening of urban transport institutions including technical assistance and training.
OBJECTIVES OF TSM
The objectives of the short-range and rolling TSM measures are to achieve:

1
General Manager (UT), RITES Ltd

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Sustainable development of urban transport in the face of growing car ownership and growth in
traffic; both in terms of numbers and trip length.
Quick results in terms of increasing urban mobility by traffic management through optimal
utilisation of available infrastructure with minimum financial investments including public
transport priorities.
Reducing congestion by resorting to demand management measures like segregation of traffic,
demand management, pricing of facilities, etc.
Ensuring better environmental conditions by taking measures to reduce pollution through
enforcement and priority treatment to pedestrians & cyclists and high-occupancy vehicles
wherever possible.
Reduction in accidents by better education, engineering and enforcement.
The developed countries facing the problem of growing vehicle ownerships and difficulties despite
having better road and rail facilities continue to give higher importance to these aspects as can be seen
from Table 1 which is extracted from a TRL Report on ‘Urban Travel and Sustainable Development’
based on a questionnaire survey covering 132 OECD cities.
Table 1: Policies Implemented & Number of Responses from OECD Cities
S. TRAFFIC MANAGEMENT MEASURES NUMBER OF
No. RESPONSES
1 Parking Control : Supply / Charge / Enforcement 75
2 Priorities : Public Transport Vehicles / High Occupancy Cars 69
3 Pedestrianisation 57
4 Traffic Management : Signals / Junction Design / Tidal Flows, 53
etc.
5 Access Restrictions : Entry and Turning Bans 42
6 Public Transport Fares & Service Levels : Fares / Service 26
Levels / Bus Fleet Size
7 Traffic Calming : Speed Humps, Speed Controls, etc. 23
8 Development Control / Planning Guidance 22
9 Green Belts / Green Spaces 15
10 Road Infrastructure : New Roads / Major Improvements 11
11 Co-ordination and Information : Public Transport Interchange 11
/ Park ‘n’ Ride
12 Land Use Zoning Systems 9
13 Road Traffic Information : Signposts / Road Traffic 8
Information
14 Cycle Lanes 7
15 New Light Rapid Transit Capacity 6
16 Development Corporations 6
17 New Rail Capacity 5
18 Road User Charges : Cordon Charge / Road Tolls 3
19 Staggered Work And School Hours 2
Source: Report on ‘Urban Travel and Sustainable Development", Transport Research Laboratory’ (TRL), UK
EXISTING TRAFFIC CONDITIONS
Adequacy of Space
The most important infrastructure in cities of all sizes for movement of men and material, is the road
network. In India, the road network in a large number of cities is characterised by narrow
carriageways, poor surface quality, absence / inadequacy of footpaths and low journey speeds. In
some cities, a good proportion of major road network has ROW even less than 10 m. But in most of
the cities, high ROWs are available indicating the scope of widening of roads except in central areas
where narrow ROWs exist. With the exception of few cities, carriageway widths of a larger part of

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major road network are less than 2 lanes. Again with the exception of a few cities, most of the major
road network has not been provided with footpaths.
Even wherever footpaths have been provided, mostly these are inadequate and / or encroached by
hawkers / shopkeepers and vendors. This forces the pedestrians to walk on the road thus affecting
vehicular traffic movement. In some cities, the vendors even occupy the carriageway area. Road
surface quality varies from city to city and is generally poor for most of the major road network.
Mumbai is the only city, which has gone for concrete surfacing on a large scale.
Road capacity in Indian cities is seriously impaired through wasteful use and neglect. Surveys (refer
Table 2) show that upto 39% of major road network carriageways in various cities are encroached
upon by on-street parking and vendors. In addition, presence of cattle on carriageways on many roads
reduces road capacity. Footpaths and remaining portion of the right- of-way are also encroached upon
to the extent of 35% and 52% respectively. It will not be a exaggeration if one states that the traffic
flow not only for present but also for next 5-6 years can be managed at a better level of service in
many of our city roads, specially in predominantly commercial areas if the problem of encroachments
can be tackled by concerted enforcement. In some locations, where there is need for retail vendors and
justification to rehabilitate present vendors, centralised markets (open space or even multi storeyed
buidings) can be put up at selected locations and shift them as one time process. Such an action would
be found more economical in most cases.
Table 2: Encroachments on Major Road Networks in Indian Cities
CITY POPULATION (19991) ENCROCHMENTS ON MAJOR ROADS (in %)
(in lakhs) CARRIAGEWAY FOOTPATH REMAINING
ROW
Agartala 1.57 27 33 44
Panipat 1.91 39 34 14
Rourkela 3.99 10 35 12
Guwahati 5.84 25 32 43
Dhanbad 8.15 31 34 46
Varanasi 10.31 37 11 52
Ludhiana 10.43 34 34 23
Kanpur 20.37 19 27 24
Calcutta 110.22 12 24 36
Source: Report on ‘Traffic & Transportation Policies and Strategies in Urban Areas in India, RITES, March 1998

Composition of Traffic
Its been usually observed that a large proportion of the traffic is slow moving, particularly for small
size cities. Share of slow traffic generally goes down as the city size increases. In larger cities, such
slow traffic can also have restricted entry on some roads permanently and on some during peak hours.
Therefore, requirements of slow traffic should be considered while planning for various transportation
measures. Coping with peak hour traffic is a major challenge in almost all cities where peak hour
traffic factors are around 10-12%. However, the peak hour factors are generally lower in large sized
cities, which indicate extended peak periods during the day due to limited road capacities. Due to high
traffic volumes and limited road capacities, V/C ratios are generally high in almost all cities.
Consequently journey speeds are rather low in all cities of various sizes. V/C ratios over 1.0 (with
capacity / lane at 1250 PCU) and speeds less than 25 kmph on arterials and less than 15 kmph in CBD
and sub-arterial / collectors could be considered as calling for remedial measures.
GENERAL NATURE OF PROBLEMS
In brief, most of our cities are found to face the same problems but to different degrees on arterials
and sub-arterials, such as:
‘On-street’ parking; both authorised and unauthorised.
Encroachment on carriageways, footpaths and ROW.
Poor road surface

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Presence of cattle on carriageways.

‘On-street’ loading and unloading activities.
Absence of bus bays on roads resulting in stoppage of buses on carriageways
Frequent cuts in medians
A high proportion of mechanised two-wheelers.
Heavy through traffic in central areas.
Poorly controlled and unsynchronised traffic movements.
Slow moving animal or hand driven vehicles in traffic mixed with fast modes.
Cycle traffic mixed with other traffic.
General lack of regard for traffic regulations.
Rapidly increasing demand for transport in our cities and the resulting traffic congestion has led to
pressures to build new transport infrastructure. Although as a long-term measure, some of these
capital intensive transport projects are justified, the fact remains that most of our cities can ill afford
the expense of these solutions. There is hence an inescapable need to consider low cost alternatives.
One such alternative is the use of TSM measures that are designed to reduce congestion and increase
road capacity by regulating road occupation and movement of traffic.
TSM measures which can substantially step up the traffic carrying capacity of roads, have not been
given adequate attention in the metropolitan cities though in the four metropolitan cities, some traffic
management measures on adhoc basis have been given effect to. There appears to be hardly any
attempt to even identify bottlenecks in smaller cities except in a few states. These appear to be totally
lacking in cities with less than 5 lakh population e.g. Tiruppur.
Effective implementation of TSM measures should be given the highest priority not only for
metropolitan towns but also for medium and smaller towns. As a first step, no city should undertake
any capital intensive transportation projects unless potential of the TSM measures have been fully
exploited
TRAFFIC & TRANSPORT MANAGEMENT TECHNIQUES
The various Traffic & Transport Management techniques that have been tried and tested all over the
world have been listed below across seven main categories:
Regulatory Techniques Footpath and Central Railings
One-way Streets Creation of Storage Lanes at Turning Points
Reversible Streets Bus Bays
Reversible Lanes Bicycle Lanes
Turning Movement Restrictions Off-Street Loading / Unloading Facilities
Closing Side-Streets Demand Management Techniques
Traffic Control Devices Parking Restrictions
Traffic Signs Parking Supply Reduction
Road Markings Parking Pricing
Traffic Signals Preferential Parking for High-Occupancy
Computerised Signal Control System Vehicles
Traffic Cones and Drums Preferential Lanes for High-Occupancy
Barricades Vehicles
Speed-Breakers Road and Bridge Tolls
Traffic Lighted Bollards Supplementary Licensing
Central Refuges Area Tolls
Intersection Channelisation Vehicle Ownership Taxation
Traffic Segregation Techniques General Fare Reduction on Public Transport
Pedestrian Grade-Separation Bus Priority Techniques
Pedestrian Malls Priority Manoeuvres
Sidewalks Bus Lanes
Central Dividers Bus-Precincts Bus Priority Signal System

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Bus Operations Management Bus Bays

Self-Enforcing Techniques Sharing of Taxis
Dividers Fixed Taxi Tariff System
Railings Police-Public Interaction Techniques
Channelisers Education to Bring about Traffic Awareness
Queue Channels System-Condition Broadcasts
Parking Notches Traffic Booths for / and of Road Users
Sleeping Policeman

IMPLEMENTATION STRATEGIES
Problem Identification
In order to have a scientific and systematic approach to the problems, it would be necessary first to
study the overall availability of network, their characteristics & traffic flow conditions and
composition of traffic by conducting cordon and mid-block surveys. Alternatively, some data on
traffic would be available from the traffic survey records of Highways Departments. Important and
visibly congested intersections can be identified and volume counts conducted. Road surface
condition surveys can be done in smaller cities by even by riding along major roads in a slow vehicle.
In larger cities and on important arterials, some instrumented observations could be called for. Based
on this, their pattern of traffic, composition, occupancy, encroachment, parking problems and network
adequacy or other wise can be ascertained and bottlenecks and problems identified. Once this is done,
management and engineering measures falling under one or other categories described below can be
designed and implemented.
Transport System Management Measures
Removal of Obstruction
The first priority should be given to removal of encroachments and indiscriminate parking on the
carriageway. This is specially called for on arteials of major cities and through roads in smaller cities.
The stopping of heavy vehicles and LCVs for service or repairs on such roads should be banned
totally or atleast in peak hours.
Parking Control
Parking controls are the most widely used form of restraint in almost all the cities of the world. These
may include parking restrictions along major arteries, either 24 hours or during the peak time;
depending upon the local conditions and requirements. Lately, parking pricing is becoming very
popular, as it not only achieves the objectives of reducing traffic congestion but also earns revenue. It
also ensures that car spaces are not misused by a few for garaging, but are put to optimum use for
those who need them for the absolute minimum time. Parking controls achieve the following:
- Make efficient use of parking spaces.
- Recover the cost of providing parking spaces.
- Reduce congestion and prevent obstruction to moving vehicles.
- The parking pricing is effected through the following methods :
- Off-Street Pay and Park Areas
- On-Street Parking Meters
- Park-and-Ride System
Off-Street Pay and Park Areas
Off-Street parking is created either in the designated parking lots (however, selection should be done
intelligently) or by constructing special multi-storey buildings or under-ground parking garages.
Parking fee is collected either manually or by using electronic mechanical aids.

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On-Street Parking Meters

Where off-street parking facilities are limited while the demand for parking is very high and short
term, parking meters may be installed along the kerb line of the roads where such parking would not
hamper the traffic flow; such schemes are generally implemented in commercial / shopping areas.
Park-and-Ride System
Large off-street parking areas are created to enable motorists to park their vehicles and switch over to
the public transport like buses, trains etc. for onward journey to their work places; so that the traffic
volume along major arteries leading to the Central Business Districts (CBD) as well as the road
network within the CBD is substantially reduced.
Segregation of Fast / Slow moving Traffic
This is a management measure difficult to implement in smaller cities where rural and some industry
based traffic has to move about. In such cases, possibility of providing separate lanes on edges can be
considered. In case of narrow roads housing a number of mandis or cottage type industries, alternative
road for through traffic needs to be identified or a bypass planned for. (In such cases some
contribution for financing alternative route for such traffic can justifiably be collected from the
benefiting traders / industrialists). Use of rubber tyred carts on arterials should be insisted upon. In
larger cities, such traffic have to be banned on arterials specially radials for all time if alternative
parallel road can be earmarked for them or banned during peak hours.
Intersection Improvements
Intersections are the major cause of delay to traffic in almost all cities. Therefore, intersections
improvement should get high priority. In many cases, intersection improvements by providing rotaries
where space permits, and channelising traffic would be adequate in short run. In other, signalisation
would be called for. Such channelisation / signals can be erected with contributions from local
commercial houses in return for advertisement rights. In smaller cities and on intersections on sub-
arterials of major cities, signals can be fixed time ones or manually operated to keep cost low. Major
arterials should be provided with variable timing signals. Long corridors of major arterials should be
provided with synchronised signals at intersections, particularly in cities with population more than 10
lakhs and linear cities.
Lane Disciplining
Depending on availability of number of lanes, some lane disciplining arrangements by allocating
lanes for groups of vehicles (Bus, Truck, Car, Two wheeler, Auto, Tempo, LCV or Bus LCV Tempo,
Car, Auto, Two wheeler with cycle lanes in both cases) can be tried. But it will call for a service lane
availability or banning stopping traffic. These are recommended for million plus population cities.
Bus Bays
Many times stopping of buses on carriageways is a major cause of delays to other obstructed traffic
behind them. It is seen that inspite of space being available, busbays have not been provided at many
locations in various cities. On arterial and sub arterial roads, adequate busbays should be provided in
all cities.
Bus Priority
Bus priorities can be provided by either demarcating a lane for them if there are at least three lanes per
direction. Alternatively the road can be made one way for all traffic but two way for buses only (i.e.,
contra flow bus lane). This is recommended for million plus population cities.
Optimal Circulation Plan
For all cities, Area Wide Optimal Traffic Circulation Plans should be prepared and implemented.
These may include undermentioned measures :
Tidal flow measures on arterials
One way traffic road network groups

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Ban on entry of certain type of vehicles on busy and / or narrow roads

Ban on turning movements on very busy intersections
Provision of continuous median barriers on major arterials to provide direct crossing from
intersecting roads only at intervals far apart say not less than 500 m.
Road Surface Improvements
Maintenance of road receives good attention only in a few cities, which are having good revenues
through octroi etc. In many others the arterials receive better and more frequent attention. Another
problem is the inadequacy of drainage system. During rains, roads get water logged for a few hours or
even a day or two. This, apart from causing temporary disruption has a major adverse effect on the
sub-base of the road and also results in potholes. Patch repairs done do not stand well. Hence
provision of adequate storm water drains on a programmed basis is called for. The available funds for
maintenance can be also spent judiciously if the road repair and resurfacing work is done on a
condition basis and not on fixed periodicity as deterioration of road surface is more dependent on
volume of traffic passed than on time basis.
Road Pricing
Area licensing or road pricing are some of the TSM measures for which sophisticated detecting
mechanism and better enforcement machinery are called for. It is felt, time is not ripe for trying these
on any Indian city atleast for next 10 years.
Car Pooling
This can be indirectly imposed in larger cities where lane disciplining has been introduced by letting
in only cars with more than 3 occupants and two wheelers with two occupants only and diverting
others to side or parallel roads.
Cycle Tracks
In cities and on roads where they form more than 10% of total trip makers, it is advisable to provide a
separate lane for cyclists (about 2 m wide each) which is well paved and priority for their turning
movement provided at intersections.
Demand Management
An important aspect of TSM is the Demand Management. Most traffic congestion problems arise
during peak periods i.e., about 3 hours in the morning and 3 hours in the evening. By staggering
school hours and some office working hours, especially in the morning to some extent peak can be
flattened. Generally schools close earlier in evenings. Advancing this will help a lot. Another action is
to encourage dispersal of some of the offices to outer areas by providing some incentives
APPROACH
Systems Approach
Though the identification of the problems and the correct diagnosis may automatically suggest the
usefulness of a particular management technique, the application of a single technique, in isolation, is
rarely sufficient in bringing about a significant improvement in the level of service and transportation
mobility of an area. More often than not, the problems shift to the adjacent locality, or an entirely new
problem is spawned as a consequence of the very technique used as a solution, if applied in isolation.
It is, therefore, essential to seek solutions in a combination of techniques, even in a relatively local
situation, for effective management. A solution must be observed as a part of the total scenario and
the systems approach used to prepare a Traffic System Management Plan for the entire network.
Selection of a Correct Technique (s)
Every city has a traffic complexion of its own, nurtured by its own characteristics. Therefore, it is not
wise to import a technique and apply it blindly in a town, merely because it was a success elsewhere.
It is necessary to study the areas and sub-areas, and accord correct priorities depending upon the
objectives to be achieved. Different sub-areas / corridors require different treatments depending on the

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nature of the problems and priority objectives. After examining the funding position and the
constraints, in-situ, various sub-areas plans can be prepared and mutually integrated to form a
programmed package. This process pre-supposes a thorough knowledge of the independent impacts of
the TSM actions as well as their interactions. A number of TSM actions can have the desired effect
when applied in many similar locations, while there are others that call for related and co-ordinated
actions for each separate application. Certain TSM actions may have a positive impact on corridor,
but may adversely affect another. Therefore, the selection of TSM tools and the study of their
combinatory effect is important, and should never be under emphasised.
Community Involvement
Public participation and the co-operation are the most essential pre-requisites for the success of TSM
program’s especially in a developing country like ours with diverse customs and social obligations.
Traffic management and community involvement are two sides of same coin and are not mutually
exclusive. Any attempt to bypass community involvement would prove futile, as the implementation
of any major scheme would not last longer. The traffic management plans should be administratively
strong, politically tolerable and socially acceptable. The proposals should be given wide publication
via media and comments & opinions invited.
Demand Management
The ambit of transport planning and transport policy should not base on only restricted or reducing the
number of vehicles on roads. The prominence to be trusted with transporting a greater number of
people in fewer vehicles in least time and cost, at the same time the system management should
ensure environmental balance. This leads to a theory to obviate us with extravagant use of personal
vehicles like motor cars especially, in the busy city centres. This can be achieved with traffic restraints
and better demand management via efficient public transport system and ban a particular personalised
mode in the busy traffic hours.
The underlying principle is that the benefits a road user obtains from a particular journey is more than
that he would be prepared to pay in order to make the journey. But, if the price charged for making a
trip was gradually increased, then the point would be reached as which the trip maker would either
decide not to go, or to go by another mode of transport, or at another time. The principles of demand
and supply become very relevant in this context. The demand for use of road network in a particular
area can be curtailed by raising price, directly or indirectly, by levying taxes on the use of public
roads and parking places, etc. In other words, those who are responsible for causing traffic congestion
should be made to pay extra.
Basically these restraint methods should be :
Flexible, to meet differing and changing needs;
Efficient, so that undue restriction is avoided;
Selective, by type, area and time of journey;
Fair and acceptable to the community at large;
Simple, to administer and enforce, and not open to abuse;
Easy to understand and to follow for both casual and regular travellers.
Traffic restraint can be achieved by two methods:
Indirect methods
Direct methods
Indirect Methods
One of the major thrusts of the indirect methods is in the area of public transport option. The motorists
are encouraged to switch over to public transport by making the latter cheap, convenient, comfortable,
readily available, and highly efficient. Simultaneously, restraints are imposed on the movement of the
personalised transport, which may include :
Banning of a particular class of vehicles at certain time and / or in certain areas.

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Auto-free zones where vehicles are totally prohibited.

Special bus-lanes and streets where space is reserved exclusively for public buses and emergency
vehicles.
Prohibition of entry and turns, and limited access facilities.
Bus priority techniques along with restrictions on the movement of the personalised transport though
regulatory techniques will yield the positive intended results.
Direct Methods
The following techniques are considered under this sub-head :
Parking control
Road and bridge tolls
Road pricing
Odd-even auto traffic restraints
Staggering of office hours
TRANSPORT SYSTEM MANAGEMENT PLAN FOR CITIES
Table 3 gives a general chart indicating type of TSM measures that can be adopted in cities of
different levels. But choice should be made based on a scientific approach after collecting some
Table 3: TSM Measures for Different Classes of Cities
S. No. TSM Measures Cities of Different Levels of Population (in
lakhs)
1-5 5-10 10-20 20-50 Over 50
1 Removal of Encroachments * * * * *
2 Parking Control * * * * *
3 Restriction of SMVs * * * *
4 Restriction of Freight Vehicles * * * *
5 Median Control * * * *
6 Intersection Improvements * * * * *
7 Signals
a Signalisation * * * * *
b Area Control *
c Synchronisation * *
8 Bus Priorities
a Bus Lane * * *
b Contra Flow * *
c Bus Only Road * *
9 Cycle Track * * *
10 Lane Discipline * * * * *
11 Optimal Circulation by One-way Streets * * * * *
12 HOV Priority * *
Source: Report on ‘Traffic & Transportation Policies and Strategies in Urban Areas in India, RITES, March 1998

minimum data on network conditions and traffic flow characteristics. Traffic management suffers on
account of the multiplicity of organisations involved in the process. It needs good co-ordination
between enforcing authorities and road network managing agencies. Cities of different size would
need to adopt traffic management measures suitably tailored to their local conditions. Identification
and implementation of traffic management measures should be undertaken and the results evaluated
before considering any capital intensive project for augmenting transport infrastructure. City wide and
area wide short range TSM Plan should be prepared and implemented and reviewed periodically. The
objective should be to achieve traffic journey speed of 15-20 kmph in central areas and 25-30 kmph
for entire city road network in peak hours. In any city, in order that the traffic management is
effective, all aspects should be overseen by a single authority.

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TRAFFIC ENFORCEMENT AND EDUCATION

The Three Es approach to traffic management namely, Engineering, Enforcement and Education
needs to be adopted as a low cost option for optimal use of available infrastructure. Engineering
covering maintenance of roads, improvement to intersections, widening, signalling etc. constitute
physical aspects of city traffic management already covered in previous sections. Enforcement and
education are social aspects. Benefits accruing to the community from traffic management measures
will be directly proportional to the discipline with which the prescribed laws and regulations are
observed.
The machinery for traffic enforcement is with the traffic police. With the rapid expansion of cities and
explosion in vehicular population, it would become increasingly necessary to strengthen the traffic
police with additional manpower and upgrade the equipments available with them. This naturally
involves additional cost. With introduction of signals at any intersections judicious redeployment of
policemen by introducing mobile patrol and random checks at such places can help in reducing extra
costs. In addition, it is necessary to seriously consider the possibilities of seeking community
participation in the enforcement process. N.G.Os, Trade Associations, Group Housing Societies,
Educational institutions, NSS groups etc can all be encouraged to help in ensuring that roads in their
respective areas are kept free of encroachment, that parking regulations are observed properly etc.
Respected elder citizens residing in many areas could be invited during peak periods to act as traffic
wardens in order that a community check in maintained on proper road use, prevent irregular parking
etc. Community participation is necessary not only to relieve pressure on the traffic police, but also to
inculcate a sense of participation and pride in the residents of each area in the orderly management of
traffic in their areas.
Education and awareness of traffic rules also need to be imparted in order to generate a sense of
respect for traffic rules amongst all users, be they pedestrians or drivers of vehicles. This is being
done to some extent in some convent type schools. In fact traffic education should start at an early age
by being made a part of the curricula in all the schools. Children are the adults of the future. Traffic
education through audio-visual means for other citizens (especially in LIG, MIG settlements) by
distribution of literature etc, needs to be intensified to bring home to the road users. Traffic parks for
children should be developed in all cities to further this cause.
POLICY
Transport System Management is a continuous process. All avenues available under this should be
explored by cities before any long term and medium term projects are considered. No such project
requiring financial assistance should be approved unless it is established that TSM measures have
been adopted. TSM measures will not be adequate for all time. Projects should be studied and planned
in such a way that they would be in place when TSM measures in an area considered would reach a
stage when their scope is saturated.
TSM plans should be prepared for all cities on city-wide and / or area wide basis on a top priority
basis. The various TSM measure should result in enhanced efficiency, economy, safety and
sustainability. There should be one agency solely responsible for planning, co-ordinating and
monitoring the TSM measures as proposed in the Chapter on Institutional Strengthening. However,
cities should not wait till the formation of these institutions. Cities should get TSM Plan prepared
urgently as number one priority with available manpower and transportation consultants and start
implementing them. Some financial assistance from Central / State Governments should also be
considered for TSM plan preparation and implementation.

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IMPACT OF DENSITY ON ROAD NETWORK

S. N. Misra1
INTRODUCTION
The urban population in India has increased significantly from 62 million in 1951 to 285 million in
2001 and is estimated to grow to around 540 million by the year 2021. In terms of percentage of total
population, the urban population, has gone up from 17% in 1951 to 29% in 2001 and is expected to
increase up to around 37% by the year 2021. The number and size of cities have also increased
considerably. Consequently there is heavy demand on urban transport systems, a demand that many
Indian cities have been unable to meet.
Transport demand in most of the Indian cities has increased in recent years substantially due to
unprecedented growth of population and growth of motorized transport. In the Cities the concentration of
activities along arterial corridor further caused number of problems. In many cases, demand has
outstripped road capacity. In Indian cities Congestion and delays are a widespread phenomenon which
indicates the seriousness of the transport problems. As a result, cost of fuel has increased substantially, valuable
work hours are lost and delays affect commerce,industry , productivity and efficiency of the city, All these
circumstances act as a big drain on and national budget since cities contribute to about 50% of GDP .
The transport crisis also takes a human toll. Statistics indicate that traffic accidents are a primary cause of
accidental deaths in the Indian cities. A high level of pollution is another undesirable feature of overloaded
streets.
SYNERGY BETWEEN TRANSPORT AND LAND USE
Once land use shifts from rural to urban, it rarely becomes available for other usage. High levels of
subsidies for urban transit are an indirect externality related to land use. It is increasingly difficult to
provide adequate levels of service, notably in suburban areas, where land use density (residential
and commercial) is not high enough for a profitable public transit system. Overall, land use
externalities affect the economic efficiency of urban areas. This gives an insight into the dependency
of various parameters with that of urban density
The concept of the Delhi Master Plan is based on a polynodal, polycentric, and distribution of work
centers largely based on road transport nodes. Generally, urban arterial network is most accessible
component of the transport system and major traffic generating activities are located along this arterial
network. Over the years the arterial road network has witnessed increase in density in terms of residential
and commercial use resulting in traffic generation and consequently impacting the arterial road network
performance between infrastructure, transport and land use.
What has actually happened is the development of a lopsided urban sprawl, fragmented development
and an undue burden on the traffic and transportation system.
In Mumbai average roadway speed fell by half from 1962 to 1993, from 38 km/h to only 15-20
km/h (Gakenheimer, 2002). In Chennai, average speed is 13 km/h, and in Kolkata it ranges from 10
to 15 km/h overall but falls to only 7" km/h in the center (times of India, 2003). In Delhi, the
average vehicular speed fell from 20-27 km/h in 1997 to only 15 km/h in 2002 (times of India,
2002). The periods of peak congestion in Delhi now last 5 hr from 8:30 to 10:30 in the morning and
from 4:30 to 7:30 in the evening. "TWO YEARS from now, cars will crawl on Delhi's roads at
average speeds of 5- 7 km per hour" says a study commissioned by the Infrastructure Leasing and
Financial Services (IL&FS) Consultants Ltd and carried out by the US - based Wilbur Smith and
Associates
There is a need to study the complex relationship between Density and Transportation system before
large scale Transit oriented Development can take place along the new corridors of mass movement.
This has implications in terms of land use planning along major transport corridors and the Mass
Rapid Transport/Transit System. It can help to solve the enormous problems of mass transportation

1
Visiting Professor, Transport Planning Department, School of Planning and Architecture, New Delhi

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and would also generate a dynamic potential for growth and employment. This is particularly true for
the Metro Rail System. In this context the Delhi Master Plan 2021 has suggested that Metro corridors
up to a certain depth would require selective redevelopment and re-densification/intensification of
existing land uses based onsite conditions. It is proposed that comprehensive redevelopment schemes
of the influence area of MRTS stations be prepared. In the National Capital Territory of Delhi both
intercity and intracity passenger movements are being catered to by the existing rail network
comprising the Regional and Ring Rail Systems respectively. In order to improve the ridership on
Ring Rail, the following is proposed:
Densification and Intensification along Metro Corridor and influence area of MRTS Stations
Anand Parbat
INA Colony
Pusa Institute
Kirti Nagar
Intensive land use around the following:
Anand Parbat
INA Colony
Pusa Institute
Kirti Nagar
Accessibility improvement and augmentation of infrastructure on ring rail stations:
Shivaji Bridge
Bhairon Marg
Kasturba Nagar (Sewa Nagar)
Lajpat Nagar
Kirti Nagar
Shakur Basti
High-quality transit supports the development of high-density urban centers, and can provide
accessibility and agglomeration benefits (efficiencies that result when many activities are physically
close together), while automobile-oriented transportation conflicts with urban density because it is
space intensive, requiring large amounts of land for roads and parking facilities .Therefore it is
important to study the complex relationship between Density and Transport system.
DENSITY AND ARTERIAL ROADS
The study of 32 cities by Kenworthy, J. and P. Newman reports about the performance of cities
across the world in terms of various sustainability indicators. It included 13 European Cities
(Amsterdam, Brussels, Copenhagen, Frankfurt, Hamburg, London, Munich, Paris, Stockholm,
Vienna, West Berlin, Zurich, Moscow) 10 American Cities (Houston, Detroit, Phoenix, Los Angeles,
San Francisco, Denver, Boston, Washington, Chicago, New York), 5 Australian Cities (Adelaide,
Brisbane, Perth, Sydney, Melbourne) and a Canadian City Toronto By analyzing the data at city level
it is found that:
High density along the arterial corridor and unregulated mix of residential and commercial uses results in
increased traffic generation which in turn results in lowering of speed, loss of capacity and other
externalities. Present state of practice of land use zoning along arterial road network does not adequately
account for such impacts. More over there are not enough studies which attempt to analyze such impacts at
level of arterial corridor.
Delhi is witnessing tremendous increase in the land use intensities along arterial corridor in recent times.
The metropolitan region of Delhi, political capital of India, is a rapidly expanding area of nearly 1,500
square kilometers and over 13.4 million people. Even with the expanded spatial area with land use
highly mixed, population density has roughly doubled between 1971 and 2001. The average (6,352
persons per square, kilometer) and maximum (19,866 units) densities are about one-fourth those of Hong
Kong, comparable to Tokyo, and somewhat greater than in London and Paris.

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No significant relation is noticed among the:

Density and length of road per person and also between the
Density and total vehicles per KM of road.
There was a strong relation found between
Density and total per capita vehicles KMs and Significant relation between
Density and total private energy use/person.
The relation between density and these parameters is discussed in subsequent section sections.
Urban Density Vs Length of Road per Person
Urban density (PPHa) was regressed with length of road per person (Mts) in the case study cities to
check the strength of relation among them. It is found that with one unit change in density length of
road per person gets affected by only .037 units. R2 of the equation obtained Y= -0.0371x+6.1376
is 0.360 which does not suggest a strong relation among density and length of road per person. Tthis
relation is shown in Graph 1

Graph 1 showing relation between Urban Density and Length of road per person
Urban Density Vs Total Per Capita Vehicles Kms
Urban density (PPHa) was regressed with total per capita vehicles (KMs) in the case study cities to
check the strength of relation among them. R2 of the equation obtained Y= -91.534x+9837.2 is 0.66
which suggests a strong relation among density and total per capita vehicles. The graph for this relation is
shown in Graph 2.2

Graph 2.2: Graph showing relation between Urban Density and Total per capita vehicles.

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2.1.3. Urban Density Vs Total Private Energy Use/Person

Urban density (PPHa) was regressed with total per capita vehicles (KMs) in the case study cities to
check the strength of relation among them. R2 of the equation obtained Y- -652.76x+62357 is
0.58 which suggests a strong relation among density and total private energy use/person. The graph for
this relation is shown in Graph 2.3

Graph2.3: Graph showing relation between Urban Density and Total Private Energy Use/ Person
Urban Density Vs Total Vehicles per Km of Road
Urban density (PPHa) was regressed with Total Vehicles per Km of Road in the case study cities to
check the strength of relation among them. R2 of the equation obtained Y= 0.6875x+117.4 is 0.23
which suggests a weak relation among density and Total Vehicles per Km of Road. The graph for this
relation is shown in Graph 2.4

Graph 2.4: Graph showing relation between Urban Density and Total Vehicles Per Road
A global survey of 37 cities undertaken for the World Bank and as a follow-up to the same
authors'(Kenworthy, J. and P. Newman) former study of 37 cities which inclluded 3 wealthy Asian cities
(Tokyo , Singapore ,Hong Kong), 7 developing Asian cities (Kuala Lumpur, Surabaya, Jakarta,
Bangkok, Seoul, Beijing, Manila) 13 European cities(Amsterdam, Brussels, Copenhagen, Frankfurt,
Hamburg, London, Munich, Paris, Stockholm, Vienna, Zurich), 10 US cities(Phoenix, Denver, Boston,
Houston, Washington D.C., San Francisco, Detroit, Chicago, Los Angeles, New York) and 5
Australian cities (Perth, Adelaide, Brisbane, Melbourne, Sydney). Analysis from the present paper the
following results are observed.

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Density and Car Use

It can be noticed that densities among the considered groups of cities range from 14 ppha in US cities to
166 ppha in developing Asian cities and corresponding car usage per capita*" respectively are 10,870
KM and 1611 KM. It is traditionally proven fact that with less/low density activities are sparsely spread
and will lead to more travel. And on the other hand it is evident from the Research by Goldstein (2007)
indicates that household located within walking distance of a metro (rail transit) station drive 30% less
on average than they would if located in less transit-accessible locations, although far fewer than 30%
of these residents regularly rely on metro for transportation. The author suggests that this reduction
results, in part, from the concentration of retail services around transit stations and reductions in per
capita vehicle ownership Table 2.2: Table showing the Average Density and Per capita Car Usage in
cities across the world
Table 2.2 that as the density increases the car usage per capita will decrease significantly.
Cities Avg. Density(P/Ha) Car use/ Capita (KM)
US Cities 14 10,870
Australian Cities 12 6,536
Canadian Cities 28 5,019
European Cities 50 4,519
Developing Asian Cities 166 1,611
Wealthy Asian Cities 153 1,487
Source: Costs of Automobile Dependence- Global Survey of Qties, Kenworthy, J. and P. Newman, TRR 1670.
Density and Transport Energy
It can be noticed that densities among the considered groups of cities range from 14 ppha in US cities
to 156 ppha in developing Asian cities and corresponding average passenger transport energy
respectively is 55,807 MJ/P and 5,832 MJ/P. The trends of passenger transport energy reflect the
amount of car usage as seen before.
Table 2.3: Average Density and Average Passenger Transport Energy in cities across the world
Cities Avg. Density (P/Ha) Avg. Passenger Transport Energy (MJ/P)
US Cities 14 55,807
Australian Cities 12 33,562
Canadian Cities 28 30,893
European Cities 50 17,218
Developing Asian Cities 166 7,268
Wealthy Asian Cities 153 5,832
Source: Costs ofAutomobile Dependence - Global Survey of Cities, Kenworthy, J. and P. Newman, TRR 1670.
Density and Public Transport Usage
It is observed that with increase in density increases usage of public transport traditionally. More
population will live within the vicinity of public transport Network. As the density increase then
the transit usage increases and the share of non-motorized trips increases. Although the
developing Asian cities are exceptions due to various reasons pertaining to the conditions
prevailing.
Table 2.4: Average Density and PT usage in cities across the world
Cities Avg. Density (P/Ha) Workers Using Public Transport (%) Workers Using NMT (%)
US Cities 14 9 5
Australian Cities 12 14 5
Canadian Cities 28 20 6
European Cities 50 39 18
Developing Asian Cities 166 60 20
Wealthy Asian Cities 153 38 18
Source: Costs of Automobile Dependence - Global Survey of Cities, Kenworthy, J. and P. Newman, TRR 1670.

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Density and Travel

A steep decline in vehicle miles of travel (VMT) per capita as population density begins to increase,
with a diminished marginal rate above 40 persons per acre. Bay area data suggest doubling the
density to that of city neighborhoods resulted in a 25 to 30 percent reduction in VMT. Per capita
VMT are substantially lower at higher levels of density (2.3 mi/day), as low as 9 times when
compared with the residents of the lowest density areas (21 mi). Some research indicates that where
transit creates more efficient land use, each transit passenger-mile represents a reduction of 3 to 6
automobile vehicle-miles (Neff, 1996; Newman and Kenworthy, 1999, p. 87; Holtzclaw, 2000). The
table below summarizes estimates of these indirect travel impacts.
Transit Leverage: VMT Reductions Due to Transit Use (Holtzclaw 2000)
Study Cities Vehicle-Mile Reduction Per Transit
Passenger-Mile
Older Systems Newer Systems
Pushkarev-Zupan NY, Chicago, Phil, SF, Boston, 4
Cleveland
Newman-Kenworthy Boston, Chicago, NY, SF, DC 2.9
Newman-Kenworthy 23 US, Canadian, Australian and 3.6
European cities
Holtzclaw, 1991 San Francisco and Walnut Creek 8 4
Holtzclaw, 1994 San Francisco and Walnut Creek 9 1.4
Litman, 2004 50 largest U.S. cities. 4.4
ICF, 2008 U.S. cities 3-4
It has been traditionally known that transport supply improvements such as road widening,
signalization; introduction of a new mode of traffic etc. improves accessibility of an area. This
increased accessibility leads to increase in demand for the land in the areas adjoining the transit
corridor leading to an increase in the price of land. This leads to a spurt in the range and intensity of
activities in the area. Rent and return maximisation being the basic criterions on which the above
phenomenon takes place, there is an increase in, the amount of property transactions. At the same time,
after a threshold land value is surpassed, the invasive forces of land use become operational leading
to sequence of land uses changes which change the face of arterial corridor dramatically. The
intricate balance needs to be carefully understood by planners to achieve the spatal balance of Cities.
Reference:
Bhanu Chander Dabbikar Masters Desertation Transort Department SPA New Delhi.
Kenworthy, J. and P. Newman "Cities and Automobile Dependency
Global Survey of 37 cities Kenworthy, J. and P. Newman

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