planning for bicycle infrastrcture a case of gurgaon …€¦ · planning for bicycle infrastrcture...

Presented by : Liju MathewUMI201314

6th Urban Mobility India Conference & Expo-2013Manekshaw Centre, Near Dhaula Kuan, New Delhi

PLANNING FOR BICYCLE INFRASTRCTUREA Case of Gurgaon City

P L AN N I N G F O R B I C Y C L E I N F R AS T R U C T U R E

The main aim of this study is tounderstand the trend of presentbicycle users in Gurgaon andproviding proper infrastructure tothem on a selected route inGurgaon to demonstrate the social,health and environmental benefitsof cycling so that more peoplecould be shifted from present modeof transport to bicycles and also tomake it function as a feeder tometro.

A I M

Gurgaon has developed as an industrial, IT,BPO and commercial hub. Multinationalcompanies, large business houses, foreigninvestors, Non-Resident Indians (NRI) arecontinuing to invest in Gurgaon.Rapid urbanization, population growth,growing economy and emerging employmentopportunities in the region have placed anenormous demand for quality in transportinfrastructure Gurgaon faces commonchallenges like deficient public transport,traffic congestion, deteriorating roads,pollution, etc.


The objectives of the study will be to assess the bicycle trips in Gurgaonand then planning for bicycle infrastructure to accommodate the bicycletrips at an improved Level of Service (LOS).The study picturises thebenefits of cycling in form of heath cost, air pollution cost, fuel savings ifthe number of vehicles get reduced.To achieve the above stated aims of the study following objectives needsto be achieved:

Understanding the problems faced by present cycle usersPresent major mode of local travel.Type of cycle users present in Gurgaon.Major trip attractors in the study area.Cycle trips generation, attraction & distribution in GurgaonPresent available infrastructure

O B J E C T I V E S


N E E D O F S T U D YIncreasing pollution and decreasing air quality.

The National Urban Transport Policy (NUTP) by MoUD hademphasised on the preparation of a CMP with priority to pedestriansand NMT.

In India most of the bicycle users are captive users as its low cost ofoperation has made it a favourable mode for students and low incomeworkers.

Even after the lack of safe infrastructure, high risk of fatal crashes andlack of favourable policies for cycling, bicycle trips have notdisappeared completely. Like in Mumbai and Delhi the two largestcities in India, at least 6-12% trips are on bicycles .

Studies have also concluded that 25-35% of all motorised trips couldbe transferred to bicycles.


020406080

Gurgaon Delhi Chandigarh Bhopal Indore Bangalore Ahmedabad

No.

of c

ycle

use

r in

thou

sand

s

cities2001 2011

710.2

6.18.6

3.19.6

11.95.3

0 2 4 6 8 10 12 14

GurgaonDelhiPune

ChennaiBhopal

BangaloreMumbai

Surat

Trip length(Km)

Citie

s


L I T E R AT U R E R E V I E W

Decreasing

Increasing

Bicycle

Two-wheelers

CarPublicTransport

Role of NMT at different stages of development

Adopted from: Ice, 2000

Captive Users: Captive users aregenerally users who are bound totravel low cost bicycle fortravelling due to their incomeconstraints.

Potential Users: There is, also a group ofpeople who would like to cycle and could bepersuaded to cycle under the rightcircumstances. (Tiwari & Jain, 2011) They arebasically the recreational users who use cycleand are well versed with riding a cycle butdo not use for going to work place.


•Attractions.

•Trip distance.

•Demographics.

•Land use patterns (density and mix).

•Travel conditions.

•Topography and climate.

•Community attitudes.

•Time and geographic scope.

Factors affecting bicycle usage


Transport Average PMPG Max PMPG

Bicycle 984 984

Walking 700 700

Running 315 315

Motorcycle 71.8 113

Train 71.6 189.7

Airplane 42.6 53.6

Bus 38.3 330

Car 35.7 113

Heavy Truck 32.2 64.4SUV, Light Truck 31.4 91


Energy consumption under various modes of transport (*PMPG : Person-Miles Per Gallon)


Source:http://interacademycouncil.net/cms/reports/11840/11914/11924.aspx


Bicycle Level of Service


Stress Level Interpretation

1-Very Low Street is reasonably safe for all types of bicyclists (except children

under 10).

2-Low Street can accommodate experienced and casual bicyclists,

and/or may need altering or have compensating conditions to fit

youth bicyclists.

3-Moderate Street can accommodate experienced bicyclists, and/or contains

compensating conditions to accommodate casual bicyclists. Not

recommended for youth bicyclists.

4-High Street may need altering and/or have compensating conditions

to accommodate experienced bicyclists. Not recommended for

casual or youth bicyclists.

5-Very High Street may not be suitable for bicycle use.


S I T E S E L E C T I O N


M AT E R I A L S & M E T H O D SThe site has been divided into five zone based on the land usedistribution. The population required for the gravity model wasobtained from Census of India, 2011. Gravity model is a factor of Tripattraction and trip generation between zones.

Wh e r e

= Trips between zones i & j

= Trips produced in zone i

=Trips attracted to zone j.

Distance between zone i & zone j ,or the time or cost of travellingbetween them.

K = Constant usually independent of i.n = An exponential constant whose value is usually found to lie between 1& 3.k = Total number of zones

Gravity Model


M AT E R I A L S & M E T H O D STrip Generation

Trip Generation = Population * Trip Rate

Trip AttractionTrip Attraction = Plot Area * F.A.R * (Persons/SQ.M)

The trip rate is taken as 1.2 as per the Gurgaon CMP

The F.A.R of Gurgaon is taken as 1.75 for commercial and residential. Industrieshave an F.A.R of 1.25 and offices of 2.5.Institutions and hospitals have an F.A.R of1.5.Bicycle Compatibility IndexBCI=3.67-0.966BL-0.410BLW-0.498CLW+0.002CLV+0.0004OLV+0.022SPD+0.506PKG-0.264AREA+AF

BL= Presence of a Bicycle lane or paved shoulder > 0.9m (No =0,Yes = 1)

PKG= Presence of a parking lane with more than 30% occupancy (No = 0 , Yes = 1)

BLW= Bicycle Lane ( or paved shoulder) width m

AREA= Type of roadside development (Residential =1 ,Other type = 0)

CLW = Curb lane width (m)

OLV = Other lane(s) volume-same direction (vph)

CLV= Curb lane volume–same direction(vph)

SPD = 85th percentile speed of traffic (Km/h)


D ATA A N A LY S I SType of cycle users

41%

59%

Work/school Recreation

Mode of transport by Non-NMT Users

Good facts about cycling

020406080100

Perc

enta

ge

Factors

01020304050

Percentag

e

Time

Time of travel


D ATA A N A LY S I S

37%

47%

3% 13% 15-2525-3535-45>45

Age group

43%

29%

4% 6%

18%2W

Car

Bus

Cycle

Autorikshaw

Modal Split in Old Gurgaon

Modal Split in New Gurgaon

64%6%

17%

13%Car

Cycle

2W

Autorikshaw

Positive & Negative facts about cycling

0102030

Cost health Environment Speed ComfortPerc

enta

ge

factors

0204060

Chance ofgetting

accidents

Risk & theft Lack of cyclepaths

Destinationtoo farpe

rcen

tage

Factors



Modal Shift As per TRIPP Delhi It is assumed that he averageoccupancy rate for different vehicles are asfollows :-Bus - 66 ,Car - 1.3 ,Auto rickshaws - 8,2-wheeler –1

Thus the number of vehicles reducing due toshifting to bicycle.

Mode of trip % Shift Avg occupancy Reducing no. of vehicles

Autorickshaw 34 8 76

Bus 17 66 26

Car 15 1.3 482

2-wheeler 23 1 1136


Residential CommercialIndustries OfficeInstitution Hospitals

ZONE 1

ZONE 2





ZONE 3

ZONE 4




ZON

E 5


Trip GenerationThe number of cycle users isonly 10% thus the tripgeneration by cycle userswill be 10% of the tripgeneration of total

Zone Population TripGeneration

Cycle TripGeneration

1 120084 144101 144102 12252 14702 14703 14965 17958 17964 3947 4736 4745 11812 14174 1417



Trip AttractionD ATA A N A LY S I S

Type FAR Trip AttractionZone 1 Zone 2 Zone3 Zone 4 Zone 5

Commercial 1.75 1691109 1384845 819791 1424864 280285Industries 1.25 210080 12960Office/IT 2.5 2150 39011Institution 1.5 618 1708 1288 698Hospital 1.5 206 102Total 1694083 1596633 832751 1465163 281085Cycle TripAttraction

169408 159663 83275 146516 28109

The number of cycle users is only 10% thus the trip generation by cycleusers will be 10% of the trip generation of total


Applying the trip attraction & trip generation within each zone into thegravity model we will obtain the trips between each zones.


1. Trips distribution between Zones 1 & 2

2. Trip distribution between Zones 1 & 3:

3. Trip distribution between Zones 1 & 4

4. Trip distribution between Zones 1 & 5

Zone 1 2 3 4 51 2186 2027 3567 3852 1366 1511 665 1283 183 1726 704 2284 792 187 173 335 1135 602 1255 552

Similarly a trip distribution isdone from all the zone and asimilar table is obtained showingthe trip distribution betweenzones.

Trip Distribution


D ATA A N A LY S I SDesire Lines from each Zone



Road Inventory

MG Road

Old Gurgaon Road


D ATA A N A LY S I SThe LOS is compared with the BCI range to get the equivalent value. Itshould be noted that the facility should always be designed at LOS C orbetter.

LOS BCI Range Compatibility Level

A < 1.5 Extremely High

B 1.51- 2.30 Very High

C 2.31-3.40 Moderately High

D 3.41-4.40 Moderately Low

E 4.41-5.30 Very Low

F >5.30 Extremely Low

At MG Road:BL = 0 , BLW = 0, CLW = 6m, CLV = 240vph, OLV = 3920vph , SPD= 55km/hrAREA = 0, AF = 0.1

The BCI value obtained at MG Road is 4.56 and thus the LOSavailable at present for bicyclists on MG Road is E or very lowlevel of compatibility for cycle users.



If we provide a 2m wide cycle lane along the curb, then applying theformula the BCI value comes out to be 3.76 and thus LOS could beimproved to level D and then further reducing the speed to 45 km/hrfrom present 55km/hr the LOS level C could be achieved at MG road


I M PA C T A S S E S S M E N T

Using ‘transfer of benefit method from the US to the Indian situation,Sengupta and Mandal (2002) found that the health damage cost ofparticulate matters (PM) was the highest (Rs.63.73/kg under low-costestimates and Rs.869.57/kg under high-cost scenario), followed byNOx (Rs. 7.37/kg and Rs. 108.26/kg, respectively), HC (Rs. 0.60/kgand Rs. 6.73/kg, respectively) and CO (Rs. 0.05/kg and Rs. 0.46/kg,respectively).

Pollutant Reduction(kg)

Daily Health Cost saving(Rs.) Yearly health cost saving (Rs.)Low costscenario

High CostScenario

Low costscenario

High CostScenario

PM 0.195 12 170 4536 61892NOx 6.610 49 716 17781 261193HC 0.301 0.18 2 66 739CO 8.810 0.44 4 161 1479Total 62 892 22,544 3,25,303

Health Cost Benefit


Pollutant Reduction(kg)

Estimates Daily Pollution Costsaving(Rs.)

Yearly pollution costsavings

High(Rs/kg) Low(Rs/kg) Low costscenario

High CostScenario

Low costscenario

High CostScenario

PM 0.195 1001.03 73.37 14.31 195 5222.11 71248NOx 6.610 124.63 8.48 56 823.80 20459 300688.57HC 0.301 7.75 0.69 0.208 2.33 76 851CO 8.810 0.5295 0.058 0.51 4.67 187 1703Total 71.028 1025.8 25944.11 374490.57

Marginal External Air Pollution Cost

Vehicle type Nos. Fuel consumed to travel 5km (ltr) Savings in fuel (Rs.)Daily Yearly

Auto 76 0.25 1199 437635Bus 26 0.31 509 1857852W 1136 0.09 6450 2354250Car 482 0.11 3345 1220925Total 11503 4198595

1752 60.16

Savings in Fuel


The minimum parking space required for car is (2.5m × 5m) as perparking guidelines and for buses it is (3.75m × 7.5m).(IRC-86,1983).

Vehicle type Nos. ECS Total Area Required (Sq.m)Car 482 1 6025Auto 76 0.50 3012.5Bus 26 - 7312W 1136 0.25 1506.25Total 11274.75

1752 60.16The space required for parking of one bicycle is0.10 * Car Parking space = 0.10*12.5 Sq.m = 1.25 Sq.mNumber of converted cycle users = 4087Space required to park 4087 bicycles = 4087*1.25 Sqm = 5109 SqmAdditional parking space available = 11275 - 5109 Sqm = 6166 SqmThus Additional number of bicycles which can be parked = 6166 / 1.25= 4933.Thus an additional 4933 bicycles could be parked.


Plan for Bicyclists Direct cycle routes Coherent networks Cycle audits of plans Cycle plans Green routes to link schools, parks, and workplaces Cyclist facilities at workplaces Dense, mixed-use development pattern Two-way cycling on one-way streets

Information, Campaigns, and Events Safety and enforcement campaigns Cycle to work campaigns Cycling for health campaigns Education on the societal costs of cars Campaigns targeted at children

Restrictions on Car Driving Remove surface and on-street car parking Reduce speed limits on residential roads Create parking fees Ticket illegally parked or stopped cars blocking cycle

areasRoad Safety Integrate road safety planning with bicycle planning

Perform road safety audits Redesign black spot areas

P R O P O S A L S & R E C O M M E N D AT I O N S

CompetenceDevelopment

Hold conferences about cycle planning Research and development Offer data for specialists

Bicycle Schemes City Bikes or other free bicycle program Company bikes campaigns Bicycle couriers Cycle basket/trailer deposit zone in shops

Safer Road Layout Traffic calming, particularly at intersections Cycle crossings, advanced stops, pre-green lights Focus on barrier areas, such as bridges

Link Bicycles and PublicTransit

Allow bicycles on trains or buses Provide adequate parking at transit hubs

Enhance RoadMaintenance

Smooth surfaces Better sweeping Adequate winter-time maintenance

Increase Bicycle Parking Bicycle parking funds Provide bicycle racks to meet different needs, including covered

and locked areasEconomic Incentives Tax deductions for cyclists

Deductions for workplaces which provide cycle facilities




P R O P O S A L S & R E C O M M E N D AT I O N SProposed Cycle track at MG Road

Proposed Cycle track at Old Gurgaon Road


THANK YOU

planning for bicycle infrastrcture a case of gurgaon …€¦ · planning for bicycle infrastrcture...

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