The document discusses India's urban transportation crisis. As India's urban population grows at 3% annually and is expected to reach 500 million by 2021, cities face increasing transportation challenges including worse congestion than cities in developed countries despite lower vehicle ownership. Private vehicle ownership is growing faster than transportation infrastructure investments. Most Indian cities have negligible bus systems compared to personalized vehicles. Inadequate public transportation infrastructure and imbalanced transportation models are exacerbated by increasing traffic injuries, accidents, and fatalities. Solutions proposed include promoting compact urban development, improving public-private partnerships and transportation coordination between levels of government.
2. Introduction
• Less than 1/3rd of the total population of India live in cities but
these areas account for about 90% of government revenue.
• Cities plays a vital role in economic growth but this growth is
sustainable only if the cities function properly.
• India’s urban population growth- 3% per year
• Expected urban population is to be about 500 million in
2021(assuming 34% decadal growth)
• Consequently number of metropolitan cities have also rose from
35 in 2001 to 50 in 2011.
3. • Although Indian cities have lower vehicle ownership rate than
their counterparts in developed countries, they suffer from worse
congestion, delay, pollution, and accidents than the cities in
developed countries.
• Delhi has an estimated population of 18.6 million and vehicle
registered are 6.46 million till now whereas Los Angles has 6.43
millions vehicles for 4.011 Million population
4. • Private vehicle ownership is increasing much faster than the
transport system and services.
10. inadequate public
transport infrastructure
• the share of buses is negligible in most
Indian cities as compared to
personalized vehicles. For example,
two-wheelers and cars together
constitute at least 90% of the total
vehicles in Ahmedabad (91%), Delhi
(90%), Lucknow (93%), and Nagpur
(91%) whereas in these cities buses
constitute only 1%, 0.7%, 0.3%, and
0.4% respectively.
15. Traffic injuries and fatalities
• In 2009, 126,900 people died and 466,600 people got injured.
• India faces more than 14 fatalities and 53 injuries every hour.
• During the last ten years, road accidental fatalities in India have
increased at the rate of 4.6% per year while the population of the
country has increased only at the rate of 1.6% per year.
16. Number of road accidents, persons killed and
persons injured
17. REASONS
• Even simple measures like use of seat-belts and helmets,
mandatory according to the Motor Vehicle Act 1988, are not
properly enforced.
• city authorities are even unable to tackle the problem of stray
cattle on the roads, which often jeopardize the safety of road
users.
• Lack of design standards for transport infrastructure- IRC
guidelines are not mandatory be followed by contractors
20. Move from
• Vehicle oriented mobility
• Managing road traffic and
congestion
• Dedicated mobility
• Efficiency driven mass mobility
• Fixed station, interval data
collection
to
• Human oriented mobility
• Managing travel demand and
emission
• Shared mobility
• Eco friendly mobility
• Real time data collection
21. Possible solutions
• Promoting compact townships
• Re-aligning legal and regulatory authorities
• Enhancing co-ordination among transportation agencies
• Strengthening regulatory bodies-functional responsibilities for
urban transport are fragmented among central, state, and local
level governments where no one entity is in charge of overall
coordination.
• Improving the efficiency of the bus transportation
• Promoting public-private partnership in infrastructure projects
• Resource mobilization
22. Reference
• Optimization of Public Transport Demand: A Case Study of Bhopal
,Ar Anuj Jaiswal, Dr. Ashutosh Sharma
• European Transport Trasporti Europei (2012) Issue 52, Paper n°
5, ISSN 1825-3997 Urban Transport in India: Issues, Challenges,
and the Way Forward Sanjay Kumar Singh
• Urban Transport in India Challenges and Recommendations IIHS
RF Paper on Urban Transport
• http://indpaedia.com/ind/index.php/National_Highways:_India
• World Transport Policy & Practice, Volume 3, Number 3, 1997
23. • The Crisis of Public Transport in India: Overwhelming Needs but
Limited Resources, John Pucher and Nisha Korattyswaroopam,
Rutgers University Neenu Ittyerah, Indian Railways, Chennai, India
• URBANIZATION AND URBAN TRANSPORT IN INDIA: THE SKETCH FOR
A POLICY, Sudarsanam Padam, Sanjay K. Singh
• Review of Urban Transportation in India, Sanjay K. Singh Indian
Institute of Technology Kanpur
Editor's Notes
around 40% of the total vehiles are in metropolitan cities 2012. e rapid growth of India’s urban population has put enormous strains on all transport systems. Burgeoning travel demand far exceeds the limited supply of transport infrastructure and services. Public transport, in particular, has been completely overwhelmed. By 2001 over 285 million Indians lived in cities, more than in all North American cities combined (Office of the Registrar General of India 2001).
The industry produced a total 23,960,940 vehicles including passenger vehicles, commercial vehicles, three wheelers, two wheelers and quadricycle in April-March 2016 . sales of Passenger Vehicles grew by 7.24 percent in April-March 2016
India has a road network of over 5,472,144 kilometres (3,400,233 mi) as on 31 March 2015, the second largest road network in the world. National HighwaysMinistry of Road Transport and Highways97,991 1.79 %. State HighwaysPublic Works Department of State/Union Territory167,109 3.05 %
According to 2009 estimates by Goldman Sachs, India will need to invest US$1.7 trillion on infrastructure projects before 2020 to meet its economic needs, National HighwaysMinistry of Road Transport and Highways97,9911.79 %. State HighwaysPublic Works Department of State/Union Territory167,1093.05 %
In 1927 Jayakar committee for Indian road development was appointed. They gave more stress on long term planning programme, for a period of 20 years. One of the recommendations was the holding of periodic road conferences to discuss about road construction and development. This paved the way for the establishment of a semi-official technical body called Indian Road Congress (IRC) in 1934. formation of Central Road Research Institute (CRRI) in 1950. introduction of a development fund called Central road fund in 1929. This fund was intended for road development.
Intermediate Public Transport (IPT)
The most important commonality is India’s low per-capita income—only US $2,540 in 2002, less than a tenth of the average incomes of countries in North America and Western Europe (Central Intelligence Agency 2002). With 23 percent of its urban population living in poverty, India has been forced to keep its public transport fares extremely low. That has sharply restricted the operating revenues of all public transport systems, making it difficult to afford even routine maintenance and vehicle replacement,
The deteriorating quality of public transport service reinforces the impact of the rapid decentralization of Indian cities. Both trends encourage a shift away from space-saving public transport toward individual motorized transport. That has greatly increased roadway congestion, further reduced travel speeds, and aggravated traffic safety problems.
The average road speed in India has increased to 30–40 kilometers per hour. The worldwide average road speed, which includes China, ranges between 60–80 kilometers per hour
compact city forms and mixed use communities dramatically reduce travel distances and sometimes travel needs. put activity centres closer to each other, but also provide safe and efficient pedestrian and cycling corridors, along with affordable, high-quality public transport options. The various modes of public transport, including intermediate public transport, have to work in tandem. They should complement rather than involve themselves in cutthroat competition
opening up the market to private firms
