Experts pin success of development plan on public transport access

PUNE: For most Puneites, traffic and transport pose the worst kind of problems. The clamour for a metro and a more effective Bus Rapid Transit System is growing, but urban planners and experts have warned that investments in both modes would be wasted if access to these public transport systems is not designed well in the Development Plan (DP) for the old city.
A hearing of suggestions and objections to the DP will be held soon and after the state's approval, the Pune Municipal Corporation (PMC) will be authorized to implement it. The plan has been drafted considering the overall industrialization and urbanization in the city that has resulted in higher population growth. The plan and its provisions revolve around the city's growth and expansion of its limits.
"Jurisdictional changes do contribute to the population growth. This factor had a noticeable contribution in growth during 1991-2001. In future too, jurisdictional changes in the PMC limit are expected. In 1997, 38 villages were included in PMC. However, in 2001, 15 complete villages and five part villages were de-linked. It is possible that these villages may be merged in PMC, in next few years between 2012 and 2017. The new townships developing along the periphery may also sooner or later be included in the PMC limits," the DP states.
In a move to accommodate the population and "achieve planned growth" of the fringe areas around the city, the state government in 2012 issued a notification to bring 28 fringe villages into the PMC limits, a move which will increase the civic body's geographical area to more than 450 square km from the present 243.84 square km. The expanded city could come close to or be even bigger than the Brihanmumbai Municipal Corporation (BMC), which, as the largest civic body in the Maharashtra state, covers an area of 480.24 square km.
Pune needs a plan to encourage public transport. "The DP for the old city area has been drafted considering the public transport in mind. Overall planning is in line with multi-mass transport modes the city will need. We have planned a metro that provides comfortable access to the public, city engineer Prashant Waghmare said, adding that the PMC has a comprehensive mobility plan to guide the city's transport planning.
Civic activists and NGOs disagree. Major Gen (retd) S C N Jatar of Nagrik Chetana Manch said the civic body has not followed the Comprehensive Mobility Plan (CMP) which aims at "moving people safely and economically by emphasizing public transport and non-motorized transport".
The general experience is that while flyovers/grade-separated crossovers may help relieve congestion at intersections temporarily, they also allow suppressed transit demand on the roads. This generally leads to congestion coming back at a higher level of traffic, states the CMP.
Historically, Pune is known for its use of bicycles. Over the recent years the use of bicycles has come down significantly due to the rise in motorized vehicles. Walking and cycling constitute approximately 33-35 % of the total trips in Pune. However, cycle tracks are encroached upon.
Connectivity to public transport to the old city areas from the fringes is a problem for thousands. "I use my two-wheeler as I have no other option. I have to travel from Katraj to Apte Road for my work and I cannot depend on the PMPML buses. If the public transport is adequate and has connectivity, no one would use their personal vehicles." said Nitin Rajmane from Katraj. The city's Environment Status Report (ESR) for 2012-13 has said that the use of two- wheelers and cars to commute is on the and rise pollution levels in the city have reached alarming levels.
A word of caution
According to the Centre for Science and Environment (CSE), the original design of Indian cities was more compact, it promoted walking and cycling. Growing cities and their bad design is leading to an urban sprawl, increasing travel distances and time, resulting in congestion, global warming and pollution.
"Detours caused by car-centric infrastructure like flyovers, signal-free corridors and foot overbridges can increase carbon emissions. This is the result of conversion of small walkable trips to longer motorized trips. Investments in the metro and buses can be wasted if access to public transport systems is not designed well," states the CSE's review document released following a recent workshop series on 'Transport and Climate'
"We often tend to ignore the design of the city when we talk of our urban issues -- rapid and explosive increase in personal vehicle numbers, slow traffic, clogged roads, killer air and fuel guzzling. How we design our cities decides how we get around and connect with our offices and homes. In fact, getting the design of the urban space right is especially crucial now when India is urbanizing very rapidly, promoting sprawl, making gated communities, forcing longer travel distances, and putting enormous pressure on farmlands," Sunita Narain, director general of CSE, pointed out.
Anumita Roychowdhury, CSE's executive director for research and advocacy, said, "This is transforming our compact cities which had been built originally on a human scale that could be covered by walking, cycling or on a bus. Today's cities require cars."
"Higher travel distance, more motorized travel, higher CO2 emissions. Available data shows that high density cities, with higher share of public transport usage, have lower per capita transport induced carbon dioxide emissions… cities like Pune, Bhubaneswar, Faridabad and Ranchi -- with inadequate formal public transport systems and poorer access -- have high per capita CO2 emissions. Bigger cities with higher share of motorized vehicles and of public transport show higher CO2 emissions compared to smaller cities dominated by walking and cycling," the CSE report states.
Ho Peifen, planner in the Professional Development Group of Singapore's Urban Redevelopment Authority (URA), says that Indian cities have lesson to learn from Singapore. "Public transport is essential part of urban planning. Access to public transport is the key to ensuring that mass transport does not remain unutilized." he said. URA is guiding the Mumbai Metropolitan Region Development Authority to plan urbanization and infrastructure.
Experts insist that urban design should be consistent with the principles of National Habitat Standards for transportation. These standards have been made by the ministry of urban development to provide for compact, high density, mixed-land use development near new or existing public transportation infrastructure that includes housing, employment, entertainment and civic functions within walking distance of transit. Pedestrian-oriented design features have been advocated to encourage residents to use public transit. The 12th Five-Year Plan of the union urban development department has also taken on board the principles of integrated land use and transport planning.
The way forward
A policy intervention at the central and state government levels for public transport, walking and cycling oriented urban design.
Ensure well planned, dense and compact city design to reduce travel distances and dependence on personal vehicles. Bring people and jobs closer to public transport systems.
Improve walking, cycling and para transit access to public transport nodes. Otherwise use of these systems will remain sub-optimal
Discourage car-centric infrastructure (flyover, signal-free roads, foot overbridges) that obstruct and destroy movement patterns needed to walk, cycle and for public transport
Design cities to enhance safety. Make streets active by design and get rid of lonely edges and fringes.
Car restraint policies
Parking as a travel demand management measure
Fiscal policies to influence travel choices
Vehicle taxation policy
Congestion and road pricing
Global good practice
California has enacted the Sustainable Communities and Climate Protection Act (SB 375) since 2008 that aims to reduce per capita emissions by about 7 per cent by 2020 and 15 per cent by 2035.
This requires each of California's 18 Metropolitan Planning Organizations to develop a regional strategy for reducing vehicle miles traveled to address climate change.
They need to develop integrated land use and transportation plans, to focus on development around transit.
Cities who comply with SB 375's regional plans receive a larger share of transportation funds as well as regulatory streamlining for projects.
The results could be seen in California
Two-third of the households living near transit in Los Angeles own one or fewer cars, compared with 46 per cent of the region.
Nearly 1/4th of commuters living near transit in LA take transit, walk, or bike, compared with just 8 per cent of the region.
About 22 per cent of the jobs in LA County are within walking distance of high quality, fixed-guideway transit.
( Source: Centre for Science and Environment, New Delhi)