Ijciet 06 07_009

http://www.iaeme.com/IJCIET/index.asp 69 editor@iaeme.com
International Journal of Civil Engineering and Technology (IJCIET)
Volume 6, Issue 7, Jul 2015, pp. 69-79, Article ID: IJCIET_06_07_009
Available online at
http://www.iaeme.com/IJCIET/issues.asp?JTypeIJCIET&VType=6&IType=7
ISSN Print: 0976-6308 and ISSN Online: 0976-6316
© IAEME Publication
___________________________________________________________________________
NON-MOTORIZED TRANSPORT AND
SUSTAINABLE URBAN PLANNING: A CASE
STUDY OF PUNE METROPOLITAN
REGION
Dr. Rakesh Kumar Jain
Principal, Dr. D. Y. Patil Institute of Engineering and Technology Pimpri, Pune,
Savitribai Phule Pune University, Pune
ABSTRACT
With changing urbanization pattern along with socio-economic growth, a
transport demand in urban area of India is growing rapidly. Non-motorized
modes of transport have a significant role in catering to transport demand and
ensuring a sustainable transport system for India. Indian situation is very
different. India is poor in hydro-carbon and capital resources but rich in man
power and animal draft power. A sustainable transport system must meet the
mobility and accessibility needs of people by providing safe and
environmentally friendly modes of transportation. Non-motorized
transportation (NMT) meets these objectives of sustainability as it utilizes
indigenously available human and animal energy which is non-polluting, safe,
affordable and user friendly and need only a small fraction of the capital
required for motorized transport. Various factors influencing the demand for
NMT are discussed in this paper. The paper also presents in brief the traffic
and transport problems and prevailing non-motorized situation in Pune
Metropolitan Region (PMR). The concomitant issues related to NMT emerged
from this analysis have been highlighted for deliberations.
Key words: Non-motorized transportation, Pune Metropolitan Region,
sustainable transport system, traffic and transport problems and Intermediate
Public Transport (IPT).
Cite this Article: Dr. Jain, R. K. Non-Motorized Transport and Sustainable
Urban Planning: A Case Study of Pune Metropolitan Region. International
Journal of Civil Engineering and Technology, 6(7), 2015, pp. 69-79.
http://www.iaeme.com/IJCIET/issues.asp?JTypeIJCIET&VType=6&IType=7
_____________________________________________________________________

1. INTRODUCTION
From the nomadic days, man relied on his body to carry loads before he learnt to tame
animals for transport. Non-motorized transport covers those modes of transport,
which are operated by animated sources of energy, specifically human energy (such
as pedestrian, bicycles rickshaws push carts) and animal energy (such as pack carts,
animal carts). However, transport planning in post-independence India has been based
on Western model under which development and motorization are concurrent. The
introduction of motorized transportation and especially the automobile has generated
social disparities in accessibility. A small percentage of people with access to
privately owned vehicles appear to impose serious damages on other road users,
particularly pedestrians, non-motorized vehicles (NMVs) and public transport users.
The transport and land-use patterns found in Indian cities are different from those
in the West. Most of these cities can be classified as “low-cost strategy” cities.
Compared to cities in the West, these cities consume less transport energy. High
population densities, intensely mixed land use, short trip distances and high
proportions of pedestrians and non-motorized transport characterize these urban
centers. Their transport and land-use patterns are so complicated that it becomes
difficult to analyze their characteristics using the same indices as are used for cities in
highly motorized countries (HMCs).
Promotion of sustainable transport has become a major issue in cities around the
world. Several efforts have been made to create synergy and leverage resources
among different institutions and organizations. Cities should respect nature, consider
the urban ecological environment as an asset, integrate environmental issues into
urban planning and administration and accelerate the transition to sustainable
development. They should promote the use of renewable energy sources and build
low-carbon eco-cities. They should strongly advocate for conservation of resources
and promote environment-friendly manufacturing. Cities and their citizens should join
together to create sustainable lifestyles and an ecological civilization in which people
and environment co-exist in harmony.
2. URBAN TRANSPORT SCENE IN INDIA
Many cities in India have grown at an unprecedented rate in recent years, and this
growth is expected to continue in the foreseeable future. In 1951, India’s urban
population was 62.4 million 17.3% of total population. In 2011, it has been raised to
31.2% and expected to increase up to around 37% by the year 2021. Consequently,
the number of metropolitan cities with a population exceeding one million has
increased from 5 in 1951 to 53 in 2011. The changes have been exaggerated the
demand for transport a demand that many cities have not been able to meet. The main
reason for this is the prevailing imbalances in modal split in Indian cities besides
inadequate transport infrastructure and its sub-optimal use.
Table 1 is indicating existing modal split in Indian cities. This table also shows
that share of mass transit in the cities are much less than the desired level.
Intermediate Public transport (such as three wheelers and taxies) modes play
significant role in meeting transport demand in small and medium cities in the
absence of adequate mass transport system. The share by personalized modes,
particularly two wheelers are very significantly high in virtually all the cities. The
percentage of trips by bicycle and walk is seen to decrease with increase in city size.
The prevailing imbalance in modal split that is, inadequate mass transit, decline in

Non-Motorized Transport and Sustainable Urban Planning: A Case Study of Pune
Metropolitan Region
walking and bicycle trips, rise in the use of para-transit and personalized transport
leads to congestion, energy waste, accidents as well as pollution.
Table 1 Existing Modal split in Indian Cities in 2011 (%)
Name of
City
Population
(Million)
Walk Cycle/Rickshaw IPT Public
Transport
Cars Two
wheelers
Bengaluru 5.70 28 23 18 26 16 07
Pune 4.20 22 11 07 12 12 35
Kanpur 2.72 30 18 07 06 07 32
Lucknow 2.24 38 26 08 00 04 24
Ahmedabad 5.41 22 19 05 15 20 24
(Source: Report of National Transport Development Policy Committee on Urban Transport,
2013)
3. NON- MOTORIZED TRANSPORT
Non-motorized transportation (also known as Active Transportation and Human
Powered Transportation) includes Walking and Bicycling and variants such as Small-
wheeled Transport (stakes, stakeboards, push scooters and hand carts) and Wheelchair
travel. These modes provide both recreation and transportation. The Non–motorized
transport modes in India can be classified as follows:
A. Human energy based modes
• Walk (pedestrian);
• Bicycles;
• Manual rickshaws;
• Cycle rickshaws;
• Handcarts; and
• Boats.
B. Animal powered modes
• Pack animals;
• Animals carts; and
• Tongas/ekkas.
Primarily pack animals and animal cart in rural areas and walking, cycles and
cycle rickshaws in urban areas, consists of a set of widely used NMT modes in India
but ignored and grossly neglected in transport planning. That situation accounts not
only for its marginalization and lack of even basic facilities but also for its loss of
social and economic status and absence of a worthwhile database on NMT modes and
technological and other improvements in this sector since independence. Available
data is imprecise, sketchy, incomplete out of date and even inconsistent. Hence, only
a broad view can be given of its present status.
According to the reports published by CRRI in 1986 and 1988 NMT modes
played a significant role in large and medium cities of India. People performed 51%
of the trips by walk in Delhi, 46% in Ahmadabad, 42% in Lucknow, 34% in Madurai
and 38% in Cochin. Out of the trips performed by vehicles, share of the NMT varied
widely: 49% in Lucknow, 26% in Ahmedabad, 19% in Madurai, 8% in Delhi and 5%
in Cochin. In medium size cities Patna and Jaipur walk trips covered 35.5% and
39.5% while bicycles and rickshaws covered 31.1% and 29.2% respectively.

4. FACTORS INFLUENCING NMT DEMAND
The demand for NMT is influenced by a number of factors, of which some of the
most important are:
1. The Influence of the topography: Cycling, rickshaws and pedestrian activity tend to
be at a higher level in flat areas than in hilly ones.
2. The nature of local community: Cycling, rickshaws and walking are more likely to
occur in a community that has a high proportion of young people.
3. Vehicle ownership: The availability of the private vehicle reduces the amount of
walking and cycling, even for private journeys.
4. Local land use activities: NMT are primarily used for short distance trips.
Consequently, the distance between origin and destinations (e. g. homes and schools,
homes and shops) is an important factor influencing the level of demand, particularly
for young and elderly.
5. Quality of provision: If good quality pedestrian and cyclist facilities are provided then
the demand will tend to increase.
6. Safety and security: It is important that pedestrian and cyclists perceive the facilities
to be safe and secure. This means freedom form conflict with motor vehicles, a
minimum threat from personal attack and risk of tripping. For cyclist, there is also the
security of parked cycle at the journey destination.
5. SUITABILITY OF NMT
1. Energy: NMT runs on human or animal energy. Therefore, sustainability lies in
maximizing the use of non-motorized modes and of mass transit.
2. Pollution: These modes are inherently non-polluting and environment friendly.
3. Safety: NMT because of inherently slow speeds are a completely safe system.
Congestion and narrow lanes have been traditional features of old Indian towns. But
among pedestrians, bicycles, rickshaws and hand & animal carts there was rarely any
accident resulting in to fatal or grievous injury. The problem has been arisen because
of motorized vehicles for movement or parking is encroaching upon roadways
reserved for NMT.
4. Affordability: Through optimum mix of mass transit, motorized vehicle and NMT,
economic, environmentally viable and socially sustainable transport system can be
ensured.
5. Economics: Many cities including Bonn, Cologne, Hamburg and Munich have
reported a visitor increase of 50% following the creation of pedestrian areas.
Merchants on Copenhagen’s Stroget – who initially opposed closing the street to
vehicles-reported sales increase of 25–40%. An interesting phenomenon was
observed: people in car do not window shop, people on foot do. It should be noted
that shops specializing in furniture or large appliances either were not found along
these streets or had decreased sales while other shops prospered. The city of St.
Petersburg, Florida converted the downtown business district into a more walkable
area by reducing the number of traffic lanes, converting to angled parking, and
reducing the speed limit to 15 KMPH. This increased access by automobile (due to
more convenient parking), attracted pedestrian activity and increased safety. During
the following years the area experienced significant economic growth supported by
millions of square feet of mixed residential and commercial development, resulting,
at least in part, by improved downtown walkability. Similar exercise has been carried
out in the Pune (India) by declaring few lanes in the core part of the city as “walking
zone” on Sundays. Participation of the citizens along with traders and NGOs of the
city played a very vital role for success of this attempt. It was reported by the traders
of the area that they could do better business with fun and comfort.

Metropolitan Region
6. STUDY AREA
Pune Metropolitan Region (PMR) is considered as study area for this study. PMR is
having population of 5.6 million (2011) and spread across an area of 444 Km2
. The
study area consists of Pune Municipal Corporation (PMC), Pimpri-Chinchwad
Municipal Corporation (PCMC), Hinjawadi, Pune and Khadki cantonments. Figure 1
shows the study area. As considered in past most of the studies including Pune Metro
Report (2009), in this study also election wards boundaries are considered as traffic
analysis zones boundaries. Zoning system of PMR is considered with total 267
internal zones comprises 144 zones in the PMC, 105 zones in the PCMC and 16 zones
in the Hinjewadi. Pune and Khadki cantonments have been considered as two internal
zones. In addition to this, 13 external zones to capture the external traffic have been
considered. Mula-Mutha River and existing railway line are considered as screen lines
for the present study. The population growth in the study area from 1981 to 2011 as
per the Census of India and projected population for the year 2021 and 2031 is shown
in Table 2.
Figure 1 Study Area

Table 2 Population Growth in Study Area
Region 1981 1991 2001 2011 2021 2031
PMC 1203351 1566651 2328349 3115431 5239886 6197016
PCMC 220966 517083 1083967 1729320 2273805 2689144
Pune Cantonment 85986 82139 80191 67861 128086 151483
Khadki
Cantonment
80835 78323 77473 77417 123931 146569
Hinjewadi -- -- -- 42810* 66075 78144
Total 1591138 2244196 3569980 4992040 7831785 9232356
*For the year 2008 as per Pune Metro Report (2009)
7. DATA COLLECTION
There is a tremendous range in the characteristics of the socio-economic groups who
live in Indian cities. The spatial distribution of employment and housing
opportunities, as well as the transport services those are compatible with each of these
socio-economic groups, vary widely. To estimate activity pattern and associated travel
demands School Interview Technique (SIT) along with Home Interview Survey (HIS)
has been adopted. About 40 percent of total samples are collected through SIT
covering whole study area and by careful selection of schools belonging to all traffic
zones (30). In this method, the questionnaires are distributed in the schools/colleges
and the students are instructed to return the forms after getting them filled in by their
parents. Remaining 60 percent of samples are collected by HIS method. A total of
1915 households were interviewed. The questionnaire form consists of two parts. First
part contains socio-economic characteristics of the household and second part
includes individual travel information. The survey questionnaires are coded in the
numeric form according to a pre-designed coding format. The coded data is then
thoroughly checked before feeding to the computer. A program is developed in Visual
Basic for feeding all the records (questionnaires) in a systematic manner keeping the
analysis in view. Initially, analysis has been carried out at household level and mode
wise share of trips for each group of household for work, education and other
purposes have been calculated. To generalize the model, aggregation of data has been
carried out at zonal level. Finally the purpose wise and mode wise modal split has
been studied by aggregating the data for all the zones putting together. Table 3
presents the distribution of the households according to their vehicle ownership levels.
Purpose wise average daily trips per household for different modes are given in Table
4 and percentage of trips for various modes and purposes are given in Table 5. The
income of a family is a direct determinant of the expenses that the household is
prepared to spend on journey and housing purpose. In the study, out of total
household 18.8% belongs to low income group (income less than Rs. 10,000). Figure
2 shows modal spilt of various trips in PMR.

Metropolitan Region
Table 3 Distribution of Household as Per Vehicle Ownership
Vehicle Ownership
(%)
Household’s Monthly Income in (Rs)
< 10 000 10 001-20 000 20 001-30 000
30 001-
40 000
>40 001
No vehicle owning 32.76 17.29 04.08 00.00 00.00
Cycle 44.84 24.37 31.84 15.55 11.68
Scooter/Motorcycle 22.04 31.54 40.22 31.44 29.20
Car -- -- 08.30 09.20 21.79
Cycle + Scooter
/Motorcycle
-- 26.80 15.56 18.81 05.66
Cycle + Car -- -- -- 06.90 08.20
Motorcycle/ Scooter
+ Car
-- -- -- 07.90 11.07
Cycle + Scooter
Motorcycle + Car
-- -- -- 10.20 12.40
Total 100.00 100.00 100.00 100.00 100.00
Table 4 Trip Rate per Household by Different Modes and Purposes
Mode
Trip Type
Work
Trip/Household
Education
Trip/Household
Other
Trip/Household
Total
Trip/Household
Walk 0.460473 0.590 0.158 1.248
Cycle 0.508332 0.340 0.097 0.779
Two wheeler 0.762885 0.180 0.204 1.318
Auto Rickshaw 0.117447 0.330 0.095 0.489
Car 0.126242 0.062 0.059 0.238
Bus 0.611550 0.585 0.214 1.423
Total 2.586929 2.087 0.827 5.495
Table 5 Percentages of Trips by Mode and Purpose
Mode
Work
Trips
(%)
Education
Trips
(%)
Other
Trips
(%)
Total Trips
(%)
(By Category
Analysis)
Total Trips
(%)
(By Pune Metro
Report)
Total Trips
(%)
(By RITES
Report)
Walk 17.80 28.25 19.15 23.00 25.00 37.00
Cycle 19.65 16.18 11.79 10.18 08.80 18.00
Two wheeler 29.49 8.80 24.60 40.16 38.60 16.00
Auto
Rickshaw
04.54 15.70 11.50 06.91 08.30 05.00
Car 04.88 02.98 07.15 08.54 06.30 01.00
Rail 01.50 01.10 01.94 00.80 00.50 01.00
Bus 22.14 26.99 23.87 10.41 12.50 22.00
Total 100 100 100 100 100 100

Figure 2 Modal Split of Trips in PMR
8. NON MOTORIZED TRANSPORT SITUATION
Historically, Pune was known as the “Cycle city of India”, however, cycling has
decreased in popularity as the ownership and use of motorized two-wheelers as
increased. The comparison of the modal split obtained from category analysis of this
study has been carried out with forecasts made in earlier studies for the study area.
Table 5 shows the comparison of modal share reported in the travel demand forecast
made by RITES and Pune Metro Report for PMR with category analysis technique
used in his study. Figure 2 is giving the modal split of trips in the study area. It is
revealed from the comparison that as per study by RITES (1998) share of walk and
cycle is 37.00 percent and 18.00 percent respectively. Pune Metro Report (2003) is
showing walk share as 25.00 percent and cycle share as 08.80 percent, where as this
study is revealing walk share as 23.00 percent and cycle share as 10.18 percent. This
indicates that there is continues decrease in the modal share of non-motorized from
1998 to 2003 and again from 2003 to 2014 and there is continuous increase in share of
motorized transport specially percentage of two wheelers.
9. NON-MOTORIZED TRANSPORT FOR SUSTAINABLE
URBAN PLANNING OF PMR
The analysis indicates that the role of non-motorized modes in catering to the
sustainable urban planning and fulfilling the transport demand for the PMR is quite
significant. With growing economic affluence and fascination for auto vehicles
acquisition in urban areas, the dependence on NMT modes will be persisting a
foreseeable future. The transportation planning studies conducted so far in this city
have not paid needed attention towards providing adequate infrastructural facilities for
NMT. Also the poorer sections of the urban population dependent on nonmotorized
modes are exposed to greater road accidents risks as majority of the road users killed
and injured in road accidents in city are pedestrians and cyclists. To improve the
present situation of NMT modes following measures are suggested:
1. Official policy acceptance of the role of NMT as universal modes in urban planning.
Walk , 23%
Bicycle, 10.18%
Train , 0.80%
Bus , 10.41%
Two wheelers,
40.16%
Car, 8.54%
IPT, 6.91%

Metropolitan Region
2. Protection of their due share in planning and making provision of road space and
network, parking and ancillary facilities.
3. Treating these modes as preferred transport options in traffic and transport
management, no area barred to them.
4. Transport and traffic management should ensure easy and convenient walk or use a
bicycle. The key requirements are segregation of road space into footpaths, cycle
paths and motor paths and adequate provision for movement of NMT over road
crossing and junctions. Traffic signaling and other measures should ensure direct,
safe and comfortable mobility for NMT.
5. Traffic calming measures are necessary wherever pedestrians and slow traffic have to
cross the fast motor traffic.
6. Suitable transport model that can provide a planning for mix of mass transit and NMT
together can produce a better city. This can also help in land use planning, controlling
city size and slum development.
7. Compared with NMT, motorized transport imposes heavy external, social and
strategic costs, which borne by the society but not charged. These include not only
the obvious costs of pollution and environmental damage, accidents, congestion,
infrastructure and land, but also strategic cost of rising petroleum imports, traffic and
transport management cost.
8. Pedestrian zones should be identified such as pedestrian malls, a street lined with
storefronts and closed off to most automobile traffic. Emergency vehicles have access
at all times and delivery vehicles are restricted to either limited delivery hours or
entrances on the back streets.
9. The City should adopted a two-part pedestrian improvement plan: Part One outlining
the policies and plans for improving conditions for walking and Part Two giving
detailed design manual for pedestrian facilities on the line of “The Portland
Pedestrian Design Guide and Pedestrian Master Plan”. This is an outstanding
pedestrian planning resource. It developed an excellent process for prioritizing
pedestrian improvements, taking into account demand and current conditions.
10. On the line of “Copenhagen Free Bike Program” free City-cycle stand should be
planned and designed around the City at train and subway stations, parking lots and
large housing blocks. These stands may also be stationed around common final
destinations, such as office buildings, shopping districts, parks and other tourist
attractions. By depositing money anyone can take a bicycle and cycle wherever they
want, within downtown (restricted area). When the bike is returned to any bike stand
within the area, the user gets their deposit back.
11. In 2009, the City of Delhi, India published Pedestrian Design Guidelines, a detailed
guidebook that describes the role of non-motorized modes in an efficient and
equitable transport system; defines minimum requirements for the design, size and
maintenance of sidewalks, crosswalks and other pedestrian facilities; and describes
international best practices for enhancing the pedestrian environment.
• Universal Design features such as curb cuts and adequate sidewalk sizing to
accommodate wheelchairs.
• Bicycle facility design guidelines.
• Traffic calming features.
• Road and sidewalk lighting design.
• Amenities such as street trees, garbage cans, public washrooms and public art.
• Underground utility lines.
• Incorporating bus stops and vendors into sidewalk areas.
• Way finding (directional signs).
• Material section (such as permeable and recycled pavements).

10. CONCLUSIONS
The traffic and transportation problems in PMR are aggravating due to numerous
causative factors. The growth and usages of motorized vehicles need to be curbed
with the development of alternative transportation modes. Non-motorized vehicles
can bridge the gap between walking and motorized transport. NMT is economical for
user and facilitator as well as it can serve as an alternative for solving the problem of
urban mobility. It is high time that planners should accept them as part of formal
transport planning.
The usages of non motorized modes particularly the cycles need to be encouraged
with the provision of appropriate facilities for its safe and efficient movement on
high–density corridors. The pedestrians are the most neglected class of road user in
the city. Appropriate pedestrian facilities both segregated and ‘at grade” need to be
developed. The traffic police of the city needs to launch a vigorous “pedestrian
education programme” to curb the high incidence of road fatalities among the
pedestrians.
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Metropolitan Region
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