Consequences Of

Favoring the MINORITY

&
Marginalizing the MAJORITY
– in the “Indian Democracy”!!

Presented by: Romi Roy

Senior Urban Designer, UTTIPEC DDA Delhi
Spl. Invitee, Masterplan Review Committee under LG, Delhi
Member, High Court Special Task Force on Transportation under CS
Member, Technical Committee on Urban Drainage, GNCTD, Delhi
Spl. Invitee, LAP Monitoring Committee, MCD Delhi
Member, Sub-Committee on Sustainable Habitat, MoUD
Member of Committees, Indian Road Congress

22 Dec 2012
 Who are the Roads for ??

Pedestrians + As Many as 20 Types of Vehicles

 Delhi Modal Share

35% of Trips
are Walk Only!
Private modes
BICYCLE
4% 27%
CAR/TAXI
Walk 9%
35%
WALK
35% 2W
14%

CYCLE RICKSHAW
2%

BUS
TRAIN (IR) 27%
1%
AUTO RICKSHAW
5% METRO
3%

Public modes In addition,

38% all Public Transport
trips include walk!
Source: RITES Transport Demand Forecast Study for DoT, GNCTD, 2010
 Delhi Modal Share
Only 23% of the city’s people use private vehicles (car/2-wheeler).
Yet almost all infrastructure investments in the city are made for this MINORITY!

Private modes
BICYCLE
4% 27%
CAR/TAXI
Walk 9%
35%
WALK
35% 2W
14%

CYCLE RICKSHAW
2%

BUS
TRAIN (IR) 27%

AUTO RICKSHAW 1%
5% METRO
3%

Public modes
38%

Source: RITES Transport Demand Forecast Study for DoT, GNCTD, 2010
35% people of Delhi own CYCLES !! But only 4% of trips are by
cycle – because its unsafe and dangerous to use them!

Vehicle
Private Ownership
Vehicle in (%)
Ownership Private Vehicle Trips (%)
Delhi
60

50

47.9
40 43.4 40
35 38
30 35 30 35
25
20 20
19.4 15
10 10 14
5 9
4
0 0

Source: RITES Transport Demand Forecast Study for DoT, GNCTD, 2010
Everyone is Walking!
Who is Cycling?
Women prefer to travel in groups by Cycle – for Safety !!
Its also a Free mode. Gives them independence.
Where are they on the road?
Delhi was once the Cycling City !
Soon cyclists were marginalized due to growing traffic…
Now they are “invisible” so they have no rights to road space
and are at the mercy of motor vehicles!!
 Cycle tracks are sometimes constructed, but wrongly so!!
Therefore they land up being “encroached” by motor vehicles
while cycles/ rickshaws remain on road!!
Samarthyam (an NGO) conducted Audit of one such road.

MCD Engineers
Police said they
were not aware
that the track
constructed here
Police
was for Cycles &
Rickshaws… !!

MCD engineers
said they were not
aware of the
UTTIPEC or IRC
design standards
for footpaths &
cycle tracks…!!
Samarthyam
Cycle tracks/ footpaths
are supposed to be 4-inch
high…

11-inch high were

constructed here.

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

They can’t!! Therefore….

 ….the Track meant for Cycles/rickshaws
is being used for Car-parking comfortably!!
 The physically disabled person with us could barely be
pushed up on the footpath/ cycle track. Slope here is 1:2 !!
 Message we are giving to people through our Road Design:

• If you are a car user, the Road is for you. You get first priority to do
whatever you like.

• If you are a Pedestrian, you are “At you Own Risk”. If possible, install
eyes at the back of your head.

• If you are running a cycle-rickshaw, you are illegal and there is no

space for you on the road. Be thankful we are not throwing you out.

• If you are on a cycle, again, “At your Own Risk”.

• If you are old or even slightly physically challenged, STAY AT HOME!

CLICK NEXT >

Some good examples…. The BRT corridor….
 Some good examples…. The BRT corridor….
Planned/ designed respectable spaces for pedestrians,
cyclists, auto-parking as well as motor-vehicles !!
 Some good examples…. The BRT corridor….
A simple table-top crossing lets a cyclist move freely across
driveway, without hampering the car’s movement!!
Policy recommendation 1:
Promote Non-Motorized Transport &
Pedestrian Safety.

Why ?

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

Cycles, Cycle-rickshaws & Walking

are the ideal modes for short 1-4 km Trips.

Average Trip Lengths

by Mode: Delhi
120
100 Average Trip
Mode Length (KM)
80
% of Trips

•Car 10.5
60 •2W 8.7

40 •Auto Rickshaw 4.7

20 •Bus 8.8
•Metro 13.8
0
•Train (IR) 20.2
•Bicycle 4
•Cycle Rickshaw 1.7
Trip lengths in KM
60-70% •Walk 1.1

trips 34
Source: RITES Transport Demand Forecast Study for DoT, GNCTD, 2010
For a 3 km trip, car bicycle BRT metro
Buses & Cycle are
most efficient
3 PT
modes.
walk
2.5

2
Distance, km

1.5

1
Metro Walking

0.5 Bicycling BRT

2-Wheeler/car
0
0 5 10 15 20 25 30 35
Time, minutes

Source: Created by IIT Delhi + iTrans

NMT inclusive Planning –
Where do you need it?
Schools
• 3 km buffer around
schools of Sec. and
Sr. Sec schools.
(Schools marked From
. Eicher City
Map, Edition 2)

• The Catchment area

of education based
trips.

Legend
School
railway line
NCTD Boundary

Source: TRIPP/IIT Delhi

yamuna watercourse
IGI airport
forests and ridge
Buffer School
0 3 6 12 18 24 ±
Kilometers
 Trips origin: slums
• Distributions of JJ
Clusters in Delhi

• There is direct
relation between the
density of these
poor households
and the number of
cycle trips origin.

Legend
JJC_Point
POPULATION
0 - 100
101 - 200
201 - 400
401 - 800
801 - 1600

±
1601 - 10000
nctd line
railway line
Source: TRIPP/IIT Delhi 0 2 4 8 12 16
yamuna watercourse
NMT trips destination:
shops, MLU, CSC, DC, Wholesale areas

• Major Commercial
Centres, District
Centres, -18%

• Shops / Mixed Land

Use and Wholesale
areas -23%

• These are spread all

over urban area as
major destination for
poor urban workers
using cycles for upto Legend
20km per day Shops / Mixed Landuse
district centers
C.S. Centers

±
wholesale areas
yamuna watercourse
railway line
0 2 4 8 12 16
nctd line Kilometers
Source: Figure 4.17 Shows locations of major Commercial Centres, District Centres, Shops /
/TRIPP/IIT Delhi Mixed Land Use and Wholesale areas
NMT destination: manufacturing areas
and govt. offices

• 21% of cycle n
work- trips have
factory destination
and travel up to
10 km in a day n
n
• about 35% have
offices (Govt. and n n
Pvt.) as their n
destination and n nnn
Legend
n
travelling upto 10 n govt landuse
km per day railway line
NCTD Boundary
n
yamuna watercourse
govt. landuse
manufacture

±
IGI airport
forests and ridge
Buffer_of_manufacture
0 3 6 12 18 24
Source: TRIPP/IIT Delhi Buffer_of_govt_landuse
Kilometers
 Walking & Cycle-rickshaws are the most
important Feeders to Metro/ BRT Stations.

Mode used to Reach Metro Stations:

MODE FROM ORIGIN TO METRO FROM METRO TO DESTINATION

Walk 61% 78%

Cycle Rickshaw 12% 9%
Two Wheeler 11% --
Auto 8% 8%
Bus 5% 5%

Car/Taxi 3% 1%
Source: RITES Transport Demand Forecast Study: May 2008

Yet NO Metro Station provides authorized

cycle-rickshaw parking !! 40
 Policy Recommendation 2:
• Improve Supply & Service by IPT.
• Provide authorized Parking.
auto taxi rickshaw

• A Car serves one person a day & occupies minimum 3 parking

spaces throughout the city.

• An IPT mode occupies only one parking space, and

serves multiple people throughout the day.
41
1. Provide More IPT Choices
2. Provide organized IPT Parking at all
Metro Stations & along all Roads.
 Road Safety is Low.
The reasons for all accidents are:
1. Signal free high speed corridors.
2. Insufficient/ No pedestrian Crossing facilities.
3. Central verge without grills.
4. No speed breakers/ rumble strips on long stretches.
5. Absence of dedicated lanes for slow moving
vehicles.
6. Heavy volume of traffic.
7. Glaring during night etc.

Wazirabad Road Pedestrians

G. T. Road Two Wheelers
• There are more than 2100 Najafgarh Road Self
accidents occurred during 2010. Mahrauli Badarpur Road

N. H.-8
• The maximum casualty in the
fatal accidents are pedestrians, Mathura Road

cyclists & 2 wheelers. G T K Road

Rohtak Road
• The maximum accidents have
Outer Ring Road
occurred during the lean hours both
in the morning & night. Ring Road

0 20 40 60 80 100 120 140 160 180 200

Source: Delhi Traffic Police Fatal Accidents in 2010

 How are Car-oriented Infrastructure
Impacting us?
• Making motor vehicle movement smoother for a few years,
before jams take over.

• Making it impossible/ very difficult to cross roads on foot!

• Making cycles & cycle-rickshaws move contra-flow, thus

endangering their lives.

• Making it impossible/ difficult to interchange between different

bus routes near junctions.

• Creating environments suitable for eve-teasing and heinous

crimes like Rape!

• In long run, increased car use leads to Congestion again,

while use of all other modes has been made excruciatingly
difficult or impossible!
 How to cross this road ??
Where to walk or cycle ??
What happens to Women here after 6 pm ?

Dhaulan Kuan Signal-free Cloverleaf ( ) 45

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

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

Dwarka
 Walking Distances are increased by >5 times
after construction at AIIMS!.

(Source: CSE)
After construction of the Clover Leaf Flyover, the walking distance
from AIIMS exit to Dilli Haat has increased by over 5 times.
No safe crossings available, so people risk their lives crossing
the street at the most convenient locations.
Walking Distances are increased by >5 times
wherever a flyover is constructred.

People can’t cross the street between neighborhoods!!

All major flyovers have failed, or led to MORE
congestion.
All major flyovers have failed, or led to MORE
congestion.
 Congestion is good!!
It makes people shift to BRT or other modes like cycles!!

Jakarta

Delhi

Delhi
What to Do?

1. Follow Road Standards & Guidelines.

(IRC+ UTTIPEC)
2. Plan a Network for cyclists, rickshaws &
pedestrians, not pieces.
3. Technically Design, Implement & Supervise
projects.
4. Regular Audit and Maintenance.
 Street Design
“…for Equitable Distribution of Road Space” - NUTP
Guidelines

© UTTIPEC, Delhi Development Authority, New Delhi

Guidelines Adopted: Nov 2009. Revision 1: Nov 2010
Masterplan-2021 Road Hierarchy:
Categorization* Primary Arterial Other Primary Arterial Primary Collector Secondary Collector Local Streets

RIGHT OF WAY 60-80 M 36-60 M 18-36 M 12-24 M 6-20 M

SPEED RANGE 50 – 70 km/hr 30 - 40 km/hr. 20 - 30 km/hr 10- 20 km/hr 10-20 km/hr

SPEED Enforcement and Traffic Enforcement and Traffic Enforcement and Traffic Traffic calming Traffic calming
CONTROL Calming required Calming required calming required. essential. required

BUSWAYS FOR Segregated busways Segregated busways Segregated busways No segregated bus lane; No segregated bus
BRT required where BRT required where BRT required where BRT but Road may be lanes or bus operations
proposed proposed proposed, at-grade designated Bus-NMV required; but Road
segregation possible on only if required may be designated
R/Ws above 36 M Bus-NMV only if
required
MOTORIZED 2 to 4 motorized lanes per 2 to 4 motorized lanes per 2 to 3 motorized lanes per No minimum lane width No minimum lane
LANES direction, min. 3.3 m wide direction, min. 3.3 m direction, min. 3.1m wide specification. width specification.
(min. 3.5 for BRT wide (min. 3.3 for BRT (min. 3.3 for BRT
busways) busways) busways)
CYCLE/ NMV Segregated cycle tracks Segregated cycle tracks Cycle Tracks not No segregated cycle No special feature for
TRACKS required; min. 2.5 m wide required; min. 2.5 m wide mandatory, to be provided tracks; cyclists
for two-way movement. for two-way movement. only if vehicular traffic Traffic Calming
speed is >30km/hr. Traffic required.
Calming essential .
Cycle tracks if provided,
to be min. 2.5 m wide if
block lengths are >250m.
SERVICE LANES Service lanes required. Service lanes required No service lane required No service lane No service lane
for residential required required
frontages; for
commercial / MU
frontages, not required.
MEDIANS Continuous median; all Continuous median; all Intermittent or No Intermittent or No No medians; traffic
openings and intersections openings and median; median required; For calmed crossings, or
accompanied by signals intersections openings/ intersections roads where need for mini roundabouts
and traffic calming. (no accompanied by signals accompanied by signals Median is felt, issue to
grade separators within and traffic calming. (no and traffic calming. be brought to
56 city) grade separators within UTTIPEC. Crossings to 56
 05 Bicycle and Non-Motorized
05A Segregated Transport Infrastructure
Cycle + NMT
Tracks
05B Bicycle
Parking and Other

Infrastructure

Provision for introducing cycle tracks, pedestrian and disabled friendly features in arterial
and sub-arterial roads is a must. (MPD-2021)
Bicycles, Rickshaws and other Non-Motorized transport are essential and the most eco-
friendly feeder services to and from MRTS stations. They are also indispensible for short &
UTTIPEC
Mobility
Safety
medium length trips for shopping, daily needs, school, etc. Providing safe and segregated
NMT lanes on all Arterial and Collector Streets would encourage their use and reduce the
& Comfort
dependency of people on the private car...

StreetIntegrated
Design MAIN PRINCIPLES:
Mobility - Continuous and safe NMT lanes with adequate crossings are essential
throughout the city
- Ample parking facilities for NMTs must be provided at all MRTS stations
Guidelines
Ecology
Ecology: - The most eco-friendly mode of transportation.

Safety/Comfort - Safe crossings for NMT are essential for their safety.
- NMT lanes must be segregated from faster motorized traffic.
- Shade must be provide along NMT lanes as well as at traffic signals.
57
Not Preferable 05A Segregated Cycle and NMT
TracksKey Principles: • Cycle Lane - A portion of a roadway that has been designated by striping, signs,
and pavement markings for the preferential or exclusive use of bicyclists.
• Cycle Track - A Track intended for the use of bicycles that is physically
separated from motorized vehicle traffic by an open space or barrier within the
existing ROW.
• Provision for introducing cycle tracks, pedestrian and disabled friendly features in
arterial and sub-arterial roads is a must, as per MPD-2021. Minimum
acceptable Width for single lane movement is 2.0 M.
• NMT Lanes are meant for Bicycles, Cycle-Rickshaws, Hand pushcarts, Hawker
„Marked‟ Cycle Lanes have failed in Delhi
carts, animal drawn carts, etc.
as vehicles freely drive and park on these
cycle lanes. Key Guidelines:
Marked lanes also suffer from lack of visibility. • NMVs are the second most vulnerable group
of road users and therefore must be clearly
Lack of physical separation also deprives segregated from faster moving motorized
cycles of safety and does not allow them to traffic, especially on Roads designed for
pick up speed. motorized speeds of
• The NMV lane should be constructed with
smooth-finished cement Concrete or
Asphalt in order to ensure a low
maintenance and smooth riding surface. In
the absence of this, cyclists will tend to
move into the MV lanes which may be more
comfortable.
• Minimum Dimension of NMV Track is 2.5 M.
• NMV Lanes or Tracks should be located on
both sides of the street.

? • A 0.7 M landscaped buffer should be kept

between NMV and MV lanes in order to
Mixing of modes slows down everyone and maximize the speed, efficiency and capacity
creates chaos! of the NMV Lane. NMV lanes must be given clear crossing Tracks at junctions.

Street Design Guidelines © UTTIPEC, DDA 2009

58 ESSENTIAL GUIDELINES
 05A Bicycle and NMT Tracks Best Practices
05
A

Relative Levels of NMV Tracks and Footpaths.

Source: TRIPP, IIT Delhi, BRT Design Specifications, 2009

Segregated Cycle-NMV Track,

BRT Corridor, Delhi

Cycle track on Public Staircase,

Europe

Segregated TWO-WAY Cycle Track,

Canal Street, Manhattan

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

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

Street Design Guidelines © UTTIPEC, DDA 2009

60 ESSENTIAL GUIDELINES
 05B Bicycle Parking and Other Best Practices
Infrastructure

Public Cycle Parking in a Private Compound

2.1 or 2.5 M x 5.0 M Parking Bays

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

SAMPLE CYCLE PARKING PLAN

A Cycle-repair stall next to a Cycle Track, Shanghai

Stacked Cycle Parking, China

05
B

Cycle Rickshaw Parking, Cycle Parking

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

BRT Corridor, New Delhi

01E

Typical Detail of Raised Driveway at Building Entries.

Source: TRIPP, IIT Delhi, BRT Design Specifications, 2009

Street Design Guidelines © UTTIPEC, DDA 2009

ESSENTIAL GUIDELINES 62
Cycle Rickshaw Stands
Cycle Parking
 45 M Primary Arterial Road
IRC Section

Cycle Tracks
MANDATORY

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

Cycle Tracks
MANDATORY

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

Cycle Tracks
MANDATORY

UTTIPEC
Section
67 Drawings only Suggestive, not Prescriptive. Prepared by UTTIPEC, DDA
 30 M Primary Collector Road
IRC Section
NOTE:
Non-motorized Lanes/ Cycle Tracks are
OPTIONAL on R/Ws below 40m Width.

In case smoother flow of motorized traffic is

desired, one “Shared Lane” may be replaced
by a dedicated Non-motorized Lane, in each
direction, to reduce friction between slow and
fast moving vehicles.
Cycle Tracks
OPTIONAL

UTTIPEC
Section
68 Drawings only Suggestive, not Prescriptive. Prepared by UTTIPEC, DDA 68
18-24 M Secondary Collector Road
IRC Section

Cycle Tracks
OPTIONAL

UTTIPEC
Section
69 Drawings only Suggestive, not Prescriptive. Prepared by UTTIPEC, DDA 69
 Example:
45m Road
(Vikas Marg)

Cycle tracks,
footpaths,
rickshaw-parking,
auto-parking,
vendor cart spaces,
trees,
car-parking,
toilets…
accommodated
within R/W
without disturbing
carriageway
space !

7/26/2012 UTTIPEC 70
 Example:
45m Road
(Vikas Marg)

Cycle tracks,
footpaths,
rickshaw-parking,
auto-parking,
vendor cart spaces,
trees,
car-parking,
toilets…
accommodated
within R/W
without disturbing
carriageway
space !

7/26/2012 UTTIPEC 71
 Example:
45m Road
(Vikas Marg)

Cycle tracks,
footpaths,
rickshaw-parking,
auto-parking,
vendor cart spaces,
trees,
car-parking,
toilets…
accommodated
within R/W
without disturbing
carriageway
space !

7/26/2012 UTTIPEC 72
A complete City-wide Safe Cycling Network to be developed.

Arterial Roads to have safe Cycle Tracks

A complete City-wide Safe Cycling Network to be developed.

Nallahs can be Cycle-Ecomobility corridors, forming a City-wide Network.

Road The plaguing issue
Accidents!

© UTTIPEC, DDA 2012

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

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

© UTTIPEC, DDA 2012

77
Signalized Pilot Projects
Crossings
were
proposed
every ~250m
on Aurobindo
Marg to make
it safer!

Times of India, 2010

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

Times of India, 2010

© UTTIPEC, DDA 2012
79
Typical Safe
Crossing Designs:

© UTTIPEC, DDA 2012

80
 Typical Safe
Crossing Designs:

© UTTIPEC, DDA 2012

81
 Provide safety through Design

© UTTIPEC, DDA 2012

82
 Safe Crossings implemented on Aurobindo Marg:

• Traffic calming
strips before
zebra
crossings

© UTTIPEC, DDA 2012

83
 Provide safety through Design

• New Safe zebra

crossings

© UTTIPEC, DDA 2012

84
 Provide safety through Design

• New Safe zebra

crossings

© UTTIPEC, DDA 2012

85
Times of India, 2012 Provide safety through Design Success

© UTTIPEC, DDA 2012

86
What to Do?

Problems, Issues and

Solutions are known!

POLITICAL WILL IS MISSING !

Safety and Pride for Non-motorized Transport

One day we will have it!