Toolkit I. Strategic Mobility Planning
Transcript of Toolkit I. Strategic Mobility Planning
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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
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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
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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
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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
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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.
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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.
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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.
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• 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?
The SMP toolkit seeks to address two key concerns regarding the present mobility planning situation
ese key concerns are:
Notwithstanding the seriousness of the urban transportation issues and their negative
consequences, timely and effective remedial action on the ground is sorely missing.
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
the officials concerned to break the inertia of their existing modus operandi, even though it has
not worked. Hence, this daunting complexity must be simplified.
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
. 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,
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as walking, cycling, and the
The SMP toolkit seeks to address two key concerns regarding the present mobility planning situation
Notwithstanding the seriousness of the urban transportation issues and their negative
consequences, timely and effective remedial action on the ground is sorely missing.
ively complex exercise. This
any serious effort by
the officials concerned to break the inertia of their existing modus operandi, even though it has
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
. 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,
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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),
headed by the Chief Transport Planner or City Engineer. This team would be responsible for getting
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
explained in detail in the subsequent sections of this toolkit. The toolkit provides guidance not only
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.
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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
headed by the Chief Transport Planner or City Engineer. This team would be responsible for getting
of six core steps (Figure 3). These
are elaborated and
explained in detail in the subsequent sections of this toolkit. The toolkit provides guidance not only
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
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.
While the SMP Toolkit will help cities do strategic planning of their transportation systems, it is
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 help cities to that end.
Complete Streets (CS) Toolkit: Streets are not only for motorized vehicles, but also for
bicycles and pedestrians. Going a step beyond, they serve as meeting places, as informal
marketplace, they accommodate urban utilities. Unfortunately, our streets are designed at best
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
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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-
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.
ies do strategic planning of their transportation systems, it is
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 mass
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
: Streets are not only for motorized vehicles, but also for
bicycles and pedestrians. Going a step beyond, they serve as meeting places, as informal
unately, our streets are designed at best
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
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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
As a first step, cities are required to consider and accept mobility principles that will guide the selection
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,
which could in turn be based on a vision for the city’s overall development. Developing a vision
forms basis for all subsequent tasks that will define clear goals for the city to attain the desired future.
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:
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
The question “What kind of city do we want to live in?” leads to the city’s overall vision. It could
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
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
17
As a first step, cities are required to consider and accept mobility principles that will guide the selection
). 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,
which could in turn be based on a vision for the city’s overall development. Developing a vision
s that will define clear goals for the city to attain the desired future.
The vision is a guiding element that should be endorsed by the city officials. To develop a vision, the
The question “What kind of city do we want to live in?” leads to the city’s overall vision. It could
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
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 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
Subject Indicator Unit Possible source(s)
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
Subject Indicator Unit Possible source(s)
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
(Subway, FOB and skywalk)
The cities must refer to annual budget/ policy notes of ULBs and respective state departments
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
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, 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.
This comparison will help cities reorient their traditional approach and identify alternative mechanisms
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
The cities must refer to annual budget/ policy notes of ULBs and respective state departments
) 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.
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
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.
This comparison will help cities reorient their traditional approach and identify alternative mechanisms
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
25% of the gap between the baseline and final goal.
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
75% of the gap between the baseline and final goal.
Bridge at least
25% of the gap between the baseline and final goal.
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
75% of the gap between the baseline and final goal.
Bridge at least
25% of the gap between the baseline and final goal.
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
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 20-25% 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
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
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
high quality MRT in case of cities that are expected to have a population of over 10 lakhs by
170509.xlsx” while
tool is provided on this tab. The most important
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
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.
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
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
international best practise, all MRT corridors should be designed with footpaths. Thus, cities should
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
pedestrian zone and furniture zone. The frontage zone can vary between from 0.5 to 1 m, to allow
w 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
, 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
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
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
international best practise, all MRT corridors should be designed with footpaths. Thus, cities should
along MRT corridors in their budget plan (Activity 4.2).
: Guidelines for
should have three zones: a frontage zone, a
pedestrian zone and furniture zone. The frontage zone can vary between from 0.5 to 1 m, to allow
w 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
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,
cyclists witness inconvenience and safety hazards from faster moving traffic. A segregated cycle lane
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
to dedicated cycle tracks, cities can employ traffic calming measures to ensure that all streets are safe
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,
cyclists witness inconvenience and safety hazards from faster moving traffic. A segregated cycle lane
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
to dedicated cycle tracks, cities can employ traffic calming measures to ensure that all streets are safe
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
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 vehicle free zones and
developed with plazas, seating, trees and structures for shade, as well as space for organized street
projects are often determined by local aspirations and participation backed by
ough 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 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
environments do more than facilitate movement. In most Indian cities, many centrally located market
icle free zones and
developed with plazas, seating, trees and structures for shade, as well as space for organized street
projects are often determined by local aspirations and participation backed by
ough 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
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
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 larger network of pedestrian and cycle facilities. By upgrading
otherwise neglected drainage canals and lakes, greenway projects can enhance the environment and
improve the quality of life of the surrounding area (Figure 11).
y 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. 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
waterway or strip of land set aside for recreational use or environmental protection and where
larger network of pedestrian and cycle facilities. By upgrading
otherwise neglected drainage canals and lakes, greenway projects can enhance the environment and
y 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 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.
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
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".
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
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.
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
ementation requires good management structures and effective public private
to satisfy the
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
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
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
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,
duly, proportionate to the said fleet requirement. In addition, bus stops also need upgrading with
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
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
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,
duly, proportionate to the said fleet requirement. In addition, bus stops also need upgrading with
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
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
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
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 lightweight, safer, and more comfortable.
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
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
becoming increasingly popular due to its ability to conveniently request, track, and pay for trips using
he 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 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
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
ear PT systems to provide last-mile connectivity (Figure 14).
45
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
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
replaced with a supportive regulatory environment that recognizes the important role of cycle
t, safer, and more comfortable.
Contemporary cycle rickshaws use an ergonomic tubular frame and have optional multi-gear systems.
These vehicles are 30 per cent lighter and also have a longer lifespan with lower maintenance and
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
becoming increasingly popular due to its ability to conveniently request, track, and pay for trips using
he 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
es should identify
private partnerships, including integration of services,
” with cycles stored in a
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
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
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 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
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 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
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
f transportation are
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
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
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.
: Identified initiatives for each of the goals and principles
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 easy reference. If cities
implement these initiatives and meet the suggested metric, there are high chances that they will be
The “target year” indicates the year by which the metric should be achieved, after the SMP is
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
cities should adopt the same initiatives. These initiatives, or actions undertaken by the city to achieve
of the goals and principles
The target metric for most of the initiatives can also be derived from the tool used for quantifying the
easy reference. If cities
implement these initiatives and meet the suggested metric, there are high chances that they will be
The “target year” indicates the year by which the metric should be achieved, after the SMP is
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.
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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.
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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:
This section should help the users to:
• 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
local stakeholders to promote the use of sustainable transport in the city.
rise 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—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
local stakeholders to promote the use of sustainable transport in the city.
rise 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
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.
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Step 6: Monitoring and evaluation
Key points:
This section should help the users to:
• 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.
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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
(*)
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Improve quality of PT
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
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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
Improve quality of PT
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
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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.
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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
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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
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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
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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
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.
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 through the city
The municipal engineer need to map the streets as classified above using Google map (in case there is
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
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
As first step, the municipal engineer/ user need to identify and classify the entire street network within
The municipal engineer need to map the streets as classified above using Google map (in case there is
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
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 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.
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
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
locations on the same road segment to check if it constant or varying.
Enter the ROW value associated with street segment.
25: Measuring width of existing street networks
Once the ROW mapping is completed with assigned values. The features can be classified using
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
locations on the same road segment to check if it constant or varying.
Once the ROW mapping is completed with assigned values. The features can be classified using
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.
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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
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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
(Subway, FOB and skywalk)
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
15 Total SUM(C10-C14) SUM(D10-D14) SUM(E10-E14)
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)
22 Total SUM(C17-C20) SUM(D17-D20) SUM(E17-E20)
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
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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.
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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
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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.
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