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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
Who are the Roads for ??

Pedestrians + As Many as 20 Types of Vehicles
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
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
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
Everyone is Walking!
Who is Cycling?
Women prefer to travel in groups by Cycle – for Safety !!
  Its also a Free mode. Gives them independence.
Where are they on the road?
Delhi was once the Cycling City !
Soon cyclists were marginalized due to growing traffic…
Now they are “invisible” so they have no rights to road space
          and are at the mercy of motor vehicles!!
Cycle tracks are sometimes constructed, but wrongly so!!
Therefore they land up being “encroached” by motor vehicles
           while cycles/ rickshaws remain on road!!
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
Cycle tracks/ footpaths
are supposed to be 4-inch
high…

11-inch high were
constructed here.

For whom ??
How can a rickshaw get on
an 11-inch high cycle track,
even with a ramp ???

They can’t!! Therefore….
….the Track meant for Cycles/rickshaws
is being used for Car-parking comfortably!!
The physically disabled person with us could barely be
pushed up on the footpath/ cycle track. Slope here is 1:2 !!
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 >
Some good examples…. The BRT corridor….
Some good examples…. The BRT corridor….
Planned/ designed respectable spaces for pedestrians,
   cyclists, auto-parking as well as motor-vehicles !!
Some good examples…. The BRT corridor….
A simple table-top crossing lets a cyclist move freely across
     driveway, without hampering the car’s movement!!
Policy recommendation 1:
Promote Non-Motorized Transport &
Pedestrian Safety.




                       Why ?


                                    33
• 60% of Trips in Delhi are below 4 KMs.

                              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%   •Walk                       1.1

                                                                      trips                                   34
Source: RITES Transport Demand Forecast Study for DoT, GNCTD, 2010
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
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
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
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
       using cycles for upto                  Legend
       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
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 nnn
                          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
Source: TRIPP/IIT Delhi        Buffer_of_govt_landuse
                                                                               Kilometers
Walking & Cycle-rickshaws are the most
                           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-rickshaw parking !!                                                       40
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
1. Provide More IPT Choices
2. Provide organized IPT Parking at all
   Metro Stations & along all Roads.
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
How are Car-oriented Infrastructure
            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!
How to cross this road ??
              Where to walk or cycle ??
 What happens to Women here after 6 pm ?




Dhaulan Kuan Signal-free Cloverleaf (   )   45
All major Rape cases in the recent past happen on these
    large roads built to facilitate fast car movement.....
.... Creating vast inhumane, people-less, un-watched,
     places – which are rape & eve-teasing havens!!




AIIMS flyover
.... Creating vast inhumane, people-less, un-watched,
     places – which are rape & eve-teasing havens!!




Dwarka
Walking Distances are increased by >5 times
        after    construction at 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.
Walking Distances are increased by >5 times
     wherever a flyover is constructred.

 People can’t cross the street between neighborhoods!!
All major flyovers have failed, or led to MORE
                  congestion.
All major flyovers have failed, or led to MORE
                  congestion.
Congestion is good!!
It makes people shift to BRT or other modes like cycles!!


                          Jakarta




                             Delhi




                         Delhi
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.
Street       Design
“…for Equitable Distribution of Road Space” - NUTP
                        Guidelines




                        © UTTIPEC, Delhi Development Authority, New Delhi
                       Guidelines Adopted: Nov 2009. Revision 1: Nov 2010
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
05    Bicycle and Non-Motorized
05A Segregated Transport Infrastructure
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
                                          - Ample parking facilities for NMTs must be provided at all MRTS stations
 Guidelines
     Ecology
                         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
Not Preferable 05A Segregated Cycle and NMT
               TracksKey Principles:                                  • Cycle Lane - A portion of a roadway that has been designated by striping, signs,
                                                                        and pavement markings for the preferential or exclusive use of bicyclists.
                                                                      • Cycle Track - A Track intended for the use of bicycles that is physically
                                                                        separated from motorized vehicle traffic by an open space or barrier within the
                                                                        existing ROW.
                                                                      • Provision for introducing cycle tracks, pedestrian and disabled friendly features in
                                                                        arterial and sub-arterial roads is a must, as per MPD-2021. Minimum
                                                                        acceptable Width for single lane movement is 2.0 M.
                                                                      • NMT Lanes are meant for Bicycles, Cycle-Rickshaws, Hand pushcarts, Hawker
„Marked‟ Cycle Lanes have failed in Delhi
                                                                        carts, animal drawn carts, etc.
as vehicles freely drive and park on these
cycle lanes.                                        Key Guidelines:
Marked lanes also suffer from lack of visibility.   • NMVs are the second most vulnerable group
                                                      of road users and therefore must be clearly
Lack of physical separation also deprives             segregated from faster moving motorized
cycles of safety and does not allow them to           traffic, especially on Roads designed for
pick up speed.                                        motorized speeds of
                                                    • The NMV lane should be constructed with
                                                      smooth-finished cement Concrete or
                                                      Asphalt in order to ensure a low
                                                      maintenance and smooth riding surface. In
                                                      the absence of this, cyclists will tend to
                                                      move into the MV lanes which may be more
                                                      comfortable.
                                                    • Minimum Dimension of NMV Track is 2.5 M.
                                                    • NMV Lanes or Tracks should be located on
                                                      both sides of the street.

                                           ?        • A 0.7 M landscaped buffer should be kept
                                                      between NMV and MV lanes in order to
Mixing of modes slows down everyone and               maximize the speed, efficiency and capacity
creates chaos!                                        of the NMV Lane.                              NMV lanes must be given clear crossing Tracks at junctions.

                                                                                                                   Street Design Guidelines © UTTIPEC, DDA 2009
58   ESSENTIAL GUIDELINES
05A Bicycle and NMT Tracks Best Practices
                                        05
                                        A



Relative Levels of NMV Tracks and Footpaths.
Source: TRIPP, IIT Delhi, BRT Design Specifications, 2009




                                                                                                         Segregated Cycle-NMV Track,
                                                                                                         BRT Corridor, Delhi




                                                                   Cycle track on Public Staircase,
                                                                   Europe

                                                                                                         Segregated TWO-WAY Cycle Track,
                                                                                                         Canal Street, Manhattan




 2.5 M is the Optimum Cycle Track Width. 1.5 M Width is required     Shaded Waiting Area for Cycles at   Segregated Cycle Track on 20 M Road,
 for Cycle Rickshaw Parking.      Detail Source: Oasis Designs        Road Junction, Hangzhou, China     Manhattan
 Inc.
 Street Design Guidelines © UTTIPEC, DDA 2009
                                                                                                                     ESSENTIAL GUIDELINES       59
Not Preferable 05B Bicycle Parking and Other
               Infrastructure
               Key Principles:
                                                   •   Cycles are a very desirable and affordable private feeder service to MRTS/ BRTS Stations.
                                                   •   To encourage their usage therefore - safe and secure cycle parking options must be provided.
                                                   •   Secure Cycle Parking must be provided at all MRTS/ BRTS Stations.
                                                 Key Guidelines:
                                                   • Long-Stay Parking – Cycle parking lots must be enclosed, ticketed (like car-parking
                                                       lots) and shaded from weather. Cycle parking lots can be combined with ticket counter
                                                       booths, local police booths, cycle service stations or shared areas within private building
                                                       complexes.
80% of Cycles under the Paris Cycle Share
Program are stolen or damaged.                     • Short-stay parking –             should be open to view and close to entrances of destinations.
Source: Samuel Bollendorff for The New York
Times




                                                 The stands should allow at least the frame and ideally both wheels, to be secured to them.
Open lockable parking bays like above may
                                                 A typical Cycle Stand is shown above.
not succeed in Delhi – due to fear of theft or
vandalism. However, they may work as a           Source: http://www.norwich.gov.uk/local_plan/images/figures/diag1a.jpg
short term (10-minute) parking option.           http://www.bolsover.gov.uk/localplan/ws_pics/image005.jpg

                                                                                                                          Street Design Guidelines © UTTIPEC, DDA 2009
60   ESSENTIAL GUIDELINES
05B Bicycle Parking and Other Best Practices
                             Infrastructure

                                                                                                            Public Cycle Parking in a Private Compound
     2.1 or 2.5 M x 5.0 M Parking Bays


                              Graphic Source:
                         http://www.hackney-
      cyclists.org.uk/parking/on_street_x.jpg


SAMPLE CYCLE PARKING stall next to a Cycle Track, Shanghai
               A Cycle-repair PLAN




                                                                                                            Stacked Cycle Parking, China


                                                   05
                                                   B




   Cycle Rickshaw Parking, Cycle Parking
   Stands, Cycle repair Stalls, etc. can all be accommodated within the Shaded and Ticketed cycleGUIDELINES
  Street Design Guidelines © UTTIPEC, DDA 2009
                                                                                    ESSENTIAL
                                                                                                  Parking, Beijing
                                                        Sample Drawing: Pradeep Sacheva Design Associates
                                                                                                                                                     61
   Flexible “Multi-Functional Zone” (Section 04)
01E Continuous Pavement Best Practices
       At entry points of properties – introduce “raised driveway” or “table-top” details – where
01E    pedestrian and cycle tracks continue at their same level, but the motorized vehicles have to move
       over a gentle ramp to enter the property.




                                                                                                                 BRT Corridor, New Delhi




                                                                01E




 Typical Detail of Raised Driveway at Building Entries.
 Source: TRIPP, IIT Delhi, BRT Design Specifications, 2009

 Street Design Guidelines © UTTIPEC, DDA 2009
                                                                                                           ESSENTIAL GUIDELINES       62
Cycle Rickshaw Stands
Cycle Parking
45 M Primary Arterial Road
 IRC Section



     Cycle Tracks
     MANDATORY




 UTTIPEC
 Section
65                  Drawings only Suggestive, not Prescriptive. Prepared by UTTIPEC, DDA   65
40 M Primary Arterial Road
 IRC Section



     Cycle Tracks
     MANDATORY




 UTTIPEC
 Section
66                  Drawings only Suggestive, not Prescriptive. Prepared by UTTIPEC, DDA   66
30 M Arterial Road
 IRC Section



     Cycle Tracks
     MANDATORY




 UTTIPEC
 Section
67                  Drawings only Suggestive, not Prescriptive. Prepared by UTTIPEC, DDA
30 M Primary Collector Road
 IRC Section
                                                                                           NOTE:
                                                                                           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
18-24 M Secondary Collector Road
 IRC Section



     Cycle Tracks
     OPTIONAL




 UTTIPEC
 Section
69                  Drawings only Suggestive, not Prescriptive. Prepared by UTTIPEC, DDA   69
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
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
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
A complete City-wide Safe Cycling Network to be developed.




Arterial Roads to have safe Cycle Tracks
A complete City-wide Safe Cycling Network to be developed.




Nallahs can be Cycle-Ecomobility corridors, forming a City-wide Network.
Road         The plaguing issue
Accidents!




                         © UTTIPEC, DDA 2012
75
Even when traffic is jammed & standing,
still pedestrian crossings are not left free !




76
     Why No Crossings ?               © UTTIPEC, DDA 2012
No signalized
zebra
crossings
= jaywalking
= Road
accidents!




                © UTTIPEC, DDA 2012
77
Signalized             Pilot Projects
Crossings
were
proposed
every ~250m
on Aurobindo
Marg to make
it safer!




Times of India, 2010
                               © UTTIPEC, DDA 2012
78
Signalized             Pilot Projects
Crossings
were
proposed
every ~250m
on Aurobindo
Marg to make
it safer!




Times of India, 2010
                               © UTTIPEC, DDA 2012
79
Typical Safe
Crossing Designs:




                    © UTTIPEC, DDA 2012
80
Typical Safe
     Crossing Designs:




              © UTTIPEC, DDA 2012
81
Provide safety through Design




                                     © UTTIPEC, DDA 2012
82
Safe Crossings implemented on Aurobindo Marg:




• Traffic calming
  strips before
  zebra
  crossings


                                                       © UTTIPEC, DDA 2012
83
Provide safety through Design




• New Safe zebra
  crossings


                                                   © UTTIPEC, DDA 2012
84
Provide safety through Design




• New Safe zebra
  crossings


                                                   © UTTIPEC, DDA 2012
85
Times of India, 2012   Provide safety through Design   Success




                                                         © UTTIPEC, DDA 2012
86
What to Do?



    Problems, Issues and
     Solutions are known!


 POLITICAL WILL IS MISSING !
Safety and Pride for Non-motorized Transport




          One day we will have it!

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NON-MOTORIZED TRANSPORT - UTTIPEC

  • 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
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  • 17. Women prefer to travel in groups by Cycle – for Safety !! Its also a Free mode. Gives them independence.
  • 18. Where are they on the road?
  • 19.
  • 20. Delhi was once the Cycling City !
  • 21. Soon cyclists were marginalized due to growing traffic…
  • 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
  • 25. Cycle tracks/ footpaths are supposed to be 4-inch high… 11-inch high were constructed here. For whom ??
  • 26. How can a rickshaw get on an 11-inch high cycle track, even with a ramp ??? They can’t!! Therefore….
  • 27. ….the Track meant for Cycles/rickshaws is being used for Car-parking comfortably!!
  • 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 >
  • 30. Some good examples…. The BRT corridor….
  • 31. Some good examples…. The BRT corridor…. Planned/ designed respectable spaces for pedestrians, cyclists, auto-parking as well as motor-vehicles !!
  • 32. Some good examples…. The BRT corridor…. A simple table-top crossing lets a cyclist move freely across driveway, without hampering the car’s movement!!
  • 33. Policy recommendation 1: Promote Non-Motorized Transport & Pedestrian Safety. Why ? 33
  • 34. • 60% of Trips in Delhi are below 4 KMs. 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% •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 using cycles for upto Legend 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 nnn 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 Source: TRIPP/IIT Delhi Buffer_of_govt_landuse Kilometers
  • 40. Walking & Cycle-rickshaws are the most 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-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 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 ( ) 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, places – which are rape & eve-teasing havens!! AIIMS flyover
  • 48. .... Creating vast inhumane, people-less, un-watched, places – which are rape & eve-teasing havens!! Dwarka
  • 49. Walking Distances are increased by >5 times after construction at 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 wherever a flyover is constructred. People can’t cross the street between neighborhoods!!
  • 51. All major flyovers have failed, or led to MORE congestion.
  • 52. All major flyovers have failed, or led to MORE congestion.
  • 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.
  • 55. Street Design “…for Equitable Distribution of Road Space” - NUTP Guidelines © UTTIPEC, Delhi Development Authority, New Delhi Guidelines Adopted: Nov 2009. Revision 1: Nov 2010
  • 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 05A Segregated Transport Infrastructure 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 - Ample parking facilities for NMTs must be provided at all MRTS stations Guidelines Ecology 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
  • 58. Not Preferable 05A Segregated Cycle and NMT TracksKey Principles: • Cycle Lane - A portion of a roadway that has been designated by striping, signs, and pavement markings for the preferential or exclusive use of bicyclists. • Cycle Track - A Track intended for the use of bicycles that is physically separated from motorized vehicle traffic by an open space or barrier within the existing ROW. • Provision for introducing cycle tracks, pedestrian and disabled friendly features in arterial and sub-arterial roads is a must, as per MPD-2021. Minimum acceptable Width for single lane movement is 2.0 M. • NMT Lanes are meant for Bicycles, Cycle-Rickshaws, Hand pushcarts, Hawker „Marked‟ Cycle Lanes have failed in Delhi carts, animal drawn carts, etc. as vehicles freely drive and park on these cycle lanes. Key Guidelines: Marked lanes also suffer from lack of visibility. • NMVs are the second most vulnerable group of road users and therefore must be clearly Lack of physical separation also deprives segregated from faster moving motorized cycles of safety and does not allow them to traffic, especially on Roads designed for pick up speed. motorized speeds of • The NMV lane should be constructed with smooth-finished cement Concrete or Asphalt in order to ensure a low maintenance and smooth riding surface. In the absence of this, cyclists will tend to move into the MV lanes which may be more comfortable. • Minimum Dimension of NMV Track is 2.5 M. • NMV Lanes or Tracks should be located on both sides of the street. ? • A 0.7 M landscaped buffer should be kept between NMV and MV lanes in order to Mixing of modes slows down everyone and maximize the speed, efficiency and capacity creates chaos! of the NMV Lane. NMV lanes must be given clear crossing Tracks at junctions. Street Design Guidelines © UTTIPEC, DDA 2009 58 ESSENTIAL GUIDELINES
  • 59. 05A Bicycle and NMT Tracks Best Practices 05 A Relative Levels of NMV Tracks and Footpaths. Source: TRIPP, IIT Delhi, BRT Design Specifications, 2009 Segregated Cycle-NMV Track, BRT Corridor, Delhi Cycle track on Public Staircase, Europe Segregated TWO-WAY Cycle Track, Canal Street, Manhattan 2.5 M is the Optimum Cycle Track Width. 1.5 M Width is required Shaded Waiting Area for Cycles at Segregated Cycle Track on 20 M Road, for Cycle Rickshaw Parking. Detail Source: Oasis Designs Road Junction, Hangzhou, China Manhattan Inc. Street Design Guidelines © UTTIPEC, DDA 2009 ESSENTIAL GUIDELINES 59
  • 60. Not Preferable 05B Bicycle Parking and Other Infrastructure Key Principles: • Cycles are a very desirable and affordable private feeder service to MRTS/ BRTS Stations. • To encourage their usage therefore - safe and secure cycle parking options must be provided. • Secure Cycle Parking must be provided at all MRTS/ BRTS Stations. Key Guidelines: • Long-Stay Parking – Cycle parking lots must be enclosed, ticketed (like car-parking lots) and shaded from weather. Cycle parking lots can be combined with ticket counter booths, local police booths, cycle service stations or shared areas within private building complexes. 80% of Cycles under the Paris Cycle Share Program are stolen or damaged. • Short-stay parking – should be open to view and close to entrances of destinations. Source: Samuel Bollendorff for The New York Times The stands should allow at least the frame and ideally both wheels, to be secured to them. Open lockable parking bays like above may A typical Cycle Stand is shown above. not succeed in Delhi – due to fear of theft or vandalism. However, they may work as a Source: http://www.norwich.gov.uk/local_plan/images/figures/diag1a.jpg short term (10-minute) parking option. http://www.bolsover.gov.uk/localplan/ws_pics/image005.jpg Street Design Guidelines © UTTIPEC, DDA 2009 60 ESSENTIAL GUIDELINES
  • 61. 05B Bicycle Parking and Other Best Practices Infrastructure Public Cycle Parking in a Private Compound 2.1 or 2.5 M x 5.0 M Parking Bays Graphic Source: http://www.hackney- cyclists.org.uk/parking/on_street_x.jpg SAMPLE CYCLE PARKING stall next to a Cycle Track, Shanghai A Cycle-repair PLAN Stacked Cycle Parking, China 05 B Cycle Rickshaw Parking, Cycle Parking Stands, Cycle repair Stalls, etc. can all be accommodated within the Shaded and Ticketed cycleGUIDELINES Street Design Guidelines © UTTIPEC, DDA 2009 ESSENTIAL Parking, Beijing Sample Drawing: Pradeep Sacheva Design Associates 61 Flexible “Multi-Functional Zone” (Section 04)
  • 62. 01E Continuous Pavement Best Practices At entry points of properties – introduce “raised driveway” or “table-top” details – where 01E pedestrian and cycle tracks continue at their same level, but the motorized vehicles have to move over a gentle ramp to enter the property. BRT Corridor, New Delhi 01E Typical Detail of Raised Driveway at Building Entries. Source: TRIPP, IIT Delhi, BRT Design Specifications, 2009 Street Design Guidelines © UTTIPEC, DDA 2009 ESSENTIAL GUIDELINES 62
  • 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 IRC Section NOTE: 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.
  • 75. Road The plaguing issue Accidents! © UTTIPEC, DDA 2012 75
  • 76. Even when traffic is jammed & standing, still pedestrian crossings are not left free ! 76 Why No Crossings ? © UTTIPEC, DDA 2012
  • 77. No signalized zebra crossings = jaywalking = Road accidents! © UTTIPEC, DDA 2012 77
  • 78. Signalized Pilot Projects Crossings were proposed every ~250m on Aurobindo Marg to make it safer! Times of India, 2010 © UTTIPEC, DDA 2012 78
  • 79. Signalized Pilot Projects Crossings were proposed every ~250m on Aurobindo Marg to make it safer! Times of India, 2010 © UTTIPEC, DDA 2012 79
  • 80. Typical Safe Crossing Designs: © UTTIPEC, DDA 2012 80
  • 81. Typical Safe Crossing Designs: © UTTIPEC, DDA 2012 81
  • 82. Provide safety through Design © UTTIPEC, DDA 2012 82
  • 83. Safe Crossings implemented on Aurobindo Marg: • Traffic calming strips before zebra crossings © UTTIPEC, DDA 2012 83
  • 84. Provide safety through Design • New Safe zebra crossings © UTTIPEC, DDA 2012 84
  • 85. Provide safety through Design • New Safe zebra crossings © UTTIPEC, DDA 2012 85
  • 86. Times of India, 2012 Provide safety through Design Success © UTTIPEC, DDA 2012 86
  • 87. What to Do? Problems, Issues and Solutions are known! POLITICAL WILL IS MISSING !
  • 88. Safety and Pride for Non-motorized Transport One day we will have it!

Editor's Notes

  1. Only 23% of the city’s people own motor vehicles (car/2-wheeler). Yet almost all infrastructure investments in the city are made for this minority.
  2. Only 23% of the city’s people own motor vehicles (car/2-wheeler). Yet almost all infrastructure investments in the city are made for this minority.
  3. 3rd picture Dinesh Mohan