Toolkit I. Strategic Mobility Planning

1

2

1

Toolkit I. Strategic Mobility Planning

Table of contents

Background ........................................................................................................................................................... 4

Preface ................................................................................................................................................................... 6

Introduction .......................................................................................................................................................... 7

What is a Strategic Mobility Planning (SMP) Toolkit ........................................................................................ 7

What is strategic about this toolkit's mobility planning approach? ................................................................... 9

Target audience of the Strategic Mobility Planning (SMP) Toolkit ................................................................. 10

Preparing the SMP ........................................................................................................................................... 11

Strategic mobility planning cycle ..................................................................................................................... 11

Structure of the SMP toolkit ............................................................................................................................. 12

Accompanying toolkits ..................................................................................................................................... 12

Definitions ........................................................................................................................................................... 14

Step 1: City vision ............................................................................................................................................... 16

Task 1.1 Adopting urban mobility principles ................................................................................................... 16 Activity 1.1.1: Adopt urban mobility principles .......................................................................................... 17

Task 1.2: Developing a mobility vision ............................................................................................................ 17 Activity 1.2.1: Develop a city mobility vision ............................................................................................. 17

Step 2: Establishing baseline.............................................................................................................................. 19

Task 2.1: Defining the planning area ............................................................................................................... 19 Activity 2.1.1: Prepare the planning area map ............................................................................................. 19

Task 2.2: Reviewing plans and collecting data ................................................................................................ 20 Activity 2.2.1: Review plans and collect secondary data ............................................................................. 20

Task 2.3: Collecting primary data ................................................................................................................... 22 Activity 2.3.1: Collect primary data ............................................................................................................. 22

Task 2.4: Assessing existing modal share and capital investments .................................................................. 25 Activity 2.4.1: .............................................................................................................................................. 25 Activity 2.4.2: Determine existing modal share by household survey ......................................................... 26 Activity 2.4.3 Compare baseline transport investments and modal share .................................................... 26

Step 3: Goal setting ............................................................................................................................................. 29

Task 3.1: Evaluating Business-as-usual (BAU) Transport scenario ................................................................ 29 Activity 3.1.1: Evaluate BAU scenario ........................................................................................................ 30

Task 3.2: Setting goals for sustainable urban mobility .................................................................................... 31 Activity 3.2.1: Set goals ............................................................................................................................... 31

Task 3.3: Evaluating NMT-PT based transportation ....................................................................................... 33 Activity 3.3.1: Evaluate the “NMT-PT” based scenario .............................................................................. 34

Step 4: Plan preparation .................................................................................................................................... 37

2

Task 4.1: Identifying sustainable transport projects ........................................................................................ 37

Complete Streets projects ................................................................................................................................. 38 Footpaths .................................................................................................................................................... 38 Cycle tracks ................................................................................................................................................ 39 Pedestrian zones ......................................................................................................................................... 40 Greenways .................................................................................................................................................. 41 Parking Management ................................................................................................................................ 42

Public Transport projects ................................................................................................................................. 43 Bus fleet and facilities improvements ....................................................................................................... 43 Paratransit .................................................................................................................................................. 44 MRT ............................................................................................................................................................. 44 Taxi services ............................................................................................................................................... 44 Cycle Rickshaw .......................................................................................................................................... 45 Shared mobility .......................................................................................................................................... 45 Public bicycle sharing ................................................................................................................................ 45 Intermodal integration .............................................................................................................................. 46

Transit Oriented Development projects ........................................................................................................... 46 TOD Plan .................................................................................................................................................... 46 Building new roads / links ......................................................................................................................... 47

Other projects................................................................................................................................................... 47 Freight ......................................................................................................................................................... 47

What is not a sustainable transport solution? .................................................................................................. 47

Output indicators to achieve the goals ............................................................................................................. 48 Activity 4.1.1: Identify, locate, and quantify sustainable transport projects ................................................ 50 Activity 4.1.2: Adopt project timeline ........................................................................................................ 51

On-going projects ............................................................................................................................................. 53 Activity 4.1.3: Address ongoing projects ..................................................................................................... 54

Task 4.2: Budgeting for sustainable transport modes ...................................................................................... 54 Activity 4.2.1: Prepare a budget plan ........................................................................................................... 55

Task 4.3: Exploring financing options ............................................................................................................. 56

Step 5: Plan implementation .............................................................................................................................. 57

Task 5.1: Preparing detailed project report ..................................................................................................... 57

Task 5.2: Establishing Implementation framework .......................................................................................... 58 Establishing UMTA for inter-agency coordination ..................................................................................... 58 Establishing SPV to manage operations ...................................................................................................... 59 Structure of SPV .......................................................................................................................................... 60

Task 5.3: Implementing sustainable transport projects ................................................................................... 61

Step 6: Monitoring and evaluation .................................................................................................................... 62

Task 6.1: Developing a M&E framework......................................................................................................... 62 Activity 6.1.1: Develop an M&E framework ............................................................................................... 62

Preparing an SMP .............................................................................................................................................. 67

Annexure ............................................................................................................................................................. 69

Annexure 1: Constitution of Steering and Monitoring Committee ................................................................... 69

Annexure 2: Constitution of Expert Committee ................................................................................................ 72

Annexure 3: Comparison between SMP and CMP .......................................................................................... 74

Annexure 4: Preparing Right of Way (ROW) on Google Maps ....................................................................... 76 Task 1: Mapping of existing street network ................................................................................................. 76

3

Task 2: Mapping of ROW widths for existing street network ..................................................................... 79

Annexure 5: How to determine existing modal share by household survey ..................................................... 81 Geographic stratification .............................................................................................................................. 82 Stratification by income levels ..................................................................................................................... 83 Household selection from wards .................................................................................................................. 83 Stratification by age and gender................................................................................................................... 83

Annexure 6: Household survey form ................................................................................................................ 85 Instructions for filling up the household survey form .................................................................................. 85 Processing the forms .................................................................................................................................... 87

Annexure 7: How to compare baseline transport investments and modal share ............................................. 88

Annexure 8: Financing options for implementation of SUT projects ............................................................... 91 Urban transport fund .................................................................................................................................... 91 Municipal bonds .......................................................................................................................................... 91 Leveraging land value near transit ............................................................................................................... 91 Parking fees.................................................................................................................................................. 91 Congestion and road pricing ........................................................................................................................ 91 Taxation on vehicle ownership and use ....................................................................................................... 92 Tax /fees on property for local area improvements ...................................................................................... 92 Zoning and density incentives...................................................................................................................... 92 PPP for infrastructure improvements and public transport operations ......................................................... 92

About NITI Aayog .............................................................................................................................................. 94

About ITDP ......................................................................................................................................................... 95

4

Background

38 Crore Indians, comprising about 31 per cent of the country's population, live in urban areas

(Census 2011). Even though in percentage terms the urbanization level appears to be relatively low,

the sheer volume of the urban population is enormous. Today India's urban population is more than

the entire population of a country like United States of America or Brazil. The urbanization level in

India is set to further increase and the urban population is estimated to reach about 60 Crore by 2030.

The urbanisation process brings with it economic, social and environmental transformation. With

economic growth, rising disposable incomes and growing aspirational needs of people, increase in

personal motor ownership is a natural phenomenon experienced world over. The sprawling of cities

away from city centres to suburbs further increases ownership and usage of automobiles. All these

new vehicles congest the existing roads and lead to traffic jams, increased noise and air pollution and

pose safety hazards for people particularly children and old aged persons. To ease the situation, city

governments try to augment infrastructure by building more roads, widening the existing ones,

providing more flyovers, providing more parking spaces and so on. The added infrastructure provides

some relief in the short run, but in the longer run new cars, SUVs and two wheelers fill up the extra

capacity and congestion level now further increases with traffic jams sometimes running into hours. In

cities like Bengaluru, situation has reached such alarming levels that citizens are spending over 3 to 4

hours a day commuting between home and work. The situation in Delhi is similar.

An analysis of census 2011 data about how people in top 53 cities in India commute, brings out that

public transport is a failure and less than 20% of the workers use it in 33 of these 53 cities, the two

exceptions being Greater Mumbai region and Kerala cities where this percentage is between 35% to

45%. Only 25% to 33% people use personal motor vehicles but this receives most of the attention.

Surprisingly, in 38 cities, over 30% people go to work on foot or bicycle, but the non-motorized

infrastructure is most neglected and receives negligible investment, exposing the pedestrians and

cyclists to risks of road fatalities. Thus if our cities have to become highly liveable places they would

need to give more importance to providing adequate walking & cycling infrastructure and high quality

affordable public transport to connect people to jobs, schools, amenities and facilities. The focus thus

has to be on non-motorized and public transport

Somehow, in the past focus has been mostly on moving vehicles and not on moving people and this

needs a quick course correction. National Urban Transport Policy introduced in 2006 has tried to shift

the focus from moving vehicles to moving people, but lot more sustained efforts would be required

over a long period of time (next 10 to 20 years) to really translate this policy into action in the cities

by embedding sustainable urban transport solutions in city development plans and projects.

Today one of the major issues being faced by many of the states and cities, particularly the small and

medium sized cities in planning and implementing such smart and sustainable integrated urban

transport solutions is the lack of sufficient institutional as well as individual capacities. These cities

need to build sufficient capacities to plan and implement integrated sustainable urban transport

systems which should facilitate more of walking, cycling and travel by public transport rather than

personal motor vehicle and para-transit transport usage prevalent today. It is important to catch these

small and medium cities early so that they can evolve into more liveable urban spaces as they grow.

Some work has been done in this direction by different agencies but it is fragmented and also quite

complex.

NITI has identified developing capacities in small and medium sized cities to plan smart and

sustainable well integrated urban transport solutions as a key focus area. Realizing the need to

develop simple, clear and understandable framework documents for cities to plan, implement,

maintain and operate smart and sustainable urban transport solutions and to train the city officials in

using the toolkits, NITI is partnering with Institute for Transportation and Development Policy

(ITDP) in this initiative. This initiative of NITI Aayog would be carried out in partnership with three

states namely, Tamil Nadu, Maharashtra and Jharkhand. Toolkits would be developed in close

partnership with these States and pilot tested in two cities in each State. The toolkits would be

developed through a wide consultative process. To carry forward and implement this initiative, a

5

Steering & Monitoring Committee comprising of Principal Secretaries of Urban Development from

States of Tamil Nadu, Maharashtra and Jharkhand, officials from Ministry of Urban Development,

Ministry of Road Transport & Highways & NITI Aayog and ITDP has been set up under CEO, NITI

(constitution of Committee at Annex-I). An Expert Committee has also been set up (constitution of

Committee at Annex-II). The experts would identify gaps to make the knowledge products (i.e. the

toolkits) more complete and pertinent and the capacity building methodologies more robust and

relevant and would also offer technical and other relevant inputs to fill these gaps. Under this

initiative, strategic planning level toolkits would be developed for Strategic Mobility Planning (SMP)

and Transit Oriented Development (TOD), and implementation level toolkits would be developed for

Complete Streets focussing on walking, cycling, parking etc. and Public Transport focussing on City

Bus Services and BRT. This volume presents the first toolkit on Strategic Mobility Planning.

6

Preface

India is urbanizing at a rapid rate. Indian cities are likely to house more than 40% of India's

population by 2031. As has been said often, cities will be the engines of growth in India - and

transportation will be their fuel. Although the cities will have about 40% of India's population, they

will have a lion's share in creation of new jobs and growth of our GDP.

However, this growth solely depends on whether this urban population is able to commute to their

homes and jobs and education and recreation in a sustainable way. And we don't want to leave any

social strata behind in this growth. Therefore our urban transportation will also have to be inclusive -

it must cater to all people, regardless of their age, gender and abilities.

Cities are aware of this challenge, and have been thinking of developing comprehensive plans with a

10 or 20 years' horizon in mind. It is not very easy to do such comprehensive planning. Some cities

have attempted hiring professional consultants for such planning exercise. Developing such plans

takes anywhere between one to five years, at a cost that most Tier 2 and Tier 3 cities cannot afford. It

has also been found that some cities are not even able to review the consultant's work.

Can this problem be approached in a strategic way, then? Is it possible to quickly and broadly

estimate what your city would need in the next 15 years, leaving room for fine tuning your plans as

you progress? Is it possible to see whether planning your transportation in a traditional way might be

pushing you towards making your city liveable or not? Is it also possible to see whether a more

modern approach could put your city on a path of sustainability? Is it possible to derive this path

based on your goals and aspirations?

The answers to all these questions are "yes"! And this toolkit tells you how to do it.

This toolkit helps you analyse what may happen to your city if you continue planning transportation

the traditional way, and prompts you to check what your aspirations are. Then it helps you take some

strategic decisions based on your aspirations.

Of course, you need some data to take these decisions. This toolkit tells you exactly how to collect it.

You must analyse the data. This toolkit describes the steps and provides tools to analyse it.

You must then choose projects that will make your city sustainable. This toolkit suggests you an array

of such projects and guides you through the process of deciding what may suit your city.

Finally you must put all this in a “Strategic Mobility Plan”. This toolkit tells you how to do it!

And all this is done in a very simple language, using lucid diagrams, providing clear descriptions of

some modern projects that will help you achieve your sustainability goals. You can do the strategic

planning yourself, in a matter of months!

To add icing to the cake, implementing your transportation system as suggested in this toolkit will

save you resources that you can use to address other equally important problems faced by your city.

So go ahead. Use the toolkit and plan your transportation - strategically and sustainably.

7

Introduction

Key points:

This chapter will:

1. Explain the importance of preparing an SMP.

2. Introduce efficient, low-cost, and low-carbon mobility options that cities must invest in order

to reduce the use of PMVs.

3. Outline the step-by-step planning cycle of an SMP Toolkit that cities should adopt to prepare

an SMP.

4. Address the strategic mobility planning approach adopted by the Toolkit for mid-sized and

small cities.

5. Identify the target audience of the SMP Toolkit.

What is a Strategic Mobility Planning (SMP) Toolkit

A Strategic Mobility Plan (SMP) provides the blueprint to create an urban transport system that

addresses mobility needs of people in cities in a smart and sustainable way. An SMP identifies the

transport challenges within a city, and lays out a strategic roadmap of how conditions can be

transformed if a city adopts a sustainable transport approach. A sustainable transport approach focuses

on mobility of people rather than movement of personal motor vehicles (PMVs), thereby, improving

health, safety, and environmental quality, and enhancing social equity and economic activity.

Presently, the primary focus of most Indian cities remains easing congestion. They widen roads, build

flyovers and elevated roads, and take all steps possible to facilitate unobstructed high-speed

movement of PMVs. This short-term Band-Aid approach only encourages more people to travel in

PMVs.

Increasing use of PMVs has many adverse effects—higher energy consumption (and dependence on

foreign oil sources), poor air quality and greater human exposure to air pollutants, longer travel time,

as well as climate change. Cities must offer transport solutions that address these issues, while

improving urban liveability and economic opportunity.

Efficient, low-cost, and low-carbon mobility options are key to providing mobility and access to

opportunities in Indian cities. Investments must reflect the real mobility needs of urban residents, the

majority of whom travel by public transport, paratransit, walking, and cycling. Thus, solutions must

focus on:

• Providing safe and convenient facilities for non-motorized transport (NMT): NMT—such as

walking and cycling—is the most viable option for short trips, uses scarce road space most

efficiently, offers low-cost mobility, and provides access to public transport.

• Investing in high-quality public transport (PT), like city bus services and Mass Rapid Transit

(MRT): good bus-based public transport provides frequent, flexible, and low-cost mobility to

a large number of people while consuming only a small portion of scarce road space. MRT

systems provide rapid and efficient services for a large number of people and for longer

commutes.

• Acknowledging the importance of paratransit as a service that augments formal PT and

supporting it, as needed, by regulatory and other measures that benefit commuters as well as

service providers.

• Managing taxi services, such as auto-rickshaws, is integral for providing door-to-door public

transport, feeder services to mass transport, and transit for short trips.

8

• Promoting shared-mobility in place of allowing unmitigated growth of PMV. Shared mobility

reduces the need for personal car ownership while providing publically available private

transport.

• Managing and minimizing use of PMVs through traffic reduction measures such as parking

management to control the vehicle kilometres travelled (VKT).

• Ensuring multimodal integration—seamless connectivity between different transport modes—

to maximize the impact of sustainable urban transport: Public transport systems are more

user-friendly when they are interconnected and integrated. Mass transport modes must be

integrated with each other, as well as with other feeder modes such as taxis and shared

mobility.

• Encouraging development that maximizes the benefits of public transit by locating buildings

next to transit corridors and stations - Transit Oriented Development (TOD). TODs integrate

mix-use development with efficient, people-oriented travel modes – walking, cycling and

public transit.

In effect, the existing PMV-oriented planning paradigm must be turned upside down—giving priority

to sustainable modes (that are also the mode of use of the majority) over PMVs (that are not only an

unsustainable mode but also used by a minority)—as clearly depicted in Figure 1.

The SMP toolkit is a step-by-step planning tool that will assist cities to prepare an SMP. The toolkit

has been designed to be used by cities with a population of 5 lakhs or more. It has simple and easy-to-

follow guidance for ULBs to develop their vision, set goals and quantitatively assess which approach

would take them closer to their goals. Simple procedures and tools guide them in collecting the

required data and analysing it. The goal is to help ULBs clearly understand the process behind

creating an SMP, and develop it themselves, without necessarily requiring consultants and black-box

modelling methodologies typically employed in comprehensive mobility planning.

An SMP prepared using this toolkit would:

• Set a vision and measurable goals for transport system improvements.

• Outline a comprehensive programme for expanding and improving NMT facilities and public

transport.

• Identify explicit measures for reducing the use of PMVs and encouraging a shift to public

transport and NMT.

• Calculate funding requirements for implementing sustainable transport projects.

• Determine an institutional structure to guide the planning process, oversee implementation,

and manage ongoing operations of transport systems.

Figure 1: SMP focuses on prioritizing sustainable transport modes suchuse of public transport (Source: ITDP).

What is strategic about this toolkit's mobility planning approach?

The SMP toolkit seeks to address two key concerns regarding the present mobility planning situation

in urban India. These key concerns are:

1. Notwithstanding the seriousness of the urban transportation issues and their negative

consequences, timely and effective remedial action on the ground is sorely missing.

2. Urban mobility planning, in practice, has become an excess

overwhelming complexity stalls effective remedial action. It also

the officials concerned to break the inertia of their existing modus operandi, even though it has

not worked. Hence, this dauntin

The SMP toolkit addresses these concerns with its approach of 'focus with simplicity'. The idea is

getting 80% results with 20% efforts, thus saving resources during the planning and implementation

stages, and as an outcome. This is, in fact, the 'strategy', which is borne out of a sensitivity to the

resource constraints on the ground in all of India's cities, but especially, mid

is about:

• A conscious acceptance of the principles of holistic sustai

equity, safety, and being environmentally sensitive;

• Being able to set SMART (specific, measurable, attainable, relevant, and time

to translate these principles into results and reality;

• Collecting only pertinent data in a structured and rational manner;

• Use the data to understand what the business

• Applying the data for planning a sustainable future instead; and

• Monitoring—using the data

The entire process is simple, data

Clear formats and step-by-step procedures make the process accessible to ULB staff. Data collected,

prioritizing sustainable transport modes such as walking, cycling, and the use of public transport (Source: ITDP).

What is strategic about this toolkit's mobility planning approach?


ese key concerns are:

Notwithstanding the seriousness of the urban transportation issues and their negative


Urban mobility planning, in practice, has become an excessively complex exercise. This

overwhelming complexity stalls effective remedial action. It also pre-empts any serious effort by


not worked. Hence, this daunting complexity must be simplified.



. This is, in fact, the 'strategy', which is borne out of a sensitivity to the

resource constraints on the ground in all of India's cities, but especially, mid-sized and small cities. It

A conscious acceptance of the principles of holistic sustainability in mobility

equity, safety, and being environmentally sensitive;

Being able to set SMART (specific, measurable, attainable, relevant, and time

to translate these principles into results and reality;

ent data in a structured and rational manner;

Use the data to understand what the business-as-usual scenario in future would be like;

Applying the data for planning a sustainable future instead; and

using the data—the progress toward the sustainable future as per the set goals.

The entire process is simple, data-driven, and rational. Data collection process has been simplified.

step procedures make the process accessible to ULB staff. Data collected,

9

as walking, cycling, and the


Notwithstanding the seriousness of the urban transportation issues and their negative


ively complex exercise. This

any serious effort by




. This is, in fact, the 'strategy', which is borne out of a sensitivity to the

sized and small cities. It

nability in mobility—aligned with

Being able to set SMART (specific, measurable, attainable, relevant, and time-bound) goals

usual scenario in future would be like;

ainable future as per the set goals.

driven, and rational. Data collection process has been simplified.

step procedures make the process accessible to ULB staff. Data collected,

10

accordingly, would not only lend itself to goal-setting, but also serve as a baseline to understand the

mobility situation of an urban agglomeration on the whole.

SMP methodology is also about the lack of vagueness, conflict, or confusion regarding the steps to be

taken for a sustainable transport future. It puts strong and singular emphasis on upholding the

sustainable mobility paradigm. Mobility planning using this toolkit unambiguously favours NMT and

PT, and, simultaneously, discards almost everything that, directly or indirectly, supports individual

ownership and/or non-shared use of PMVs. The SMP approach not only ensures that goals of

sustainability, equity, safety, and quality of life are met, but also achieves these goals at a significantly

lower cost compared to a PMV-oriented business-as-usual approach.

The proposed goals for an SMP—like controlled VKT; increased People Near Transit (PNT);

improved safety, air quality, and reach of PT—are wide-ranging but specific and interrelated. The

SMP methodology also establishes a clear connection between the goals and the investment needs in

various sustainable mobility initiatives such as length of footpath and cycle track (depending on street

width); number of city buses, depots, terminals, and MRT km; charged parking spaces; and, building

density and parking to be allowed in TOD zones etc.

To ensure that sustainable mobility projects are adequately and appropriately funded,

financial/investment planning has also been emphasized in this toolkit. Finally, the SMP toolkit also

provides guidance on developing a monitoring and evaluation framework to help cities to remain on

track.

Target audience of the Strategic Mobility Planning (SMP) Toolkit

This toolkit is intended to help Municipal Commissioners, City Engineers, Transportation Planners

and officers in similar capacities write and/or review a Strategic Mobility Plan for their city.

Figure

Preparing the SMP

Cities should establish a team for preparing an

team consist of transportation planners and city engineers from the Urban Local Body (ULB),

headed by the Chief Transport Planner or City Engineer. This team would be responsible for getting

various steps of preparing the SMP executed as explained in this toolkit.

Strategic mobility planning cycle

The SMP preparation process that this toolkit

core steps—developing a city vision, establishing bas

preparation/enhancement, plan implementation, monitoring and evaluation

explained in detail in the subsequent sections of this toolkit. The toolkit provides guidance not only

for the preparation of an SMP, but a

place a virtuous cycle of continuous and evolving improvements.

Figure 2: Usefulness of SMP for various purposes

Cities should establish a team for preparing and implementing an SMP. It is recommended that this

team consist of transportation planners and city engineers from the Urban Local Body (ULB),


steps of preparing the SMP executed as explained in this toolkit.

Strategic mobility planning cycle

The SMP preparation process that this toolkit advocates consists of six core steps (Figure

developing a city vision, establishing baseline, goal setting, plan

preparation/enhancement, plan implementation, monitoring and evaluation—are elaborated and


for the preparation of an SMP, but also for its ongoing review and revision over the years. It sets in

place a virtuous cycle of continuous and evolving improvements.

11

d implementing an SMP. It is recommended that this

team consist of transportation planners and city engineers from the Urban Local Body (ULB), and be


of six core steps (Figure 3). These

are elaborated and


lso for its ongoing review and revision over the years. It sets in

Figure

Structure of the SMP toolkit

The SMP Toolkit has been structured as a systematic process divided into six logical blocks called

"Steps". A step has one or more “Tasks” that contribute to the output of the step. Each Task (

should be done) has accompanying “Activities” (

use tools, are provided to accomplish each Activity. Each Step has Key points, may have multiple

Tasks, and a summary of the lessons learnt after completing all Steps of the Task.

Accompanying toolkits

While the SMP Toolkit will help cit

equally important to make sure that the major projects suggested by SMP should be planned and

executed properly. These projects include projects for walking and cycling, public transport and

rapid transit. In addition to developing the infrastructure necessary for these transportation modes,

cities should be designed to make their use attractive and convenient. The SMP Toolkit will be

accompanied by the following three toolkits that can h

1. Complete Streets (CS) Toolkit

bicycles and pedestrians. Going a step beyond, they serve as meeting places, as informal

marketplace, they accommodate urban utilities. Unfort

for movement of motorized vehicles. If we design them as "Complete Streets", i.e., with all

users and uses in mind, they will contribute to everyone's convenience, safety and also to the

Figure 3: The Strategic Mobility Planning cycle

Structure of the SMP toolkit

een structured as a systematic process divided into six logical blocks called

"Steps". A step has one or more “Tasks” that contribute to the output of the step. Each Task (

) has accompanying “Activities” (how to do). Clear instructions, along with easy



While the SMP Toolkit will help cities do strategic planning of their transportation systems, it is


executed properly. These projects include projects for walking and cycling, public transport and



accompanied by the following three toolkits that can help cities to that end.

Complete Streets (CS) Toolkit: Streets are not only for motorized vehicles, but also for


marketplace, they accommodate urban utilities. Unfortunately, our streets are designed at best



12

een structured as a systematic process divided into six logical blocks called

"Steps". A step has one or more “Tasks” that contribute to the output of the step. Each Task (what

along with easy-to-



ies do strategic planning of their transportation systems, it is


executed properly. These projects include projects for walking and cycling, public transport and mass



: Streets are not only for motorized vehicles, but also for


unately, our streets are designed at best



13

beauty for our urban landscape. The CS Toolkit will guide the cities to make their streets

"Complete".

2. Public Transportation and Mass Rapid Transit (PT-MRT) Toolkit: Although it is

accepted that good public transportation is one of the most important solutions to this

problem, smaller cities are facing difficulties in implementing even a simple city bus service.

They lack the funds needed to install the required infrastructure and to buy good quality

buses. They also have only a partial understanding of designing the route and fare structure.

When they feel the need of an MRT system, they do not know which system will suit their

needs best and how to plan and implement it. The PT-MRT Toolkit will guide cities through

all steps of implementing high quality public transport systems including MRT.

3. Transit Oriented Development (TOD) Toolkit: Even after implementing a decent public

transportation and also a mass rapid transit system, many cities still find that these systems do

not attract sufficient ridership, leading to continued growth of personal motor vehicles. This

happens because the development in their city is not oriented towards making it easy for

people to use PT, MRT and NMT infrastructure. Taking transit to development is difficult

and inefficient. Instead, cities should try to bring development closer to transit. The TOD

Toolkit will describe how to orient development towards transit and NMT facilities.

Summary:

1. Cities should prepare SMPs to deal with transport challenges within a city, and create an urban transport

system that addresses mobility needs of its residents in a smart and sustainable way.

2. The SMP focuses on promoting efficient, low-cost, low-carbon mobility solutions such as NMT, PT,

MRT, regulated paratransit, managed tax-services, shared-mobility, parking management, multimodal

integration, and TOD.

3. The SMP Toolkit provides an easy-to-follow guidance for ULBs to develop their city vision and goals,

and quantitatively asses the approach that would help them achieve their goals.

4. The Toolkit adopts a strategic mobility planning approach that is simple, data-driven, and rational. This

is to ensure that cities attain 80% results with 20% effort, thus saving resources from the planning to

implementation stages.

5. The SMP Toolkit can be used by Municipal Commissioner, Municipal Engineers, Transportation

Planners, citizen representatives, and state departments for various uses.

6. The SMP should be prepared and implemented by the ULB, headed by the City Engineer.

7. To support the implementation of the SMP, cities should also use the CS Toolkit, PT Toolkit, and TOD

Toolkit, to detail specific projects.

14

Definitions

Accessibility: Facilities offered to people to reach social and economic opportunities, measured in

terms of the time, money, comfort, and safety that is associated with reaching such opportunities.

Average trip length: The average distance covered by a transport mode for a trip. It is measured in

kilometres.

Bus rapid transit (BRT): High quality bus based mass transit system that delivers fast, comfortable,

reliable and cost-effective urban mobility through the provision of segregated right-of-way

infrastructure, rapid and frequent operations, and excellence in marketing and customer service.

Business-as-usual (BAU): A scenario wherein the city will undergo no improvement in its public

transport and NMT infrastructure despite increased vehicular growth and congestion. It is also called

Status-quo.

Complete streets: Streets that are designed for all uses as per actual local demand, including all

modes of mobility as well as street vending, trees, street furniture etc.

City buses: The term refers to city buses operated by Government or a parastatal agency. It includes

standard buses, small or mini buses. The system is formally organized with fixed route services and

fare structure.

Cycle sharing system: A flexible form of personal PT with cycles stored in a closely spaced network

of stations. A registered user can check out a cycle from a station and return it to any other station.

Typically, usage is free for short duration use.

Greenway: A waterway or strip of land set aside for recreational use of environmental protection and

where vegetation is encouraged along with exclusive facilities for cycling and walking.

Mass rapid transit (MRT): A high quality public transport system characterized by high capacity,

comfort, overall attractiveness, use of technology in passenger information system, and ensuring

reliability using dedicated right of way for transit vehicles (i.e. rail tracks or bus lanes).

Mobility: Conditions under which an individual is capable to move in the urban environment.

Modal share: The share of total trips carried out by different modes of urban transport including

walking, cycling, bus, rail, share auto-rickshaws, private auto, two wheelers and cars.

Non-motorized transport (NMT): Human powered transportation such as walking and cycling.

On-street parking: The space occupied by vehicles to park along the edge of the street or

carriageway which otherwise could have been used by motorized or nonmotorized traffic.

Off –street parking: The term refers to the dedicated spaces provided for parked vehicles outside the

right-of-way. It includes parking lots, multi-level car parking and other off-street facilities.

Outgrowth: “An outgrowth is a viable unit such as a village or a hamlet or an enumeration block

made up of such village or hamlet and clearly identifiable in terms of its boundaries and location.” -

Census 2011

Paratransit: The term refers to informal public transport, including vehicles like auto rickshaw, vans,

tempo, jeeps, private city buses and private city minibuses that operate on a shared or per seat basis on

informally organized routes operated by private sector and has intermediate stops. The service may or

may not have a predefined “fare structure.” The term “intermediate public transport (IPT)” means the

same, but is avoided in this document for consistency.

Public Bicycle System (PBS): A system where publicly available bicycles can be rented from one

station and returned at another station against a fee. In modal share studies future, PBS trips would be

included under “cycling”.

15

Public Transport (PT): Shared passenger vehicle which is publically available for multiple users.

The term “PT” as used in this document and other toolkits includes city buses, MRT and paratransit.

Parking management: A mechanism to ensure the efficient use of street space, and over time,

parking fees can be implemented to manage demand.

Parking occupancy: The average percent of parking spaces occupied by different vehicle types on

one or more block faces along the curb of the street, during a specified duration.

Right of Way (ROW): Measure of the width of the road taken from compound wall/edge to

compound wall/edge.

Sustainable transport mode: The following modes are categorized as “sustainable modes” of urban

transport because when compared with PMVs, they consume the least amount of road space and fuel

per person-km and also cost much less to build the infrastructure: walking, cycling, and public

transport (including a regular bus service as well as a MRT systems).

Strategic Mobility Plan (SMP): A plan with time-bound goals for improving the transport system of

a city along with specific initiatives to help achieve those goals.

Taxi: A vehicle that can be hired with a driver for exclusive personal use for point-to-point commute

in which the passenger determines the destination, and charges the passenger based on the distance

covered and time of the day. A taxi vehicle may be a light motor vehicle (LMV), an auto rickshaw, a

cycle rickshaw, or even a two-wheeler. It may or may not have a meter. It may use Global Positioning

Satellites (GPS) or other similar technology to determine the distance covered and to calculate the

charges to be paid.

Traffic calming: Traffic calming measures ensure pedestrian and vehicle safety by reducing at least

speed and potentially also the volume of motor vehicles. Traffic calming slows down vehicles through

vertical displacements, horizontal displacement, real or perceived narrowing of carriageway,

material/colour changes that signal conflict point, or complete closure of a street.

Transit-Oriented Development (TOD): Mixed-use urban development that strategically houses

people and jobs within walking distance of high-capacity public transport nodes. The land use

characteristics of TOD facilitate the use of public transport, walking and cycling.

Travel reduction: The application of strategies and policies to reduce PMV traffic such as

implementing parking management system.

Trip rate: Number of trips per person per day. The trip rate is calculated as ratio of total number of

trips by different transport modes (including NMT and PMVs) to the city population.

Urban agglomeration (UA): “UA is a continuous urban spread constituting a town and its adjoining

urban outgrowths or two or more physically contiguous towns together and any adjoining urban

outgrowths of such towns.” - Census 2011

Vehicle Kilometres Travelled (VKT): Vehicle kilometres travelled by personal motor vehicles in

one day.

16

Step 1: City vision

Key points:

This chapter will:

• Set urban transport principles that are easy to put into practice, to create cities where people

would want to live and work.

• Guide the development of a city vision that will set basis for the approach adopted to attain the

city’s desired urban transport future.

Task 1.1 Adopting urban mobility principles

To achieve a good urban transport system, cities must set key principles that will guide the

development of the SMP. Principles should represent the city’s desirable urban future, and reflect the

vision. In the face of rapid motorisation, the proposed transport system will depend on these principles

and how they work together. Thus, they should be easy to put into practice to create vibrant, low-

carbon cities where people would want to live and work.

It is extremely important that the urban mobility principles are adopted at the very outset of the

exercise of preparing the SMP. All subsequent steps (e.g. forming the mobility vision, establishing

and evaluating the baseline situation, establishing mobility goals) have a backdrop of the mobility

principles adopted by the city, since it is possible that if a city adopts a different set of mobility

principles, it could adopt the baseline in a different way.

Activity 1.1.1: Adopt urban mobility principles

As a first step, cities are required to consider and accept mobility principles that will guide the selection

of sustainable transport proposals (Figure

principles, and where need be, adopt other city

Figure 4: Principles underlying a sustainable mobility future for Indian cities

The output of this Activity will be a set of mobility principles the city has adopte

details to understand what the principle means. For example

Environment friendliness

• Focusing on walking, public transport and cycling will help the city reduce its per capita

emission of greenhouse gases and other pollutants.

Task 1.2: Developing a mobility vision

The SMP is based on a long-term vision (15 years) for transportation and mobility development,

which could in turn be based on a vision for the city’s overall development. Developing a vision

forms basis for all subsequent task

The vision is a guiding element that should be endorsed by the city officials. To develop a vision, the

city should, at a minimum, answer the following questions:

1. What kind of city do we want to live in?

2. How will mobility in the cities in the future differ from what it is today?

Activity 1.2.1: Develop a city mobility vision

The question “What kind of city do we want to live in?” leads to the city’s overall vision. It could

already have been documented in the city development plan. If not, delve upon the question and

capture the city’s overall aspirations in vision elements like “green, safe,

senior citizens...” Next, analyse what kind of transportation wou

vision.

The mobility vision for your city should provide a qualitative description of a desired urban future and

guide the planning process of the SMP. It should place urban transport and mobility at the core of th

ty 1.1.1: Adopt urban mobility principles


of sustainable transport proposals (Figure 4). Cities should consider adopting all of the following

ciples, and where need be, adopt other city-specific principles.

: Principles underlying a sustainable mobility future for Indian cities

The output of this Activity will be a set of mobility principles the city has adopted, with adequate

details to understand what the principle means. For example-

Focusing on walking, public transport and cycling will help the city reduce its per capita

emission of greenhouse gases and other pollutants.

Developing a mobility vision

term vision (15 years) for transportation and mobility development,


forms basis for all subsequent tasks that will define clear goals for the city to attain the desired future.


city should, at a minimum, answer the following questions:

o we want to live in?

How will mobility in the cities in the future differ from what it is today?

Activity 1.2.1: Develop a city mobility vision


ve been documented in the city development plan. If not, delve upon the question and

capture the city’s overall aspirations in vision elements like “green, safe, and friendly

what kind of transportation would help the city realize the overall city


guide the planning process of the SMP. It should place urban transport and mobility at the core of th

17


). Cities should consider adopting all of the following

: Principles underlying a sustainable mobility future for Indian cities

d, with adequate

Focusing on walking, public transport and cycling will help the city reduce its per capita

term vision (15 years) for transportation and mobility development,


s that will define clear goals for the city to attain the desired future.



ve been documented in the city development plan. If not, delve upon the question and

and friendly to children and

ld help the city realize the overall city


guide the planning process of the SMP. It should place urban transport and mobility at the core of the

18

wider urban development. The mobility vision should be prepared taking into consideration economic

development, environment, natural and built heritage, social inclusion, gender equity, health and safety.

The mobility vision should not allude to specific projects like footpaths or flyovers. The focus is on

“what” you want to achieve, and not “how”.

Examples:

City Vision for Ahmedabad 2021

“Ahmedabad – a liveable, environmentally sustainable and efficient city for all its citizens; a city with

robust social and physical infrastructure, vibrant economy and a distinct identity; a globally preferred

investment destination.”

-Ahmedabad Development Plan 2021

Mobility vision for Pune

"Moving people safely and economically by emphasizing public transport and non-motorized

transport"

- Pune Comprehensive Mobility Plan, 2008

Once the vision statement is defined, include it in the SMP. Also note down the urban mobility

principles adopted by your city.

Summary:

• The SMP should be based on the principles of cities allocating road space equitably, giving

priority to modes that use road space efficiently, and minimize emissions of harmful pollution.

• The SMP should be based on a long-term, 15 year, vision.

• The vision should provide a qualitative description of a desired urban future that places urban

transport and mobility at the core of the wider urban development.

19

Step 2: Establishing baseline

Key points:

This chapter will:

• Identify the planning area for the purpose of preparing the SMP.

• List all the plans and policies that need to be reviewed by the city to understand the extent of

urban mobility issues tackled in the existing transport plan.

• List the primary and secondary data that needs to be collected.

• Provide a detailed methodology to determine the existing share based on two methods: number

of motorized trips per day, and household surveys.

Task 2.1: Defining the planning area

The transportation projects to be implemented by the city impact people not only from the city, but

also from the Urban Agglomeration (UA) associated with the city.

The area of the city comes under the jurisdiction of the ULB, therefore the ULB can provide

transportation infrastructure like footpaths, cycle tracks only within the city limits. In most cases, the

quantities of this infrastructure depends largely on the area of the city.

On the other hand, the public transportation facilities benefit people from the UA. Therefore it is

expected that while planning the PT systems, the city considers the population of the UA. For the

purpose of this toolkit, the UA has been defined as per the definition provided by Census 2011 - refer

to the Definitions section.

Therefore, the SMP Toolkit considers the following planning boundaries-

• Area of the city for providing transportation infrastructure, and

• Population of the UA for planning public transportation.

Activity 2.1.1: Prepare the planning area map

The planning area for the SMP would be the same as the ULB’s area. Cities must include a map of the

ULB in the SMP. The map could be obtained from any official source such as the Development

Plan/Master Plan or from a relevant document of an Urban Local Body. ULB map may be available

from secondary sources.

In addition, cities must also provide a list all villages and towns that will form the UA as per census

2011.

The map must be so formatted that it is legible even when printed in grayscale /black and white.

Providing sufficient contrast between text and background shading / colour is, especially, important

(Figure 5).

20

Figure 5: Example - map illustrating the planning area

Task 2.2: Reviewing plans and collecting data

Cities should review existing plans and policies related to urban transport in order to understand the

extent of urban mobility issues tackled in the existing transport plans and the manner in which these

issues have been dealt with. Any inconsistency or deficiency in the information should be noted. This

would help determine the gaps (where applicable) that the SMP needs to address and to know where

the SMP (as applicable) can build upon or work around any existing plans or proposals. These

policies /plans may include:

• Comprehensive Mobility Plan (CMP).

• Comprehensive Traffic and Transportation Studies (CTTS).

• City Development Plan (CDP).

• Master Plan, Development Plan, or other documents regarding land use.

• Transport-related detailed project reports.

• Transport policies (if any).

Activity 2.2.1: Review plans and collect secondary data

City demographic profile

Cities should collect present socio-economic profile and trends from secondary sources regarding land

area, administrative boundaries, regional linkages, demography and socio-economic characteristics.

The table below summarizes the data requirements for the city profile for the SMP.

Table 1: Data required for city demographics

Demographic profile Possible Source(s)

21

Total UA population (2001, 2011 & 2016) Census/Urban local body (ULB)

Population demographics: age and gender Census/ULB

Population growth rate (2001, 2011 & 2015) Census/ULB

Total area of ULB (sq. km) ULB/CMP

Travel behaviour as per previous reports

The cities should collect information on trip rate, modal share and average trip length from previous

transport studies such as CMP, CTTS and other related reports, if available. It is recommended that

cities only use recent data (no older than 3 years). This information will be used for comparing the

estimated modal share for SMP (derived from household surveys) in the baseline year.

Vehicle ownership

Table 2: Data required for vehicle ownership

Indicator Unit Possible source(s)

Registered vehicles by mode for the last decade (2006 - 2016)

2 wheelers/motor cycles/scooters/moped

Private auto rickshaw

Cars/jeep/van

Taxi/cab

Cycle rickshaws

Share auto rickshaw

Maxi cab

Mini buses

Buses

School buses

Freight vehicles

Cycle rickshaws used as goods carriers

3-wheeler

4-wheeler

LCV (small or medium trucks)

HCV

Multi axle vehicles

Tractors

Trailer

No. RTO/CMP/CTTS

22

Task 2.3: Collecting primary data

The SMP should establish a baseline by collecting data on existing transport conditions, to eventually

show the impact of proposed transport interventions. Data collection is an evidence-based approach

that reflects the opportunities and constraints of existing transport users.

Data collected should include all modes - walking, cycling, city bus, paratransit (taxis?), MRT,

personal motorised two-wheelers, personal motorised four-wheelers, and freight. The data must be

presented at a disaggregated level such that all data for all modes is presented separately rather than in

broader categories, for example ‘NMT’ or ‘PT’.

Activity 2.3.1: Collect primary data

Cities must collect, but need not limit themselves to, the following transport data:

Geographical features

Table 3: Data required for mapping of existing geographical features

Subject Indicator Unit Possible source(s)

Water bodies Map of the following:

Rivers, lakes, canals and streams

GIS map/ULB/ State Public Works Department (PWD)/Google Maps

Green zone Map of the following:

Forestland, parks and open spaces

GIS map/ULB/ State Public Works Department (PWD)/Google Maps

Street inventory

Table 4: Data required for existing street network


Transport network

Map of the following:

National Highways

State Highways

PWD Roads

Corporation Roads

km ULB/ State Public Works Department (PWD)/GIS maps/Google Maps

List of streets with significant traffic congestion

No, locations

ULB

Non-motorized transport

Map of the existing NMT facilities- Footpaths and cycle tracks

km ULB

Map of existing ROW on major streets* m ULB/Google Maps

Transport safety Annual injuries and deaths from traffic crashes

No. per year

Traffic Police

Map of Key crash/ black spot locations Traffic Police/ULB

* Google Maps should be used only when the data cannot be obtained from more reliable and authentic

sources and actual measurements. Refer to Annexure 4 for how to prepare ROW map using Google

23

mapping.

Public Transport network

Table 5: Data required for existing public transport network


City bus Total fleet size of Government city services by type (standard buses, mini buses)

No. State Transport Undertaking (STU)

Total operational fleet size of Government city buses

No. STUs

Number of buses ≤5 years No. STUs

Daily boarding/ridership of city bus services

No. STUs/ULB

Map of key bus routes STUs/ULB

Map of existing and proposed bus terminals locations

locations STUs/ULB/Google Maps

Location and area of existing and proposed bus depots

STUs/ULB/Google Maps

Paratransit Total fleet size of paratransit by vehicle type

No. RTO / ULB

Daily boarding/ridership of paratransit services by vehicle type

No. Surveys / recent reports

List and map of key paratransit services

ULB / paratransit operators

Google Maps should be used only when the data cannot be obtained from more reliable and authentic

sources and actual measurements.

Traffic reduction strategies and Freight

Table 6: Data required for traffic reduction

Subject Attribute Unit Possible source(s)

Traffic reduction strategies

Map of streets with regulated/paid parking

ULB/Traffic Police/street inventory

List of streets with major parking issues

ULB/Traffic Police

Location of off-street parking facilities

ULB/Traffic Police

Freight List and location of existing and proposed freight/truck terminals

ULB

Route of urban freight passing through the planning area with entry and exit points (list and map)

ULB

24

Proposed transport projects

Cities need to identify projects that are ongoing or proposed in their annual budgets for the following

categories:

• PT improvements, e.g., additional buses or service facilities

• Mass Rapid Transit (MRT), e.g., proposed BRT, Metro etc.

• NMT facilities, e.g., proposed footpaths, cycle tracks

• New links, e.g., ring roads, bridges over rivers etc.

• PMV-oriented projects, e.g., flyovers, skywalks, foot over-bridges

• Parking infrastructure and management, e.g., proposed multi-level car parking facility,

technology driven pay-and-park systems

• Other special projects, e.g., cycle-sharing system

In the SMP, provide the following details of each proposed project-

Project title, quantity proposed, project cost, source of funding, planned start and end dates (month and

year) and current status.

25

Task 2.4: Assessing existing modal share and capital investments

The existing modal share reflects the total trips carried out by different modes of urban transport

including walking, cycling, bus, rail, shared auto-rickshaws, private autos, taxis/cabs, two wheelers

and cars.

The modal shares can be estimated using two methods. The first method uses the file “SMP-estimate-

modalshare-noofvehicles-170509.xlsx” as a tool to calculate the modal share. The tool assumes that

each vehicle in the city supports, on an average, a certain number of motorized trips every day. This

number can be derived from simple surveys. If you know the number of vehicles of each type in the

city, you can estimate the total number of motorized trips. The tool also estimates the total number of

all trips, whether motorized or by NMT. The total number of motorized trips as estimated earlier can

give you the total NMT share, though you will not be able to estimate the walking and cycling shares

individually. Yet, if the NMT modal share is between 40% and 50%, this quick estimation is very

likely to be correct.

In the second method, you conduct a systematic household survey to understand how people travel in

the city on a given regular day. This method also gives demographic data on modal shares; however

this is a time consuming method that needs meticulous analysis of the data collected. This method is

described in detail in Annexure 5.

The method suggested in this toolkit for conducting the household survey needs a stratified sample of

only 7,000 to 15,000 individuals. This survey can be conducted in about 6 weeks, including

preparation, actual survey, data entry and analysis. This survey can be conducted parallel to all other

activities described in this toolkit. Results from this survey will be used to calibrate and refine the first

method described above, so that subsequent SMPs after the pilot can use only the first method.

Therefore the cities in the pilot program are advised to use both methods to determine the modal share

Activity 2.4.1:

Determine existing modal share by estimating motorized trips

In this activity, the modal share is estimated by assuming that each vehicle in the city supports a certain

number of trips per day.

The following data is needed to estimate the existing modal shares:

• Population of the city as per 2011 census

• Annual rate of increase in population (if this rate is not known, the tool makes a reasonable

assumption)

• Number of buses being used for formal public transportation: “Standard” or 12m buses as well

as “midi” or 9m buses

• Length of any MRT network: BRT, Metro or local trains

• Number of autos being used as shared autos

• Number of autos being used as taxi services (personally hired autos)

• Number of cycle rickshaws

• Number of 4-wheelers being used as taxis / cabs

• Number of personal cars and two-wheelers registered in the last 15 years in the city (this could

be a large part of number of vehicles registered in the respective RTO)

Enter this data in orange cells of the “Estimates” tab in the file <SMP-estimate-modalshare-

noofvehicles-170509.xlsx>. The file provides an estimate of modal share of trips on the tab “Modal

shares”, grouping walking and cycling trips under “non-motorized” trips.

26

Activity 2.4.2: Determine existing modal share by household survey

The modal share can also be determined by conducting a household survey. It should be a stratified

sample of the city’s households. The stratification should be by geography, by income levels, by

gender and age, and is achieved as described below. Household survey methodology is provided in

Annexure 5.

Household survey data should be entered in the MS Excel file “SMP-determine-modalshare-

household-survey-170509.xlsx”. This file is a part of this toolkit. Cities should use this method to

verify the estimates provided by Activity 2.4.1.

The next step is to match the modal shares with the capital investments on transportation, to see

whether the city is providing sufficient funds for supporting modes people actually use.

For purpose of this analysis, various infrastructure projects are grouped as NMT, PT and PMV

oriented, as follows:

NMT oriented projects are those projects that are specifically devised to benefit walking and cycling.

For example- footpaths, cycle tracks etc.

PT oriented projects are devised to benefit public transport. For example, expanding bus fleet,

installing bus shelters etc.

PMV oriented projects include projects specifically devised to benefit users of PMV. For example,

off-street public parking facilities.

Some projects may also be devised without any specific mode in mind. For example, road widening,

flyovers and grade separators. Although such infrastructure can be used by buses and bicycles too,

they are not the target beneficiaries of such projects. These projects are devised to relieve congestion

by providing more road space, mainly to make it easier to commute using PMV. As a counter-

example, cycle tracks help streamline the PMV movement also, since bicycles do not intermingle with

PMVs anymore. Yet this toolkit does not consider cycle tracks as a project that benefits PMV,

because cycle tracks are not devised with PMVs in mind.

At the first glance, projects like foot over bridges are designed to benefit pedestrians. However, given

that pedestrians prefer to cross streets at grade and do not like to climb multiple stories to cross roads,

foot over bridges clearly do not benefit pedestrians. On the other hand, they are frequently demanded

by PMV users to "get pedestrians out of their way". Therefore the SMP toolkit considers foot over

bridges a PMV friendly project.

Activity 2.4.3 Compare baseline transport investments and modal share

To understand the spending capacity of cities on urban transport projects, data on allocated budgets for

various transport in the baseline year must be collected. To correlate with existing modal share, the

transport projects has be classified broadly into three types of modes: NMT, PT and PMV oriented (see

below).

NMT oriented

• Footpaths, pedestrian plaza

• Cycle tracks

• Greenways/lakes

• Street furniture

PT oriented

• City bus fleet expansion

• New depots and terminals

• Bus stops

• Mass rapid transit system

PMV oriented

• Flyovers, Grade separators

• Road widening & upgradation

• Off street public parking facilities

• Grade separated pedestrian facilities

(Subway, FOB and skywalk)

The cities must refer to annual budget/ policy notes of ULBs and respective state departments

(highways, transport departmentetc.

provided in Annexure 7. To enter the compiled information, cities use the MS excel based tool “SMP

template baseline transport exp-170509

This tool helps cities to compare the existing modal share with proportion of fund allocated for each

mode and assess the gaps. For example, the right side chart below shows that only 1% of the City A

budget has been allocated for NMT infrastructure

contrary, the spending on PMV-oriented infrastructure and metro is over twice although the % of trips

made is less than half of PT and NMT.

Figure 6: indicates that budget alloc

This comparison will help cities reorient their traditional approach and identify alternative mechanisms

to increase the revenue to implement sustainable transport projects.

Summary:

• The planning area should cover the ULB.

• For the planning of public transport, cities should identify the UA area as the city’s transport

system serves the city’s core areas as well as its suburbs.

• Cities should review existing transport plans and policies to understa

scenario, and identify deficiencies or gaps in the information.

• Primary data and secondary data should be collected to set a baseline that reflects the

opportunities and constraints of existing transport modes

paratransit and taxis, cars, and two

• Modal share can be determined by estimating motorised trips, assuming that each vehicle

supports a certain number of trips per data. Excel sheet

oad widening & upgradation

Off street public parking facilities

Grade separated pedestrian facilities



tc.) to compile the data. The cities will follow the methodology

. To enter the compiled information, cities use the MS excel based tool “SMP

170509.xlsx” and calculate the mode wise transport investmen



budget has been allocated for NMT infrastructure, while it makes 36% of the trips in the city. On the

oriented infrastructure and metro is over twice although the % of trips

made is less than half of PT and NMT.

indicates that budget allocation of this city does not do justice to the modal share.


to increase the revenue to implement sustainable transport projects.

area should cover the ULB.

For the planning of public transport, cities should identify the UA area as the city’s transport

system serves the city’s core areas as well as its suburbs.

Cities should review existing transport plans and policies to understand the existing transport

scenario, and identify deficiencies or gaps in the information.

Primary data and secondary data should be collected to set a baseline that reflects the

opportunities and constraints of existing transport modes - walking, cycling,

paratransit and taxis, cars, and two-wheelers.

Modal share can be determined by estimating motorised trips, assuming that each vehicle

supports a certain number of trips per data. Excel sheet SMP-estimate-modalshare

27


) to compile the data. The cities will follow the methodology

. To enter the compiled information, cities use the MS excel based tool “SMP

.xlsx” and calculate the mode wise transport investments.



while it makes 36% of the trips in the city. On the

oriented infrastructure and metro is over twice although the % of trips

ation of this city does not do justice to the modal share.


For the planning of public transport, cities should identify the UA area as the city’s transport

nd the existing transport

Primary data and secondary data should be collected to set a baseline that reflects the

walking, cycling, public transport,

Modal share can be determined by estimating motorised trips, assuming that each vehicle

modalshare-

28

noofvehicles-170509.xlsx will help users calculate modal share.

• Modal share can also be determined by conducting household surveys. The survey should have

a stratified sample of the city’s household - the stratification should be by geography, income

level, gender and age. Excel sheet SMP-determine-modalshare-household-survey-170509.xlsx

will help users calculate modal share using this methodology.

• Baseline transport investments and modal share should be compared to understand the

spending capacity of the cities on urban transport projects. This tool helps cities compare the

existing modal share with proportion of fund allocated for each mode and assess the gaps.

Excel sheet SMP template baseline transport exp-170509.xlsx will assist cities make this

comparison.

29

Step 3: Goal setting

Key points

This chapter will:

• Provide a detailed methodology for cities to evaluate the business-as-usual transport scenario

for a 15 year planning horizon;

• Identify the impact of the BAU scenario and its measuring indicators.

• Guide the city’s goal-setting process such that the goals are specific, measurable, attainable,

relevant, and time-bound.

• Provide a detailed methodology for cities to evaluate NMT-PT scenario for the 15 year

planning horizon to achieve mobility goals.

Prior to setting goals, it is important to assess the business-as-usual scenario where it is assumed that

the city continues to invest in transport projects without planning, and in the absence of any radical

policy intervention for sustainable development and emissions control.

Task 3.1: Evaluating Business-as-usual (BAU) Transport scenario

This scenario describes how transportation is being planned in Indian cities.

• PT: There is no major investment to improve public transportation, apart from building metro

systems that will serve only a small portion or trips1. At best, cities procure buses to replace

buses that are scrapped/condemned. The demand for public transportation is satisfied by

unorganized paratransit providers as well as taxi services that include cabs/cars, auto

rickshaws and cycle rickshaws. However, paratransit operations and cycle rickshaws are often

banned in some parts of the city, inconveniencing commuters and pushing them towards

PMV use.

• NMT: There is no major investment for improving walking and cycling as well. As a result,

the modal share of walking declines and the modal share of cycling declines even faster.

• PMV: Since people are switching to PMV from PT and NMT for various reasons, cities try to

keep pace with the demand by creating infrastructure required for this growing use of PMVs.

The infrastructure includes: building wider roads, widening existing roads, building flyovers

and grade separators, encouraging signal-free traffic by creating one-ways or other means,

providing more and more parking in public and private domain (whether paid or free), and

any other step that makes using PMVs simpler. Even within PMVs, the use of cars increases

faster than the use of two-wheelers. If cities face traffic congestion while managing

transportation in this way, the remedies considered include the same measures listed above.

The cities do this in the hope that one day they will be able to build enough infrastructure to

accommodate all cars that the residents would ever buy and use.

1 CPPR studies: http://www.slideshare.net/cppr123/metro-rail-and-the-city

30

The following reasoning explains how the BAU scenario may be quantified.

1. Obtain today’s modal shares.

2. Calculate the total number of trips today.

3. Assume an increase of 0.3 in the trip rate and calculate the total number of trips in the

planning horizon year.

4. Assume a 10% decline in modal share of walking and 20% decline in modal share of cycling.

For example, if the walking and cycling shares in a city today are 30% and 10% respectively,

they would drop to 27% and 8% respectively.

5. Assume that the total number of trips (not modal share) by formal PT remains the same, while

the modal share of paratransit remains the same (i.e. the paratransit trips increase at the same

rate as the increase in population and trip rate).

6. Therefore all additional trips will be supported by PMV.

7. Estimate the Vehicle Kilometres Travelled (VKT) today and in the planning horizon year.

8. Determine the additional road space the city needs to build to support the additional VKT.

Activity 3.1.1: Evaluate BAU scenario

Use the tool “SMP-evaluate-scenarios-170509.xlsx” to quantify this scenario.

Go to the tab “SMP-inputs” of the tool. Input the following parameters in the respective cells as

explained in the table below.

Table 7: Using the tool to quantify the scenarios

Heading Cell no Remarks

Name of city D2

Population growth rate D4 Annual rate of growth

Current modal shares D10 - D18 As found in “Task 2.4: Determining existing modal share”

Current trip rate D20 As found in “Task 2.4: Determining existing modal share”

City area D22 Area of the city (ULB), not the UA

Existing infra:

Number of buses,

Length of BRT network,

Total road network of the city

D28,

D29,

D30

D30: Estimate the road network in terms of equivalent of 3+3 lane roads, i.e. total lane km

If any of the above values are not available, the tool makes an estimate, which is provided in column F

and considered for further calculations.

Next please go to the “SMP-outputs” tab. The output of the tool is generated on this tab.

Save the file as these estimates may be needed later.

On tab “SMP-outputs”, note the values in cells C22 to D25, with the percentage difference calculated

in column F. You will notice that all parameters, viz., VKT, CO2 emissions and cost of fuel

consumed in a year may have worsened by 75% to even 200% in some cases. It may well be obvious

that the city’s transportation will not be sustainable if it is planned with a “Business as usual”

approach.

31

Table 8: Impact of BAU scenario

Impact on Indicator Observation

Traffic Personal motor vehicles’ kilometres travelled

Increased substantially

Pollution Co2 emissions Increased substantially

Fuel cost, foreign exchange Cost of fuel consumed Increased substantially

Before deciding how cities should be planned, goals for sustainable urban mobility must be set in line

with the principles and vision.

Task 3.2: Setting goals for sustainable urban mobility

Cities should aim to develop an adequate, safe, environmentally sound, efficient and affordable

integrated transport system within the framework of a progressive economy. It means that available

transport infrastructure and service must meet the needs of all residents for access to employment,

health care, local markets and other basic social services.

Thus, cities should set goals to achieve the desired outcome. Prior to setting goals, cities must

acknowledge that the goals should be SMART (specific, measurable, attainable, relevant, and time-

bound). These rules will help build a robust foundation that will inspire and move the process forward

with a clear sense of purpose and clarity.

Goals should be determined for a 15 year planning horizon. Intermediate milestones for 5 and 10

years should also be set to facilitate monitoring and evaluation of the progress. The SMP should lead

to investments in transport infrastructures that have positive long-terms impacts on the social,

economic, and environmental issues concerning the city. The 15 years planning horizon from baseline

year is not too far in the future to forecast with reasonable accuracy, but long enough for all the goals

to be met. However, the “implementation horizon” should be set for a 10 years since it may take a few

years for some initiatives to show results. Implementation here refers to not only making all the

necessary capital investments, but also building or installing the necessary infrastructure and putting

related systems in place. The last five years would focus on maintaining the entire system, and

upgrading as needed.

Unless explicitly qualified as “implementation horizon”, the word “horizon” implies the “planning

horizon” in this document hereafter.

For most goals, the progress in initial years may be slow as the city would barely start implementing

some projects. The momentum would pick up in the next few years. The progress may slow down

again as the city nears its final goals, since incremental progress would be increasingly difficult.

Considering this, the following procedure is suggested for determining the intermediate goals.

• Take a baseline measurement.

• Determine the goal for the 15 year horizon and determine the gap.

• Plan to bridge 25% of the gap by the 5 year horizon.

• Plan to bridge 75% of the gap by the 10 year horizon.

• Plan to bridge the remaining gap by the 15 years horizon.

This procedure is only a suggestion, which may not apply to some goals.

Activity 3.2.1: Set goals

Cities must set and prioritize urban mobility goals. Goals should be:

• Specific - state exactly what the city wants to achieve.

32

• Measurable - city should be able to evaluate the extent to which the goals has been achieved.

• Attainable - city should have the ability to achieve the desired outcome of the goal.

• Relevant - goals must be aligned to the principles and the vision of the SMP.

• Time bound - city must set a target date by when to achieve the goal.

Table 9 includes some indicative goals that cities should meet or aim to surpass. Use the method

described above to determine intermediate milestones for 5 and 10 years.

Table 9: SMP goals and intermediate milestones

Goal 15 year horizon 10 year milestone 5 year milestone

Reduce Vehicle kilometres travelled (VKT)

Personal vehicle kilometre travelled should be within 20% or less of baseline year levels.

Personal vehicle kilometre travelled should be retained at or below the highest of the 5 and 15 year horizon levels.

Personal vehicle kilometre travelled should be within 15-20% or less of baseline year levels. Cities can choose this limit, noting that allowing a higher limit now implies having to reduce VKT in the next 10 years.

Improve reach of public transport

At least 80% of the population in the city is within 500m walk of public transport stop/station with a service of 12 or more schedules per hour.

Bridge at least

75% of the gap between the baseline and final goal.

Bridge at least


Improve reach of MRT (if applicable)

At least 50% of the population in the city is within 500m walk of public transport service with 12 or more schedules per hour.

Bridge at least


Bridge at least


Provide universal accessibility

All public facilities - PT, NMT, public space, public buildings - will be usable by everyone, regardless physical ability.

At least 75% of all public facilities - PT, NMT, public space, public buildings - will be usable by everyone, regardless physical ability.

All built footpaths and pedestrian crossings will be usable by everyone, regardless physical ability.

Improve quality of PT

100% of the fleet should match or surpass the UBS II bus specification

At least 75% of the fleet should match or surpass the UBS II specification.

At least 25% of the fleet should match or surpass the UBS II bus specification

Improve Traffic safety (*)

10.0 or less fatalities per lakh population

Bridge at least


Bridge at least


Improve air quality All cities must meet or exceed CPCB

Bridge at least

75% of the gap

Bridge at least

25% of the gap

33

ambient air quality norms on at least 350 days a year.

between the baseline and final goal.

between the baseline and final goal.

(*) It should be noted that improved traffic safety is a function of several influencing factors, including

but not limited to-

1. Reduced total vehicle-km travelled

2. Segregation of vulnerable road users from vehicles

3. Better design of transportation infrastructure

4. Better education and awareness among all road users

5. Stricter enforcement of rules and laws

Only some of these factors would be a result of measures suggested in this toolkit. For a holistic

improvement in traffic safety, cities should take efforts to improve all such factors.

Task 3.3: Evaluating NMT-PT based transportation

As seen earlier, it is not possible to achieve the goals in the “Business as usual” scenario. In fact,

cities would go away from the goals if they followed the BAU scenario for transportation planning.

An alternative scenario is the “NMT-PT based” scenario. This scenario is based on the goal of

stabilizing or allowing only a marginal increase in the VKT from today’s levels. Therefore the city

strives to support every new trip by walking, public transport or cycling.

In this scenario, the city also focuses on managing their transportation by making optimal use of their

resources.

• PT: Cities focus on providing high quality buses with ITMS, supported with terminals and

depots. Cities also strive to provide MRT to support about 25%-33% of the PT demand.

Though the use of paratransit declines, its importance is still recognized.

• NMT: There is substantial emphasis on making walking and cycling safe and attractive. They

are considered as primary modes of commute and not as mere feeder or “alternative” modes.

As a result, the share of walking, and especially of cycling, improves.

• PMV: The city restricts the use of PMV by various mechanisms like reducing parking

supply, charging for parking according to demand, and employing several other appropriate

including congestion charging. As the city provides attractive alternatives to PMV, in the

form of high quality NMT and PT facilities, people shift to these alternatives.

• Cities also adopt a TOD approach, which reduces overall trip lengths, brings people closer to

MRT and makes localities more compact and easier to walk and cycle.

The following reasoning explains how the NMT-PT based scenario may be quantified.

In BAU as well as NMT-PT scenarios, the population of the city increases at the same rate. The trip

rate is expected to increase because of changing social and financial structure of the society. This

increase is taken as 0.3 for both scenarios in this Toolkit.

Thus the steps to quantify the NMT-PT scenario are as follows.

1. Determine the number of trips by various modes and total number of trips today.

2. Assume an increase of 0.3 in the trip rate and calculate the total number of trips in the horizon

year.

3. Assume a 10% increase in modal share of walking and 20% increase in modal share of

cycling. For example, if the walking and cycling shares in a city today are 30% and 10%

respectively, they would increase to 33% and 12% respectively.

4. Assume that the number of PMV trips in the horizon year will be contained at no more than

5% above the baseline, so that

5. The remaining trips would be supported by PT. 25%

high quality MRT in case of cities that are expected to have a population of over 10 lakhs by

the horizon year. Paratransit may support about 20

Activity 3.3.1: Evaluate the “NMT

This scenario has been already quantified in the file “

quantifying the BAU scenario.

Please go to the “SMP-outputs” tab. The output of the

outputs are in cells C22 to C25 and E22 to E25, with the percentage difference calculated in column G.

You will notice that all parameters, viz., VKT, CO2 emissions and cost of fuel consumed in a year are

contained within 10%-40% of the base year.

It is evident that the city’s transportation will be much more sustainable if it is planned with a “NMT

PT” approach.

In addition, please see:

1. A pictorial representation of the two scenarios in terms of modal share

chart in the top right corner.

2. Gross infrastructure needed to support the respective scenario, provided in cells D14

BAU and cells E14-E20 for NMT

Reproduce the chart that represents the two scenarios in terms of mod

shown below) in the SMP.

Figure 7: An example of comparison of the two city see a doubling or even quadrupling increase in PMV trips (“B

and NMT facilities, these trends can be reversed (“NMT

Assume that the number of PMV trips in the horizon year will be contained at no more than

5% above the baseline, so that the VKT goals are met.

The remaining trips would be supported by PT. 25%-30% of PT trips would be supported by


the horizon year. Paratransit may support about 20-25% of total PT trips.

Activity 3.3.1: Evaluate the “NMT-PT” based scenario

This scenario has been already quantified in the file “SMP-evaluate-scenarios-170509

outputs” tab. The output of the tool is provided on this tab. The most important



40% of the base year.

It is evident that the city’s transportation will be much more sustainable if it is planned with a “NMT

A pictorial representation of the two scenarios in terms of modal share of trips, in the form of a

chart in the top right corner.

Gross infrastructure needed to support the respective scenario, provided in cells D14

E20 for NMT-PT.

Reproduce the chart that represents the two scenarios in terms of modal share of trips (an illustration is

: An example of comparison of the two scenarios for a city: if existing trends continue, the city see a doubling or even quadrupling increase in PMV trips (“BAU”). If the city invests in better PT

and NMT facilities, these trends can be reversed (“NMT-PT”)

34

Assume that the number of PMV trips in the horizon year will be contained at no more than

30% of PT trips would be supported by


170509.xlsx” while

tool is provided on this tab. The most important



It is evident that the city’s transportation will be much more sustainable if it is planned with a “NMT-

of trips, in the form of a

Gross infrastructure needed to support the respective scenario, provided in cells D14-D20 for

al share of trips (an illustration is

for a city: if existing trends continue, the AU”). If the city invests in better PT

PT”)

35

Also calculate the estimated percentage benefits of NMT-PT scenario over the BAU scenario by

comparing values in cells D22-D25 and E22-E25 and quote it in the SMP. The benefit in terms of

saving in investment needed (given in cell G22) could range from 30% to 60% or even 80% for some

cities, depending on the choice of and need to build large capital intensive projects like MRTs and road

networks in the two scenarios. Benefits in terms of the other parameters too could amount to anywhere

between 30% and 50%.

Since the “NMT-PT” scenario is found to conserve funds as well as provide the other benefits

mentioned above, while providing mobility to people from all walks of life, it is hereafter referred to

as the “sustainable scenario”.

36

Summary:

• The BAU scenario assumes that the city does not invest in improving public transport or

walking and cycling, and creates infrastructure that supports the use of PMV.

• Cities should use the excel sheet SMP-evaluate-scenarios-170509.xlsx, to quantify the BAU

scenario.

• BAU scenario is evaluated for cities to understand the negative impact of investing in transport

projects without planning - these include, increase in CO2 emissions, fuel consumption, road

fatalities, and PMV oriented infrastructure.

• Goals set by the city should be specific, measurable, attainable, relevant, and time-bound.

• Cities should adopt goals to reduce VKT, improve reach to public transport, improve reach of

MRT, provide universal accessibility, improve quality of PT, and improve traffic safety and air

quality.

• The NMT-PT scenario is based on the aim of stabilising or allowing only a marginal increase

in VKT from today’s levels. Thus, the city strives to support every new trip by walking,

cycling, or public transport.

37

Step 4: Plan preparation

Key points:

This section should help the users to:

• Identify city-specific projects that can be implemented given a certain timeframe;

• Identify output indicators that will assist cities achieve their goals;

• Prepare a budget for all sustainable transport projects proposed by the city;

• Get an overview of three supporting toolkits: Complete Streets, Public Transport, and Transit-

Oriented Development Toolkit, for detailed project preparation, management, and monitoring.

Task 4.1: Identifying sustainable transport projects

The cities should identify projects to help achieve the goals outlined in the SMP. Key strategies

should include improvements to PT service (including MRT), new facilities for cycling and walking,

and measures to manage the use of PMVs. Sustainable transport projects have been identified below.

Description of common sustainable transport projects are outlined below. These projects are grouped

in the following categories:

1. “Complete Streets” projects: Complete street projects are detailed in the ‘Complete Street

Toolkit’. These projects promote an inclusive approach of design and management of street

space. The initial step is for cities to create a complete network of pedestrian and cycling

infrastructure so that all streets are safe for walking and cycling. Infrastructure requirements

include constructing footpaths, cycle tracks, greenways, and pedestrianized zones in

accordance with the criteria set in the Toolkit.

2. “Public Transportation” projects: PT projects are detailed in the ‘Public Transport Toolkit’,

which aim to optimise the use of road space and reduce per capita carbon footprint. These

projects promote PT and/or streamline shared mobility in various forms - such as procurement

of city buses, implementing ITS systems, improving bus-based infrastructure (bus shelter,

depots, terminals), and implementing MRT.

3. Cities should also integrate paratransit with formal city bus services. They provide last-mile

connectivity and act as feeder service for city buses and MRT. In the absence of a formal city

bus service, they address the need of affordable mobility for many people.

4. “Transit Oriented Development” projects: Transit oriented development projects are detailed

in the ‘Transit Oriented Development Toolkit’. These projects aim to improve last mile

connectivity to mass transit stations. They also include preparing TOD plans to amend

regulations in the city Master Plan to promote compact built form.

Table 10: Cities should focus on providing high quality the use of PMVs virtually unnecessary, and cities can escape problems such as congestion, pollution

Complete Streets projects

Footpaths

A significant proportion of trips below 2 km are performed on foot. Also, all PT passengers and many

PMV users start and end their trips as pedestrians on public streets. Walking is the most fundamental

form of mobility, and a safe walking experience must be provided to all citizens, regardless of the

width of the road. Hence, accommodating safe pedestrian access is

planning.

Footpaths must be constructed on all streets that have a right

international best practise, all MRT corridors should be designed with footpaths. Thus, cities should

exclude footpath kilometres along MRT corridors in their budget plan (Activity 4.2).

Footpaths should be constructed in co

Pedestrian Facilities. As per IRC

pedestrian zone and furniture zone. The frontage zone can vary between from 0.5 to 1 m, to allow

overflow of commercial activity. The pedestrian zone must provide a continuous clear space for

walking with a minimum width of 1.8 m that is entirely free of obstructions. Street utilities such as

manholes, bus shelters, trees, benches and street vending should b

in the furniture zone (Figure 8).

For footpath design details please refer to the Complete Streets Toolkit

: Cities should focus on providing high quality infrastructure for NMT and PT. This will make the use of PMVs virtually unnecessary, and cities can escape problems such as congestion, pollution

and increasing accidents.



ty, and a safe walking experience must be provided to all citizens, regardless of the

width of the road. Hence, accommodating safe pedestrian access is an important task of transport

Footpaths must be constructed on all streets that have a right-of-way of 12m or more. As per


along MRT corridors in their budget plan (Activity 4.2).

Footpaths should be constructed in compliance with IRC standards 103-2012: Guidelines

Pedestrian Facilities. As per IRC standards, footpaths should have three zones: a frontage zone, a


w of commercial activity. The pedestrian zone must provide a continuous clear space for


, benches and street vending should be placed outside the path of travel,

For footpath design details please refer to the Complete Streets Toolkit

38

for NMT and PT. This will make the use of PMVs virtually unnecessary, and cities can escape problems such as congestion, pollution



ty, and a safe walking experience must be provided to all citizens, regardless of the

task of transport

way of 12m or more. As per


along MRT corridors in their budget plan (Activity 4.2).

: Guidelines for

should have three zones: a frontage zone, a


w of commercial activity. The pedestrian zone must provide a continuous clear space for


e placed outside the path of travel,

Figure 8: The three main zones of a footpath: A, the

Key attributes to be satisfied by footpaths

• Minimum clear width as per IRC:103

• Continuity and level of walking surface should not be interrupted by driveways and small

lanes

• Wheelchair accessible at junctions

Cycle tracks

Cycles offer low-cost, pollution free mobility and occupy just one tenth of a car space. Currently,

cyclists witness inconvenience and safety hazards from faster moving traffic. A segregated cycle lane

will provide a safe and convenient infrastructure and also attract new users. Cycling in a segregated

track is often faster than using a PMV in mixed traffic.

Cities should plan cycle tracks on streets that have a right

also be useful on selected 18m roads near educational or industrial areas.

A cycle track should have a minimum width of 2 m for one

material, shade from trees, an elevation of 100

between the track and carriageway. Cycle tracks must

to dedicated cycle tracks, cities can employ traffic calming measures to ensure that all streets are safe

for cycling.

: The three main zones of a footpath: A, the frontage zone, B, the pedestrithe furniture zone

Key attributes to be satisfied by footpaths

Minimum clear width as per IRC:103-2012, in addition to frontage and furniture zones

Continuity and level of walking surface should not be interrupted by driveways and small

Wheelchair accessible at junctions

cost, pollution free mobility and occupy just one tenth of a car space. Currently,


l provide a safe and convenient infrastructure and also attract new users. Cycling in a segregated

track is often faster than using a PMV in mixed traffic.

Cities should plan cycle tracks on streets that have a right-of-way of 24m or more. Cycle tracks ma

also be useful on selected 18m roads near educational or industrial areas.

A cycle track should have a minimum width of 2 m for one-way movement, a smooth surface

material, shade from trees, an elevation of 100 - 150 mm above the carriageway, and a buff

between the track and carriageway. Cycle tracks must form part of a cycle network plan. In addition


39

zone, B, the pedestrian zone, and C,

2012, in addition to frontage and furniture zones

Continuity and level of walking surface should not be interrupted by driveways and small

cost, pollution free mobility and occupy just one tenth of a car space. Currently,


l provide a safe and convenient infrastructure and also attract new users. Cycling in a segregated

way of 24m or more. Cycle tracks may

way movement, a smooth surface

150 mm above the carriageway, and a buffer of 0.5 m

of a cycle network plan. In addition


Figure 9: Wide, unobstructed, and continuous cycle tracks complete network of facilities for NMT users.

Key attributes to be satisfied by cycle tracks

• Adequate adjacent space for pedestrians, to ensure that pedestria

tracks

• Continuity and level of cycling surface should not be interrupted by driveways and small

lanes

• Adequate buffers and other design interventions to protect cyclists from PMV movement

Pedestrian zones

It is important for cities to identify areas where pedestrian density is the highest and ensure that these

environments do more than facilitate movement. In most Indian cities, many centrally located market

streets are social as well as commercial spaces. These areas can be made veh

developed with plazas, seating, trees and structures for shade, as well as space for organized street

vending (Figure 10).

Pedestrian zone projects are often determined by local aspirations and participation backed by

political will, though data on pedestrian activities is necessary while designing the zone in detail.

Pedestrian zones are vital in affirming the importance of a pedestrian in the city's transportation

system. It is highly recommended that cities have about 1 to 4 pedestria

: Wide, unobstructed, and continuous cycle tracks are an important component of a complete network of facilities for NMT users.

Key attributes to be satisfied by cycle tracks

Adequate adjacent space for pedestrians, to ensure that pedestrians do not walk on cycle

Continuity and level of cycling surface should not be interrupted by driveways and small

Adequate buffers and other design interventions to protect cyclists from PMV movement

to identify areas where pedestrian density is the highest and ensure that these


streets are social as well as commercial spaces. These areas can be made vehicle free zones and


projects are often determined by local aspirations and participation backed by

ough data on pedestrian activities is necessary while designing the zone in detail.


system. It is highly recommended that cities have about 1 to 4 pedestrian zones.

40

an important component of a

ns do not walk on cycle

Continuity and level of cycling surface should not be interrupted by driveways and small

Adequate buffers and other design interventions to protect cyclists from PMV movement

to identify areas where pedestrian density is the highest and ensure that these


icle free zones and


projects are often determined by local aspirations and participation backed by

ough data on pedestrian activities is necessary while designing the zone in detail.


Figure 10: Proposed pedestrian zone in Mylapore, Guangzhou (right) with streets free of vehicles.

Greenways

Cities should identify areas such as water bodies to be r

waterway or strip of land set aside for recreational use or environmental protection and where

vegetation is encouraged along with exclusive facilities for cycling and walking.

Greenways can be integrated with the

otherwise neglected drainage canals and lakes, greenway projects can enhance the environment and

improve the quality of life of the surrounding area (Figure

Like pedestrian zones, greenway projects are also determined by local aspirations. Greenways are

vital in recognizing the importance of respecting and protecting environment while modernizing the

city's transportation system. It is highly recommended that cities have greenways around t

features, e.g., like water bodies and hills.

honoured while embarking on greenway projects.

Proposed pedestrian zone in Mylapore, Chennai (left) and an existing pedestrian zone in Guangzhou (right) with streets free of vehicles.

Cities should identify areas such as water bodies to be redeveloped as greenways. A greenway is a


vegetation is encouraged along with exclusive facilities for cycling and walking.

Greenways can be integrated with the larger network of pedestrian and cycle facilities. By upgrading


improve the quality of life of the surrounding area (Figure 11).

y projects are also determined by local aspirations. Greenways are


city's transportation system. It is highly recommended that cities have greenways around t

features, e.g., like water bodies and hills. Judgements given by the National Green Tribunal should be

honoured while embarking on greenway projects.

41

(left) and an existing pedestrian zone in

edeveloped as greenways. A greenway is a


larger network of pedestrian and cycle facilities. By upgrading


y projects are also determined by local aspirations. Greenways are


city's transportation system. It is highly recommended that cities have greenways around their natural

Judgements given by the National Green Tribunal should be

Figure 11: Greenways can offer pedestrian and cycling paths alo

Parking Management

With increasing use of PMVs, free parking is often overused. Parking management is a critical

mechanism to ensure the efficient use of street space, and charging for parking is needed to manage

demand. Successful implementation requires good management structures and effective public private

partnership arrangements between the municipality and parking operators.

It should be clearly understood that the objective of parking management is

insatiable demand for parking by devising "parking projects".

Parking management also involves providing clear, consistent customer information on parking rules

and fee levels. Revenue gained from parking fees can help fund street improvements such as footpath

maintenance and tree planting, helping to establish local buy

Cities to aim to convert 400 equivalent car space (ECS) into IT enabled and monitored, market

parking spaces per 1 lakh population.

: Greenways can offer pedestrian and cycling paths along clean waterways.



ementation requires good management structures and effective public private

partnership arrangements between the municipality and parking operators.

It should be clearly understood that the objective of parking management is not to satisfy the

emand for parking by devising "parking projects".



ance and tree planting, helping to establish local buy-in for parking management (Figure

Cities to aim to convert 400 equivalent car space (ECS) into IT enabled and monitored, market

parking spaces per 1 lakh population.

42

ng clean waterways.



ementation requires good management structures and effective public private

to satisfy the



in for parking management (Figure 12).

Cities to aim to convert 400 equivalent car space (ECS) into IT enabled and monitored, market-priced

Figure 12: Use of parking meters in San

Public Transport projects

Bus fleet and facilities improvements

In most cities, high demand for PT and low availability of transpo

are overburdened and usually of poor quality. Bus fleets have increased marginally over the past

decade but remain far short of international benchmarks. As per the MOUD service level benchmarks

for urban transport, the minimum bus fleet per lakh population required is 60 or more buses to achieve

service level 1.2

To better match the bus supply to travel, cities require additional buses to expand their fleet

keeping with MOUD service level benchmark.

In order to store and maintain these, additional bus depots and terminals are also required in numbers,

duly, proportionate to the said fleet requirement. In addition, bus stops also need upgrading with

shelters, seating arrangements and real

2http://jnnurm.nic.in/wp-content/uploads/2010/12/SLB

: Use of parking meters in San Francisco (left) and real-time parking information display in Beijing (right)

Bus fleet and facilities improvements

In most cities, high demand for PT and low availability of transport vehicles means that existing buses



e minimum bus fleet per lakh population required is 60 or more buses to achieve

To better match the bus supply to travel, cities require additional buses to expand their fleet

keeping with MOUD service level benchmark.

tore and maintain these, additional bus depots and terminals are also required in numbers,


shelters, seating arrangements and real-time arrival information to enhance its user experience.

content/uploads/2010/12/SLB-Urban-Transport.pdf

43

time parking information display in

rt vehicles means that existing buses



e minimum bus fleet per lakh population required is 60 or more buses to achieve

To better match the bus supply to travel, cities require additional buses to expand their fleet - in

tore and maintain these, additional bus depots and terminals are also required in numbers,


o enhance its user experience.

44

Key attributes to be satisfied by bus fleets

• Supported by ITMS, bus depots, terminals, bus stops

• Of UBS II or better specification as recommended by MoUD

Paratransit

Informal public transport systems that use regular or mini buses, vans and shared auto rickshaws are

seen in many Indian cities. They address the need of affordable mobility for many people in absence

of a formal city bus service.

The issues observed with such paratransit services are irregularities in licensing and registration,

absence of well-defined routes and fares, and poor maintenance leading to uncomfortable ride quality

and pollution.

The paratransit services need not be completely eliminated while establishing a formal, modern city

bus service. Instead they can be integrated as feeder services to extend the reach of the formal city bus

service. With well-defined fare structures and better regulation and monitoring, paratransit can give a

higher quality commuting option to people.

MRT

An MRT system provides a rapid, reliable, high quality and attractive mobility option. Successful

rapid transit systems attract ridership by offering a high level of efficiency, safety, and convenience to

their customers. To achieve these qualities, rapid transit systems combine a minimum set of design

features, including dedicated ROW, step less boarding, and off-board fare collection. The most

common MRT systems are metro, LRT and BRT, all of which provide these design features.

Typically, MRT systems operate on trunk lines that have medium to high demand. They depend on

feeder services to provide last mile connectivity and are a preferred mode when trip length is long.

Further, constructing an MRT system is a time consuming activity that involves detailed planning and

high costs. This effort and cost is substantial for rail based systems like Metro and LRT, but is much

lower for BRT. The PT toolkit discusses these aspects in greater detail and provides a framework for

choosing the right MRT option for a given context.

For the purpose of this toolkit, it suffices to say that the effort and cost associated with rail based

MRTs may be justifiable for only a handful cities in India. A larger number of cities may benefit from

a street-level BRT system.

Key attributes to be satisfied by MRT systems

• Should be of a very high quality to attract users of PMV

• Should include edge-to-edge improvements, comprising of NMT infrastructure and parking

restrictions for PMV

• Should be prioritized on high demand corridors rather than in fringe areas of the city

Taxi services

Private auto rickshaw and taxi services offer the convenience of a PMV without the need for

ownership or use. It is strongly desired that the auto rickshaws follow the most modern emission

norms that would be in force from time to time. The rickshaws should also provide seating comfort to

both passengers and the driver alike, while also providing better visibility of the surroundings.

The fare charged by the auto rickshaws should track the price of inputs such as vehicle payments,

petrol, and insurance in order to provide a fare that is affordable for customers and economically

viable for drivers. In addition, there should be transparency in the fare being charged to the commuter.

This can be achieved by mandating electronic meters as are commonly found in several Indian cities.

Private call taxi services have recently entered the market. The government should provide a

constructive regulatory environment for these services, which offer a convenient mobility option for

customers.

Cycle Rickshaw

The cycle rickshaw, although a form of taxi service, deserves a special mention. It is an efficient, low

cost, non-polluting taxi vehicle that can serve as an excellent transport option for short

Punitive measures intended to restrict the use of cycle rickshaws in some Indian cities must be

replaced with a supportive regulatory environment that recognizes the important role of cycle

rickshaws in India’s mobility system.

Fleet modernisation can make the cycle rickshaw lightweigh

Contemporary cycle rickshaws use an ergonomic tubular frame and have optional multi

These vehicles are 30 per cent lighter and also have a longer lifespan with lower maintenance and

repair costs. They are priced at par with the traditional cycle rickshaw. The comfortable passenger

seating, easy step-in boarding, canopy overhead, luggage space, and jerk

customer experience.

Figure 13: Modern rickshaws are

Shared mobility

Shared mobility, such as share-autos and shared vehicles using technology based systems are

becoming increasingly popular due to its ability to conveniently request, track, and pay for trips using

mobile phones. The more people use shared mobility, the more likely they are to own fewer cars,

spend less on transportation, and use public transport. Shared modes provide publicly available

private transport with the comfort of a private vehicle. Public transport agenci

opportunities to collaborate and form public

information, and payment methods.

Public bicycle sharing

Public bicycle sharing (PBS) is a flexible form of “personal public transport

closely spaced network of stations. With the use of a smart card or other form of identification, a user

can check out a cycle from a station and use it for a short ride, and return it to any other station. They

are often placed near PT systems to provide last



The cycle rickshaw, although a form of taxi service, deserves a special mention. It is an efficient, low

polluting taxi vehicle that can serve as an excellent transport option for short

restrict the use of cycle rickshaws in some Indian cities must be


rickshaws in India’s mobility system.

Fleet modernisation can make the cycle rickshaw lightweight, safer, and more comfortable.

Contemporary cycle rickshaws use an ergonomic tubular frame and have optional multi


d at par with the traditional cycle rickshaw. The comfortable passenger

in boarding, canopy overhead, luggage space, and jerk-free ride make for a better

: Modern rickshaws are lightweight and ergonomic.

autos and shared vehicles using technology based systems are


he more people use shared mobility, the more likely they are to own fewer cars,


private transport with the comfort of a private vehicle. Public transport agencies should identify

opportunities to collaborate and form public-private partnerships, including integration of services,

information, and payment methods.

Public bicycle sharing (PBS) is a flexible form of “personal public transport” with cycles stored in a



ear PT systems to provide last-mile connectivity (Figure 14).

45



The cycle rickshaw, although a form of taxi service, deserves a special mention. It is an efficient, low-

polluting taxi vehicle that can serve as an excellent transport option for short-distance trips.

restrict the use of cycle rickshaws in some Indian cities must be


t, safer, and more comfortable.

Contemporary cycle rickshaws use an ergonomic tubular frame and have optional multi-gear systems.


d at par with the traditional cycle rickshaw. The comfortable passenger

free ride make for a better

and ergonomic.

autos and shared vehicles using technology based systems are


he more people use shared mobility, the more likely they are to own fewer cars,


es should identify

private partnerships, including integration of services,

” with cycles stored in a



Figure 14: Modern cycle sharing systems feature a dense network of stations. A user checks out a cycle using an RFID-enabled smart card and can cycle design is critical the branding and reliability of the system. The cycle should be a unisex

Intermodal integration

For a city’s public transport system to function as a coherent network, pass

transfer easily from one mode to another. Integration does not merely mean placing stations for

multiple public transport modes close together. Instead, it involves the detailed design of stations

incorporating the following featu

• Short, direct walking paths for transferring passengers

• Minimal level differences

• Adequate clear space to prevent bottlenecks

• Protection from sun and rain

• Public information

Safe, comfortable intermodal stations that are integrated with other means o

fundamental for the operations of PT systems. Railway station, airport, and regional bus service

stations should be the major multimodal integration locations wherein PT services can be fully

integrated with and supported by other mode

services, shared auto rickshaws, and private rickshaws).

Transit Oriented Development projects

TOD Plan

TOD Plan can inform regulatory changes to the city master plan in order to increase built

people density near mass transit stations; enable mixed land uses; regulate off

create people oriented places.

: Modern cycle sharing systems feature a dense network of stations. A user checks out a enabled smart card and can return it to any other station. A unique, robust

cycle design is critical the branding and reliability of the system. The cycle should be a unisex model with an adjustable seat.

For a city’s public transport system to function as a coherent network, passengers need to be able to



incorporating the following features:

Short, direct walking paths for transferring passengers

Minimal level differences

Adequate clear space to prevent bottlenecks

Protection from sun and rain

Safe, comfortable intermodal stations that are integrated with other means of transportation are



integrated with and supported by other modes of transport (especially other PT modes like feeder

services, shared auto rickshaws, and private rickshaws).

Transit Oriented Development projects

TOD Plan can inform regulatory changes to the city master plan in order to increase built

people density near mass transit stations; enable mixed land uses; regulate off-street parking; and

46

: Modern cycle sharing systems feature a dense network of stations. A user checks out a r station. A unique, robust

cycle design is critical the branding and reliability of the system. The cycle should be a unisex

engers need to be able to



f transportation are



s of transport (especially other PT modes like feeder

TOD Plan can inform regulatory changes to the city master plan in order to increase built-up area and

street parking; and

47

Building new roads / links

Any new roads or links to be built to establish or improve connectivity, e.g. across rivers and

railways, or to join fast developing suburbs, should be designed so that they prioritize convenience of

pedestrians, public transport and cycling. They would have to be specifically designed as such by an

urban designer.

Other projects

Freight

Cities should ensure appropriate goods vehicles are utilized as per their activity, by regulating loading

and movement timings. It is essential for cities to develop freight policies that regulate large

commercial deliveries and loading activities such that they do not interfere with the convenience,

comfort, and safety of users of various modes of transport. Priority must be given to management of

street space and safety during these timings.

For smooth operations of freight services, cities should consider truck terminals at appropriate

locations to facilitate and control the movement of freight and heavy vehicles, look at land availability

and plan accordingly.

What is not a sustainable transport solution?

Relying on old-school solutions, such as widening roads, building flyovers and elevated expressways,

are not viable options for Indian cities. Often city governments widen roads or build flyovers to

facilitate movement of motor vehicles and ease traffic congestion. This solution is short-lived because

expanding the available road space initially increases speed and comfort and thereby encourages more

people to travel in PMVs. More and more users take to the route until the wider road returns to its

original level of congestion—but with significantly more vehicles stuck in traffic. Instead of trying to

make using PMVs simpler, cities should focus on making sustainable modes convenient, attractive

and safe.

Yet, it may be desirable to widen a road at a specific location if it can remove a bottleneck and the

road width of the resultant continuous stretch of road can be prioritized for pedestrians, public

transport and cyclists.

Road dividers, often over 0.5m tall, with no pedestrian crossing opportunities, are often erected to

facilitate fast and uninterrupted movement of motorised vehicles. This inconveniences pedestrians,

who then tend to jump over the dividers, leading to unsafe situations. If it is absolutely necessary to

build dividers to prevent chaotic vehicular crossings, mid-block pedestrian crossings with adequate

refuges must be provided at every 200 meters or less, located where pedestrians are expected to cross

the street.

Pedestrian foot-over bridges or subways are often considered at busy intersections as projects that

make pedestrians safer. However, these are inconvenient to use by most people, regardless of age or

gender. Due to the difficulties associated with the use of this infrastructure, pedestrians continue to

cross at ground level. At the same time, drivers might assume that pedestrians would use the bridges

or subways, and may not expect them on the road. Instead of building such infrastructure, it is

possible to provide a safe passage for pedestrians to cross roads by staggering the signal phases so that

pedestrians can cross a road when corresponding vehicular flow has a red signal.

Thus, cities should construct wide, dedicated footpaths along with cycle tracks along major streets to

improve safety for NMT users.

Output indicators to achieve the goals

Since the “Sustainable Transport” Scen

cities should adopt the same initiatives. These initiatives, or actions undertaken by the city to achieve

the goals and principles, are listed in the two tables below.

Table 11: Identified initiatives for

The target metric for most of the initiatives can also be derived from the tool used for quantifying the

sustainable transportation initiative, and is suggested in the table below for

implement these initiatives and meet the suggested metric, there are high chances that they will be

very close to the goals.

The “target year” indicates the year by which the metric should be achieved, after the SMP is

prepared.

It must be noted that meeting the goals is the real objective

estimating or cross-checking budgetary requirements.

Output indicators to achieve the goals

Since the “Sustainable Transport” Scenario can help our cities achieve our goals, it is clear that the


the goals and principles, are listed in the two tables below.

: Identified initiatives for each of the goals and principles


sustainable transportation initiative, and is suggested in the table below for easy reference. If cities



It must be noted that meeting the goals is the real objective - the metrics given below will only help in

checking budgetary requirements.

48

ario can help our cities achieve our goals, it is clear that the


of the goals and principles


easy reference. If cities



the metrics given below will only help in

49

Table 12: Minimum metrics for outputs/initiatives

Initiative Minimum metric Target year

IRC 103-2012 compliant footpaths on both sides of streets with ROW ≥ 12 m

40% of street length

80% of street length

5th year

10th year

For streets <12m wide: a footpath on one side and/or traffic calming measures

Traffic calming measures on:

50% such streets by

100% such streets by

5th year

10th year

Cycle tracks for streets ≥ 24 m ROW

40% of street length safe for cycling

80% of street length safe for cycling

5th year

10th year

City buses 3 40-60 buses per 1 lakh population

5th year

MRT 50% of metropolitan population lives within 500 m of a rapid transit station

10th year

Parking management 400 equivalent car space (ECS) of IT enabled and monitored, market-priced parking per 1 lakh population

Off-street:

Minimum parking requirements abolished. Maximum parking space restricted to 30% of plot area, including access and ramps.

5th year

Transport facilities fully accessible to persons with disabilities (# for Tier 2, at least)

All footpaths and road crossings

All transport facilities

5th year

10th year

TOD included in the Development Plan (# if there are MRT metrics, see above)

All MRT corridors identified as TOD corridors.

For TOD: The allowed density in TOD zones4 is thrice of the density allowed in non-TOD zones.

5th year or next DP, whichever is earlier.

3 Source: MOUD service level benchmark for Urban transport - jnnurm.nic.in/wp-content/uploads/2010/12/SLB-Urban-Transport.pdf

4 A TOD zone is area that is within 500m walk of a rapid transit station.

50

Activity 4.1.1: Identify, locate, and quantify sustainable transport projects

Using the above guidelines, cities should determine complete street, public transport, and TOD projects

and its estimated quantities.

For the purpose of identifying and quantifying Complete Street projects, cities should:

1. Identify locations for each of the projects based on the guidelines provided in Task 4.1, under

the subheading Complete Street projects.

2. The location of each project can be demonstrated with the use of maps:

1. Map 1: Proposed footpath and cycle tracks

2. Map 2: Proposed pedestrian zones

3. Map 3: Proposed greenways

4. Map 4: Proposed parking management

3. Measure the kilometres/area for each of the projects on site or by using Google Maps.

4. Ensure that the quantity for each of the projects meets the ‘Minimum metrics for

outputs/initiatives’ in Table 7.

For the purpose of identifying and quantifying Public Transport projects, cities should:

1. Identify location for any proposed MRT, PBS, and areas for multi-modal integration based on

the guidelines provided in Task 4.1, under the subheading ‘Public Transport projects’.

2. The location of each project can be demonstrated with the use of maps:

1. Map 1: Proposed MRT corridor

2. Map 2: Proposed PBS stations

3. Map 3: Proposed location of multimodal integration

3. Measure the kilometres/area for MRT, PBS, and multimodal integration on site or by using

Google Maps.

4. Ensure that the quantity for each of the projects meets the ‘Minimum metrics for

outputs/initiatives’ in Table 12.

5. Calculate quantities required for public transport improvements:

1. Bus fleet

2. Bus shelters

3. Bus depots and terminals

6. Ensure that the quantity calculated for each of the above public transport improvements meets

the guidelines mentioned in Task 4.1 under the subheading ‘Public Transport projects’ and the

‘Minimum metrics for outputs/initiatives’ in Table 12.

7. Provide a map with the locations of each of the projects proposed (Figure 15).

51

Figure 15: Sample of maps illustrating sustainable transport proposals for MRT (left) and complete streets (right)5

Activity 4.1.2: Adopt project timeline

Cities should adopt a project timeframe that indicates planning and design, as well as its

implementation stages, as illustrated in Table 13.

While developing such a timeline, cities should give consideration to the difference between “priority”

and “importance”. Higher priority implies projects that must be started immediately. Higher

importance implies projects the city cannot do without. Priority of a project can increase over time, but

its importance would not change in most cases. For example, “BRT” is a highly important project for a

city a population of 9 lakh, considering its planning horizon of 15 years; but work on BRT can be

started after 5 years. Therefore, BRT is not a high priority project as of now. After 5 years, the

importance of BRT does not change, but the project becomes “high priority”.

The cities could use the following sequence to determine the importance and priority of projects-

1. List down all projects.

2. Identify projects which, if not implemented, will seriously hamper the city's 15 year

transportation goals. These are projects with high importance. These must be implemented

within the implementation horizon.

3. Identify projects that must be started as soon as possible. These are projects of high priority.

Typically these would include construction of footpaths, procurement of buses (since it may

take a year before the city gets the delivery of buses).

In the example shown below, projects with high importance are stated in bold, black font, also marked

“Y” in the first column. Projects with high priority start in the very first year. Projects with medium

priority can start in the 2nd-4th years. Low priority projects would start in 5th year or beyond.

Use the tool “SMP-project-timeline-170509.xlsx” to enter this information and produce a graphic as

shown below.

Table 13: Example of project timeline. Planning and design work for the respective project is shown in darker shades, while implementation and civil works are indicated in lighter shades.

5 Sustainable cities through transport for Tamil Nadu cities, December 2013.

52

53

On-going projects

Before deciding which new projects to implement, cities should assess ongoing and planned projects

to see whether they support sustainable transportation. Projects that do, should be continued. Projects

that encourage unsustainable modes should preferably be stopped, or modified to the extent possible

as suggested by the table below.

Table 14: On-going project interventions

Proposed project Supports sustainable modes?

Suggested precaution / interventions

NMT facilities: footpath, cycle tracks, greenways, pedestrian zones

Yes Ensure compliance with IRC standards.

PT improvements: new buses, bus shelters, terminals, and depots

Yes Provide world-class infrastructure.

MRT Yes Ensure multi-modal integration.

Flyover No Should be prevented from implementation.

If construction has already started, should provide a dedicated bus lane.

Road widening Conditionally At least all acquired space, if not more, should be allocated for PT and NMT infrastructure.

New roads and links Conditionally New roads and links should preferentially allocate space for PT and NMT infrastructure.

Foot-over bridge No Should be prevented from implementation; or, must have adequate lighting and surveillance.

Multi-level car parking facility No Should be prevented from implementation.

If construction has already started, reduce on-street parking by at least equal number of slots. Make any remaining on-street parking more expensive than the multi-level facility, which itself should be priced to recover the capital expenditure and O&M costs from the users in about 5 years.

54

Activity 4.1.3: Address ongoing projects

List all major ongoing projects, including not only projects under implementation, but also projects for

which budgets are sanctioned and plans / reports are approved. Using the guidelines above, recommend

what the city should do with the projects. A template is suggested below.

Table 15: Example template to address ongoing projects

Project Supports sustainable modes?

Suggested precaution / interventions

A 12 km network of cycle tracks

Yes Continue with the project

Flyover at PQR chowk, already under construction

No The flyover should provide a dedicated lane for buses, in both directions

Flyover at XYZ chowk, proposed

No The flyover may be cancelled. It is proposed that the roads meeting at XYZ chowk would have a reliable public transport; therefore the congestion at the said chowk is expected to reduce substantially.

Task 4.2: Budgeting for sustainable transport modes

The following table summarizes unit costs of transport investment in public transport systems, NMT,

and parking management, and is provided to assist estimating the investments a city would need.

Table 16: Indicative transport investment cost per unit

Area Project Cost (Rs Crore)

Cost Unit

NMT Footpath 2.4 Per km

Cycle Track 2.4 Per km

Pedestrian zone 2.0 to 5.0 Per km

Cycle Sharing system 0.01 Per cycle

Greenway 2.4 Per km

Public Transport Semi-low floor buses 0.4 Per bus

Low-floor buses 1.0 Per bus

New bus depot 10.0 Per 100 buses

New bus terminal 5.0 Per 100 buses

Upgrading existing bus-stops

0.1 Per shelter

New bus stops 0.13 Per shelter

ITS improvements with control centre

3.5 Per 100 buses

Customer 5.0 Per unit

55

Area Project Cost (Rs Crore)

Cost Unit

Information Centre

BRT 20.0 Per km

Elevated Metro 150.0 - 300.06 Per km

Underground Metro 400.0 - 500.0 Per km

LRT 100.0 - 200.07 Per km

Road Improvements Complete Arterial Street

10.0 Per km

Traffic Reduction On street parking management

- -

Activity 4.2.1: Prepare a budget plan

Cities should:

• Prepare a budgetary note, based on the quantity/length of the project proposed (Table 15) and

the costs identified in the table above; cities can use XLS file 3 (XLS 3: Sustainable transport

budget plan) to plug-in transport units to determine the cost.

• Provide a map with the locations of each of the projects proposed (Figure 16).

Figure 16: Maps illustrating sustainable transport proposals for BRT (left) and NMT (right)8

• Work out an annual outlay and mention it in the SMP. For example, if the entire project plan

arrived at above adds up to ₹ 2,000 Cr, and is to be implemented by 2026, your city would need

to allocate approximately ₹ 200 Cr annually - but this allocation could be ₹ 180 Cr for a given

year and ₹ 220 Cr for another, depending on which projects are planned when.

• Ensure that the annual budget of your city follows the outlay. As a rule of thumb, about 75% of

the annual capital expenses budget for transportation should be for projects listed above.

6Bengaluru metro rail Phase 2 DPR- http://bmrc.co.in/pdf/phase2/phase2forweb.pdf and Nagpur Metro DPR-http://www.metrorailnagpur.com/pdf/DPR.pdf

7 CSTEP study: Need for support on Public bus Transport , May 2015- http://www.cstep.in/publications/reports/index/2/2015/5

8 Sustainable cities through transport for Tamil Nadu cities, December 2013.

56

Task 4.3: Exploring financing options

Traditionally, cities have been financing their transportation projects through the following sources:

• Revenue from respective city municipal corporations

• Grants, assistance from the State and the Central Government,

• Grants and/or loans from external agencies

• Public private partnership (PPP)

Cities can also explore the following additional options to reduce dependency on external aided

funding and to augment funding of the projects planned in the SMP:

• Urban transport fund

• Municipal bonds

• Leveraging land value near transit

• Parking fees

• Congestion and road pricing

• Taxation on vehicle ownership and use ( green surcharge, cess)

• Tax /fees on property for local area improvements

• Zoning and density incentives

• PPP for infrastructure improvements and public transport operations

Refer to Annexure 8 for a detailed description on each of funding options.

Summary:

• Investing in sustainable urban transport projects is cost efficient as compared to building

infrastructure that only supports use of private motor vehicle.

• Cities should identify projects to help achieve the goals outlined in the SMP. These include

NMT infrastructure such as constructing footpath and cycle tracks, public transport projects to

improve city bus services, regulate paratransit, and implement MRT, and TOD initiatives to

promote compact built form.

• Old-school solutions, such as widening roads, building flyovers and elevated expressways, are

not viable options for Indian cities. These are short-lived solutions that initially expand

available road space, increase speeds, encourage more people to travel in PMVs, and

eventually get congested again.

• Constructing pedestrian foot-over bridges or subways should be restricted. They are

inconvenient to most people, regardless of age or gender. Pedestrians should be allowed to

cross safely at-grade.

• Cities must prepare budgets to identify the investment required to implement NMT-PT

projects.

• Cities must refer to supporting toolkits: Complete Streets, Public Transport, and Transit

Oriented Development Toolkit, to prepare detailed plans for specific project preparation,

implementation, management, and monitoring.

57

Step 5: Plan implementation

The tasks described in this step are not part of preparing the SMP. However, a city must execute them

to achieve its transportation goals. This chapter is provided mainly to complete the loop between

planning and monitoring steps.

Key points:


• Understand the functionality of a Unified metropolitan transport authority (UMTA);

• Understand the functionality of a SPV;

Task 5.1: Preparing detailed project report

The SMP forms basis for sustainable transport projects that the city should plan and implement in the

proposed implementation horizon. The projects identified in the SMP will guide the cities prepare a

Complete Street Master Plan, Public Transport Plan, and a Transit-Oriented Development plan.

In order to prepare these three plans, cities should use the following toolkits for project preparation,

implementation, management, and monitoring:

• Complete Streets Toolkit

• Public Transport Toolkit

• Transit-Oriented Development Toolkit

The complete streets toolkit would provide guidance on creating streets that are inclusive and meeting

the needs of all roads users, with a focus on facilities for those using sustainable modes, i.e., walking,

cycling, and public transport. It will include:

• Framework for developing a Complete Streets Master Plan

• Street design guidelines and standards

• Detailed street design and implementation processes

• Framework for capacity building including guidance on setting up a street design cell

• Process of procuring the services of consultants and contractors for developing detailed

design, including model terms of reference (TOR)

• Framework for parking management, including guidance on pricing, enforcement and parking

revenue management

• Request for Proposal (RFP) and contract documents for developing detailed parking

management plan and implementing parking management system.

• Framework for capacity building including guidance on setting up a parking management

cell.

• Monitoring framework for Complete Streets.

The public transport toolkit focuses on city bus services, paratransit services, shared mobility, and

BRT, which are accessible, equitable and low- cost. The toolkit will include:

• Formats for surveys and analysis to assess public transport demand and service planning,

including route structuring and service frequency;

• Institutional framework, including the role of a Special Purpose Vehicle (SPV) and staffing;

58

• Framework for public private partnership (PPP), including model service procurement and

contract documents;

• Service level benchmarks and service quality monitoring;

• Designing and implementation of BRT

The transit oriented development toolkit will provides cities with a framework for transit -oriented

spatial planning, regulation, financing, and monitoring including:

• Tool to assess built space requirements for various functions such as housing (for various

socio-economic groups), office, retail, education, recreation, and others, as well as open space

requirements, based on increase in population and urban activity;

• Guidelines on allocation of building density and parking supply depending on access to mass

rapid transit

• Guidelines on built form (urban design);

• Tool to assess transport as well as non -transport infrastructure needs to service TOD

• Template for budgeting, identifying potential sources of funding and financing, and fund

management

• Institutional framework for effective planning, implementation, financing, and monitoring.

Detailed project reports (DPRs) can be prepared after this task.

Task 5.2: Establishing Implementation framework

Establishing UMTA for inter-agency coordination

Effective inter-agency coordination is essential to guide the planning process, oversee

implementation, and manage ongoing operations of transport systems in the city. The city must

establish a unified metropolitan transport authority (UMTA) as the main planning body to coordinate

activities among transport bodies to best utilise the available infrastructure facilities and resources.

The UMTA must develop a strong internal team including a chief executive officer, chief programme

officer, chief finance officer, and support staff in order to prepare plans, evaluate project proposals,

and provide technical assistance to member authorities.

The UMTA will undertake the following activities to support the deliverables of successful public

transport projects in each of the cities9:

• Convene regular meetings of key transport system actors in the city to facilitate the exchange

of information about projects currently under information, to exchange information on best

practices, to coordinate strategic plans, and develop designs for intermodal facilities.

• Develop a database of indicator data to monitor transport service levels, usage patterns, and

trends, and populate the database with information gathered from transport operators and

primary surveys. The database will be updated on a monthly basis.

• Develop a knowledge-sharing portal to facilitate the sharing of information about transport

projects currently under implementation. The portal can aid in making best-practice plans,

reports, and tender documents available across all agencies.

• Facilitate surveys needed to gather transport data needed to provide technical support.

While an UMTA can take up to a year to set up, cities can form a Land Use and Transit Integration

(LUTI) until the UMTA Act is passed at national/state level. A LUTI Task Force can be created

within 2 months of SMP preparation announcement, to prepare the SMP, followed by the CS, PT, and

9 Reference Bill for establishing a Chennai Unified Metropolitan Transport Authority can be found here: http://www.thehindu.com/multimedia/archive/00287/Chennai_Unified_Met_287799a.pdf

59

TOD plan. The LUTI Task Force will comprise representation from the UDA /RDA, ULB, Mass

Transit Authority (MTA), and PT Authorities.

A LUTI Committee should be created within 3 months of the announcement of the SMP preparation

to review and monitor the preparation of the plans. LUTI Committees should include representation

from the following authorities - MTA, UDA /RDA, ULB, Bus Transport Authority, Traffic Police,

Police, RTO, State Transport Undertaking (STU), Urban Development, Transport and Pollution

Control Departments. Additionally, all concerned state departments and central ministries must be

included depending on the city /metropolitan area.

The State should work toward setting up of a UMTA in all urban agglomerations with a population of

5 lakh and above, within 12 months of the announcement of the SMP. In these cities, the erstwhile

LUTI Committee will transition into the UMTA within this time frame.

Establishing SPV to manage operations

A single SPV should be established in the city to focus on planning, scheduling, implementation and

monitoring of all sustainable transport projects in the city, such as on-street parking management,

PBS operations, and MRT system. In general, the SPV will aim to maximize the quality of service at

the minimum possible cost. The responsibilities of the SPV include:

1. Operations management:

1. Monitoring the operations of sustainable transport projects and adherence to service

level standards, while ensuring proper enforcement mechanisms are in place;

2. Ensure safety and security on public transport systems

3. Oversee the collection of fare revenues from public transport, cycle sharing system

and parking management and issue payments to service providers.

2. Planning and regulation:

1. Propose fare structures for public transport modes (as described earlier) as well as

user fee for parking and other street uses.

2. Undertake regular assessments of travel patterns in order to expand as well as

optimize the cycle sharing system;

3. Frame policies towards promoting sustainable transport and controlling the growth of

private motor vehicle use;

4. Plan for the expansion of the on-street parking management system.

5. Ensure that public transport vehicles satisfy the pollution control standards set out by

the Central Pollution Control Board, Government of India.

6. Plan for integrated operations of MRT systems, including route definitions,

schedules, fleet sizes, and physical infrastructure requirements.

3. Project implementation and contracting of services:

1. Execute requests for proposals for the design and construction of various

infrastructure projects, including bus procurement, the creation of MRT stations,

terminals, depots, and rapid transit infrastructure, and on-going facility maintenance.

2. Procure services from private sector service providers for operating the cycle sharing

system and parking management through fair competitive bidding process.

4. Financial management:

1. Prepare financial plan for public transport operations;

2. Manage the Urban Transport Fund (UTF) and develop policies to guide the use of

UTF resources to support the implementation of sustainable transport projects.

5. Marketing:

1. Employ print, radio, social media, and other mechanisms to promote the use of

sustainable transport projects.

2. Develop partnerships with external government agencies, business, NGOs, and other

local stakeholders to promote the use of sustainable transport in the city.

Structure of SPV

The SPV should comprise of a team of specialists hired on competence in management and transport

planning. The figure show illustrates the structure of the SPV which should be headed by a board of

directors, a managing director and four primary departments

and finance; and communications and marketing.

Figure

Develop partnerships with external government agencies, business, NGOs, and other


rise of a team of specialists hired on competence in management and transport


directors, a managing director and four primary departments—planning and desig

and finance; and communications and marketing.

Figure 17: Internal structure of the SPV

60

Develop partnerships with external government agencies, business, NGOs, and other


rise of a team of specialists hired on competence in management and transport


planning and design; operations; admin

61

The Board plays an important role in decision of fare structure, system expansion and implementation

of policy-level decisions. The board of directors will include the heads of various state and local

entities including the Regional Development Authority, Urban Development Department, Traffic

Police, and RTO. The Board may constitute an Advisory Panel comprised of technical experts as well

as representatives of local academic institutions. A suggested structure of the board is:

• District Collector (Chairperson)

• Commissioner, Municipal Corporation

• Chairperson, Corporation Standing Committee

• SP, Traffic Police

• Managing Director, SPV

• Highways Department

• Local Planning Authority

• State transport undertaking/Road transport corporation

• Traffic Police

• RTO

Task 5.3: Implementing sustainable transport projects

In order to achieve sustainable transport goals, cities should implement their proposed projects. Each

of the three specific toolkits: Complete Streets Toolkit, Public Transport Toolkit, and Transit Oriented

Development Toolkit, details a methodology on how to implement projects - from hiring consultants

to preparing DPRs (mentioned in Task 5.1).

Implementation timeframe for each project will vary from city to city. However, cities should ensure

that projects are complete within the timeframe set in their goals. All projects should be monitored

and evaluated as per the methodology detailed in Step 6 of the Toolkit.

Summary:

• A city should form a UMTA as the planning, monitoring, and coordinating agency for key

transport system actions.

• UMTA will develop a data collection system for programme monitoring.

• UMTA will also be responsible for communicating with the public and get their support for

sustainable transport initiatives.

• Cities should establish a sustainable mobility SPV to plan and implement all sustainable

transport initiatives.

• The SPV will anchor the design, development, roll-out, and the day-to-day operationalisation

of sustainable transport projects.

62

Step 6: Monitoring and evaluation

Key points:


• Determine the necessary actions for carrying out proper monitoring of the implementation

aspects of the SMP.

• In view of the data generated from the monitoring system, evaluate the proposed goal-

attainment.

Monitoring and evaluation (M&E) should be used as a management tool for the overall SMP planning

process as well as for specific initiatives and projects. Through M&E, the impact of initiatives

developed through the SMP, and the progress towards the goals set by the city, can be measured.

M&E is used to assess whether the SMP has been effective and represents the best value for the

money spent, or if it needs modification or enhancement.

M&E has several benefits including:

• Identify gaps between the objectives, the plan and its implementation;

• Quality management for all partners: planners, operators, politicians etc.;

• Efficient resource management.

Task 6.1: Developing a M&E framework

M&E requires continuous data collection and data analysis during implementation. In doing so,

monitoring serves the purpose of identifying issues, potential successes, and the need for

readjustments of the SMP. Monitoring helps in:

• Keeping track of the progress towards achieving the vision and goals

• Identifying problems, bottlenecks, and other challengers for on-time implementation

• Regularly informing stakeholders and citizens about the progress of measure implementation

Activity 6.1.1: Develop an M&E framework

1. M&E Cell and Data centre: An independent unit will be setup by the state government to

monitor the progress being made towards achieving SMP goals. Headed by a senior official,

the cell will be responsible for designing and implementing M&E framework and activities,

prepare reports and ensure accuracy and timely inputs for corrective decision making. The

cities will establish a data centre within a year of preparing the SMP, to collect and store data.

This data centre will be managed by the M&E Cell. The first set of data, called “baseline” data,

will be collected and published within 1 month of establishing the data centre.

2. The city will publish the most recent data every year and make it available to the public on a

website.

3. The progress of the city will be measured in terms of several parameters. Some parameters will

be measured annually. Other parameters will be measured twice in 5 years, since the milestones

are defined at 5 year intervals. A set of parameters and their respective frequency of

measurement is suggested in Table 17 below.

4. Cities will identify suitable indicators for each of the goals set in Table 16 and table 17.

63

5. It should be noted that for some goals the measurable indicators may be the same as the goals,

whereas for other goals there may be proxy indicators that would be measured. For each goal,

there are milestones to be achieved by the 5 and 10 year. Considering this, cities should

determine the target values of direct and proxy indicators for the milestone and horizon years

(5th, 10th and 15th year). While doing so, cities may consider that the initial progress may be

slow, then the improvements will catch momentum, and the improvements may slow down

again as the city approaches its target.

6. The identified indicators shall be easy to measure and specific. It should take into account the

available data sources and process to collect the information. Example - increase in PT trips

can be measured from daily ridership from the PT agency concerned.

7. Each indicator will be defined to provide summaries of data, such that it can be compared to

each of the goals and be used to improve performance, communicate performance, and

demonstrate accountability.

Table 17: Cities can monitor the progress of its plan by using, but not limited to, the following indicators.

Goals Indicator Desired direction

Source of verification

Timeline

Reduce vehicle kilometres travelled

Number of PMVs registered in last 2 years

Decrease Regional Transport Office (RTO)

(*)

PT ridership Increase STU Every year

Mode share of NMT (walking, cycling)

Increase Estimates from household survey

(*)

Improve reach of PT

% population living within 500 m of PT bus stop and frequency of 12 buses per hour

Increase Household survey

(*)

Improve reach of MRT

Length of MRT system built

People near transit (within 500 m of MRT)

Increase

Increase

Google map

Mapping of built up area near MRT stations

Sale of premium FSI

% of vacant and underutilised lands available for mixed use development

(*)

Provide universal accessibility

% of public transport and NMT facilities in compliance with “Persons with Disabilities Act, 1996

Increase Inventory of PT and NMT facilities - refer to Complete street toolkit

(*)

64


Size of bus fleet: % of desired fleet at 50 high quality buses/ lakh population

Increase STU (*)

Improve traffic safety

Number of fatalities per lakh population per year

Decrease Traffic police Every year

Length of streets with IRC:103:2012 compliant, unobstructed footpaths, per lakh population

Increase Before and after NMT survey- refer to Complete Street toolkit

(*)

Length of roads with cycle tracks + cycle-only roads, per lakh population

Increase Before and after NMT survey- refer to Complete Street toolkit

(*)

Improve air quality

Number of poor air quality days

Decrease Measurement of CO, PM10, PM2.5, O3, SO2, NOx using CPCB guidelines10 OR

Data from respective State Pollution Control Boards

Every year

Total PMV kilometres travelled

Decrease Estimated from household survey

(*)

(*) These parameters could be measured twice in 5 years instead of annually. It is recommended that

the measurements are taken (a) 2 years before and (b) in the milestone year. This way, the city could

have an idea in advance whether an indicator might fall short of its target in the milestone year and take

necessary measures. On the other hand, if the city is has met an indicator consistently, it could choose

to measure it only once in 5 years.

1. Each of the indicators must be monitored as per a timeline. One timeline is suggested in the

table above. This will help the cities to review the progress in achieving goals set in their SMP.

If in case they are unable to meet the set targets, cities can “re-strategize priorities and projects

to achieve goals.

2. Some emergency steps may have to be taken if one or more indicators fail (cannot meet the

target). In such case, assess whether the city is lagging behind by 2 or more years (i.e.,

determine whether the city won’t be able to meet the goal for the current year even after 2

years). The following table suggests some emergency measures. Such a table should be

documented in the SMP of your city.

10 Source: CPCB Guidelines for Ambient Air Quality Monitoring, http://www.cpcb.nic.in/newitems/7.pdf

65

Table 18: Suggested measures and their indicators.

Goals Failed indicators Suggested measures

Limit VKT

Number of PMVs registered in last 2 years

Cap on number of PMVs sold per year not to exceed baseline year/ auction “right to buy”

Increase registration fees for newer vehicles

PT ridership Subsidize monthly pass or travel card to encourage PMV users to use PT

Make one day or weekly pass easily available

Integrate ticketing system for multiple transit modes

Mode share of NMT Increase bicycle parking

Implement / extend reach of non-pollutant transport like cycle sharing systems

Reduce on-street parking and improve enforcement

Limit parking supply in congested areas

Improve reach of PT

% population living within 500 m of PT bus stop and frequency of 12 buses per hour

People near transit (within 500 m of MRT)

Rationalise routes of existing bus services

Improve user information through ITS on buses, bus stops and terminals

Provide feeder services to developed areas/ increase their frequency

Extend MRT lines to core city

Increase density within 500 m of MRT stations

Redevelop publicly owned lands within TOD zones to reflect mixed use with higher densities

% of public transport and NMT facilities in compliance with “Persons with Disabilities Act, 1996

Retrofit bus stops and terminals to provide level boarding interface with city buses

Redesign and retrofit intersections and footpaths to make it fully accessible


Size of bus fleet: % of desired fleet at 50 high quality buses/ lakh population

Increase funding to procure high quality buses

Reduce funding to PMV-oriented projects(if needed)

Improve traffic safety

Number of fatalities / lakh population per year

Pedestrianise streets which are highly congested

Implement traffic calming measures like speed bumps, table top crossing in school zones and narrow streets

Make pedestrian crossings safer:

Redesign intersections

66

Provide mid-block crossings on arterial roads

Provide staggered pedestrian phase in traffic signals

Strictly enforce helmets for two wheeler riders and cyclists

Length of streets with IRC:103:2012 compliant, unobstructed footpaths/ lakh population

Length of roads with cycle tracks + cycle-only roads/ lakh population

Redesign streets to prioritise walking and cycling

Increase allocation for NMT projects in annual city budgets

Identify alternative sources like parking fees, municipal bonds to construct footpaths and cycle tracks

Improve air quality Number of poor air quality days

Conduct campaigns and special events like odd and even license plate numbers, car free Thursday

Retrofit buses > 5 years with more cleaner technology

Restrict use of PMVs more than 10 years old

Enforce PUC checks on all vehicles

Total PMV kilometres travelled

Encourage car-pooling among corporate employees

Implement parking pricing and management

Increase fuel pricing

Implement road pricing to discourage use of car

Summary:

• M&E is a management tool to assess the overall impact of the SMP.

• M&E is used to assess whether the SMP has been effective and represents the best value for the

money spent, or if it needs modification or enhancement.

• In order to monitor the progress cities make towards achieving SMP goals, an independent

M&E unit should be set up within the ULB headed by a senior official.

• Cities should establish a data centre within a year of preparing the SMP to collect and store

data.

• Data on specific transport projects should be monitored every 2-3 years.

• Cities should adopt a monitoring framework that will identify the whether or not projects are

being implemented within the timeframe, and identify gaps to achieve its overall goal.

67

Preparing an SMP

After all the above tasks are completed, cities should have all the information and data needed to write

the SMP for the city. The SMP should highlight that opting for a “Sustainable Transport” scenario

will not only save money for the city, but also will help it achieve its transportation objectives. Also

highlight that following the “BAU” scenario will make the situation worse in terms of all parameters -

congestion, pollution, safety.

It is recommended that the cities use the template “SMP-template-for-writing-SMP-semi-final-

170517.docx” provided in the toolkit to write the SMP, since it will achieve uniformity in all SMPs

prepared using this toolkit. However, cities are free to use their own format, if they so wish.

The SMP should be prepared within three-four months.

Table 19: Suggested schedule for preparing an SMP.

Step Topic Task Activity Supporting Documents

Week due

1 City vision 1.1 Adoption urban mobility principles

1.1.1 Adopting urban mobility principles

Week 2

1.2 Developing a mobility vision

1.2.1 Develop a city mobility vision

Week 2

2 Establishing baseline

2.1 Defining the planning area

2.1.1 Prepare the planning area map

Week 2

2.2 Reviewing plans and collecting data

2.2.1 Review plans and collect secondary data

Week 5

2.3 Collecting primary data

2.3.1 Collect primary data

Week 5

2.4 Assessing existing modal share and capital investments

2.4.1 Determine existing modal share by estimating motorised trip

Annexure 3: How to determine existing modal share by estimating motorised trips Excel sheet 1: “SMP-estimate-modalshare-noofvehicles-170509.xlsx”

Week 5

2.4.2 Determine existing modal share by household survey

Annexure 4: How to determine existing modal share by household survey

Annexure 5: Household survey form

Excel sheet 2: “SMP-determine-

Week 8

68

modalshare-household-survey-170509.xlsx”

2.4.3 Compare baseline transport investments and modal share

Annexure 6: How to compare baseline transport investments and modal share

Week 6

3 Goal setting 3.1 Evaluating business-as-usual transport scenario

3.1.1 Evaluate BAU scenario

Excel sheet 3:

SMP-evaluate-scenarios-170509.xlsx

Week 9

3.2 Setting goals for sustainable urban mobility

3.2.1 Set Goals Week 9

3.3 Evaluating NMT-PT based transportation

3.3.1 Evaluate NMT-PT based scenario

Excel sheet 3:

SMP-evaluate-scenarios-170509.xlsx

Week 9

4 Plan preparation/enhancement

4.1 Identifying transport projects

4.1.1 Identify, locate, and quantify sustainable transport projects

Week 10

4.1.2 Adopt project timeline

Week 10

4.1.3 Address ongoing projects

4.2 Budgeting for sustainable transport modes

4.2.1 Prepare a budget plan

Excel sheet 4: Sustainable transport budget plan

Week 10

4.3 Exploring financial options

5 M&E 6.1 Developing a M&E methodology

6.1.1 Develop a M&E methodology

Week 11

Annexure

Annexure 1: Constitution of Steering and Monitoring CommitteeAnnexure 1: Constitution of Steering and Monitoring Committee

69

70

71

Annexure 2: Constitution of Expert Committeere 2: Constitution of Expert Committee

72

73

74

Annexure 3: Comparison between SMP and CMP

Table 20: Comparison between SMP and CMP.

CMP SMP

Key focus Exhaustive study and preparation leading to detailed project estimates.

Time saving and economical.

Strategic planning using rule of the thumb estimates

Preparation timeframe Nearly 2 years 3 months

City size Metro/Large cities with population > 50 lakhs

Medium cities with population between 10 lakhs and 50 lakhs

Other cities with population < 10 lakhs11

Cities with population size < 50 lakhs

Preparation mode CMPs are prepared by hired consultants and submitted to cities.

City officials do not gain any insights in transportation planning and do not develop any ownership with the vision and plans suggested in CMPs.

A self-designed guide for cities with step by step process and tools for SMP preparation.

City officials would gain insights in sustainable transportation planning and own the vision and plans suggested in SMPs.

Data collection and analysis

Extensive data collection and complex demand models.

Consultants tend to use different methods for conducting surveys, modelling and estimating projected trips. There is scope for errors in data collection, model calibration, and analysis

Transport modes like paratransit and NMT not sufficiently analysed.

Provides minimum set of data requirements with formats

Step by step process, tools and templates for assessing urban transport needs.

Takes into account all the transport modes including NMT and all types of PT

Goals Goal setting follows NUTP 2006 and determined for long term planning horizon (20 years).

Goals are determined for 15 year planning horizon, along with intermediate milestones to help monitoring and evaluation.

Provides clear framework for setting urban mobility principles, visions and goals.

Planning horizon Planning horizon is defined for 20 years.

Planning horizon is defined for 15 years while implementation horizon is set for 10 years, allowing time for projects to mature and show their impact. It is expected last 5 years to be for upgrading and maintenance of infrastructure.

11 CMP revised toolkit- http://www.unep.org/transport/lowcarbon/PDFs/CMPToolkit_revised.pdf

75

CMP SMP

Monitoring and evaluation

M&E process is limited to evaluation of CMP preparation. There is no clear framework for “how” to monitor set goals and projects.

The toolkit provides step by step process for cities to develop M&E framework. List of specific and measurable indicators for each goals along with suggested timeline has been provided.

Annexure 4: Preparing Right of Way (ROW) on

It should be noted that the data obtained from Google Maps may not be accurate. In most cases, the

ULBs should have this data. Google Maps should be used only when the data cannot be obtained from

more reliable sources and actual measurements.

Task 1: Mapping of existing street network

As first step, the municipal engineer/ user need to identify and classify the entire street network within

planning area based functionality:

• National highways passing through the city

• State highways passing th

• Arterial roads

• Connecting roads

The municipal engineer need to map the streets as classified above using Google map (in case there is

no GIS shape files available). Make sure every street has a street name and functionality defined.

If there is GIS shape file already available for street

followTask 2 in this Annexure

If the city does not have street network mapped, follow below instructions for prep

and ROW map using Google map. For mapping purpose, following the street

Minimum requirements to access Google maps

• Computer or laptop

• Internet connection with good speed

• Web browser such as Google chrome, Internet Explorer or

• Google/Gmail Account username and password

1. How to create a new map

• Launch your web browser and click

• Sign in using the Google/Gmail account username and password and the user will

Google map homepage

• Next, click on Create a new map

figure 18)

Annexure 4: Preparing Right of Way (ROW) on Google Maps



more reliable sources and actual measurements.

street network


planning area based functionality:

National highways passing through the city

State highways passing through the city


available). Make sure every street has a street name and functionality defined.

already available for street network, then the city can go ahead and

in this Annexure to map the ROW width associated with each street.

If the city does not have street network mapped, follow below instructions for prep

and ROW map using Google map. For mapping purpose, following the street centreline

Minimum requirements to access Google maps

Internet connection with good speed

Web browser such as Google chrome, Internet Explorer or Mozilla Firefox

Google/Gmail Account username and password

to create a new map

Launch your web browser and click on Google

Sign in using the Google/Gmail account username and password and the user will

Create a new map and the user will be taken to an untitled map and layer (see

Figure 18: Google My Maps interface

76





available). Make sure every street has a street name and functionality defined.

the city can go ahead and

to map the ROW width associated with each street.

If the city does not have street network mapped, follow below instructions for preparing street work

centreline.

Firefox

Sign in using the Google/Gmail account username and password and the user will take to

nd the user will be taken to an untitled map and layer (see

2. How to title Google Map

To find your maps more easily, title the map. Example: [XYZ] city network map

• Click on the untitled map tab on left panel and rename the title and give a descriptio

required

• The details will appear when the map is opened again or shared it with others.

• It shall be noted that every time a feature or data is added the Google maps saves by default.

3. How to add layer in Google Map

Google map layers are like chapters in a book which stores all map related information. It is important

to create separate layers and define the data fields, styles etc. Once the user creates a new Google

map, an untitled layer will be create

• First step, click on the untitled layer and rename it as STREET NETWORK (for example)

• To add a new layer, click on

the above step to rename the layer.

4. How to add features to layer i

• The user can either create new features using the line or shape,

Figure

• Or, add existing layers (if any) by importing it from local PC drive. Imported la

in .KML format

To find your maps more easily, title the map. Example: [XYZ] city network map

Click on the untitled map tab on left panel and rename the title and give a descriptio

The details will appear when the map is opened again or shared it with others.

It shall be noted that every time a feature or data is added the Google maps saves by default.

Figure 19: Map title

in Google Map



map, an untitled layer will be created by default

First step, click on the untitled layer and rename it as STREET NETWORK (for example)

To add a new layer, click on ADD LAYER and a new untitled layer will be added. Follow

the above step to rename the layer.

4. How to add features to layer in Google Map

The user can either create new features using the line or shape, place mark

Figure 20: Adding elements to the map

Or, add existing layers (if any) by importing it from local PC drive. Imported la

77

Click on the untitled map tab on left panel and rename the title and give a description if

The details will appear when the map is opened again or shared it with others.

It shall be noted that every time a feature or data is added the Google maps saves by default.



First step, click on the untitled layer and rename it as STREET NETWORK (for example)

and a new untitled layer will be added. Follow

place mark tools in the toolbar

Or, add existing layers (if any) by importing it from local PC drive. Imported layers must be

• To add features to STREET

The cursor will change to + sign

• Start adding line and continue to follow the road network.

• To follow the road network or pattern, the user needs t

location (if using mouse).

• To complete the line, the user needs to bring the cursor to the start point and join by double

clicking on the line.

• Next, enter the street name and click save.

• To change colour of the shape, click onto right of the CITY BOUNDARY layer and select

suitable colour from palette.

• The user can also set the border width, transparency as required from the dropdown menu.

4. How to add data to the layer in Google Map

• Click on right side showing layer options of the STREET NETWORK

• Next click on open data table to view two fields

To add features to STREET NETWORK layer, click on ADD LINE or SHAPE

The cursor will change to + sign

Start adding line and continue to follow the road network.

To follow the road network or pattern, the user needs to drag or move the cursor to desired

location (if using mouse).

Figure 21: Adding a line to the map

To complete the line, the user needs to bring the cursor to the start point and join by double

the street name and click save.

of the shape, click onto right of the CITY BOUNDARY layer and select

from palette.

The user can also set the border width, transparency as required from the dropdown menu.

Figure 22: Organising the layers

4. How to add data to the layer in Google Map

Click on right side showing layer options of the STREET NETWORK

Next click on open data table to view two fields-Name & Description

78

SHAPE in toolbar.

o drag or move the cursor to desired

To complete the line, the user needs to bring the cursor to the start point and join by double

of the shape, click onto right of the CITY BOUNDARY layer and select

The user can also set the border width, transparency as required from the dropdown menu.

• To enter value, click on the

Figure

• To insert more fields/columns, click on dropdown arrow on right of description field and

select INSERT COLUMN before or after

5. How to export layers

• The user shall click onto right of left panel (image1)

• The user can decide whether to export entire map or selected layer (image 2). After selecting,

check the box to save in KML format only (image 3).

• Exporting the Google map in KML format is very important since it is s

Earth and most GIS software like QGIS, ArcGIS.

Figure

Task 2: Mapping of ROW widths for existing street network

Option 1- If city has both GIS software and

1. Create a new field and name it as ROW and field type as double integer

2. Use Google map or Google Earth to measure ROW (one compound wall to another wall) of a

street segment. Note: If using Google map, change the base map to Satelli

3. Add measured value as attribute to the data table of streets layer.

Option 2- Mapping ROW using Google map,

1. Follow instructions provided in

2. Add a new field to the street network layer and rename it as

field type as number

To enter value, click on the selected row.

Figure 23: Data management in Google My Maps

To insert more fields/columns, click on dropdown arrow on right of description field and

INSERT COLUMN before or after

ck onto right of left panel (image1)

The user can decide whether to export entire map or selected layer (image 2). After selecting,

check the box to save in KML format only (image 3).

Exporting the Google map in KML format is very important since it is supported by Google

Earth and most GIS software like QGIS, ArcGIS.

Figure 24: Exporting layers from Google My Maps

Task 2: Mapping of ROW widths for existing street network

If city has both GIS software and shape file for street network, then

Create a new field and name it as ROW and field type as double integer

Use Google map or Google Earth to measure ROW (one compound wall to another wall) of a

street segment. Note: If using Google map, change the base map to Satelli

Add measured value as attribute to the data table of streets layer.

ROW using Google map,

Follow instructions provided in Task 1 to create street network

Add a new field to the street network layer and rename it as ROW or Right o

79

To insert more fields/columns, click on dropdown arrow on right of description field and

The user can decide whether to export entire map or selected layer (image 2). After selecting,

upported by Google

Use Google map or Google Earth to measure ROW (one compound wall to another wall) of a

street segment. Note: If using Google map, change the base map to Satellite.

ROW or Right of way. Define

3. Since ROW is not uniform throughout the corridor, the user will need to do the following

1. Change base map

2. Select the street for which ROW is to measured

3. Zoom in to required scale to clearly see the building f

4. Measure width between one boundary wall

locations on the same road segment to check if it constant or varying.

5. Enter the ROW value associated with street segment.

Figure 25

Once the ROW mapping is completed with assigned values. The features can be classified using

ROW values and different colour

lowest width (see example below).

Figure

Since ROW is not uniform throughout the corridor, the user will need to do the following

base map to Satellite

Select the street for which ROW is to measured

Zoom in to required scale to clearly see the building footprints

Measure width between one boundary wall and another wall. Measure at couple of


Enter the ROW value associated with street segment.

25: Measuring width of existing street networks


colour symbols. The number of classes must be minimum

w).

Figure 26: Classification based on ROW value

80

Since ROW is not uniform throughout the corridor, the user will need to do the following

another wall. Measure at couple of



symbols. The number of classes must be minimum 5 starting with

81

Annexure 5: How to determine existing modal share by household survey

The modal share can also be determined by conducting a household survey. It should be a stratified

sample of the city’s households. The stratification should be by geography, by income levels, by

gender and age, and is achieved as described below. The survey form is attached as Annexure 5.

Surveys should be conducted when there are no disruptions—like major festivals, holidays, school

vacations, unusual weather conditions—and should be completed within two weeks.

Cities must:

• Enter the data in the MS Excel file SMP-determine-modalshare-household-survey-

170509.xlsx with one row representing one trip as shown in the sample. This file is provided

with the toolkit. Make sure that the formulas in the orange cells in the first row in the header

are counting data from all rows. The tab “Modal share” in this XLS file gives you the modal

share of the city. This tool will help determine the existing modal share

• Present this modal share data as illustrated in Figure 27.

Figure 27: Existing modal share in a city.

82

Geographic stratification

The sample should be spread uniformly over the city. A “sample size calculator” is available at

http://www.surveysystem.com/sscalc.htm. Let us consider an example of a city with a population of

10 lakh. We may say that the modal share of two-wheelers is 50%, and we might want our statement

to be correct to 2%, i.e., the actual modal share of two-wheelers should not be outside the window

48%-52%. In this case, the “confidence interval” is 2%. If we want to be 99% confident that the actual

modal share of two wheelers is really in this window, the “confidence level” is 99%. For this

example, this calculator suggest a sample size of 4,143. It should be noted that the sample size

increases only marginally even if the population doubles. Therefore the minimum number of samples

suggested is 6,000, so that even if some samples are rejected after scrutiny, there will be enough

samples to achieve a confidence level of 99% for confidence interval of 2% or less.

Consider the electoral or administrative wards of the city, or any other way by which the city has been

divided in 30 or more wards. Maps, or at least textual descriptions, of the wards would need to be

made available to the surveyors. The ratio of population in the most populous and the least populous

wards should not be more than 2. If this ratio is more than 2, the most populous wards should be split

into two or more parts for the purpose of this survey.

Approximately the same number of samples can be taken from each ward if the ratio of population in

the most populous and the least populous wards or their sub-divisions is less than 2. The minimum

number of samples to be taken from each ward is 100.

The following examples will explain the number of samples to be taken from each ward:

• City A has 40 wards. The minimum sample size for the city is 6,000. Therefore the number of

samples to be taken from each ward is (6,000 / 40) = 150. This number is more than 100, and

is therefore acceptable.

• City B has 75 wards. The minimum sample size for the city is 6000. Therefore the number of

samples to be taken from each ward is (6,000 / 75) = 80. However, this sample size number is

less not more than 100, and is therefore insufficient. We need to take at least 100 samples

from each ward. Therefore we need to take at least 100 x 75 = 7,500 samples for this city.

Figure 28: Example of a ward map for household surveys

83

Stratification by income levels

This stratification is achieved by considering the household type of each subject to be surveyed. The

following 4 household types are considered. The target fraction of samples is mentioned below, which

is what is typically found in Indian cities12

. If your city has authentic data on household profile, it

should be used. If not, such data from a city of similar population size may also be used. Possible

sources are: Census data, housing surveys by any state agency or a reputed NGO, Development Plans

etc. The percentages suggested below may vary somewhat in case of some cities.

• 10 percent: Bungalows or luxurious apartments, typically households with cars (type-1).

• 20 percent: Low-end 1 or lower end 2 BHK dwelling units, typically households that don’t

own a car and may or may not own two-wheelers (type-2).

• 30 percent: Low income households/ chawls that are not categorized as slum / basti / hutment

(type-3).

• 40 percent: Slum / basti / hutment (type-4).

From the target fraction mentioned and the target number of samples to be taken from each ward,

determine the target number of samples to be taken for each household type.

For example, if the number of samples to be taken from each ward is 123, the target number of

samples to be taken from each household type becomes 12.3, 24.6, 36.9 and 49.2 respectively, which

is 10%, 20%, 30% and 40% of the number of samples. These numbers should be rounded up to the

next higher integer (not rounded off to the nearest integer). Thus the number of samples to be taken

from the 4 types of households becomes 13, 25, 37 and 50 for this example.

Household selection from wards

In order to ensure that the households chosen represent the ward, maximum 2 households of the same

type should be chosen from the same locality in the ward. For type-1 households, however, every

household chosen should be from a different locality. Localities that are not typical /representative of

the ward should be avoided (e.g. a small group of bungalows on a hill should not be considered for

sampling if the ward is otherwise on a flat terrain).

It should be noted that surveyors might find it convenient to sample large joint families to quickly

finish their surveys. However, especially for Type-1 and Type-2 households, then, the sample may not

represent the ward. The surveys should be monitored closely to ensure that surveyors do not take such

shortcuts.

Stratification by age and gender

Once a household is identified for the survey, all members of that household should be surveyed.

Therefore the survey should be conducted when all members of the household are likely to be at

home. Data about any member who is not at home should be collected from any other adult family

member. If it is found that a lot of members are not at home or their data is not available, that

household should be skipped and replaced by another household of the same type.

Collecting data of all members of a household ensures that the surveyed individuals include people of

all ages and genders according to the profile of the city. Hence, the ‘household’ is a suitable unit for

this survey.

All members of the sampled household should be surveyed even if the number of people surveyed

from that household type crosses the target. In the example considered above, the target number of

samples to be taken from the 4 types of households is 13, 25, 37 and 50. The first 3 bungalows

surveyed may have a total of 11 individuals. The 4th bungalow selected for the survey may have 4

12 As revealed by studying Pune Housing Report of 2009-10 (http://www.punecorporation.org/informpdf/City%20Engineer%20office/Housing%20Report%20Final.pdf)

84

people. In such a case, all 4 people should be surveyed even if the total number of people surveyed

(i.e. 15 in this example) crosses the target of 13.

85

Annexure 6: Household survey form

Instructions for filling up the household survey form

The form is to be filled in by the surveyor and not the individual being surveyed. The surveyors

should be given training that explains the following in person.

Please do see examples in file “SMP-determine-modalshare-household-survey-170509.xlsx”.

1. Enter only one numeral / letter / tick mark in each cell.

2. Date: in dd/mm format. For example, 22nd

April should be entered as 2 2 0 4.

3. Ward ID: Self-explanatory.

4. HH type (Household type)

1. Enter 1 for bungalows/ luxury apartments, typically households with cars

2. Enter 2 for one or two 2 BHK apartments, typically households that don’t own a car (may

or may not own two-wheelers)

86

3. Enter 3 for low income households/ chawls that are not categorized as slum / basti /

hutment

4. Enter 4 for slum / basti / hutment

5. HH Serial no: Household serial number surveyed on that day, regardless of its type. Start with

01 for the first household surveyed on any day.

6. No of vehicles owned by the household: Fill in this information only for the first person

surveyed from that household. Note that the first person surveyed need not be the head of the

family.

7. Individual no: Individual serial number in that household. Start with 01 for every new

household. Serial no 01 need not be the head of the family. It is the first person surveyed.

8. Gender and age: Self-explanatory.

9. Has driving license: Tick the licenses held by that person.

10. Trip data for the individual: This portion of the form captures the person’s travel pattern.

Capture this information for one complete normal day (morning to night). If the survey is

being held in the evening after the person has come back home, capture the information for

that day. If the survey is being held in morning, capture the data for the previous working or

normal day.

Do not capture the data for a day that was a holiday for that person.

If a person has not stepped out of the home for the entire day, leave the trip data table blank, but do

fill in the header information as above.

The following must be understood clearly by the surveyor before filling up the trip data table:

1. Trip: Each row represents one “trip”. A trip is characterized by an origin, a destination and a

purpose. For example, going from home (origin) to Hotel Annapurna (destination) for a

friend’s party (purpose: recreation).

2. A trip may have multiple stages, e.g. a family member drops you at the bus stop, and then you

catch a bus and then you walk up to the office. All this is considered as one “trip” as the

origin (home), destination (office) and the purpose (work) are the same.

3. “Start time” is the time when the trip or its first stage started. Start with the first trip since the

morning and progress till the person came back home at the end of the day.

4. If you do some shopping on the way back from office, this journey is to be captured as two

trips. The purpose of the first trip here would be “shopping”, and the second trip would be

“return to home” (after shopping). Since the purposes are different, these segments are treated

as two trips. Remember “origin, destination, and purpose”. If one of these 3 changes, it is a

different trip.

5. A “round trip” is treated as two trips. For example, you may go to the bank to deposit a

cheque and return home. Here going to the bank and returning home have different origins

(home and bank respectively), destinations (bank and home) and purposes (personal work and

return to home). Therefore this information should be captured on two rows.

6. Any travel for which one has to go out of the house or the colony is a “trip”, regardless of

how short it is. Walking to the corner shop to buy biscuits should also be considered as a trip.

7. Purpose: Most purposes are self-explanatory. A special case: If a father is dropping a child to

school, the purpose is “other” for the father’s trip, because he is only escorting his child. The

purpose is “education” for the child’s trip.

8. Modes used for stages: A trip may consist of multiple “stages”, each with a different mode.

For example, a person would walk up to the bus stop, then catch a bus and get down at a stop

near his office, and then his colleague would give him a ride up to the office. Capture all

modes (walk, bus, 2-wheeler in this case) on the same row for such trips. The data entry and

analysis tool will automatically determine the most dominant mode and attribute that mode to

the trip.

87

9. “Private bus” includes company buses, school buses etc., i.e., buses that cannot be used by the

public by buying a ticket. It does not include buses run by private operators as a substitute to

government operated public transport, where anyone can buy a daily ticket.

10. Total trip time: This should include the waiting time, if any. Waiting time could be for buses

or also when you are waiting for your friend’s car.

11. In most cases, the last trip recorded in the table would be a “return to home” trip – for obvious

reasons.

12. The entire exercise of the household survey of the city should be completed in about 2 weeks.

Processing the forms

Enter the data in the sample XLS file (“SMP-determine-modalshare-household-survey-170509.xlsx”)

with one row representing one trip as shown in the sample. Note that the data of one person may need

multiple rows if the person has conducted multiple trips on that day. Overwrite the sample data after

understanding the structure of the data entry.

This tool is designed to record and process data from 50,000 trips, which should be sufficient for any

city. The tab “Modal share” in this XLS file gives you the modal share of the city.

88

Annexure 7: How to compare baseline transport investments and modal share

For the purpose of comparing the mode share and capital expenditure in baseline year, the cities will

need to do the following:

1. List out all transport projects under construction or planned and for which certain budget has

been allocated in the baseline year.

2. Projects that increase growth of private vehicles and VKT should be categorised as PMV

oriented. Similarly projects that improves traffic safety, encourage walking and cycling will

be under NMTwhile city buses, MRT etc. underPT. Here are some of the project examples:

PMV oriented

• Flyovers, Grade separators

• Road widening & upgradation

• Off street public parking facilities

• Grade separated pedestrian facilities


NMT oriented

• Footpaths, pedestrian plaza

• Cycle tracks

• Greenways/lakes

• Street furniture

PT oriented

• City bus fleet expansion

• New depots and terminals

• Bus stops

• MRT/Metro/BRT

3. To collect relevant numbers, cities must refer to ULBs annual budget policy and state

department annual policy notes. The budget notes are available online.

4. The cities are expected to prepare a table with listed projects and source of funding obtained

for each project. See the table below for reference.

5. The transport projects (B) are generally financed through ULB own source (C), assistance or

grant from state government (D) and Central government (E). For instance, laying of new

roads is partly funded by the ULB and respective state department while projects like

maintaining bus shelters is generally covered by ULB own revenue.

Table 21: Projects and their source of funding.

Serial No (A)

Projects (B) ULB source (C)

Rs.Crore

State Government (D) Rs.Crore

Central Government (E) Rs.Crore

1 PMV oriented

2 Laying of new roads

3 Roads repairs & widening

4 Ring roads and highways

5 Flyovers, bridges, RUB/ROB

6 Grade separated pedestrian facilities (Subway, FOB, etc)

7 Multi story parking

89

Serial No (A)

Projects (B) ULB source (C)

Rs.Crore

State Government (D) Rs.Crore

Central Government (E) Rs.Crore

facilities

8 Total SUM(C2-C7) SUM(D2-D7) SUM(E2-E7)

9 NMT

10 Footpaths and street furniture

11 Cycle tracks

12 Greenways

13 On-street parking management

14 Traffic management


16 PT

17 City bus fleet expansion

18 Upgrading existing bus shelters

19 Construction and maintenance of depots and terminals

20 Non-rail MRT(if available)

21 Metro (if available)


1. Given the short preparation time, the cities are requested to collect data on capital expenditure

only.

2. The projects listed in the above table is only an indicative and may differ from city to city.

3. As part of this toolkit, a MS excel template- SMP template baseline transport exp-

170509.xlsx is provided. Cities must read the INSTRUCTIONS before entering the data.

4. Cities need to enter the numbers in orange cells only of INPUT BUDGET sheet. If there are

any additional transport projects, add in the purple cells only of the same sheet.

5. Cities are required to enter modal shares in orange cells of INPUT MODAL SHARE sheet.

To estimate modal share in baseline year, follow Task 2.4(Assessing existing modal share

and capital investment).

6. While entering modal share data, cities need to group different modes as follows:

1. NMT (walking, cycling)

2. PT (City buses (Government, private), cycle rickshaw, taxis, mini buses, private

autos, Share autos)

3. MRT (Suburban rail, Metro, BRT) (if applicable) and

4. PMV (cars and 2-wheelers).

7. Once the data entry is completed, the total capital expenditure by funding source and mode is

automatically calculated. To check the results, click on OUTPUT tab.

8. For comparison purpose, we will use total investments by mode (table-2) of OUTPUT tab to

prepare the pie chart (Figure 29).

Figure 29: Budget allocation fo

9. A similar pie chart shall be prepared for existing modal share once the mode wise % of trips

is entered in INPUT MODAL SHARE sheet.

10. This tool helps cities understan

support trips made by various sustainable transportation modes.

: Budget allocation for different modes of transportation

A similar pie chart shall be prepared for existing modal share once the mode wise % of trips

is entered in INPUT MODAL SHARE sheet.

Figure 30: Mode share chart

This tool helps cities understand whether they are making adequate financial allocations to

support trips made by various sustainable transportation modes.

90

r different modes of transportation

A similar pie chart shall be prepared for existing modal share once the mode wise % of trips

d whether they are making adequate financial allocations to

91

Annexure 8: Financing options for implementation of SUT projects

Urban transport fund

The urban transport fund (UTF) is established under [City] Unified Metropolitan Transport Authority

(UMTA) to support the implementation of new projects in urban transport that promote walking,

public transportation and cycling. The UTF could be used for capital and operating costs of public

transport, NMT, traffic reduction initiatives and customer information systems.

Some of the sources proposed for city level UTF:

• Betterment levy on land in areas which benefit by investment in urban transport projects,

• Congestion tax,

• Rationalisation of parking-fee,

• Property development tax,

• Advertisement revenue on transit corridors, and

• Green tax

Municipal bonds

Municipal bonds are issued by governments to finance capital projects and /or maintenance. Globally,

municipal bonds have been used to fund urban infrastructure ranging from roads, PT infrastructure,

water supply and sewerage, schools and other utilities. Given the massive need for capital investment

and the gaps in funding urban transport projects, especially in medium-sized cities, municipal bonds

can /should be considered as alternative source.

Leveraging land value near transit

Creating TODs around MRT stops enhances PT ridership. This creates more vibrant station areas and

attractive, highly accessible real estate for developers. When implemented with a revenue-sharing or

cost-mitigation agreement, property development can offset the cost of PT infrastructure development

and ensure a steady source of income for PT operations. The properties around MRT stations can be

developed to support transit-use while generating revenue to the government agencies to develop

/fund SUT.

In case of joint development in privately owned sites, developer forms a cooperative of property

owners, who in turn authorises to redevelop the area. As benefits, the Government agency can provide

for land acquisition and award development rights through land-use zoning changes and density

bonuses to private developers. For publicly owned sites, land banking through leasing of government-

owned property around MRT stations in return for compensation and additional services such as

station and precinct maintenance is possible.

Parking fees

Parking is a commodity, hence it needs to be priced to manage demand. A parking space is the

smallest parcel of land that is commonly rented, but because so much urban land is devoted to

parking, charging the market price for it can yield substantial revenue for cities. As on-street parking

is in fixed supply, the price must increase to limit occupancy to 85%. Using progressive charging, the

cities can calibrate parking prices for different areas in the city according to the vehicle size, location

and time. Revenue generated from parking can be earmarked to fund specific projects benefiting

NMT and PT users. For instance, Barcelona used 100% of surplus from on-street parking fees to

finance a public bicycle sharing scheme.

Congestion and road pricing

92

Smart road pricing systems can help reduce congestion on streets while generating revenue for the

cities. Motorists are charged only when the roads are used during peak hours and the charges vary for

different roads and time periods. The charges vary by vehicle type, location and time of the day.

An example of London shows that the city has smartly dedicated revenue from congestion pricing to

finance PT and other infrastructure upgrades where 82 % of its net revenue in 2008 went to bus

improvements, electronic fare payment, enforcement, parking restrictions, signal priority, and bus

procurement. Another 9 % was for roads and bridges, and remaining 9% to road safety, NMT,

neighbourhood planning, and green infrastructure.

Taxation on vehicle ownership and use

Along with parking as a traffic reduction measure, additional taxes can be levied to discourage use of

personal vehicles. To meet urban infrastructure investments needed in India while curbing pollution

and use of private vehicles, the Sub-Committee on Financing Urban Infrastructure for 12th Five Year

Plan recommended the following:

• A Green Surcharge of ₹ 2/- on petrol sold across the country;

• A Green Cess on existing PMVs [an additional 4% of the vehicle’s insured value].

• Urban Transport Tax on purchase of a new PMV - @ an additional 7.5% on petrol vehicles

and @ an additional 20% on diesel vehicles.

An example of such a system can be found in Delhi, where an Air Ambience Fund has been created

by levying a fee on the sale of diesel at the rate of ₹ 0.25/- per litre in the NCT. The fund is used for

promoting clean technologies13

.

Tax /fees on property for local area improvements

The concept of Tax increment financing (TIF) can be adopted wherein certain % of the tax revenue is

earmarked or diverted for the local area improvement or redevelopment. For implementing this, the

ULB identifies a TIF district for starting future development projects. Usually, TIF helps to pay for

urban infrastructure improvements such as streets (NMT), sanitation, parking management, and

redevelopment of blighted areas.

Zoning and density incentives

Zoning and density incentives allows for high density development supportive of compact

development along the MRT corridors. In India, the use of premium charges for provision of higher

Floor Space Index (FSI) has been used in Ahmedabad as per Development Plan 2021. A maximum

FSI of 4 is allowed on properties within 200 metres of BRT and metro corridors. Up to 1.8 base FSI is

allowed free of charge in these zones, the difference between the base and maximum FSI is subject to

premium rates.

It is expected that sale /lease of public land resources created through use of town-planning schemes

and revenue from sale of FSI will help fund local area improvements in these zones. To ensure that

adequate infrastructure is in place to support higher densities, higher FSI in ToD zones is permitted

only if Local Area Plans for those zones are in place.

PPP for infrastructure improvements and public transport operations

Public private partnership (PPP) can be harnessed for getting private sector partner to bear the capital

cost of providing and maintaining infrastructure, in return for generating revenue from operating the

service for a fixed period. ULBs can exercise this option for bringing in capital (from a private sector

13 Department of Environment, Government of NCT, Delhi. http://www.delhi.gov.in/wps/wcm/connect/environment/Environment/Home

93

player) for transport infrastructure. For instance, PPP model was adopted for Nagpur's city bus

service, where the responsibility for providing this service was transferred from the State Transport

Corporation to the Nagpur ULB.

94

About NITI Aayog

NITI Aayog is a premier think tank of the Government of India, a directional and policy dynamo

which provides a critical directional and strategic input into the development process. NITI Aayog

provides Governments at the central and state levels with relevant strategic and technical advice

across the spectrum of key elements of policy. One of the key functions of NITI Aayog is to improve

implementation of policy by fostering better Centre-State and also inter-Ministerial coordination and

help evolve a shared vision of national development priorities, and foster cooperative federalism,

recognizing that strong states make a strong nation. The NITI Aayog also seeks to create a

knowledge, innovation and entrepreneurial support system through a collaborative community of

national and international experts, practitioners and partners. It offers a platform for resolution of

inter-sector and inter-departmental issues in order to accelerate the implementation of the

development agenda.

For more information, visit www.niti.gov.in

95

About ITDP

The Institute for Transportation & Development Policy (ITDP) is a global non-profit organisation that

works with cities worldwide to bring about sustainable transport solutions that reduce pollution,

alleviate poverty and enhance quality of urban life. ITDP helps create smart cities — prudent

investments in walking, cycling and public transport; development of cities around public transport

network; and reduction in dependence on private motor vehicles (a mode that makes cities unhealthy

and unsafe).

ITDP was established in 1985. It has offices in India, China, and Indonesia; Mexico and Brazil;

Africa; and the United States, where it is headquartered. With its know-how of global best practices,

and a result-oriented approach, it has supported many cities to develop localised solutions and make

prudent investments in efficient transport systems.

Visit www.itdp.org for more information.

1

2