This document discusses the need to prioritize non-motorized transportation and pedestrians in urban planning in Delhi, India. It notes that while only 23% of Delhi's population uses private vehicles, infrastructure investments primarily benefit this minority. Further, 35% of trips in Delhi are walking only and 60% of trips are under 4 km, suitable for cycling, rickshaws, and walking. However, current road design marginalizes cyclists and pedestrians, favoring private motorists. The document calls for promoting non-motorized transport through improved infrastructure for walking, cycling, and cycle rickshaws to make transportation more equitable and efficient.
Non-motorized Transport - Effect of marginalization in the Indian Democracy (...Uttipec Dda
The document discusses the need to prioritize non-motorized transport (NMT) and public transit in Delhi's transportation infrastructure and policies. It notes that while only 23% of trips are by private vehicle, most infrastructure investments are for private modes like cars. It highlights that 35% of trips are walking and recommends promoting NMT through improved infrastructure for cycling, walking and cycle rickshaws. Specific policies proposed include improving the supply and services of intermediate public transport like cycle rickshaws, and providing authorized parking for them. The document advocates for following road design standards to create a safe and equitable road network for all users.
This document discusses the need to prioritize non-motorized transport (NMT) and pedestrians in urban planning in Delhi, India. It notes that while over 60% of trips in Delhi are under 4 km, suitable for walking and cycling, infrastructure investments primarily benefit private motorized vehicles used by the minority. Charts show that 35% of trips are walking only and cycling accounts for only 4% of trips due to unsafe conditions. Recommendations include promoting NMT and pedestrian safety through dedicated infrastructure, improving public transit integration with NMT, and following road design guidelines to equitably distribute road space.
The survey summarizes the views of 500 IoD members on various transport issues. Road transport dominated for business travel (99%) and sending freight (92%), though rail, aircraft and other modes were also widely used. Members generally rated cars as meeting business travel needs well (82%) but were less satisfied with rail (51%). For priorities, 52% said rail capacity should be the top government focus, followed by road (38%).
Solving Congestion through Transit Oriented Development, Delhi (Romi Roy)Paromita Roy
Detailed Policy Framework and a Roadmap for Change - required to solve problems of Delhi & achieve a vision for a livable world class city. Solving Traffic Congestion through Transit Oriented Development, Delhi (Romi Roy)
The document discusses guidelines for integrated pavement design in Delhi, India. It addresses the need to redesign streets to improve mobility, safety, and ecology. It outlines three goals: 1) improve mobility and accessibility for all people, 2) enhance safety and comfort, and 3) reduce environmental impact. The document then discusses defining three pavement zones, and provides guidelines for edge conditions, pavement design, tree planting, street lighting, amenities, signage, and public art to achieve the goals of mobility, safety, and ecology. Key recommendations include providing clear pedestrian zones, fences and bollards for safety, active commercial edges, minimal setbacks, and safe crosswalks.
The document outlines street design guidelines for Delhi that were approved in November 2010. It discusses the need for such guidelines to prioritize pedestrian access and safety. It acknowledges that currently only 14% of trips in Delhi are by private car, yet most road space is dedicated to them. The guidelines aim to provide equitable distribution of road space and ensure streets are designed to maximize accessibility, safety, comfort and environmental sustainability for all users.
Non-motorized Transport - Effect of marginalization in the Indian Democracy (...Uttipec Dda
The document discusses the need to prioritize non-motorized transport (NMT) and public transit in Delhi's transportation infrastructure and policies. It notes that while only 23% of trips are by private vehicle, most infrastructure investments are for private modes like cars. It highlights that 35% of trips are walking and recommends promoting NMT through improved infrastructure for cycling, walking and cycle rickshaws. Specific policies proposed include improving the supply and services of intermediate public transport like cycle rickshaws, and providing authorized parking for them. The document advocates for following road design standards to create a safe and equitable road network for all users.
This document discusses the need to prioritize non-motorized transport (NMT) and pedestrians in urban planning in Delhi, India. It notes that while over 60% of trips in Delhi are under 4 km, suitable for walking and cycling, infrastructure investments primarily benefit private motorized vehicles used by the minority. Charts show that 35% of trips are walking only and cycling accounts for only 4% of trips due to unsafe conditions. Recommendations include promoting NMT and pedestrian safety through dedicated infrastructure, improving public transit integration with NMT, and following road design guidelines to equitably distribute road space.
The survey summarizes the views of 500 IoD members on various transport issues. Road transport dominated for business travel (99%) and sending freight (92%), though rail, aircraft and other modes were also widely used. Members generally rated cars as meeting business travel needs well (82%) but were less satisfied with rail (51%). For priorities, 52% said rail capacity should be the top government focus, followed by road (38%).
Solving Congestion through Transit Oriented Development, Delhi (Romi Roy)Paromita Roy
Detailed Policy Framework and a Roadmap for Change - required to solve problems of Delhi & achieve a vision for a livable world class city. Solving Traffic Congestion through Transit Oriented Development, Delhi (Romi Roy)
The document discusses guidelines for integrated pavement design in Delhi, India. It addresses the need to redesign streets to improve mobility, safety, and ecology. It outlines three goals: 1) improve mobility and accessibility for all people, 2) enhance safety and comfort, and 3) reduce environmental impact. The document then discusses defining three pavement zones, and provides guidelines for edge conditions, pavement design, tree planting, street lighting, amenities, signage, and public art to achieve the goals of mobility, safety, and ecology. Key recommendations include providing clear pedestrian zones, fences and bollards for safety, active commercial edges, minimal setbacks, and safe crosswalks.
The document outlines street design guidelines for Delhi that were approved in November 2010. It discusses the need for such guidelines to prioritize pedestrian access and safety. It acknowledges that currently only 14% of trips in Delhi are by private car, yet most road space is dedicated to them. The guidelines aim to provide equitable distribution of road space and ensure streets are designed to maximize accessibility, safety, comfort and environmental sustainability for all users.
Connaught Place is a large financial and commercial center in Delhi developed in the 1930s based on European architectural styles. It was designed with a circular central area surrounded by seven radial roads. Originally intended for commercial and residential use, it is now solely commercial and a major attraction in Delhi hosting many public buildings, shops, and offices.
The document discusses the results of a study on the impact of COVID-19 lockdowns on air pollution. Researchers analyzed data from dozens of countries and found that lockdowns led to an average decline of nearly 30% in nitrogen dioxide levels over cities. However, they also observed that this improvement was temporary and air pollution rebounded once lockdowns were lifted as vehicle traffic increased again. Overall, the study highlights how stay-at-home orders can provide short-term benefits to air quality but sustained changes are needed to maintain those improvements.
Paromita Roy is an architect and urban designer currently serving as Deputy Director at UTTIPEC in Delhi. She has over 15 years of experience working on projects in Asia, Africa, Europe, Russia, and the US. Some of her key responsibilities at UTTIPEC include leading the development of Transit Oriented Development policies and guidelines for Delhi and overseeing the implementation of various urban design projects aimed at improving road safety and public transportation.
Kotla Mubarakpur is an urban village located in South Delhi that has experienced rapid population growth and transformation from a historic 15th century village to a densely populated area today. Some key points:
- The population has grown from 2,100 in 1971 to 27,000 in 2011, transforming the village physically and in its land use patterns.
- Housing typology has evolved from single-story kaccha structures to multi-story RCC buildings up to 4 floors to accommodate the growing population.
- The village has a mixed land use but lacks open spaces. Roads are narrow with no proper infrastructure for traffic or parking.
- Being surrounded by posh localities, the village residents rely
Chandni chowk is the one of the popular markets in Delhi. It was basically established by Mughal Emperor Shah Jehan. He is the same King who had built world famous Taj Mahal, Red Fort and Jama Masjid. Visit Chandni Chowk with Theotherhome.com
JnNURM Bus Financing - Delhi ExperienceJaspal Singh
This presentation describes the scheme of Bus Financing launched by Ministry of Urban Development and share the experience of Delhi.
A deep insight into the requirement of JnNURM funding requirement.
Capital Metro Transit Oriented DevelopmentCapital Metro
Manager of TOD Lucy Galbraith delivered this presentation to the Capital Metro Board of Directors Rail Committee on June 14, 2010. The presentation is a good overview of TOD and its benefits, and an update on TOD progress at four MetroRail stations.
Street Design guidelines UTTIPEC 2011-printer-friendlyuttipecDRAFT
The document provides street design guidelines for equitable distribution of road space in Delhi, India. It was originally called the Pedestrian Design Guidelines but was later renamed to Street Design Guidelines to incorporate additional design elements. The guidelines were created based on best practices from around the world and customized for India. They include 10 mandatory street design components and additional design guidelines.
Context Sensitive Solutions -- Case Study: A New Wave in Project Planning & D...SainAssociates
This document summarizes a case study of using a Context Sensitive Solutions (CSS) approach for the State Route 126 project in Kingsport, Tennessee. The CSS process involved forming an interdisciplinary team and stakeholder resource team to help identify priorities and make recommendations. Through public workshops and flexibility in applying design standards, consensus was reached on safety improvements and design features while balancing community and environmental concerns. Lessons learned included the importance of establishing decision-making processes, clear roles, and effective communication and facilitation to build trust and support among stakeholders. The CSS approach helped identify the right problems to solve and comply with regulations while gaining public support for the project.
Slides from a presentation to Arizona State University’s Barrett Honor College ‘Urban Experience’ orientation for freshman students. it was given at the ASU's Phoenix Urban Research Laboratory (PURL) campus on August 16, 2010.
Css class 10 socio-economic context 120309TTI-UTCM
The document discusses context sensitive solutions in transportation planning, environmental analysis, and design. It covers topics like community impact assessment, environmental justice, and assessing impacts on the human and natural environment. The goal is to ensure transportation decisions consider community needs and quality of life through public involvement and evaluation of social, economic, cultural and environmental impacts.
Presentation by Rick Hall, PE at Great Streets-Healthy Communities program hosted by ULI Memphis and the University of Memphis Partnership for Active Community Environments in Memphis, TN on April 21, 2010.
This document proposes a performance measurement system for evaluating the sustainability of freight movement. It recommends measuring progress toward economic, environmental, social, and equity goals across populations and time. Typical public sector performance interests for freight include mobility, safety, environment, and economic development. The proposed system measures freight sustainability across policy, technology, infrastructure, operations, and non-transport factors. It provides an example format for objectives, measures, and an aggregated sustainability index. The document recommends applying this framework and methodology to evaluate freight transportation performance locally, starting with its suggested goals and modifying as needed.
This document provides insights from user experience research on sanitation in urban India. It includes profiles of different locations studied, with one being Janta Chawl, a community of 200 households in Mumbai comprising long-time residents and newer migrants. The document outlines various core and peripheral concerns related to defecation and sanitation. It discusses attitudes, behaviors, challenges and aspirations of users through examples from the locations studied.
This document discusses different techniques for vehicle classification using computer vision, including edge detection, bag of features modeling, and support vector machines. Edge detection techniques like Sobel and Laplacian filters are used to highlight edges in images. Bag of features modeling treats image features as words and builds a codebook to describe images. A support vector machine is used as a supervised learning algorithm to separate features through a decision boundary and classify images into categories. Source code is provided to load an image dataset, extract features, train an image classifier, and evaluate performance.
The document is an overview of the upcoming NACTO Urban Street Design Guide, which will provide principles and best practices for designing urban streets. It outlines that the guide will discuss designing streets for multiple purposes, including as public spaces, for business activity, and for safety. It emphasizes that streets can be changed and redesigned through low-cost temporary improvements to test designs. The guide will categorize street design based on street width rather than conventional functional classifications.
Context sensitive solutions aim to balance transportation safety, mobility, and environmental goals by involving stakeholders early and throughout the planning process. Transportation projects are designed to complement their surrounding communities and consider all users of the transportation system. Community and environmental concerns are addressed through collaborative decision making between transportation officials, residents, and interested parties.
Chapter 19_DDA_TOD Policy_First Draft 2012.pdfParomita Roy
A Text Book for TOD in the Indian Context:
Each TOD must have the following components:
1. Pedestrian & Cycle/ Cycle-Rickshaw Friendly Environment
2. Connectivity: Create dense networks of streets and paths for all modes.
3. Multi-modal Interchange: Mass transportation modes servicing the area should be well integrated to
afford rapid and comfortable modal transfers.
4. Modal Shift Measures: Shift to Sustainable Modes by Using Design, Technology, Road Use Regulation,
Mixed-Use, Parking Policy and Fiscal Measures
5. Placemaking and Safety: Urban places should be designed for enjoyment, relaxation and equity.
6. High Density, Mixed-Income Development: Compact Neighbourhoods for Shorter Commutes and
Equity for All Sections of Society.
Policy details and development norms for each of the above components are provided below.
IRSDC-Gwalior-Heritage-Line_Scindia ji presentationParomita Roy
Created Vision Plan for Value Capture and Adaptive Reuse of Heritage Railway line of Gwalior as a tourism magnet as well as public transport system with daily/ leisure activities integrated for real estate potential. Presented to Hon'ble Central Govt. Minister Shri Jyotiraditya Scindia in 2021.
Connaught Place is a large financial and commercial center in Delhi developed in the 1930s based on European architectural styles. It was designed with a circular central area surrounded by seven radial roads. Originally intended for commercial and residential use, it is now solely commercial and a major attraction in Delhi hosting many public buildings, shops, and offices.
The document discusses the results of a study on the impact of COVID-19 lockdowns on air pollution. Researchers analyzed data from dozens of countries and found that lockdowns led to an average decline of nearly 30% in nitrogen dioxide levels over cities. However, they also observed that this improvement was temporary and air pollution rebounded once lockdowns were lifted as vehicle traffic increased again. Overall, the study highlights how stay-at-home orders can provide short-term benefits to air quality but sustained changes are needed to maintain those improvements.
Paromita Roy is an architect and urban designer currently serving as Deputy Director at UTTIPEC in Delhi. She has over 15 years of experience working on projects in Asia, Africa, Europe, Russia, and the US. Some of her key responsibilities at UTTIPEC include leading the development of Transit Oriented Development policies and guidelines for Delhi and overseeing the implementation of various urban design projects aimed at improving road safety and public transportation.
Kotla Mubarakpur is an urban village located in South Delhi that has experienced rapid population growth and transformation from a historic 15th century village to a densely populated area today. Some key points:
- The population has grown from 2,100 in 1971 to 27,000 in 2011, transforming the village physically and in its land use patterns.
- Housing typology has evolved from single-story kaccha structures to multi-story RCC buildings up to 4 floors to accommodate the growing population.
- The village has a mixed land use but lacks open spaces. Roads are narrow with no proper infrastructure for traffic or parking.
- Being surrounded by posh localities, the village residents rely
Chandni chowk is the one of the popular markets in Delhi. It was basically established by Mughal Emperor Shah Jehan. He is the same King who had built world famous Taj Mahal, Red Fort and Jama Masjid. Visit Chandni Chowk with Theotherhome.com
JnNURM Bus Financing - Delhi ExperienceJaspal Singh
This presentation describes the scheme of Bus Financing launched by Ministry of Urban Development and share the experience of Delhi.
A deep insight into the requirement of JnNURM funding requirement.
Capital Metro Transit Oriented DevelopmentCapital Metro
Manager of TOD Lucy Galbraith delivered this presentation to the Capital Metro Board of Directors Rail Committee on June 14, 2010. The presentation is a good overview of TOD and its benefits, and an update on TOD progress at four MetroRail stations.
Street Design guidelines UTTIPEC 2011-printer-friendlyuttipecDRAFT
The document provides street design guidelines for equitable distribution of road space in Delhi, India. It was originally called the Pedestrian Design Guidelines but was later renamed to Street Design Guidelines to incorporate additional design elements. The guidelines were created based on best practices from around the world and customized for India. They include 10 mandatory street design components and additional design guidelines.
Context Sensitive Solutions -- Case Study: A New Wave in Project Planning & D...SainAssociates
This document summarizes a case study of using a Context Sensitive Solutions (CSS) approach for the State Route 126 project in Kingsport, Tennessee. The CSS process involved forming an interdisciplinary team and stakeholder resource team to help identify priorities and make recommendations. Through public workshops and flexibility in applying design standards, consensus was reached on safety improvements and design features while balancing community and environmental concerns. Lessons learned included the importance of establishing decision-making processes, clear roles, and effective communication and facilitation to build trust and support among stakeholders. The CSS approach helped identify the right problems to solve and comply with regulations while gaining public support for the project.
Slides from a presentation to Arizona State University’s Barrett Honor College ‘Urban Experience’ orientation for freshman students. it was given at the ASU's Phoenix Urban Research Laboratory (PURL) campus on August 16, 2010.
Css class 10 socio-economic context 120309TTI-UTCM
The document discusses context sensitive solutions in transportation planning, environmental analysis, and design. It covers topics like community impact assessment, environmental justice, and assessing impacts on the human and natural environment. The goal is to ensure transportation decisions consider community needs and quality of life through public involvement and evaluation of social, economic, cultural and environmental impacts.
Presentation by Rick Hall, PE at Great Streets-Healthy Communities program hosted by ULI Memphis and the University of Memphis Partnership for Active Community Environments in Memphis, TN on April 21, 2010.
This document proposes a performance measurement system for evaluating the sustainability of freight movement. It recommends measuring progress toward economic, environmental, social, and equity goals across populations and time. Typical public sector performance interests for freight include mobility, safety, environment, and economic development. The proposed system measures freight sustainability across policy, technology, infrastructure, operations, and non-transport factors. It provides an example format for objectives, measures, and an aggregated sustainability index. The document recommends applying this framework and methodology to evaluate freight transportation performance locally, starting with its suggested goals and modifying as needed.
This document provides insights from user experience research on sanitation in urban India. It includes profiles of different locations studied, with one being Janta Chawl, a community of 200 households in Mumbai comprising long-time residents and newer migrants. The document outlines various core and peripheral concerns related to defecation and sanitation. It discusses attitudes, behaviors, challenges and aspirations of users through examples from the locations studied.
This document discusses different techniques for vehicle classification using computer vision, including edge detection, bag of features modeling, and support vector machines. Edge detection techniques like Sobel and Laplacian filters are used to highlight edges in images. Bag of features modeling treats image features as words and builds a codebook to describe images. A support vector machine is used as a supervised learning algorithm to separate features through a decision boundary and classify images into categories. Source code is provided to load an image dataset, extract features, train an image classifier, and evaluate performance.
The document is an overview of the upcoming NACTO Urban Street Design Guide, which will provide principles and best practices for designing urban streets. It outlines that the guide will discuss designing streets for multiple purposes, including as public spaces, for business activity, and for safety. It emphasizes that streets can be changed and redesigned through low-cost temporary improvements to test designs. The guide will categorize street design based on street width rather than conventional functional classifications.
Context sensitive solutions aim to balance transportation safety, mobility, and environmental goals by involving stakeholders early and throughout the planning process. Transportation projects are designed to complement their surrounding communities and consider all users of the transportation system. Community and environmental concerns are addressed through collaborative decision making between transportation officials, residents, and interested parties.
Chapter 19_DDA_TOD Policy_First Draft 2012.pdfParomita Roy
A Text Book for TOD in the Indian Context:
Each TOD must have the following components:
1. Pedestrian & Cycle/ Cycle-Rickshaw Friendly Environment
2. Connectivity: Create dense networks of streets and paths for all modes.
3. Multi-modal Interchange: Mass transportation modes servicing the area should be well integrated to
afford rapid and comfortable modal transfers.
4. Modal Shift Measures: Shift to Sustainable Modes by Using Design, Technology, Road Use Regulation,
Mixed-Use, Parking Policy and Fiscal Measures
5. Placemaking and Safety: Urban places should be designed for enjoyment, relaxation and equity.
6. High Density, Mixed-Income Development: Compact Neighbourhoods for Shorter Commutes and
Equity for All Sections of Society.
Policy details and development norms for each of the above components are provided below.
IRSDC-Gwalior-Heritage-Line_Scindia ji presentationParomita Roy
Created Vision Plan for Value Capture and Adaptive Reuse of Heritage Railway line of Gwalior as a tourism magnet as well as public transport system with daily/ leisure activities integrated for real estate potential. Presented to Hon'ble Central Govt. Minister Shri Jyotiraditya Scindia in 2021.
TOD; how to write form based codes; how to plan; urban planning; transit oriented development;
This presentation talks about the 7 essential Principles of TOD; the implementation of TOD through Form Based Codes; The need to replace norms for FAR & GROUND COVER with Buit-Up-Area and Green Open Space requirements; CASE STUDIES: (1) Successful application of Form Based Codes in Railways Projects;
(2) Low-rise Low density development with TOD norms and Form Based Codes
1) The document discusses form based codes for transit oriented development (TOD) communities. It argues that current development norms will lead to sprawl if densification is not properly guided.
2) Form based codes regulate development based on urban form rather than land use. They focus on the quality of the public realm and pedestrian experience. The document provides examples of how form based codes can require active ground floors, minimal setbacks, sufficient connectivity, and open spaces.
3) The document recommends adopting model form based codes at the national/state level as well as site specific codes. It provides examples of how codes can guide parameters like floor area ratio, parking requirements, and ensuring sufficient access to light and ventilation on sites
Women safety action-plan 27dec2012(c)uttipecParomita Roy
This document outlines recommendations to make Delhi safer for women. It identifies categories of sexual crimes and describes the physical and environmental factors contributing to women's unsafety in Delhi. These include deserted unwatched places like flyovers, parks and streets. It also notes issues like lack of public toilets.
The document recommends both quick win and medium-term physical interventions. Quick wins include improving street lighting, introducing hawkers and vendors in empty areas, making bus stops safer, and building night shelters. Medium-term measures involve retrofitting major roads to create active edges and slow traffic, and linking autos and taxis to GPS for monitoring. The goal is to transform unsafe urban areas by enhancing street activities and natural surveillance.
This document discusses the need to prioritize non-motorized transportation and pedestrians in urban planning in Delhi, India. It notes that the majority of trips in Delhi are walking or cycling, yet infrastructure investments primarily benefit private motorized vehicles used by the minority. Charts show walking and cycling account for over 50% of trips but receive little road space. Recommendations include promoting cycling and pedestrian safety through dedicated infrastructure, improving public transit feeder systems, and following road design standards to equitably distribute space for all road users.
The document discusses improving safety, accessibility, and sustainability in Delhi, India. It notes that Delhi currently has high crime rates, especially for women, and unsafe streets. It proposes removing boundary walls, allowing street vendors, and making parks more usable and watched to improve safety. It also recommends shifting from private to public transit by improving pedestrian infrastructure, expanding the metro and bus networks, and encouraging transit-oriented development near stations. The overall goal is to make Delhi a more livable, green, and equitable city.
The document outlines a roadmap for making Delhi slum-free through a three-pronged strategy of in-situ upgradation, in-situ redevelopment, and new development. It establishes guiding principles of shelter as a human right and giving people options based on their needs. The strategy aims to upgrade current shelters, provide new housing stock, and prevent formation of new slums in accordance with national guidelines. Key aspects of the approach include community-led upgradation, area redevelopment, and accommodating population growth through diverse affordable housing options.
The document discusses the concept of transit-oriented development (TOD) for Delhi and its potential to help achieve the goals of the Delhi Master Plan 2021. It outlines the principles of TOD, including high density, mixed-use development within walking distance of public transit with pedestrian-oriented design. TOD could help Delhi meet targets for modal split, shelter, and implementation by locating housing and jobs near transit to reduce car dependence and make transit more viable. A work program is proposed involving TOD pilot projects and combined transportation-land use modeling to help guide TOD policy and vision.
The document proposes strategies for a slum-free Delhi, including providing a variety of affordable housing and shelter options instead of a one-size-fits-all approach. It discusses lessons from previous relocation and in-situ policies, and recommends in-situ redevelopment or new development based on density and infrastructure criteria. The proposed strategies emphasize community participation, mixed-income neighborhoods near transit, and using land values to cross-subsidize housing and services through innovative financing models. Infrastructure should utilize natural systems like bio-swales and wetlands for decentralized stormwater management.
This document discusses strategies for making Delhi slum-free by 2013. It notes that the number of slum clusters, or jhuggi jhopri clusters, in Delhi has grown significantly since 1977. The current strategy involves relocating slum clusters to new locations and upgrading slums in-situ. However, these strategies have faced challenges including locating slum residents far from employment, inadequate infrastructure in new sites, and lack of approvals for in-situ upgrades. The document proposes a new action plan with the goals of ensuring equitable housing and shared public amenities for all. It outlines a roadmap to achieve this that includes regional transit planning, mixed income communities near transit, socio-economic surveys, design competitions,
"Reclaiming Connaught Place Delhi" to UTTIPEC, LG Nov 09Paromita Roy
The document proposes reclaiming Connaught Place in New Delhi for pedestrians by converting the Outer Circle from a high-speed motorway to a multi-modal street. It suggests integrating buses with the nearby metro station, adding pedestrian shortcuts and bike parking/rental. Hawker zones and streetcars are proposed to activate the area. The 30m right-of-way could accommodate cycles, parking, vendors and foot traffic. Building setbacks could feature cultural uses instead of parking to restore street life. The goal is to make Connaught Place more people-friendly.
Vision for a World Class Delhi, Jan2009Paromita Roy
What becoming a World Class City could mean for people of Delhi......
A world class Delhi is not about building bigger highways and flyovers, and continually "cleaning" the city's poor out of visibility of the rich.....
Being a World Class City could mean a win-win situation for all the inhabitants and decision makers of the city..... be it rich poor - young old - male female.... making it a truly democratic capital city.
International Upcycling Research Network advisory board meeting 4Kyungeun Sung
Slides used for the International Upcycling Research Network advisory board 4 (last one). The project is based at De Montfort University in Leicester, UK, and funded by the Arts and Humanities Research Council.
Discovering the Best Indian Architects A Spotlight on Design Forum Internatio...Designforuminternational
India’s architectural landscape is a vibrant tapestry that weaves together the country's rich cultural heritage and its modern aspirations. From majestic historical structures to cutting-edge contemporary designs, the work of Indian architects is celebrated worldwide. Among the many firms shaping this dynamic field, Design Forum International stands out as a leader in innovative and sustainable architecture. This blog explores some of the best Indian architects, highlighting their contributions and showcasing the most famous architects in India.
Practical eLearning Makeovers for EveryoneBianca Woods
Welcome to Practical eLearning Makeovers for Everyone. In this presentation, we’ll take a look at a bunch of easy-to-use visual design tips and tricks. And we’ll do this by using them to spruce up some eLearning screens that are in dire need of a new look.
ARENA - Young adults in the workplace (Knight Moves).pdfKnight Moves
Presentations of Bavo Raeymaekers (Project lead youth unemployment at the City of Antwerp), Suzan Martens (Service designer at Knight Moves) and Adriaan De Keersmaeker (Community manager at Talk to C)
during the 'Arena • Young adults in the workplace' conference hosted by Knight Moves.
1. Consequences Of
Favoring the MINORITY
&
Marginalizing the MAJORITY
– in the “Indian Democracy”!!
Presented by: Romi Roy
Senior Urban Designer, UTTIPEC DDA Delhi
Spl. Invitee, Masterplan Review Committee under LG, Delhi
Member, High Court Special Task Force on Transportation under CS
Member, Technical Committee on Urban Drainage, GNCTD, Delhi
Spl. Invitee, LAP Monitoring Committee, MCD Delhi
Member, Sub-Committee on Sustainable Habitat, MoUD
Member of Committees, Indian Road Congress
22 Dec 2012
2. Who are the Roads for ??
Pedestrians + As Many as 20 Types of Vehicles
3. Delhi Modal Share
35% of Trips
are Walk Only!
Private modes
BICYCLE
4% 27%
CAR/TAXI
Walk 9%
35%
WALK
35% 2W
14%
CYCLE RICKSHAW
2%
BUS
TRAIN (IR) 27%
1%
AUTO RICKSHAW
5% METRO
3%
Public modes In addition,
38% all Public Transport
trips include walk!
Source: RITES Transport Demand Forecast Study for DoT, GNCTD, 2010
4. Delhi Modal Share
Only 23% of the city’s people use private vehicles (car/2-wheeler).
Yet almost all infrastructure investments in the city are made for this MINORITY!
Private modes
BICYCLE
4% 27%
CAR/TAXI
Walk 9%
35%
WALK
35% 2W
14%
CYCLE RICKSHAW
2%
BUS
TRAIN (IR) 27%
AUTO RICKSHAW 1%
5% METRO
3%
Public modes
38%
Source: RITES Transport Demand Forecast Study for DoT, GNCTD, 2010
5. 35% people of Delhi own CYCLES !! But only 4% of trips are by
cycle – because its unsafe and dangerous to use them!
Vehicle Ownership in
Private Vehicle Ownership (%) Private Vehicle Trips (%)
Delhi
60
50
47.9
40 43.4 40
35 38
30 35 30 35
25
20 20
19.4 15
10 10 14
5 9
4
0 0
Source: RITES Transport Demand Forecast Study for DoT, GNCTD, 2010
22. Now they are “invisible” so they have no rights to road space
and are at the mercy of motor vehicles!!
23. Cycle tracks are sometimes constructed, but wrongly so!!
Therefore they land up being “encroached” by motor vehicles
while cycles/ rickshaws remain on road!!
24. Samarthyam (an NGO) conducted Audit of one such road.
MCD Engineers
Police said they
were not aware
that the track
constructed here
Police
was for Cycles &
Rickshaws… !!
MCD engineers
said they were not
aware of the
UTTIPEC or IRC
design standards
for footpaths &
cycle tracks…!!
Samarthyam
26. How can a rickshaw get on
an 11-inch high cycle track,
11-
even with a ramp ???
They can’t!! Therefore….
27. ….the Track meant for Cycles/rickshaws
is being used for Car-parking comfortably!!
Car-
28. The physically disabled person with us could barely be
pushed up on the footpath/ cycle track. Slope here is 1:2 !!
29. Message we are giving to people through our Road Design:
• If you are a car user, the Road is for you. You get first priority to do
whatever you like.
• If you are a Pedestrian, you are “At you Own Risk”. If possible, install
eyes at the back of your head.
• If you are running a cycle-rickshaw, you are illegal and there is no
space for you on the road. Be thankful we are not throwing you out.
• If you are on a cycle, again, “At your Own Risk”.
• If you are old or even slightly physically challenged, STAY AT HOME!
CLICK NEXT >
31. Some good examples…. The BRT corridor….
Planned/ designed respectable spaces for pedestrians,
cyclists, auto-parking as well as motor-vehicles !!
auto- motor-
32. Some good examples…. The BRT corridor….
A simple table-top crossing lets a cyclist move freely across
table-
driveway, without hampering the car’s movement!!
34. • 60% of Trips in Delhi are below 4 KMs.
60%
Cycles, Cycle-rickshaws & Walking
are the ideal modes for short 1-4 km Trips.
Average Trip Lengths
by Mode: Delhi
120
100 Average Trip
Mode Length (KM)
80
% of Trips
•Car 10.5
60 •2W 8.7
40 •Auto Rickshaw 4.7
20 •Bus 8.8
•Metro 13.8
0
•Train (IR) 20.2
•Bicycle 4
•Cycle Rickshaw 1.7
Trip lengths in KM
60-70%
60- •Walk 1.1
trips 34
Source: RITES Transport Demand Forecast Study for DoT, GNCTD, 2010
35. For a 3 km trip, car bicycle BRT metro
Buses & Cycle are
most efficient PT
3
modes.
walk
2.5
2
Distance, km
1.5
1
Metro Walking
0.5 Bicycling BRT
2-Wheeler/car
0
0 5 10 15 20 25 30 35
Time, minutes
Source: Created by IIT Delhi + iTrans
36. NMT inclusive Planning –
Where do you need it?
Schools
• 3 km buffer around
schools of Sec. and
Sr. Sec schools.
(Schools marked From
. Eicher City
Map, Edition 2)
• The Catchment area
of education based
trips.
Legend
School
railway line
NCTD Boundary
Source: TRIPP/IIT Delhi
yamuna watercourse
IGI airport
forests and ridge
Buffer School
0 3 6 12 18 24 ±
Kilometers
37. Trips origin: slums
• Distributions of JJ
Clusters in Delhi
• There is direct
relation between the
density of these
poor households
and the number of
cycle trips origin.
Legend
JJC_Point
POPULATION
0 - 100
101 - 200
201 - 400
401 - 800
801 - 1600
±
1601 - 10000
nctd line
railway line
Source: TRIPP/IIT Delhi 0 2 4 8 12 16
yamuna watercourse
38. NMT trips destination:
shops, MLU, CSC, DC, Wholesale areas
• Major Commercial
Centres, District
Centres, -18%
• Shops / Mixed Land
Use and Wholesale
areas -23%
• These are spread all
over urban area as
major destination for
poor urban workers
Legend
using cycles for upto
20km per day Shops / Mixed Landuse
district centers
C.S. Centers
±
wholesale areas
yamuna watercourse
railway line
0 2 4 8 12 16
nctd line Kilometers
Source: Figure 4.17 Shows locations of major Commercial Centres, District Centres, Shops /
/TRIPP/IIT Delhi Mixed Land Use and Wholesale areas
39. NMT destination: manufacturing
areas and govt. offices
• 21% of cycle n
work- trips have
factory destination
and travel up to
10 km in a day n
n
• about 35% have
offices (Govt. and n n
Pvt.) as their n
destination and n n nn
Legend
n
travelling upto 10 n govt landuse
km per day railway line
NCTD Boundary
n
yamuna watercourse
govt. landuse
manufacture
±
IGI airport
forests and ridge
Buffer_of_manufacture
0 3 6 12 18 24
Buffer_of_govt_landuse
Source: TRIPP/IIT Delhi Kilometers
40. Walking & Cycle-rickshaws are the most
Cycle-
important Feeders to Metro/ BRT Stations.
Mode used to Reach Metro Stations:
MODE FROM ORIGIN TO METRO FROM METRO TO DESTINATION
Walk 61% 78%
Cycle Rickshaw 12% 9%
Two Wheeler 11% --
Auto 8% 8%
Bus 5% 5%
Car/Taxi 3% 1%
Source: RITES Transport Demand Forecast Study: May 2008
Yet NO Metro Station provides authorized
cycle-
cycle-rickshaw parking !! 40
41. Policy Recommendation 2:
• Improve Supply & Service by IPT.
• Provide authorized Parking.
auto taxi rickshaw
• A Car serves one person a day & occupies minimum 3 parking
spaces throughout the city.
• An IPT mode occupies only one parking space, and
serves multiple people throughout the day.
41
42. 1. Provide More IPT Choices
2. Provide organized IPT Parking at all
Metro Stations & along all Roads.
43. Road Safety is Low.
The reasons for all accidents are:
1. Signal free high speed corridors.
2. Insufficient/ No pedestrian Crossing facilities.
3. Central verge without grills.
4. No speed breakers/ rumble strips on long stretches.
5. Absence of dedicated lanes for slow moving
vehicles.
6. Heavy volume of traffic.
7. Glaring during night etc.
Wazirabad Road Pedestrians
G. T. Road Two Wheelers
• There are more than 2100 Najafgarh Road Self
accidents occurred during 2010. Mahrauli Badarpur Road
N. H.-8
• The maximum casualty in the
fatal accidents are pedestrians, Mathura Road
cyclists & 2 wheelers. G T K Road
Rohtak Road
• The maximum accidents have
Outer Ring Road
occurred during the lean hours both
in the morning & night. Ring Road
0 20 40 60 80 100 120 140 160 180 200
Source: Delhi Traffic Police Fatal Accidents in 2010
44. How are Car-oriented Infrastructure
Car-
Impacting us?
• Making motor vehicle movement smoother for a few years,
before jams take over.
• Making it impossible/ very difficult to cross roads on foot!
• Making cycles & cycle-rickshaws move contra-flow, thus
endangering their lives.
• Making it impossible/ difficult to interchange between different
bus routes near junctions.
• Creating environments suitable for eve-teasing and heinous
crimes like Rape!
• In long run, increased car use leads to Congestion again,
while use of all other modes has been made excruciatingly
difficult or impossible!
45. How to cross this road ??
Where to walk or cycle ??
What happens to Women here after 6 pm ?
Dhaulan Kuan Signal-free Cloverleaf (जलेबी)
Signal- 45
46. All major Rape cases in the recent past happen on these
large roads built to facilitate fast car movement.....
47. .... Creating vast inhumane, people-less, un-watched,
people- un-
places – which are rape & eve-teasing havens!!
eve-
AIIMS flyover
48. .... Creating vast inhumane, people-less, un-watched,
people- un-
places – which are rape & eve-teasing havens!!
eve-
Dwarka
49. Walking Distances are increased by >5 times
>5
after जलेबी construction at AIIMS!.
AIIMS!.
(Source: CSE)
After construction of the Clover Leaf Flyover, the walking distance
from AIIMS exit to Dilli Haat has increased by over 5 times.
No safe crossings available, so people risk their lives crossing
the street at the most convenient locations.
50. Walking Distances are increased by >5 times
>5
wherever a flyover is constructred.
constructred.
People can’t cross the street between neighborhoods!!
53. Congestion is good!!
It makes people shift to BRT or other modes like cycles!!
Jakarta
Delhi
Delhi
54. What to Do?
1. Follow Road Standards & Guidelines.
(IRC+ UTTIPEC)
2. Plan a Network for cyclists, rickshaws &
pedestrians, not pieces.
3. Technically Design, Implement & Supervise
projects.
4. Regular Audit and Maintenance.
56. Masterplan-2021 Road Hierarchy: Categorization*
Primary Arterial Other Primary Arterial Primary Collector Secondary Collector Local Streets
RIGHT OF WAY 60-80 M 36-60 M 18-36 M 12-24 M 6-20 M
SPEED RANGE 50 – 70 km/hr 30 - 40 km/hr. 20 - 30 km/hr 10- 20 km/hr 10-20 km/hr
SPEED Enforcement and Traffic Enforcement and Traffic Enforcement and Traffic Traffic calming Traffic calming
CONTROL Calming required Calming required calming required. essential. required
BUSWAYS FOR Segregated busways Segregated busways Segregated busways No segregated bus lane; No segregated bus
BRT required where BRT required where BRT required where BRT but Road may be lanes or bus operations
proposed proposed proposed, at-grade designated Bus-NMV required; but Road
segregation possible on only if required may be designated
R/Ws above 36 M Bus-NMV only if
required
MOTORIZED 2 to 4 motorized lanes per 2 to 4 motorized lanes per 2 to 3 motorized lanes per No minimum lane width No minimum lane
LANES direction, min. 3.3 m wide direction, min. 3.3 m direction, min. 3.1m wide specification. width specification.
(min. 3.5 for BRT wide (min. 3.3 for BRT (min. 3.3 for BRT
busways) busways) busways)
CYCLE/ NMV Segregated cycle tracks Segregated cycle tracks Cycle Tracks not No segregated cycle No special feature for
TRACKS required; min. 2.5 m wide required; min. 2.5 m wide mandatory, to be provided tracks; cyclists
for two-way movement. for two-way movement. only if vehicular traffic Traffic Calming
speed is >30km/hr. Traffic required.
Calming essential .
Cycle tracks if provided,
to be min. 2.5 m wide if
block lengths are >250m.
SERVICE LANES Service lanes required. Service lanes required No service lane required No service lane No service lane
for residential required required
frontages; for
commercial / MU
frontages, not required.
MEDIANS Continuous median; all Continuous median; all Intermittent or No Intermittent or No No medians; traffic
openings and intersections openings and median; median required; For calmed crossings, or
accompanied by signals intersections openings/ intersections roads where need for mini roundabouts
and traffic calming. (no accompanied by signals accompanied by signals Median is felt, issue to
grade separators within and traffic calming. (no and traffic calming. be brought to
56 city) grade separators within UTTIPEC. Crossings to 56
57. 05 Bicycle and Non-Motorized Transport Infrastructure
05A Segregated Cycle +
NMT Tracks
05B Bicycle Parking and
Other
Infrastructure
Provision for introducing cycle tracks, pedestrian and disabled friendly features in arterial
and sub-arterial roads is a must. (MPD-2021)
Bicycles, Rickshaws and other Non-Motorized transport are essential and the most eco-
friendly feeder services to and from MRTS stations. They are also indispensible for short &
UTTIPEC
Mobility
Safety
medium length trips for shopping, daily needs, school, etc. Providing safe and segregated
NMT lanes on all Arterial and Collector Streets would encourage their use and reduce the
& Comfort
dependency of people on the private car...
StreetIntegrated
Design MAIN PRINCIPLES:
Mobility - Continuous and safe NMT lanes with adequate crossings are essential
throughout the city
Guidelines
Ecology
- Ample parking facilities for NMTs must be provided at all MRTS stations
Ecology: - The most eco-friendly mode of transportation.
Safety/Comfort - Safe crossings for NMT are essential for their safety.
- NMT lanes must be segregated from faster motorized traffic.
- Shade must be provide along NMT lanes as well as at traffic signals.
57
65. 45 M Primary Arterial Road
IRC Section
Cycle Tracks
MANDATORY
UTTIPEC
Section
65 Drawings only Suggestive, not Prescriptive. Prepared by UTTIPEC, DDA 65
66. 40 M Primary Arterial Road
IRC Section
Cycle Tracks
MANDATORY
UTTIPEC
Section
66 Drawings only Suggestive, not Prescriptive. Prepared by UTTIPEC, DDA 66
67. 30 M Arterial Road
IRC Section
Cycle Tracks
MANDATORY
UTTIPEC
Section
67 Drawings only Suggestive, not Prescriptive. Prepared by UTTIPEC, DDA
68. 30 M Primary Collector Road
NOTE:
IRC Section Non-motorized Lanes/ Cycle Tracks are
OPTIONAL on R/Ws below 40m Width.
In case smoother flow of motorized traffic is
desired, one “Shared Lane” may be replaced
by a dedicated Non-motorized Lane, in each
direction, to reduce friction between slow and
fast moving vehicles.
Cycle Tracks
OPTIONAL
UTTIPEC
Section
68 Drawings only Suggestive, not Prescriptive. Prepared by UTTIPEC, DDA 68
69. 18-24 M Secondary Collector Road
IRC Section
Cycle Tracks
OPTIONAL
UTTIPEC
Section
69 Drawings only Suggestive, not Prescriptive. Prepared by UTTIPEC, DDA 69
70. Example:
45m Road
(Vikas Marg)
Cycle tracks,
footpaths,
rickshaw-parking,
auto-parking,
vendor cart spaces,
trees,
car-parking,
toilets…
accommodated
within R/W
without disturbing
carriageway
space !
7/26/2012 UTTIPEC 70
71. Example:
45m Road
(Vikas Marg)
Cycle tracks,
footpaths,
rickshaw-parking,
auto-parking,
vendor cart spaces,
trees,
car-parking,
toilets…
accommodated
within R/W
without disturbing
carriageway
space !
7/26/2012 UTTIPEC 71
72. Example:
45m Road
(Vikas Marg)
Cycle tracks,
footpaths,
rickshaw-parking,
auto-parking,
vendor cart spaces,
trees,
car-parking,
toilets…
accommodated
within R/W
without disturbing
carriageway
space !
7/26/2012 UTTIPEC 72
73. A complete City-wide Safe Cycling Network to be developed.
Arterial Roads to have safe Cycle Tracks
74. A complete City-wide Safe Cycling Network to be developed.
Nallahs can be Cycle-Ecomobility corridors, forming a City-wide Network.