Achieving Sustainable Urban Travel

SUSTAINABLE
URBAN TRAVEL

Presented by:
Gargi Ghosh, 10AR60R08
1st yr MCP, IIT Kgp.

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Methodology….

• UNDERSTANDING SUSTAINABILITY

1 • SUSTAINABLE URBAN TRANSPORT

• FACTORS AFFECTING SUSTAINABILITY IN
TRANSPORTATION

•Case study of Didcot,Orfordshire
2 • Case study of Mumbai
• Case study of BRTS Ahmedabad

• SUSTAINABILITY IN A NEW CITY- CASE
3 OF PIMPRI- CHINCHWAD

Sustainable Urban Travel......

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How can sustainability be achieved?
Sustainability in transport can be brought about by the following:

•REDUCE THE DEMAND TO TRAVEL BY CAR

shaping the design of cities reduced GHG emissions,
Restraining motorization. reduced pollution, traffic congestion, oil use, and
Planning and policy to restrain light vehicles infrastructure expenditures,
increase land-use density social equity goals

•SHIFT TRAVEL TO A MORE EFFICIENT MODE
reducing transport emissions,
strong and optimized public transport,
social benefit of increasing the mobility of
integrating transit with efficient land use,
people without access to cars.
 enhancing walking and cycling,
and encouraging mini-cars and electric two-wheelers.
bus rapid transit (BRT ) is gaining attention

•IMPROVE ENERGY EFFICIENCY OF TRAVEL

light-duty road vehicles
Energy efficient transport modes and vehicles
by old used cars.
In the medium and longer term, electric, hybrid, and
 fuel-cell vehicles is currently small
fuel economy regulations, taxes, and subsidies can be effective in promoting vehicle
efficiency improvements.
eco-driving styles, increased load factors, improved maintenance, in-vehicle technological aids, more efficient
replacement tires, reduced idling, and better traffic management and route choice.


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Sustainability in transportation……

As articulated by the Brundtland Commission, sustainable development meets the
needs of the present without sacrificing the ability of future generations to do the
same. These ‘needs’ are now widely accepted to include goals related to economic
development, social and human development, and environmental and ecological
health. In the context of natural resource policy, sustainability would mean limiting
depletion of resources to the rate at which they can be replenished, or alternatives
can be identified.

Sustainability in transportation is ensured by the fact that it does not consume
exhaustible resources: energy, human and ecological habitats, atmospheric carbon
loading capacity, and individuals’ available time.


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ACHIEVING SUSTAINABILITY IN TRANSPORT


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Case study of Didcot, Oxford shire

T h e s e l e c t e d
development at Didcot
comprises a mixed urban
extension together with
associated infrastructure.
The 180 hectare site
known as Great Western
Park (GWP) is located
around the western edge
of the existing built-up
area, about a mile from
the grade separated
interchange of the A4130
w i t h t h e d u a l
carriageway A34. Most of
the site (and Didcot itself)
falls within South
Oxfordshire District, the
remainder within the Vale
of White Horse district.


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1.SETTLEMENT SIZE
 total population or number of dwellings within a contiguous built-up area.

 Larger settlements provide an opportunity for greater self-containment and a mix of uses

 We should aim to maximise the proportion of new development

 metropolitan areas and large urban areas and settlements with a population of 25,000 tend to have shorter
annual travel distances and lower car mode shares than average

2.STRATEGIC SETTLEMENT LOCATION

 the selection of areas for major new residential and non-
residential development

 To promote sustainable travel, the aim should be to
locate development where travel generation is likely to be
reduced.

 Hence, in locations where there is good public transport
accessibility, particularly for short trips to existing or new
centres.


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3. STRATEGIC TRANSPORT NETWORK

 The strategic transport network refers to transport infrastructure
that supports medium and long-distance travel.

 It includes all modes whose configuration and design serves, and
could potentially influence, spatial development patterns (e.g.
rail, bus priority route and highway).

The strategic network can be conceived as an integrated network
of different modes and ownership – with combined conflicts and
opportunities.

4.DENSITY

Density refers to the intensity of use of land. In UK planning
practice, density is generally measured in dwellings per net
hectare (dph), where the area includes developable
residential land


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5.JOB-HOUSING BALANCE

Jobs-housing balance refers to the approximate [equal] distribution
of employment opportunities and workforce population across a
geographic area

The aim of jobs-housing balance is to provide local employment
opportunities that may reduce overall commuting distance among
residents

6.ACCESIBILITY OF KEY ISSUES

Accessibility refers to the ease of reaching destinations or
activities .
Places that are highly accessible can be reached by
many people quickly, whereas inaccessible places can
only be reached by a few people in the same amount of
time.
 The focus for practitioners can be on improving
accessibility rather than mobility, and in moving people
rather than vehicles.


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7.DEVELOPMENT SITE LOCATION
Development site location refers to the selection of sites for new
housing allocations or other new developments.

 Development site location is often a catalyst for transport
interventions, helping to justify or making viable a new transport
service.

The selected development site should also be well integrated
into the existing urban fabric, including local transport networks

8.MIX OF USES

Mix of uses refers to the degree to which different land
uses are contained within a geographic area, generally a
building, street or neighbourhood.

 The location of key facilities such as health facilities and
schools in relation to other uses should be assessed and
planned for at the city-region, sub-regional and local
scales


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9.NEIGHBOURHOOD DESIGN

Neighbourhood design and street layout are also
important to travel. The relationships between
buildings, streets and open spaces form the urban fabric
that helps to give a neighbourhood its physical identity.

10.TRAFFICDEMAND MANAGEMENT

Traffic demand management (TDM) (sometimes known as ‘mobility
management’) covers a range of measures aimed at reducing the
adverse impacts of car use. They are complementary measures to
spatial planning (and vice versa).

The commentary here is necessarily brief, in the context of
supporting mechanisms to spatial policy


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11.PARKING AND SERVICING

Parking refers to the amount of space planned for the storage of cars and other vehicles
(on and off-street) in new development and to the management of space in existing and
new developments.

 It also includes provision for two wheelers (motorised) and bicycles.

People do not necessarily park within their destination site so it is necessary to consider
parking provision and management in the context of local parking conditions and
policies as well as regional standards, where they exist.

Servicing is also becoming increasingly important, covering retail, home and other
deliveries.

Parking policy is a central element in traffic demand management, however is much
under-utilised.

It can be used beyond the traditional management of space, i.e. ensuring safe and
efficient on-street conditions, catering for servicing and loading, and utilising the
available public space to maximum benefit.


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Sustainable Urban
Travel......

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Case study of Mumbai Local Trains…..
FACTS AND FIGURES

 Spread over 464 route kilometres, The Suburban Railway system operates on 1500 V DC / 25000 V
AC (Virar-Borivali & Kasara - Titwala) power supply from overhead catenary lines. The suburban
services are run by electric multiple units (EMUs). 191 rakes (train sets) of 9-car & 12-car composition
are utilised to run 2342 train services, carrying 6.94 million passengers per day.

Over 88% of the commuters in Mumbai travel by Suburban trains

Mumbai's Suburban Rail System carries about 64 lakhs (6.4 million) passengers per day.

About 4700 passengers travel in a 9-car rake during peak hours, as against its rated carrying
capacity of only 1,700.


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Case study of Mumbai Local Trains-
what makes it sustainable?

 Supply preceded demand and created the
URBAN STRUCTURE of Mumbai.

 LAND USE WAS INTEGRATED along with transport
from the start.

 The LINEAR NATURE OF GROWTH of the city makes
it possible to run a large no of trains at high
frequency.

 Runs in a CORRIDOR OF HIGH DENSITY leading to
greater mobility of the citizens.

 ECONOMIC, AFFORDABLE

POLLUTION FREE ; no transport emission

 SOCIAL EQUITY


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Sustainable Urban
Travel......


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BRTS Ahmedabad…….

The BRTS of Ahmedabad was the first of its kind in India
and despite of its many criticisms, it has been
recognized as a successful project.

This years Sustainable Transport Award nominees
demonstrate the relevance of the developing world in
the fight against climate change while improving
citizens quality of life and enhancing their
international competitiveness

Ahmedabad BRTS happened to be the only mass
transit system from India that was nominated for this
award which was to be conferred in Washington DC
in the US. Last year, this award was given to New York
for its transportation system.

BRTS presently runs along the following routes :

1.R.T.O to Kankaria Lake

2. Kankaria Lake - Maninagar Railway Station -
Kankaria Telephone Exchange

3. Dani Limbda to Narol
4. Narol - Soni ni Chal


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BRTS AHMEDABAD –
What makes it sustainable?
The sustainability factor is decided by the following factors:

lessening the impact of climate change

which enhances the sustainability and liveability of its community or region

through innovative transportation strategies .

This leads to increase mobility for all,

reducing transportation greenhouse and air pollution emissions

improving safety and access for bicyclists and pedestrians .

A major reason for the AJL clinching the title is that the city residents embraced
their new BRTS system 35,000 daily passengers to commute to work, to school
and elsewhere. In just a few months of operation, AJL has transformed the
delivery of transit in South Asia. BRTS stations here uses innovative central
median stations pulled away from the junctions.

Bus stations have passive solar design, an inexpensive way to keep stations
naturally cool. The BRTS system has incorporated high-quality pedestrian
facilities in some corridors, as well as bicycle lanes. Besides, this the city had
initiated car-free days.

BRTS systems can positively impact air quality if car and motorbike drivers start
taking trips by bus, said Sophie Punte, executive director of the Clean Air
Initiative for Asian Cities (CAI-ASIA ).


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BRTS AHMEDABAD –
Essential Features for a successful BRTS
 Road sections

Adequate road width is
are required to
accommodate the
various road utilities for a
successful BRTS .

 Various other features
such as walking tracks
and cycle tracks can be
incorporated along with
BRTS to make the entire
system more efficient.


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BRTS AHMEDABAD –
 Interchanges….

The essential feature of a road interchange for a BRTS system to be successful is
to have a minimum no of interchanges.

 Signalized intersections stop the exclusive bus route, hence the entire point of
rapid transit is lost.

 The no of feeder inputs into the BRTS network has to be made efficient.

 Exclusive bus ways….

 There needs to be
exclusive bus bays to ensure
speedy and efficient
transport

 lesser no of signalized
intersections

 elevated bus bays in areas
where ROW is less that
required.


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BRTS AHMEDABAD –
 Bus stands…

 The bus stands are to located at points of
great trip generators.

 Safety elements :

Passenger protection from passing traffic
·Access for people with disabilities
 All-weather surface to step from/to the bus
·Proximity to pedestrian crossings
·Proximity to major trip generators
·Convenient passenger transfers to the existing AMTS
routes with nearby stops
Street lighting

 Operating elements consist of:

· Adequate curb space for the number of buses
expected at the stop at onetime
·Bus routing patterns
·Directions (i.e., one-way) and widths of intersection
streets
·Types of traffic signal controls (signal, stop, or yield)
·Volumes and turning movements of other traffic
·Width of pedestrian pavements
·Pedestrian activity through intersections


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BRTS AHMEDABAD –
 Vehicles…

For selection of BRT vehicles following aspects must be taken into
consideration.
1. External Dimension and Capacity
2. Access
- Internal Layout
- Doors & Aisle width
- Floor Height
3. Fuel Choice
4. Vehicle Guidance
5. Aesthetics, Identity and Branding


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BRTS AHMEDABAD –Advantages…

 ECONOMY

INCREASED PUBLIC TRANSIT PATRONAGE

 EFFICIENT PUBLIC TRANSIT OPERATION

 EFFICIENT MIXED PERSONALISED TRANSIT OPERATIONS

REDUCTION IN ACCIDENTS

IMPROVED AIR QUALITY

BRTS AHMEDABAD –criticism….

 LARGE NO OF STATIONS MAKE IT TIME CONSUMING

 INCREASED NUMBER OF INTERSECTIONS DO NOT KEEP
THE SYSTEM”RAPID”.

 BUSES NOT SUITABLE FOR A SINGLE ENTRY SINGLE EXIT
SYSTEM – FOR INDIAN CONDITIONS.


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PIMPRI-CHINCHWAD –BRTS

Profile…
Pimpri – Chinch wad is a city in the Pune district in the Indian state of Maharashtra. It consists of
the twin towns of Pimpri and Chinch wad which are governed by a common municipal body
(the Pimpri- Chinch wad Municipal Corporation or PCMC). It is located to the North-West of
Pune and is well connected to the Pune city proper via the Old Pune-Mumbai Highway

Pimpri-Chinchwad is a major industrial hub and hosts one of the biggest industrial zones in Asia.
The industrial estates in the city were established by the MIDC. The city is home to the Indian
operations of major automobile companies like Premier Limited, Mahindra Navistar, Bajaj
Auto, BEL Optronic Devices Ltd, TATA Motors (formerly TELCO), Kinetic Engineering, Force Motors
(formerly Bajaj Tempo) and DaimlerChrysler.


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PIMPRI-CHINCHWAD –proposed BRTS route

NIGDI

DAPODI

The first phase of the BRTS route is from NIGDI to DAPODI

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PIMPRI-CHINCHWAD –proposed BRTS route

RESIDENTIAL INDUSTRIAL
Trip AREA
generation destination

WAKAD RESIDENTIAL NASHIK
Trip PHATA
generation

The second phase of the BRTS route is from WAKAD to NASHIK PHATA


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PIMPRI-CHINCHWAD –feasibility of BRTS.

The success of any BRTS system depends on the following factors:

1. Adequate ROW : In case of Pimpri- Chinchwad most part of the BRTS route passes
through the NH4 which is 30 m wide, so ROW is not a hindrance.

2. Lesser intersections : The intersections along the NH4 and most roads in Pimpri –
Chinchwad are either subways or elevated corridors, so lesser hindrance for the BRTS.

3. Economically placed bus stations: The no of bus station must be at
adequate intervals that ensures feasibility by getting enough passengers and also that
the speed does not go below the economic limit.

4. Adequate no of commuters: BRTS is an expensive system , and for the system
to run successfully, adequate no of commuters must be ensured.

5. Right Choice of Vehicle: The right choice of vehicle is necessary so that it suits
the Indian conditions.


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REFERENCE :

1.Charles Correa”Mumbai", India Today, Sept 2010.

2. AHMEDABAD MUNICIPAL CORPORATION – website

3.PIMPRI CHINCHWAD MUNICIPAL CORPORATION – website

4. INDIAN RAILWAYS –website

5. AHMEDABAD BRTS – Report by CEPT

6. AHMEDABAD BRTS – Executive summary report by CEPT

7. IMPLEMENTING SUSTAINABLE URBAN TRAVEL POLICIES -
EUROPEAN CONFERENCE OF MINISTERS OF TRANSPORT

8. Planning for Sustainable Travel Summary Guide October
2009,www.plan4sustainabletravel.org

9. Investing in Sustainable Urban Transport -the GEF
Experience

10. Sustainable urban transport: Four innovative directions
Todd Goldman a, Roger Gorham


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THANK YOU….


Achieving Sustainable Urban Travel

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