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INCEPTION REPORT COMPREHENSIVE BICYCLE PLAN FOR PUNE
AUGUST 10, 2016
Prepared by
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Table of Contents 1 Introduction .......................................................................................................................................... 6
1.1 Scope of the Work ........................................................................................................................ 6
2 Consortium .......................................................................................................................................... 10
3 Technical Proposal for Bicycle Plan in Pune city ................................................................................. 12
3.1 Preparation Phase ....................................................................................................................... 12
3.2 Creating the Cycle Plan ............................................................................................................... 14
3.3 Public Participation and Stakeholder Consultation .................................................................... 31
3.4 Institutional Capacity and Governance ....................................................................................... 36
4 Work done so far ................................................................................................................................ 38
4.1 Preliminary Observations ............................................................................................................ 38
4.2 Issues and barriers ...................................................................................................................... 41
4.3 Review of the Policy and Planning documents ........................................................................... 44
4.4 Digitization of the Land use Map ................................................................................................ 51
4.5 The project Work Plan ................................................................................................................ 53
4.6 Methodology and Questionnaires .............................................................................................. 53
5 Way forward ....................................................................................................................................... 63
6 Annexures ........................................................................................................................................... 65
6.1 Annexure 1: Activity Chart for the project .................................................................................. 65
6.2 Annexure 2: Road Audit Questionnaire ...................................................................................... 75
6.3 Annexure 3: Current and Potential user survey Questionnaire .................................................. 78
6.4 Annexure 4: Household Survey Questionnaire ........................................................................... 82
6.5 Annexure 5: Ward wise household sample distribution ............................................................. 95
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List of Tables Table 1: List of indicators for NMT derived from LCMP Toolkit (UNEP, 2012). .......................................... 16
Table 2: Basic principles for intervention on different types of roads. ...................................................... 22
Table 3: Basic principles for intervention on different types of intersections. .......................................... 23
Table 4: Various elements of cycle parking. ............................................................................................... 24
Table 5: Summary of enforcement laws and penalties. ............................................................................. 28
Table 6: Combination of criterions for priorities of development. ............................................................. 29
Table 7: Expenditure calculation for selected Smart feature ..................................................................... 48
Table 8: Identified Roads in all the ten zones ............................................................................................. 53
Table 9: User survey sample distribution ................................................................................................... 59
Table 10: Vehicular Count Survey Format .................................................................................................. 63
List of Figures Figure 1: Process involved in Bicycle Planning. ........................................................................................... 36
Figure 2: Methodology for preparation of Comprehensive Bicycle Plan .................................................... 37
Figure 3: School students using bicycle to commute between institute and residence ............................ 38
Figure 4: Parking area for bicycles in educational institutions. .................................................................. 38
Figure 5: Obstacles present on existing cycle tracks breaking the continuity of cyclists ........................... 39
Figure 6: Identifying the absent infrastructure on road. ............................................................................ 39
Figure 7: Road after division and implementation of suitable infrastructure. ........................................... 40
Figure 8: Cyclists comfortably bicycling in the segregated cycle track on the road along with the motor
vehicle users. ............................................................................................................................................... 40
Figure 9: Ill designed cycle lane with bollards breaking the continuity ...................................................... 41
Figure 10: Vehicles parked over footpath and cycle lanes and forcing NMT users to use carriageways ... 42
Figure 11: Lack of awareness about the importance and rights of NMT among commuters using
motorised vehicles ...................................................................................................................................... 42
Figure 12: Ill designed Bus stops creating blockage for pedestrian and cycle movement ......................... 42
Figure 13: Encroachment of the NMT lane by hawkers due to absence of dedicated space for them ..... 43
Figure 14: Cyclists being force to use the carriage way because of unplanned services in the NMT lanes
(Public toilet in this case) ............................................................................................................................ 43
Figure 15: Cyclists being forced to use the carriage way due to lack of maintenance ............................... 43
Figure 16: Framework to solve Pune's Transport and Mobility problem ................................................... 46
Figure 17: Redesigning and place making of junctions ............................................................................... 47
Figure 18: Street design, road widening and place making ........................................................................ 48
Figure 19: Bicycle friendly redesign of roads with integrated bicycle network .......................................... 49
Figure 20: Land use Map under preparation in GIS .................................................................................... 52
Figure 21: Cross section of first section at Ganesh Khind Road ................................................................. 55
Figure 22: Cross section of second section at Ganesh Khind Road ............................................................ 56
Figure 23: Ten zones of Pune based on major roads .................................................................................. 56
Figure 24: Identified major (arterial and sub-arterial) streets in the core city area ................................... 57
Figure 25: Infrastructure audit data entry .................................................................................................. 58
Figure 26: User survey data entry ............................................................................................................... 61
Figure 27: House hold survey data entry .................................................................................................... 62
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List of abbreviations
AASHTO American Association of State Highway and Transportation Officials
BOT Build Operate Transfer
BRT Bus Rapid Transport
CDP City Development Plan
CEE Centre for Environment Education
CMP Comprehensive Mobility Plan
CPWD Central Public Works Department
CSR Corporate Social Responsibility
CTTS City Traffic and Transport Study
DPR Detailed Project Report
EEA External Environmental Analysis
ESR Environment Status Report
GIS Geographic Information System
IRC Indian Road Congress
iTrans Innovative Transport Solutions Pvt. Ltd.
IUT Institute of Urban Transport (India)
JnNURM Jawaharlal Nehru National Urban Renewal Mission
LOS level of services
MoUD Ministry of Urban Development
MR&TP Maharashtra Regional and Town Planning
NGO Non-Government Organizations
NMSH-UT National Mission on Sustainable Habitat for Urban Transport
NMT Non-Motorized Transport
NMV Non-Motorized Vehicle
NSSO National Sample Survey Organization
PBS Public Bicycle Sharing
PDA Prasanna Desai Architects
PMC Pune Municipal Corporation
PMPML Pune Mahanagar Parivahan Mahamandal Limited
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PPP Public Private Partnership
PT Public Transport
RFP Request for Proposal
ROW Right of Way
TCRP Transit Cooperative Research Program
TRIPP Transportation Research and Injury Prevention Programme
UTTIPEC Unified Traffic and Transportation Infrastructure (Planning &
Engineering) Centre
VTPI Victoria Transport Policy Institute
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1 Introduction
Pune was once known as ‘the city of Bicycles’. However, the last three decades show rapid growth of
motorized vehicles. The reasons for this include increased population and incomes, increase in the
urban area or sprawl, and the fact that increase in the supply and maintenance of facilities for public
transport and pedestrian and cycling facilities have not kept pace with the growth in travel needs.
The Pune Municipal Corporation (PMC) is committed to the improvement of cycling in the city and has
already taken several steps in that direction. As an important part of this effort, PMC has decided to
prepare a comprehensive master plan for cycling in the city with demonstration projects to facilitate this
process.
The request for proposal of the project includes the following tasks –
Creation of a city-wide cycle track network and cycle-safe streets
A city-wide Public Bicycle Scheme with a detailed project report for a pilot project
Bicycle Parking Facilities
Integration with Public Transit
Cycling Promotion
Adoption and use of Design Guidelines for planning and implementing cycle-friendly
infrastructure
Institutional Mechanisms, Capacity-building and Financial Planning for implementing the plan
Awareness and Education Campaigns
1.1 Scope of the Work The preparation of the plan will consist of the following tasks
I. Preparation Phase
Establishing a baseline for current cycling in the city, evaluation of plans and policies,
identification of barriers and opportunities
Activities:
i. Surveys and data collection to establish current levels and trends of cycling,
demographics, purpose and nature of cycling trips, O-D information, accidents etc
ii. Sample surveys, as per Industry standard, (of current and potential cyclists) and
stakeholder consultations to understand awareness and public perception about
cycling, its safety and status as well as barriers and opportunities and stated
preference. User surveys should be done physically with appropriate sample size
and stratification.
iii. Infrastructure assessment of existing facilities, cycle tracks, parking and riding
conditions, street design issues, junctions and intermodal connectivity. The
infrastructure should be evaluated in such a way that it provides information
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about what needs to be done to bring the infrastructure to the standards needed,
to achieve the goals that are set.
iv. Determine the existing Service Level using the Benchmarks for NMT as published
by the Ministry of Urban Development available at
http://urbanindia.nic.in/programme/ut/Service_level.pdf
v. Assessment of current plans, policies, projects (affecting cycling), processes and
guidelines being used
vi. Analysis of institutional structures and capacity of organizations, departments and
personnel
vii. Collation of other cycling related data such as rentals, retail, repair shops etc.
II. Creating the Bicycle Plan
Based on the earlier phase, prepare a comprehensive bicycle plan with the following elements
i. Vision and set goals for cycling in the city with intermediate milestones. The goals/outcomes
would include components such as increase in cycling share, reduction in accidents and may
be segmented in terms of (say) students, workers, new cyclists, recreational cyclists etc.
Goals should be tied to quantitative metrics. Identify strategies to stem decline in cycling
and identify potential cyclists, such as students, recreational cyclists, tourists etc.,
categorized by effort (cost, ease of implementation, capacity required, time) and benefits
(reduction in accidents etc.) needed to convert them into cyclists. Additionally the
consultant should estimate the overall benefits to the city and its residents that will result
from the implementation of the plan, in terms of reduction of pollution, health benefits,
reduction in accidents, reduction in congestion, savings in public spending and any others,
which will provide the overall justification for the plan and help inform the public opinion as
well as garner political support for it.
ii. Plan for a complete bicycle network (cycle tracks, lanes, cycle safe streets and vehicle-free
zones) and off-street cycling such as nature trails, gardens, river-side etc
iii. Recommendations regarding cycle infrastructure design guidelines. It is not expected to
produce detailed cycle infrastructure design guidelines, however the following should be
provided
a. High level criteria to be met while implementing any cycle infrastructure project
b. Basic design guidelines such as widths, surface quality, continuity, signages etc
based on international best practices as well as any existing guidelines
The consultant may refer to the ‘Design of Urban Roads – Code of Practice (I-V)’
manuals available at http://urbanindia.nic.in/programme/ut/urban_transport.htm
iv. Recommendations for bicycle parking (public and private, short-term and long-term), park ‘n
ride, stand-alone or integrated with the public bicycle scheme
The recommendations should be in the form of (a) specific locations/areas where
parking should be provided based on the surveys and the proposed cycle track
network (b) guidelines for parking where no specific locations are specified, but
based on location types (such as markets, offices etc) (c) DC Rules which will enable
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safer, convenient bicycle parking (d) guidelines for future transport hubs such as
Metro stations, which will form inputs to those proposals. This should also include
broad design specifications/guidelines for determining designs, such as stands,
stand-types, covered, multi-storied, and operational recommendations in terms of
contracts (private, public, PPP, etc) and methods/technologies (cards, ticketing,
safety measures). The recommendations would be based on best practices
worldwide, cost effectiveness, availability of technologies, social benefits, and other
such parameters.
v. Recommendations for enabling integration with other modes of transport such as PMPML,
BRT, Metro etc, in addition to parking, such as integrated fares, carrying bicycles on these
modes, some of which can be incorporated into the designs/implementation of those
modes.
vi. For all the above sections the consultant should use the guidelines specified in the National
Mission on Sustainable Habitat parameters for cycling available at
http://urbanindia.nic.in/programme/ut/NMSH_parameters_v4.1.pdf
vii. Recommendations for a city-wide public bicycle scheme. Specifically the city has decided to
implement a pilot public bicycle scheme but has faced difficulties in doing so. The consultant
should evaluate the potential impact of a public bicycle scheme, and recommend the scope,
phasing and timing of such a scheme keeping in mind the overall plan, the cost-effectiveness
etc. The impact on the overall goals of the city in terms of bicycle usage etc should be
estimated in case such a scheme is implemented. Recommendations for financing and
managing the scheme should also be made. The consultant should draft terms of reference
for the preparation of a detailed project report (DPR).
viii. A Detailed Project Report (DPR) for a pilot bicycle scheme based on the proposal that has
already been prepared by the city (see Appendix B). The DPR is to be submitted to the
Ministry of Urban Development, Government of India, for funding under the JnNURM. The
DPR should follow the guidelines issued by the Ministry for the same, details of which are
available under ‘Public Bicycle Scheme’ section at
http://urbanindia.nic.in/programme/ut/urban_transport.htm
ix. Recommendations for enforcement of rules. This should include recommendations based
on the current rules and powers vested with the city authorities, police and other agencies,
recommendations to make the coordination between authorities more effective, improve
sensitization, capacity building measures and through arrangements such as cycle-wardens.
The consultant should also make recommendations for changes in rules, which may be done
at the city, state or national level.
x. A public education and awareness plan, consisting of campaigns (targeting general public,
motorists, and other groups) and events. Plan for improving status of cycling through a
marketing campaign and branding elements, promotion of cycling clubs and through CSR
activities, which not only portray cycling as ‘cool’/’healthy’ etc, but also send a signal that
the city takes cycling seriously.
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xi. A plan to increase the capacity of the city to implement the plan, including
recommendations for institutional arrangements, processes, policies, capacity building,
design guidelines etc. The consultant is not required to implement these plan elements,
such as actually conduct training workshops, but rather provide the city with a blueprint for
carrying out a long-term capacity building exercise, so that the various activities listed in the
plan can be implemented. This will primarily include specific recommendations for the
qualifications of personnel, data collection techniques, modeling, the type of design
guidelines needed and process by which these are integrated into standard project
implementation processes of the city, modifications to these processes, types of capacity
building activities (attending workshops, site visits, completion of training courses,
interactions with experts, accessing online and other resources etc) based on the
consultants experiences, best practices worldwide etc.
xii. A detailed roadmap with activities to be undertaken by the city to meet the goals, projects
with estimated budgets and timelines, priorities arranged in short-term (5 years), mid-term
(10 years) and long-term (20 years) durations. Priorities to be based on potential benefits,
cost, ease of implementation etc. The short term plan should be further specified as
detailed annual plans, complete with budgets and expected outcomes. The manner in which
the plan implementation can be financed should also be provided (Financing Plan).
xiii. Recommend a pilot cycle infrastructure project – that would involve the design, and
implementation (to be executed by an agency appointed by the city), with monitoring and
supervision by the consultant, including a before and after study to compare the difference.
The pilot project will serve as a real example of incorporating the recommendations made in
the plan and test them out, help to build capacity of city staff as well as local designers and
contractors as well as various processes. This pilot project should be part of the short-term
plan, but spelled out in greater detail, including reasons for selection of the pilot, a process
document and assistance in preparing the bid for tendering.
xiv. Recommendations for plan evaluation, based on annual reviews, structure of such reviews,
data to be collected and metrics for evaluation of the plan implementation. This should
include risks to plan implementation and risk mitigation strategies.
xv. In order for the bicycle plan to be effective it must be integrated into the Comprehensive
Mobility Plan (CMP). The consultant should therefore critique the CMP and offer
suggestions on aspects of that plan that will help to achieve the objectives of the bicycle
plan in the larger context of transport in the city. Additionally the Bicycle Plan must also be
integrated into the Development Plan of the city. The consultant will prepare the document
which can be used to notify the plan as per the Maharashtra Regional and Town Planning
(MR&TP) Act.
xvi. Recommendation of a steering committee for the implementation of the plan, composition
and responsibilities – based on best practices internationally (Governance Plan).
III. Public Participation and Stakeholder Consultation
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The entire plan must be made in a manner that maximizes public inputs and interactions, is
transparent and in public domain at all stages of the plan preparation. The success of the plan is
expected to depend critically on public acceptance of the plan and its recommendations. To that
end the following activities are to be conducted and planned for in this proposal (these are in
addition to the user surveys to be conducted as part of the preparation phase)
i. Ward-level meetings (administrative, 15 such wards exist) to be held twice at each
ward, once during the preparation phase to gather inputs from people and second
time to discuss the draft plan before finalization. Publicity to ensure large-scale
participation in these public meetings is also expected.
ii. Key stakeholder interviews to be conducted (one-on-one or by way of other
interactive formats such as workshops) to get inputs, suggestions, insights related to
cycling issues. Some key stakeholders expected to interact with are party
leaders/functionaries, industry groups (such as MCCIA, FICCI, CII etc.), school and
college principals, Education committee of the PMC, Traffic Police, Administration
officials, PMPML officials, NGOs etc. Inputs from stakeholders should be
meaningfully analysed and used to inform the plans and recommendations.
iii. The firm should have a media strategy for dissemination of information at key
stages of the plan preparation.
iv. Public meetings and stakeholder interactions should use audio/visual materials,
presentations, panel displays and other innovative methods to communicate key
ideas in simple language. Bilingual materials (English and Marathi) would be
required in most cases.
v. All materials related to the preparation of the plan and the plan itself should be
available on a website, including survey results, draft plans and other materials used
to prepare the plan. This website should be integrated with the PMC website.
vi. The draft plan, final plan, maps, charts etc. should be available in limited print
copies (50), as well as plan summary (short version of the plan, ~ 20 pages) in larger
numbers (200) and be available to key persons, media etc. The plan summary
should be easy to understand and be available in English and Marathi.
As the plan is being prepared with assistance from the Ministry of Urban Development under
the ‘Scheme of Urban Transport Planning’, it is necessary to also conduct one meeting with the
state-level authorities as well as one each at the district and city level with relevant officials, as
advised by the Additional City Engineer (Roads) of the Pune Municipal Corporation.
2 Consortium
In order to efficiently deliver the work delineated in the scope of work by PMC, the Innovative Transport
Solutions Pvt. Ltd. (iTrans) has formed a tripartite consortium with Centre for Environment Education
(CEE) and Prasanna Desai Architects (PDA). A brief description of the consortium partners is as follows –
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I. Innovative Transport Solutions Pvt. Ltd. (iTrans)
It is an incubation unit in the Indian Institute of Technology Delhi (IIT Delhi). It works on
Sustainable Urban Transport issues ranging from Urban Transport Policies at the National and
State Level, Transport Planning and Modelling at city level, Non-Motorised Transport Planning,
Advocacy and Promotion, Public Transport Planning and operations with special focus on Bus
Rapid Transit Systems (BRTS), Area level traffic circulation plans and Microscopic Simulation
studies.
II. Centre for Environment and Education
Centre for Environment Education (CEE) is a national institute engaged in developing
programmes and materials to enhance public awareness about the environment and sustainable
development. CEE was established in 1984 as a ‘Centre of Excellence in Environmental
Education’, supported by the Ministry of Environment and Forests (MoEF), Government of India.
Thrust areas of work range from Sustainable Urban Development to Knowledge Management
for Sustainable Development to Communicating Environment through the Media to various
other thrust areas.
III. Prasanna Desai Architects (PDA)
The firm Prasanna Desai consists of enterprising architects capable of handling projects in
Interiors, Architecture, Urban and Landscape Planning with competence and speed. The firm has
worked on designs of Factory building, commercial complexes, Residential townships. The firm
is also currently working on city up gradation projects such as the Urban Design of the Pune
BRTS - Pilot Project and Slum Up gradation Projects under BSUP – JNNURM on seven sites in
Pune.
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3 Technical Proposal for Bicycle Plan in Pune city The approach and methodology for the 4 components – Preparation Phase, Planning Phase, Stakeholder
Consultations, and Institutional capacity and Governance have been detailed in this section.
3.1 Preparation Phase This phase aims at establishing an infrastructural baseline for the city with regard to cycling by collecting
primary and secondary data to establish the level of services (LOS) currently being offered and the user
needs. It also evaluates the institutional and regulatory baseline of the city with respect to what it offers
to cycling and cyclists by reviewing existing policies, plans, processes and guidelines affecting cycling.
3.1.1 Data collection
Data collection is required to understand the existing scenario of cycling in the city. The data collected
can be from primary and secondary sources. This broadly comprises of data related to the supply
components i.e. existing infrastructure and the demand components i.e. the travel behavior of various
road users, both existing cycle users and other road users which form the potential cycle users. The
current section explains the details of data that needs to be collected for bicycle planning.
Primary Surveys
1. Existing Infrastructure for cycle and other NMVs (inventory based)
Cycle Lanes
Width of cycle lanes/tracks
Both side/single sided
Encroachment by other activity/vehicles
Street lighting
Pavement condition
Intersection details
Parking
Number of cycle parking slots
Distance of parking from PT stop
Parking charges
2. User Survey (existing users and potential users)
Socio-economic Information
Age Profile
Gender Profile
Occupation
Income
Origin - Destination
Trip Information
Trip Purpose
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Mode Share
Trip Frequency
Access/Egress mode used
Travel time
Travel distance
Travel cost
Perception and Stated Preference
Perception of safety and security while cycling
Willingness to shift to cycling
3. Observation survey
Collection of cycle related data such as rentals, retail, repair shops etc.
Secondary sources
Road inventory data of the Municipality, Comprehensive Mobility Plan (CMP) of the city or any other
studies like the City Development Plan (CDP), Detailed Project Reports (DPR) for any transportation
project or the Master Plan can be used to compile part or full data required for bicycle planning. The
data on city demographics and accidents will be collected.
3.1.2 Evaluation of Level of Service
It is important to establish the levels of Service (LOS) offered by the city streets to cyclists to establish
the baseline, critical areas of intervention, phasing plan and the expected impacts of intervention on
improving the LOS. For this project, the evaluation for LOS will be carried out using 2 methods
i. LOS of the Existing cycling infrastructure: This will be done based on the NMT service Level
Benchmarks specified by the MoUD. The indicators used by MoUD to calculate the adequate
NMV facilities Continuous length, encroachment on NMV lanes, and parking facilities.
ii. LOS of the Pune street network: This will be citywide road audit and will be carried out on some
streets only which will be taken as representative samples based on the earlier road inventory
survey and the GIS street network. This will be carried out based on a tool URSA (Urban Road
Safety Audit) developed by the Transport Research and Injury Prevention Program (TRIPP) of
Indian Institute of Technology in New Delhi. Refer
http://www.sutpindia.com/skin%5Cpdf%5CToolkits%5CUrban%20Road%20Safety%20Audit_200
614.pdf
The URSA tool is meant for accident prevention rather than accident reduction. It is a safety
performance examination of an existing road or a future road by an independent audit team. The Audit
can be conducted at any stage of a project, starting with the project planning stage to the Final design
stage. It can even be conducted on roads that have already been completed and started operating can
be used in any phase of project development from planning to construction. It is intended to minimize
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the risk of a traffic crash and ensure that measures to eliminate or reduce identified urban roadway
problems are fully considered.
3.1.3 Evaluation of Institutional and regulatory baseline It is important to understand and map out the ecosystem affecting cycling in the city with regard to both
the way the institutional, regulatory and financing mechanisms are structured and the capacities of the
institutions responsible for delivering on a safe cycling environment for the city. This will be done by
identifying the various city agencies; mapping out their governance structures, regulatory mechanisms
and budgetary allocation priorities; and highlighting the opportunities and barriers in the ecosystem.
Special emphasis will be on studying the structure and the working of the Pune NMT Cell and its capacity
to oversee the implementation of the proposed bicycle master plan.
3.1.4 Review of the Policy, Planning and guidance documents
Establishing the state-of-the art of the existing knowledge on planning and designing cycling
infrastructure with reference to the available literature in the country and abroad is the first step
towards building Pune specific knowledge and plans. This entails a review of current plans, policies,
projects (affecting cycling), process and guidelines being used. The following literature and city
documents will be reviewed:
Literature
Urban road codes by MoUD/IUT
IRC codes: 70:1977 and 103:1988
UTTIPEC Street Design Guidelines
TRIPP -Geometric Design Codes
BRT Design Manual
CPWD guidelines for Accessible Infrastructure
Non-motorized Planning and Design Manual Pune City Documents
The cycle network project prepared in the year 1981
Comprehensive Mobility Plan for the city of Pune prepared in the year 2008
Evaluation report of development plan (2007-2027) of Pune prepared in the year 2011
Detailed Project report of Pune Metro prepared in the year 2013
Detailed Smart city Plan prepared in the year 2015
3.2 Creating the Cycle Plan The Cycle Master plan for Pune will be comprehensive document setting the vision and goals, planning a
network, proposing design guidelines, planning for parking and integration with public transit systems,
integrating and evaluating the proposed public bicycle Scheme (PBS), enforcement, public awareness
and capacity building, amongst others. A vital part of the proposal will be the plan for public
participation and stakeholder consultation to create consensus and active citizenship about the
importance of promoting cycling in Pune.
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3.2.1 Vision
The project vision is to make the ‘city of Pune cycling friendly’. The primary objectives of this Bicycle
Plan are –
Objective Action
To retain existing share of
bicyclists
Ensuring that the urban road infrastructure is designed /
retrofitted so as to be cycling friendly and that traffic
management measures are also cycling friendly.
Ensuring that all of the surfaces used by cyclists,
pedestrians and NMVs are maintained to a high standard
and are well lit.
To encourage potential users
to use bicycles,
In addition to the above two actions, providing NMT-
friendly routes to all schools, adequate cycling parking
facilities within schools, and cycling training to all school
pupils.
Providing designated heritage cycle and pedestrian
networks especially for visitors and recreational cycling.
Ensuring proper integration between NMT and public
transport.
To make bicycle the
preferred travel mode for
short trips.
In addition to the above five actions, providing secure
parking for cycles.
Integrating the NMVs Transportation into the Road
Network.
Ensuring that all NMT networks are signposted to an
agreed standard.
Improving the image of NMT and promote cycling using
"soft interventions" such as promotional campaigns,
events etc.
To create a consensual vision
and multi-stakeholder buy-in
for cycling.
Creating awareness about the benefits of cycling and
create active citizenship in communities.
Create mechanisms for citizens’ engagement in the
implementation, monitoring and review of the cycle plan
To make travel demand
management strategies
sensitive to cycling and NMV
users.
At a city wide scale, dissuading the use of private
vehicles by limiting availability of parking and increasing
roadside parking price, enforcing strict penalties for
defaulters, etc.
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3.2.2 Estimating impact of a Cycling Master plan Implementation
In order to estimate the overall benefits to the city and its residents that will result from the
implementation of the plan, in terms of reduction of pollution, health benefits, reduction in accidents,
reduction in congestion, savings in public spending etc. the following indicators will be used.
Table 1: List of indicators for NMT derived from LCMP Toolkit (UNEP, 2012).
Indicator Name Description Measurement/ data
source
Relevance
Mobility and accessibility
Modal shares Cycling Mode shares
by trip purpose i.e.
work, education,
health and others
User survey and some
relevant data may also
be available in City
Traffic and Transport
Study (CTTS) and
Comprehensive
Mobility Plan (CMP)
Average modal share helps decision
makers understand the movement
towards or away from the goal of low
carbon transport. The indicator helps
to identify the preferable modes for
various trip purposes and thus the
intervention areas. For example,
improving infrastructure to major
destinations so cycling is used for
work, education etc.
Cycling Modal shares
by social groups i.e.
by income, women
headed households
National Sample
Survey Organization
(NSSO) data and user
surveys
The indicator brings out the travel
choices that different social groups
have. It helps to understand whether
the mode of transport used is by
choice of vulnerable groups of
society.
Travel time Average travel time
by trip purpose i.e.
work, education,
health and others
using different
modes.
User surveys The indicator is useful to understand
the dynamics of land use and the
properties of mode to reach specific
destinations and accordingly plan
strategies and provisions to achieve
the low carbon goal. For example,
less travel time to school using cycle
will motivate students to use cycle to
go to school and this can be done by
taking up policies related to land use
and infrastructure improvement.
Trip purpose wise
average travel time
User survey More travel time for vulnerable
groups is an indicator of social
exclusion and with the help of
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disaggregated by
social groups
disaggregation by trip purpose,
specific measures can be taken to
increase social sustainability
Trip length Average trip length
frequency
distribution
User survey The indicator states the potential of
using cycling, both stand alone and as
access to public transit (PT).
Average walking and
cycling trip length
disaggregated by
social groups
User survey The indicator defines the choice of
mode that different social groups
have. Longer trip length using cycling
by lower income group as compared
to middle or high income group not
only indicates social exclusiveness
but also unaffordable public
transport system for the group.
Trip purpose wise
average trip length
disaggregated by
social groups
User survey The indicator helps to identify the
required change in land use structure
specifically for the different groups of
society to attain social sustainability Land use
parameters
Land use mix
intensity
Job-housing balance
determined using
census data available
at ward or electoral
block level
Indicates land use pattern that has
impact on the trip rate and trip
length.
Income level
heterogeneity
Concentration index
of different income
groups in a zone
determined by the
asset ownership or
housing type data in
census-households
Assessing different aspects of social
groups connections with
infrastructure provisions.
Infrastructure quality, safety, ease and comfort of using particular mode
Infrastructure
quality
Percentage of
Household within 10
min cycling distance
of PT and para-transit
stop
Needs to be calculated
based on the PT stop
inventory and number
of households in
census records
It’s a determinant of accessibility as
well as need for low carbon transport.
Short distance determine the ease of
access to PT and hence high
probability of using PT.
Accessibility for
disadvantaged by
different modes
More specific
indicators to be able to
measure accessibility
for disadvantaged
people needs to be
Ensures barrier free accessibility to
the society by cycling and Public
transport system
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developed and data be
collected
Bicycle Parking
Availability at the PT
stops
Needs to be calculated
based on the cycling
related questions in
the road inventory
survey
Ensures inter-modal integration with
public transport and also safety for
bicyclists at their destination
locations.
Safety and
Security
Risk exposure for
NMT users
Number of fatal
accident per 100,000
users of the mode.
Detailed accident data
can be collected from
traffic police
The indicator determines how much
cyclists are prone to accident risk.
More the risk to a mode user less is
the preference.
Overall safety Number of fatal
accidents per 100,000
populations. Detailed
accident data can be
collected from traffic
police.
Determines the risk exposures and
vulnerability of different mode users
on the city roads.
Speed limit
restrictions
Percentage length of
roads having speed
limit ≥ 50 kmph
More speed means more risk to
cyclists
Percentage length of
road lighted
Data needs to be
collected as a part of
Road inventory survey
Determines the safety perception of
streets especially for women, aged
and children.
Percentage length of
cycle tracks lighted
Data needs to be
collected as a part of
Road inventory survey
Determines the security aspect on
the cycle track there by encouraging
people to cycle
Percentage of people
feeling safe to use
cycling in city by
gender and age
Specially designed
stated preference
surveys
Perception of people regarding safety
aspect of using cycling
Percentage of
households owning
cycles disaggregated
by income
Based on Household
interview data
Determines the affordability of
cycling by different social / income
groups.
Affordability Cost of commuting % of income invested
for travelling
Depends on the destinations, mode
choice and the fare and pricing
policies. Determines social equity.
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disaggregated by
social groups
GHG emissions Equivalent CO2
emissions per
passenger km by
mode
Identify modes (of potential users)
that require more attention either by
causing change in travel behavior or
technology
Emissions Percentage of
population exposed
to air pollution
Need to map air
quality in city and
mark households in
the buffer area
Or
Get the relevant
morbidity data from
hospitals or medical
authorities
Determine the health impact of
transportation and identify the
obnoxious gases or other such factors
that need to be reduced from
transport sector to improve health.
Also the indicator is helpful in raising
concern regarding sustainable
transport.
Health hazards Percentage of
population exposed
to noise levels > 50
dB*
Need to map
exceedance of noise
levels in city and mark
households in the
buffer area
Determine the health impact of
transportation and identify the
obnoxious gases or other such factors
that need to be reduced from
transport sector to improve health.
Also the indicator is helpful in raising
concern regarding sustainable
transport.
Investment Trend in investments
for development of
infrastructure for
cycling
Data from city budgets
across years
Determines investment pattern on
different types of infrastructure and
trace the trend in development of
infrastructure for low carbon modes
of transport
Other charges have impact on the
operational cost of the mode. For
example, the high toll and parking
charges on cars will discourage
people from using it.
3.2.3 Creating a Cycling Network
A network plan is one of the most important components of the Bicycle Master Plan. Detailing of the
network and its implementation planning is the logical next step after preparation and notification of
the Bicycle Master Plan. This includes understanding the network requirements and identifying and
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classifying routes in the network to form a mesh. The procedure for developing a network plan varies
from that of the existing city (old Pune city), and new/proposed settlements under planning stage (from
the new additions in the development plan). Network plan of an existing city in the region would need
to accommodate limitations of current land use and existing road network, whereas that of a new
development allows desired independence in planning a network along with complementing land use
planning. Making an existing city cycle friendly requires re-planning and increased level of intervention.
This requires staged development, split over time in multiple phases. To be successful, it is important to
analyze the interests at stake and to involve relevant stakeholders. This will require time but may
prevent avoidable opposition against the plan in a later stage. In a new development, NMT network and
related infrastructure is integrated in the city development achieving complete, safe and comfortable
network.
Preparing a network plan instead of a corridor wise plan is of utmost importance in the city because the
first two principles of planning emphasis need for cohesion, directness, attractiveness and comfort of
cycling. These objectives can be met only when cyclists have a network of usable links which can take
them from end to end. The network plan includes recommendations on the network of arterial roads/
links for which segregated cycle tracks and pedestrian footpaths are needed, the links for which traffic
calming is needed and so on. This depends on the functionality of the road as well as the NMT demand
along these roads. Recreation routes can also be identified as a part of the network planning exercise.
But clearly, it should be in addition to the main street hierarchy and not as an alternative.
3.2.4 Infrastructure Design
The next step is to address all critical issues related to the development of selected route as per the
goals, quality of service and other criterion laid in the Cycling Master Plan. This involves, apart from the
construction of dedicated cycle/NMT tracks and/or lanes, many other activities, such as:
Redesign of entire alignment including roads and street to ensure optimum use of available space within
the Right of Way (ROW) for accommodating all functions and demands from the route. This may also
require re-profiling of the carriageway and its surroundings. The following are planning requirements
necessary for implementing infrastructure for cyclists:
Recommendations for parking policies with or without development of specific on or off street
parking facilities.
Recommendations for new speed zones to ensure NMT user’s safety with or without active and
passive enforcement devices such as traffic calming measures and cameras.
Recommendations for construction of dedicated cycle tracks and footpaths with designed
segregations, access, signage, marking, etc.
Recommendations for development, augmentation or repair of existing and/or new services such
as storm drains, lighting (as per desired quality and lux levels), etc.
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Recommendations for re-development or modification of intersections to make them safe and
convenient for all NMT users and more comprehensible by all road users. This may include
introduction of roundabouts or grade-separated facilities specifically designed for NMT users.
Recommendations for introduction of public bike sharing (PBS) schemes
Recommendations for development of cycle parking and storage facilities at identified critical
locations as per the guidelines laid in the Cycle Masterplan.
The recommendations of the Urban Road Codes developed by IUT for MoUD will be followed for the same.
The basic principles for intervention on different types of roads and intersection that will be followed are
illustrated below:
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i. Infrastructure for cyclists on different types of roads
Table 2: Basic principles for intervention on different types of roads.
Arterial Roads Sub Arterial Roads Distributary
Roads
Access Roads
Non-
Motorised
Vehicle
Segregated Cycle Track Segregated Cycle Track Cycle Lane Mixed \traffic
Location Between Carriageway
or street parking and
footpath on either
edge of the
carriageway
Between Carriageway
or street parking and
footpath on either
edge of the
carriageway
On the edge of
the
carriageway,
adjacent to the
footpath or
parking.
Gradient 1:12 – 1:20 1:12 – 1:20 1:12 – 1:20 1:12 – 1:20
Desirable
Lane width
2.5 to 5.0m 2.5 to 5.0m 1.5 to 2.5m Mixed with
motorized
vehicular traffic
Level +50mm - +100mm +50mm - +100mm 0.0m 0.0m
Minimum
Width
2.2 for a two lane cycle
track and 3m – 4m for
a common cycle track
and footpath (not
more than a length of
40m.
2.2 for a two lane cycle
track and 3m – 4m for
a common cycle track
and footpath (not
more than a length of
40m).
1.2m painted
cycle lane.
Mixed condition
ii. Intersection Improvements
Road Intersections are very important elements of non-motorized network. These are critical also
because there function is to control conflicting and merging streams of traffic, to minimize the delay
including pedestrian and bicycle traffic. The general design principles of intersection design are the
approach speeds restriction on available land, sight distance available and the presence of the larger
volume of all the road users in urban areas, although it is necessary for the users of these guidelines
that there should be an application of the knowledge about the local conditions while interpreting
and arriving at the solution in terms of design. Based on the type of roads meeting to intersect;
junctions are classified as signalized intersection, un-signalized intersection and roundabouts.
Intersection intervention matrix for different road types is illustrated below.
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Table 3: Basic principles for intervention on different types of intersections.
Arterial Roads Distributor Roads Access Streets
Arterial
Roads
Roundabouts (3,4 arm)
Signalized Crossings
(3,4 arm)
Grade separated
crossing for motor
vehicles
Grade Separated
Crossings for cyclists,
along Arterial road (in
case of 4 arm only)
Roundabouts (3,4
arm)
Signalized
Crossings (3,4 arm)
Grade Separated
Crossing for cyclists
along Distributor
road (4 arm only)
Traffic calmed crossing (3
arm only – access street
opening on to an arterial
road)
Grade Separated
Crossing for cyclists along
access road
Distributor
Roads
Roundabouts
Signalized Crossings
(3,4 arm)
Grade Separated
Crossing for cyclists
along Distributor road
(4 arm only)
Roundabouts
Signalized crossing
Roundabout
Un-signalized/ Traffic
Calmed Crossing (3, 4
arm)
Access
Streets
Traffic calmed crossing
(3 arm only – access
street opening on to an
arterial road)
Grade Separated
Crossing for cyclists
along access road
Roundabout (3, 4
arm)
Un-signalized/
Traffic Calmed
Crossing (3, 4 arm)
Un-signalized/ Traffic
Calmed Crossing (3, 4
arm)
Mini Roundabouts
Roundabouts: Safety of cyclists and pedestrians negotiating a roundabout can be ensured by reduced
vehicular speeds and geometric designs, ensuring adequate segregation and visibility for the slow
moving users. Modern roundabouts allow better capacity without compromising safety. However, it is
important to understand that roundabouts have capacity limitations. Geometric elements of
roundabout and methodology of their geometric design have been explained in Code of Practice -2 (IUT,
2012).
Signalized Junctions: At signalised intersections, expected delays for pedestrians and cyclists are
considerably longer than other junction solutions. Therefore, a flexible approach to adapt a single or
combination of crossing methods should be adopted. Segregation at or near Intersection ensures safety
and directness for cyclists. Cycle tracks extending up to the stop line on near side of the junction ensure
reduced delays, higher safety and protection from traffic path for bicyclists across signalized
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intersection, bicycle facilities (tracks or lanes) on both sides of the junction is a designated as well as
direct path for cyclists.
Bicycle Boxes or Stacking Spaces are required for waiting cyclists on the near side of junctions. Bicycle
holding area or boxes and signal phase design are inter-related to the flow of bicyclists and motorized
vehicles, and need to be looked at together.
Traffic Calmed and Un-signalized Junctions: For minor intersections, it is recommended to apply traffic
calming such as mini roundabouts, humps, table tops to keep the speed of motor vehicles at check.
Traffic calming measures are one of the most important design measures to enhance safety. The object
of traffic calming is to modify driver behaviour, control vehicle speeds and, in some circumstances, to
reduce the volume of traffic. This reduces danger from traffic and can enable users, including children,
to reclaim the streets as social places where walking and cycling can be safer. Different types of traffic
calming measures and their applications will be discussed as a part of the cycling masterplan.
3.2.5 Bicycle Parking
It is essential to retain the mainstream cyclists of today as cyclists tomorrow. These commuters must be
provided similar facilities/provisions as car users enjoy. Hence it is of utmost importance to provide well
designed and integrated parking facilities for cyclists. Good parking facilities also help attract new users
and thereby promote cycling.
Provision of parking is not a new concept. Railways stations in most of the cities have a cycle storage
facility for commuters who travel to place of work using trains. All government institutions have a
designated parking space within the premise for cyclists. However, the main thing lacking is that an
entire network for different types of cycle parking facility is missing on our roads. Measures by the
government to provide public parking near informal households or slums, which also are origin points,
would definitely be fruitful to a cycling route and the network across the city. In residential areas, to
ensure use by current cyclists and even to attract new bicyclists, functions like places of gathering and
market areas must have safe parking facilities. Parking areas can be immediately identified and
designated using a marking material like a thermoplastic material. Areas like a community centre, post
offices, etc must have such facilities for people living in the vicinity and access the services.
The various elements of cycle parking have been addressed in the following table.
Table 4: Various elements of cycle parking.
Elements of Cycle Parking
Location: These can be easily identified with the use of activity surveys done for a particular zone,
district or city. These locations could be at or in proximity of: transit Stations, places of importance,
junctions/interchange, nodes, informal settlements/ slums, etc.
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Space/Area: Space allocation is based on the activity survey, the existing capacity of the corridor and
discretion of the designer. The space allocation should be 20%-30% more for optimum use in the
future. Capacity requirement needs to be assessed in detail.
Theft Control: It should be kept in mind that investments to prevent thefts would only lead to increase
in number of cyclists and make it an attractive and safe mode of travel.
Manned or provided: Parking facilities can be manned or provided. While the manned provision needs
an extra investment to make it theft free (hire security personnel), the latter is providing good
fastening locking facilities to a designated parking area.
Shade: Much needed for the Indian condition, similar to the car users, shade is required also for the
cycle users. This could be done by the providing parking under existing trees or use of temporary
structures or other built provisions taken into consideration.
Forms of bicycle parking: The most popular form currently used in a number of cities is the wheel clamps
or the inclined wheel braces, used in office properties, schools, metro stations/railway stations where the
risk of theft is quite low. The other types of form of bicycle parking facilities used are:
1. Hanging system bars
2. Hanging system on walls
3. Tiered racks – such is used at railway stations where the cyclists travels to suburbs for work.
4. Binder racks
5. Bolt locking system – frame type/ wheel lock
6. Fastening poles
7. Support rack
8. Brace rack
Others, where the volume of bicycle parking is larger are: Canopies and designated parking lots.
3.2.6 Integration with Public Transport
In order to facilitate multi modal travel and ensure users on public transport it becomes important to
integrate all modes. Therefore to promote cycles as access egress mode to PT and vice versa, both the
system should be integrated. A number of trains and buses are cycle friendly in different cities and
countries. There are several elements of integration of cycling with public transit that should be integrated
in the cycling master plan. Integration can be studied at different levels of spatial and system hierarchy
(both in terms of facilities at nodal points, the network structure and their interchanges, as well as
positioning of the networks). For this proposal four types of integration will be proposed.
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a. Physical integration: “seamless” trips with transfer facilities continuously improved and
provided
b. Network integration: The cycle network and the public transport network have to be
integrated
c. Fare integration: provision of integrated ticketing system which enables passenger to use one
ticket for any mode i.e. common mobility card for all the public transportation modes i.e. bus,
BRT and bike-share
d. Information integration: information on almost all aspects of travelling in every mode is
available.
3.2.7 NMSH – Urban Transport parameters
The following Urban Transport Parameters of the National Mission for Sustainable Habitat (one of the 8
Missions of the Prime Minister’s Action Plan for Climate Change have been identified to be addressed in
the Cycling Master Plan:
1. Dedicated and physically segregated bicycle tracks with width of 2m or more, one in each
direction, should be provided on all streets with total motor vehicle carriageway larger than 10m
(not ROW) after providing adequately sized footpaths in each direction based on pedestrian
traffic.
2. Streets with motor vehicle carriageway smaller than 10m (not ROW) need not have cycle tracks
but should be traffic calmed through design (maximum motor-vehicle speed under 30 km/h) for
safe cycling.
3. At least 5 safe street crossing per km for bicycles with spacing between two crossings not more
than 250m.
4. Citywide cycle network of segregated lanes or traffic calmed streets that provides access to at
least 80% of built plots (should tend to 100%).
5. At least one cycle sharing system with ≥ 5,000 cycles and automated payment in cities with a
population of over 5 lakhs (benchmark census year 2011). Ridership of the system should be in
excess of 1000 trips per bicycle per year.
6. Elevation of segregated cycle track above the carriageway (e.g. <150 mm) that allows for storm
water runoff.
3.2.8 Public Bicycle Scheme (DPR)
The proposal will recommend the parameters to design a city wide public bicycle scheme with the
following steps:
Identify primary areas where potential of use of bicycles is maximum.
Identify satellite locations/ network stations for each of the chosen primary stations.
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Cost estimate or rentals for such space for stations may be identified.
Advertisement potential at these locations may be indicated including the agency permitting
advertisement and requirement of revenue sharing by the permitting Agency to be brought out.
Identify and indicate other cycle shelters or cycle parking area in the nearly areas.
Each set of primary stations and its satellite locations will be called as a cluster and each cluster
map should be drawn indicating the route to be taken as well as areas better serviced.
The criteria for selection shall be at least and not limited to the following:
a. Potential ridership.
b. Availability of an area for locating cycle shelter.
c. Availability of land at the satellite location for cycle shelters.
d. Availability of road passage or the condition of such passage for safe movement of cyclist
from primary to the satellite/network location.
Identify potential user for such facilities and nearby tourist /institutional premium segment i.e.
high and users with most modern cycles if available be identified giving models of cycles also.
Recommendations and suggestions including pricing structure of the service.
The key focus of the study would be to assess the factors that can enhance the acceptance level
of bicycle use.
To suggest safe parking in public areas for the cyclists around the city including IT enabled services.
To create a single-platform for all information on cycling in the city, like route map and guides
showcasing safer routes and cycle lanes.
Financial Impact: The project of Cycle sharing will be recommended to be executed on BOOM
basis with a selected operator. The scope of work of the selected operator will include installation
of cycle shelters, operation & management of the facility on day-to-day basis. In lieu of this, the
concessionaire has sole rights for display of advertisements on the cycle stations. The cost of
installation & likely revenue generation may be brought out. The likely number of users shifting
to cycles & vehicles replaced may be brought out.
Phasing Plan: recommendations of phasing plan based on maximum impact and economic
viability
3.2.9 Enforcement Rules
There is a need for better enforcement of many traffic laws especially speed limits and penalties for
encroachment of and cycle tracks. The following table gives a summary of enforcement laws and penalties
can be implemented. The Proposal with detail them out further and substantiate them based on
stakeholder inputs.
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Table 5: Summary of enforcement laws and penalties.
Policy Mode Implemented by
Enforcement of Other Traffic Laws
Examine and highlight the barriers preventing an effective
enforcement regime for other traffic offences that affect
NMT users’ safety. For example,
dangerous driving in (urban) areas;
illegal parking on cycle tracks;
Motor-bikes using cycle tracks etc.
Walking,
Cycling and
NMVs
Urban Local Bodies
(specially traffic police)
Penalties
Explore - as part of a wider examination of traffic penalties
(and legislative changes) - the scope for amending the
penalties on higher side for motoring offences against
cyclists and Pedestrians.
Walking,
Cycling and
NMVs
State Govt. Urban Local
Bodies (with help of
experts in the field)
3.2.10 Phasing
It is seldom possible to take up large-scale citywide development at one go. Thus, development of a
citywide cycling infrastructure as per the network plan would require a phased expansion spread over
time. While prioritizing development of routes or links in the network, captive routes should be prioritized
over potential routes in line with the recommendations of Cycling master plan. Captive routes have high
existing demand, which is declining due to unsafe conditions. Provision of infrastructure on these routes
would not only help arrest their decline by ensuring safety, but also attract potential users. The analysis
to arrive at a phased plan may be based on the following criterion:
Accident data – Route with highest observed risk of accidents may be prioritized over others to
ensure immediate reduction in fatalities. These would generally comprise fast and high traffic
volume roads and thus most arterial roads within the city would fall under this category.
Cycle traffic volume – Routes with highest peak hour or daily demands may be prioritized over
others to ensure wider impact.
Ease of Construction and Maintenance – Routes along roads/streets with less
obstructions/complications; or those within the same municipality limit as well under the same
development body; or roads which are new developments or proposed to be re-developed with
a sanctioned budget which includes provision for cycling infrastructure. This criterion may be
selected as a standalone option only to demonstrate an infrastructure, though the same may have
little impact on the use of cycles.
Contribution to the network – This becomes one of the most important criterions in selection of
subsequent routes/links for development. After selecting the first route based on the three
criterions discussed above, subsequent routes or links are selected to strengthen or contribute to
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a network. So connecting routes, or routes in the vicinity (with high demand and accident rates)
are selected.
The table below presents how a combination of criterion may be used to set the priorities of development.
It is important to note that smaller links may also be included, either as independent route or part of
bigger routes in the selection process. These links are useful in strengthening the network, keeping
detours to a minimum, reducing the number of encounters with motorized traffic, and creating a cohesive
network structure.
Combination Criteria
Table 6: Combination of criterions for priorities of development.
CRITERION
POINTS
Route 1 Route 2 Route 3 Route 4 And so on...
Accidents (safety)
(Rate on a scale of 1 to 20 for
each route where 20 is
highest priority or possibility
of selection as per this
criterion and 1 is the lowest)
NMT Traffic Volume
(efficiency)
(Rate on a scale of 1 to 15 for
each route where 15 is
highest priority or possibility
of selection as per this
criterion and 1 is the lowest)
Contribution to the Network
(Rate on a scale of 1 to 10, for
each route or link; where
relative points are awarded
to routes, such as 10 points
to the route connecting
directly between one or
more existing or selected
routes, 1 point for links or
routes which are isolated or
at considerable distance
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from routes already
developed or selected for
development)
Ease of Construction and
Maintenance (cost)
(Rate on a scale of 1 to 5 for
each route where 5 is highest
priority or possibility of
selection as per this criterion
and 1 is the lowest)
Total Points
Priorities for development may be based on the total points allotted to
each route/corridor, with routes having higher points placed higher on the
priority.
3.2.11 Pilot Project
There have been many examples across the world of some signature projects which have instigated
visible transformation and motivated people to use cycling. The development of the Cycle Masterplan
and the phasing recommendations will lead to the identification of a Pilot project in its first phase. This
pilot will be selected based on the following criteria
1. Areas of maximum benefit, impact and visibility.
2. Ease of implementation
3. Replicability potential
4. Recommendations of the stakeholders
5. Support of area level politicians and communities
6. Financial outlays for a pilot project
7. Capacity of the NMT cell and the Bicycle advisory Committee to support the implementation of
the project.
3.2.12 Evaluation and Implementation
The bicycle master plan should be regularly assessed to ensure it is up to date. The plan should
preferably be updated every five to eight years. Each developed route should also independently be
evaluated to assess the performance, and to gather feedback from users. The guidelines and
methodology of evaluation will be preferably be laid in the cycle master plan. The evaluation mechanism
will be based on the tools of URSA as specified in the earlier sections.
The implementation phase includes detailed cost estimates based on the implementation drawings.
These estimates may require changes in the preliminary approved development budget. Following the
approval of the same the public notification or an expression of interest will be placed and interested
contractors/developers invited to bid for the development project. The successful bidder will be
selected based on the specifications in the invitation of bids. An independent project manager should
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also be appointed for the implementation phase to ensure proper quality and progress of work as per
schedule. Subsequent changes/improvements in designs/drawings may be necessitated due to
limitation of site, time, cost overruns, etc.
The bicycle plan will consist of two portions. One for the old city limits (as defined by the Development
Plan for the old city limits) and for the new city limits (as defined by the Development Plan for the 23
villages merged with Pune). These 2 portions will integrate into a single overall plan, but may differ in
their strategies depending on ROW of roads, movement of buses, land use along the road, etc.
3.2.13 Integration with CMP and Notification of Plan
Integrating the Cycle Master plan with the city mobility plan (CMP) is an important aspect of the
proposal as it will ensure that the cycling infrastructure becomes a part of the city-wide urban transport
system. A strategy for the integration of the same will be proposed in the document. Additionally, a
document will be prepared as per the Maharashtra Regional and Town Planning Act to notify the Cycle
Master plan to ensure it receives the legal status necessary for its implementation of a period of time.
In order to summarize the above section on creating cycle plan an indicative sketch of bicycle planning
process is represented in the figure below.
3.3 Public Participation and Stakeholder Consultation The team intends to approach the project, with specific details of the baseline studies and analysis,
technical planning for preparation of the plan and the public input process.
Objectives
The overall objectives of the communications design and implementation are proposed as:
1. Enhance transparency by providing public information
2. Enhance public understanding and build a supportive climate
3. Obtain structured inputs through public consultations and specific stakeholder consultations
4. Provide decision-support information, based on inputs from different stakeholders
5. Make the case for the finalized bicycle plan for key institutional stakeholders
6. Provide a detailed communications plan for the implementation phase.
Communication Materials and Channels
The communication materials and channels proposed to be developed and used during the entire
process of gathering input and plan preparation include:
1. Project brochures and flyers
2. Project website/ webpages integrated with PMC website
3. Project news monthly/ fortnightly update service for the local press/ media houses
4. Mechanism for monitoring of media reportage and participation in news stories in case of any mis-
communication about the project
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5. Email update newsletter for key institutional stakeholders
6. Presentation materials in the form of slide shows and poster exhibits
7. Learning documents and fact sheets.
3.3.1 Identification of stakeholders and relationships
These include key institutional stakeholders, primary and secondary stakeholders and identification of
potential risks, negative impacts and opportunities vis a vis different categories of stakeholders
The methods proposed are
1. Discussions with client during inception meetings
2. Desk reviews of official reports, other readings and media reportage
3. Interviews with few NGOs involved in bicycle promotion
3.3.2 Preparation of detailed project communication plan, mechanisms and
materials
1. The detailed communication plan, schedule and requirements would be discussed with the client
2. The basic communication channels for public outreach, and between the project team and
institutional stakeholders would be set up, and project communication materials would be
prepared, including the following:
a. Official contact information for the project and public inputs
b. Protocol for receipt and acknowledgment of inputs from the public and stakeholders over email
and post
c. Contact list of project team and key staff within institutional stakeholders to be kept informed
throughout the project period
d. Website/ webpages, integrated with the PMC website
e. Media orientation using a press kit and mechanism for regular updates for public outreach
f. Schedule of public consultations and advertisements for the same
g. Protocol for public consultations/ workshops
h. Presentation materials
i. Print materials
3. Early public communications will be prepared and released through the media even while the
detailed schedule of consultations is being worked out, to inform the public about:
a. What is being done (studies and plan preparation for an appropriate Cycle Network)
b. Who is responsible (PMC, State Govt, MoUD)
c. What is the process of developing the plan
d. How people may share views and information to help in decision-making
e. Where to stay updated
4. The protocol for public consultations would include:
a. Provision of adequate information
b. Fair opportunity for all to present their views
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c. Special outreach to groups who are directly affected but may not be able to easily attend public
consultations
5. The content of communication materials to be used in meetings and consultations would include:
a. Information about the project, that is, preparation of a comprehensive Cycle Plan, the process
for this, and the institutions backing and promoting the project
b. The need for a comprehensive cycle plan, including the urban and transportation context
c. How a bicycle plan is expected to be beneficial
d. Examples of successful cycle systems and networks
e. The general elements of a cycle system and cycle plan
f. What inputs are needed from local stakeholders for planners to make a locally appropriate plan
g. How inputs will be obtained from local stakeholders
h. How inputs from local stakeholders will be used
i. How the use of inputs will be communicated back to the public
3.3.3 Stakeholder consultations for inputs for plan preparation
The scope of consultations will include
1. Area wise consultations, that is, one in each administrative ward
2. Thematic or stakeholder specific consultations may be done as per need as some stakeholders may
have specific issues not covered in area wise consultations;
Interviews and consultations with key institutional. The purpose of the generic area-wise stakeholder
consultations is to understand
1. Awareness and public perception about cycling
2. Barriers to cycling
3. Opportunities
4. Stated preferences
3.3.4 Preparation of External Environment Analysis Report
This report would consolidate inputs received from the public and specific stakeholder consultations,
and desk reviews, providing a multi-dimensional view of the situation for the project. The report would
cover the social, political, institutional, technical, business and physical/ environmental contexts. The
aim of the EEA is to analyse the situation and present key challenges and opportunities, keeping the
customer as the focus.
The EEA will provide inputs
1. To the systems planners and clients on aspects that impact or influence technical designs and to be
considered in Cycle Plan preparation
2. For the development of the detailed Communication Plan for Implementation Phase (point X of RfP,
which refers to Public Education and Awareness Plan)
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3.3.5 Preparation of Internal Environment Analysis Report
The Internal Environment refers to the strengths and weaknesses of the organization, that is, the PMC,
as regards its capacity to implement and take forward the Cycle Plan.
Data will be collected using desk reviews of relevant documents (including Acts, policies, plans, studies
and reports), interviews with officials at different level of management and executive responsibility, as
well as through the stakeholder consultations.
The data will be used to develop a picture of the current capabilities and processes of the PMC that
would be pertinent to the Cycling Network, including:
a. Institutional set up for policy formulation and governance
b. Institutional mechanisms for coordination with other key institutional stakeholders including Traffic
Police, PMPML, PMPML BRTS Cell, neighboring municipalities
c. Institutional set up for planning, operations and maintenance of transportation and road
infrastructure, at the main organizational level and also through ward offices and frontline staff
d. Institutional set up for public outreach and information disclosure, as well as formal and informal
mechanisms, at the main organizational level and also through ward offices and frontline staff
e. Data collection, documentation, reporting and repositories of data
f. Staff qualifications and experience
g. Policies and opportunities for staff development and training
The Internal Environment Analysis Report will be used to develop the following elements, as part of the
overall Cycle Plan:
Institutional Capacity to implement the Cycle Plan (point XI of the RFP)
Governance Plan (point XVI of the RFP)
3.3.6 Communications for Public Input in Draft Plan
The communication in this phase would include:
i. What factors went into preparation of the Draft Cycle Plan for Pune?
ii. Which alternatives / potential options were considered?
iii. Why the suggested alternative may be appropriate?
iv. How the public may provide inputs / suggestions and objections on the draft plan
v. How public inputs would be considered and responses communicated back to the public
3.3.7 Preparation of ‘Communication Plan for Implementation Phase’
While cycling is not new to Pune, the proposed plan aims to re-introduce cycling as a viable, modern and
potentially even a preferred transportation option for many, especially highlighting the new bicycling
infrastructure and Pune’s assets as a bicycle-friendly city.
While PMC’s RfP suggests preparation of a Public Education and Awareness Plan, it is proposed to
develop a more elaborate Communication Plan for Implementation Phase. The purpose of the
Communication Plan would be to aid the implementation and operationalization of the proposed Cycle
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Plan and Public Bicycle Scheme. There is great advantage in conceiving of a communications plan right at
the outset instead of as an add-on.
The objectives of the Communication Plan are proposed as:
1. Recommend institutionalization of the Communication Function within the overall institutional
structure for operationalizing the proposed Cycle Plan, such as appointing a trained
Communications Officer and developing a detailed Terms of Reference for this position
2. Enhance transparency by providing public information about the project and comply with the
provisions of the Right to Information Act
3. Maintain commitment of policy-makers to implementation of the proposed Cycle Plan
4. Ensure clarity of purpose among all members of the project implementation team and contractors,
as and when appointed, through appropriate institutional mechanisms
5. Ensure clarity of roles among partners and solicitation of required support from key institutional
stakeholders, such as PMPML and Traffic Police, during implementation and operations phase
6. Establish mechanisms for feedback and its use for continued improvement based on interaction and
inputs with the public and especially cyclists
7. Establish mechanisms for ‘implementation’ communication with specific stakeholders, such as utility
providers, residents’ associations, hawkers and vendors, neighbourhood auto rickshaw pools, local
users etc., who will be affected during application of design templates, micro-planning and
construction work
8. Provide adequate information for cyclists to use the new infrastructure, through signage, maps,
apps etc.
9. Engaging the public in cycling promotion to continue to ‘make the case’ about cycling and the Cycle
Plan using a variety of media, including the press and FM Radio, and different types of community
activities
10. Mitigate negative perceptions and change behaviour among motorists towards cyclists.
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Figure 1: Process involved in Bicycle Planning.
3.4 Institutional Capacity and Governance A robust institutional capacity building plan and Governance structure is the key for successful
implementation of bicycle master plan. This section will briefly describe the approach to increase the
institutional capacity and proposed Governance plan.
3.4.1 Institutional Capacity to implement the Cycle Plan
The Internal Environment Analysis assessing the current strengths and weaknesses of the PMC and the
technical plans will be considered together to prepare a blueprint for the implementation and
operationalization of the Cycle Plan.
As such, the institutional requirements under various relevant policies and programmes of the
Government of India, the Government of Maharashtra and local level will be considered. A desk review
will be done of institutional structures and processes of comparable cities (or others as well) that have
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successful cycle networks. Keeping in mind the differing contexts, various high level options for
institutional design will be developed for discussion with the Bicycle Advisory Committee. In order to
summarize the above section on approach and methodology for preparation of Comprehensive Bicycle
Plan an indicative sketch of bicycle planning process is represented in the figure below.
Figure 2: Methodology for preparation of Comprehensive Bicycle Plan
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4 Work done so far
4.1 Preliminary Observations The preliminary observation on cycling in Pune shows that bicycle are mostly used by students and low
income workers. Several education institutes provided space for students to park their bicycles.
Figure 3: School students using bicycle to commute between institute and residence
Figure 4: Parking area for bicycles in educational institutions.
If this is the scenario with the education institutions, the condition of roads present in the city is not very
bicycle friendly. Most of the roads in the city lack cycle tracks, and cycle tracks which exist already are
observed to be poorly maintained.
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Figure 5: Obstacles present on existing cycle tracks breaking the continuity of cyclists
A project taken up by ‘Prasanna Desai Architects’ showed the typical issues of a road due to the
improper design and lack of infrastructure.
Figure 6: Identifying the absent infrastructure on road.
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With suitable proposals of infrastructure and design, the road can transformed into an efficient space
allowing all kinds of players to move comfortably. The following figure shows the road after
implementation of the project.
Figure 7: Road after division and implementation of suitable infrastructure.
Figure 8: Cyclists comfortably bicycling in the segregated cycle track on the road along with the motor vehicle
users.
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This is an example of successful cycling infrastructure and design provided for the public in Pune city.
Such plans have to be made for other parts of the city as well to make the city bicycle friendly.
4.2 Issues and barriers There were certain issues and barriers which cyclists and pedestrians faced every day in Pune and were
identified during the field visits which were made while conducting the pilot infrastructure audits. These
were found in various places and were of different kind. Some issues were design based whereas others
were due to lack of enforcement and awareness. Following are the few issues that were identified:
Figure 9 shows how abrupt placement of bollards restricts the continuity of the cycle lane and
discourages cyclists from cycling. Whereas Figure 10 and Figure 11 highlights the issue of motorists using
or encroaching the dedicated NMV lanes by parking or moving over them which is mainly because of the
lack of awareness about the importance and rights of NMT among commuters using motorised vehicles.
Figure 12, Figure 13 and Figure 14 highlights the issue of lack of inclusion of facilities like bus stops,
dedicated street hawker’s space and public convenience like toilets while designing the NMT lanes. This
leads to the discontinuity of NMT lanes and hence discourages pedestrians and cyclists to walk and
cycle. Another major issue which was identified was regarding the lack of maintenance of the existing
footpaths and cycle lanes as most of them were either broken or having construction debris.
Figure 9: Ill designed cycle lane with bollards breaking the continuity
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Figure 10: Vehicles parked over footpath and cycle lanes and forcing NMT users to use carriageways
Figure 11: Lack of awareness about the importance and rights of NMT among commuters using motorised vehicles
Figure 12: Inappropriately designed Bus stops creating blockage for pedestrian and cycle movement
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Figure 13: Encroachment of the NMT lane by hawkers due to absence of dedicated space for them
Figure 14: Cyclists being force to use the carriage way because of unplanned services in the NMT lanes (Public toilet in this case)
Figure 15: Cyclists being forced to use the carriage way due to lack of maintenance
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4.3 Review of the Policy and Planning documents Review of the following documents related to traffic and transportation planning in the city of Pune has
been done:
The cycle network project prepared in the year 1981
Comprehensive Mobility Plan for the city of Pune prepared in the year 2008
Evaluation report of Development Plan (2007-2027) of Pune prepared in the year 2011
Detailed Project report of Pune Metro prepared in the year 2013
Detailed Smart city Plan prepared in the year 2015
These five documents belong to three different time periods i.e. one around 1980s when the cycle
network project was prepared to create a cycle network throughout the city; the past decade when the
private vehicle ownership has tremendously increased and when the development plan and
comprehensive mobility plan for the city were prepared for a vision of 20 years and the present and future
scenario with respect to smart city plan where sustainable transport (especially Non-Motorised transport)
and related services have been emphasized for improving the overall transportation condition and making
Pune’s transportation smart.
The review of these documents have given a good understanding of the condition of NMT in the past,
present and the probable future in terms of policy, design and investment. It has also focused on how
much consideration to NMT was given in each document which were prepared for planning the traffic and
transportation in the city.
The history of Pune in terms of cycling has been very rich as it was once known as the cycling capital of
Maharashtra. During that time i.e. in 1981, a cycling network plan was prepared which consequently
aimed to describe new ways to consider bicycle as a mode, including all of its attributes in response to an
identified need of an independent cycle network. It suggested a cycle network and the major effects of
having it.
The report reveals some travel characteristics of the bicyclists. The analysis of the household survey data
highlighted that there was about one cycle per household and the number of privately owned bicycles
were about 3 lakhs. The impact of available cycles for hire was almost equal to that of the private cycles.
Indeed, the numbers of cycles available on hire were almost 50,000 and used almost six times as much as
private cycles.
The presence of cycles in the traffic stream was 57.5% and 53.23% respectively in and outside the
congested parts and 56% in the city at that period, without much difference in the peak hour and the rest
of the day, which was more than half of the mode share. The report also shows the analysis of the data
collected through the household survey, which was 44% of the inter-zonal trips and 56% of total trips
were made by walk compared to 26% of the inter-zonal and 21% of the total trips by cycle. Excluding walk
trips, 46% and 49% respectively were made by cycles. This analysis has revealed that why Pune was known
as the cycle capital of Maharashtra.
The report also revealed some major benefits of operation of the cycle network. The frequencies and the
trips lengths were obtained both in terms of distance in km and time in minutes for both, arterial network
as well as cycle network. For an average trip length of 4.06 km, the arterial network had a trip time as
19.03 minutes whereas the trip time taken in a cycle network was less i.e. 17.84 minutes. It was
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ascertained that this total time saving amount to about 8400 person hours per day for the total inter-
zonal cycle trips, thus, reducing the travel time for cycles in the cycle network. Also, it also revealed that
the travel time of fast vehicles also increased without cycles on the road (carriageway/motorised lanes).
It also calculated the cost saving through savings of fuel, land acquisition cost which is acquired for
widening of roads and the reduction in the number of accidents.
However, the perception of NMT formed from the review of the Comprehensive Mobility Plan is very different. It is because the report highlights that cycling showed a decrease in popularity as the ownership and use of motorized two-wheelers increased with time and had its own consequences. As quoted in the report, “In November 2008, fatal accidents accounted for 24% of the total accidents recorded in Pune of which 11% accidents were serious and 65% were minor ones whereas in 1981, these numbers were 5%, 4% and 91% respectively. The accidents increased because in most of the roads, there was no segregation for the cycle traffic from the motorized traffic causing potential unsafe conditions. Moreover, from the road inventory it was observed that about 50% of roads did not have foot paths on both the sides.” Also the average trip length for a 5000 household-survey sample came out to be 6.14 km in 2008 instead of 4.05 km in 1981. Inhabitants had to go farther for their trips in the year 2008 as compared to the year 1981. In the year 2008, walking and cycling constituted 33.3% of the total trips in Pune, including 11% made by cycles, contrary to 77% of total trips including 21% by cycle’s that were made in the year 1981. Both reports show that bicycle lanes must be provided on strategic locations to encourage and cater to dedicated cycling trips and must be continuous and form a network in the city. However, keeping in mind the development pace in the recent times, the network should not be limited on strategic locations but should be created throughout the city. Thus, policy and planning changes with respect to NMT are very important to not only preserve but to enhance the share and safety of the NMT. In keeping with the spirit of NUTP (2006) Comprehensive Mobility Plan also aimed to focus on mobility of people over vehicles and gave priority to pedestrians, NMT and all modes of public transport including intermediate public transport. One of the main aims of creating the Comprehensive Mobility Plan was to prioritise and allocate the investments in the transport sector. This however lacked the operational and maintenance cost of the projects which has now been considered in the Smart city proposals. The operational and maintenance cost is a very important aspect while calculating the lifetime cost of the project as it helps in sustaining the project. Though the Comprehensive Mobility Plan aimed to focus on moving people over vehicles, the emphasis on Non-Motorised Transport was relatively low. This scenario, however, has changed in the smart city project where more emphasis to Non-Motorised Transport has been given. This report deals with bicycles, street design, footpaths, junctions, open space and non-motorized streets according to the definition and function of a smart city and these new transit options assures in making Pune become plentiful and attractive for people of all income levels. Some initiatives concerning bicycles are shown, like public bicycle sharing system from 18 to 60 months, taking NMT to 8% from 1% through 27 km bicycle tracks and creating 42 km cycle track. Details are explained in Figure 16.
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Figure 16: Framework to solve Pune's Transport and Mobility problem
The main proposals also aimed at improving the street design. Redesign of 60 km footpath are proposed in parallel with the new cycle tracks, 50 km of streets and 75 junctions in Pune. Figure 17 shows proposed improvements over existing condition and perspective of proposed condition. Over the long term, this project has proposed a smart street redesign for entire Pune, i.e. after 5 years. An example has been shown, Refer Figure 18 and Figure 19.
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Figure 17: Redesigning and place making of junctions
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Figure 18: Street design, road widening and place making
As mentioned that the life time cost of the projects proposed has included the operational and
maintenance expenditure, Table 7 gives a brief of the same including the information whether the
feature would be phased or not, source of revenue generated, etc.
Table 7: Expenditure calculation for selected Smart feature
Smart feature
Total cap ex
Comple-tion date
No. of op ex years
Phased?
Effec-tive
Total op ex / year
Op ex for SPV (cr/yr)
Reve-nue p.a (if any)
Other op ex source p.a.
Op ex remarks
Total SPV op ex
Op ex through revenue
Total op ex others
Total op ex
Lifetime cost
Redesign of streets
31 Dec-17
3.0 yes
3.8 1.5 - - 1.5 PMC roads department
- - 26 26 215
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Footpaths
31 Dec-17
3.0 Yes
3.8 1.5 - - 1.5 PMC roads department
- - 6 6 36
Bicycles 10 Jun-18 2.5 No
2.5 2.2 1.5 0.7 - SPV 4 2 - 6 15
Junction redesign for 14 junctions
14 Dec-17
3.0 Yes
3.8 0.7 - - 0.7 PMC roads department
- - 3 3 17
Non-motorised street
5 Dec-17
3.0 no 3.0 0.5 4.3 4.8 - PMC roads department
13
14 - 2 7
Open spaces
4 Dec-16
4.6 no 4.0 0.2 - - 0.2 PMC garden department
- - 1 1 5
Figure 19: Bicycle friendly redesign of roads with integrated bicycle network
However, reviewing the final report of the Development Plan has revealed the information regarding
vehicular modal split and modal share at outer cordon points. Former information shows that only 8.8%
cyclists, whereas the share of private and intermediate public transport respectively is 45% and 8.3%,
including 38.6% for two wheeler whereas the later information shows only 2.86% of cycles in total which
is majorly dominated by non motorised modes i.e. 27.02% two wheelers which are the potential cyclists
because most of the two wheelers tips have a shorter trip length or are made due to lack of last mile
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connectivity of public transport. The data of modal split would be validated from the household survey
that is being conduced for the bicycle master plan and the modal share data would be validated from the
Vehicular Count survey, which would be conducted at the outer cordons on the major arterial roads.
To tackle the issue of last mile connectivity of public transport in Pune, the detailed project report of Pune
Metro incorporates the solution to connect the metro not only through proper access by City Buses,
Shuttle services and Intermediate Public Transport (Auto Rickshaws) but also with bicycles and walking. It
also plans to provide both metro corridors with cycle stands of size 25X6 meters. It also plans to create 40
hubs for delivery and receipt of hired bicycles under a Public Bicycle Sharing Scheme which is currently
under consideration with Pune Municipal Corporation. Out of these 17 hubs will be within 500 m to 3 km
of Metro Stations. While implementing the Metro Project and detailing the stations some of the stations
will be identified as Hubs for bicycle hiring scheme. This will enhance the efficacy of this scheme and Pune
may once again be known as a bicycle city. .
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4.4 Digitization of the Land use Map The digitization of the land use layer is under process as shown in Figure 20 for which the reference map
has been taken from the development plan document prepared in the year 2008. The reference map is
the proposed land use map in the document. The 144 ward boundaries have been considered as the
administrative boundary as the population data from census 2011 is based on 144 wards. The road layer
would be overlaid once the infrastructure audit is completed as it would provide most of the attributes
related to the roads like ROW, presence of cycle lane, etc.
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Figure 20: Land use Map under preparation in GIS
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4.5 The project Work Plan Annexure 1 represents the work plan for the project and is prepared for a period of 8 months. It has
been divided in five stages which are marked with yellow color in the Annexure 1 with selected
deliverables in each. Each deliverable has been divided in certain activities which need to be completed
to achieve the specific deliverable. The Green colored boxes represents either the duration of the
activity or the week by which the specific activity has to be completed.
4.6 Methodology and Questionnaires Information about cycling conditions and cyclist in Pune is being collected with several secondary and
primary surveys. Predominant amongst the surveys are the Bicycle infrastructure survey, User survey
and Household survey. They follow different methodologies. All the user and household sample size are
based on stratified statistical calculations whereas all the parameters related to NMT infrastructure are
considered in the road auditing survey. Also the infrastructure and user survey form have been revised
after conducting the pilot surveys. Following are the detailed methodologies and questionnaires for
respective surveys:
4.6.1 Bicycle Infrastructure Survey The audit checklist in the questionnaire for carrying out the road infrastructure audit especially focusing on the Non Motorised aspect and is adapted from the URSA (Urban Road Safety Audit) tool prepared by the Transportation Research and Injury Prevention Programme (TRIPP) of IIT Delhi in the year 2012. Annexure2 represents the revised questionnaire of the road audit survey. The audit would be carried out on all the major roads of the city which is divided in ten major zones depending on the main streets that traverse them, Refer Figure 23 and Table 8. As Pune is a radial city, fed by 9 arterial roads that converge at the center i.e. the core of the city. For ease of surveying and mapping, the city has been thus divided into the following ten zones:
Core City,
Solapur Road,
Satara Road,
Sinhagad Road,
Karve Road,
Baner Road,
University Road,
Old Mumbai Pune Highway and
Alandi Road, Nagar Road Table 8: Identified Roads in all the ten zones
00. Core City 0.1. Solapur 0.2. Satara Road 0.3. Sinhagad Road
04. Karve Road
Prabhat Road Solapur Satara Road Mhatre Pull Road Maharshi Karve Road
Bhandarkar Road BT Kawade Road Bidwewadi Road Sinhagad Road Bavdhan Road
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FC Road MAgarpatta Road Golvalkar Guruji Road
Sinhagad College Road
4.3. DP Road
Ghole Road Shankar Sheeth Road
Katraj Kondhwa Road
Law College Road
JM Road Wanaori Road Kondhwa Road Old Canal Road
Congress Bhavan Road
NIBM Road Paud Road
Santaji Ghorpade Road
Perwati Road Raja Mantri Road
Shastri Road Swami Vivekanand Road
Tilak Road
Timber Market Road
Shivaji Road
MG Road
East Street Road
05. Baner Road 0.6. University Road
07. Old Mumbai-Pune Highway
08. Alandi Road 09. Nagar Road
Baner Road Aundh Road Old Mumbai- Pune Highway
Vadgaon Road Nagar Road
Abhimanshree Road
Ganeshkhind Road
Bhau Patil Road Ambedkar Path Road
Airport Road (Old)
Balewadi Road Dhotre Path Road Bremen Khadki Road
Deccan Collage Road
Bund Garden Road
Baner- Medipoint Road
DP Road (Aundh) Elphinstein Road Dhanori Road East Ave Road
Baner Pashan Link Road
Gokhale Road Khadki Bazaar Road
Loop Road Fountain Road
Cummins Road Harekrishna Mandir Road
Mula Road Samrat Ashok Path Road
Ghorpadi Road
Pancard Club Road
ITI Road Range Hills Road 1 Sangamwadi Road Grant Road
Pashan Road KB Joshi Path Range Hills Road 2 Vishrantwadi Airport Road
Kharadi South Main Road
Pashan Sus Road Mahadji Shinde Road
Karegaon Park Road
Nagras Road Magarpatta Road
Nargis Dutt Road New Airport Road
Range Hills Road North Main Road
Sahastra buddhe Road
Viman Nagar Road
Each zone comprises of its catchment areas that are fed by the arterial road and its feeder sub arterials and distributor / neighborhoods / access roads, Refer Figure 24 as an example of how the arterial and
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sub arterial roads have been identified in a particular zone. The electoral ward boundaries are then superimposed on this data to give us exact boundaries that demarcate these zones. The transport zones/ areas (144) used for data analysis also align with the electoral ward boundaries and thus can be superimposed on the ten Zones. The zone divisions have been done for the sole purpose of ease in survey and mapping. Each zone thus comprises a collection of wards that are fed by a network of one arterial road and its sub arterial roads. The roads for the audit have been identified on the basis of the function they perform in the road network of the city. All the major roads (arterial and sub-arterial) in a particular zone are considered for the audit and are further divided in various segments based on change in the major features of the road like ROW or the presence of cycle lane. The maximum length of one particular segment would not be more than half a kilometer. Various attributes mentioned in the questionnaire would be captured at particular sections in all the stretches including photographs to represent the visuals of the existing situation as shown in Figure 22 and Figure 23 which were captured during pilot surveys.
Figure 21: Cross section of first section at Ganeshkhind Road
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Figure 22: Cross section of second section at Ganeshkhind Road
Figure 23: Ten zones of Pune based on major roads
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Figure 24: Identified major (arterial and sub-arterial) streets in the core city area
The information captured for the segments not having the cycle lane are in a different format as the
information to be captured is less i.e. detail regarding cycle lane and it’s quality are not present.
Similarly, the data entry for the pilot survey has been done in two sections i.e. segments with cycle lane
and segments without cycle lane. A part of the data entry for the 12 pilot surveys that were carried out
can be seen in Figure 25.
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Figure 25: Infrastructure audit data entry
4.6.2 Current and Potential Cycle User Survey methodology and revised
questionnaire The user survey questionnaire has been prepared considering the type of information that needs to be
gathered & proportional coverage of the sample throughout the city with respect to the ten zones that
have been created. Annexure 3 represents the revised questionnaire of the current and potential cycle
users. The current and potential cycle users will be covered under different Target Groups. The Target
Group definition for an individual for the main interview will be as follows:
Male or Female
18 years or above
Must be a daily commuter for work/Education or anything else
Proposed cycle stands would fall under the areas where respondent commuting takes place.
The respondent could be non-user/infrequent user/frequent user of the Public Transport.
Must be using auto rickshaw, 2-wheelers and 4-wheelers for regularly commuting or
commuting between residence and place of work.
To achieve the above objective, information like current commuting pattern including mode
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use and frequency of trip; distance from home, Work Place, College, etc.; approx.
expenditure and perception about the safety of cyclists to be gathered. In addition to this,
specific information of ‘Sharing a Bicycle’ e.g. reaction of commuters, benefits of the facility,
expectations of commuters, willingness to opt the service, etc. will also be captured through
User survey.
Structured face to face interviews will be conducted with eligible respondents. The sampling process
followed will be random in nature where respondents will be contacted through a scientific sampling of
households in catchment areas i.e. the colonies/ Office work places/Institute. Respondent meeting the
predefined criteria (detail provided in the Target Groups Section) would be selected for the detailed
interview.
It is not suggested doing interviews at the Bus Stops because of the following reasons:-
People standing at the bus stops are in hurry to reach their destinations. Therefore they may
not spend the required time to fill-in the complete questionnaire which will land up doing a
huge number of incomplete interviews which cannot be used for the analysis.
The basic purpose of capturing the ‘willingness of the frequent users to use the Cycle or cycle
sharing system could be achieved through fixing up a quota of ‘frequent users’ in the
colonies. Therefore we will have a certain quota among of the frequent users.
The sample size has been selected based on the statistical calculations. Degree of accuracy/Margin of error is 3.5%. The final sample size that has been decided as per the scientific statistical study is 1500 and the sample distribution in the zones is proportionate to the population of the respective zone. The study considers the number of inhabitants in the city as its base parameter. The study is a Copyright, The research advisors (2006), all rights reserved. Table 9 shows the sample size breakup as per different zones:
Table 9: User survey sample distribution
Land use Zone
1
Zone
2
Zone
3
Zone
4
Zone
5
Zone
6
Zone
7
Zone
8
Zone
9
Zone
0
No. of surveys→ 198 354 98 226 49 66 32 109 157 211
Colleges
Schools
Education
inst./tuition
Commercial
LSC
Shopping
streets/retail
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Malls
Whole sale/sabzi
mandi
Residential
Group housing
(Middle class)
Group/row/villas
housing (High
income class)
Slums
Core city housing
area
Industrial
Factories
SME/SSIs
Mazdoor adda
Offices
Govt. office
Recreational
Cinema Halls
Parks
Religious places
Transportation
nodes
Bus stations
Train stations
BRT stations
A part of the data entry for the pilot surveys which were conducted in various areas has been done and
is represented in Figure 26.
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Figure 26: User survey data entry
4.6.3 Household survey methodology and questionnaire The methodology used for calculating the sample size of the household survey is similar to the
methodology used for calculating the sample size of current and potential user survey. The sample size
i.e. the number of households that are finalized to be surveyed is 1,500. The sample size has been
selected based on the statistical calculations. Degree of accuracy/Margin of error is 3.5%. The following
process will be used to ensure that the sample surveyed reflects the demographics of Pune:
1. Survey will be conducted in all 144 electoral wards.
2. The sample size has been divided in two categories i.e. LIG/MIG/HIG and slums based on the
proportion of the type population. 25.8 % of the population (CDP Pune 2012) of Pune lives in
slums located throughout the city, hence 388 samples will be collected from the slums and rest
1112 from other housing typologies.
3. The survey sample of slum has been further distributed in the wards as per the proportionate
slum population in the wards. The fact that some of the wards does not have slums has also
been considered.
4. The remaining samples have been distributed proportionately in the wards in three major
groups i.e. LIG, HIG and MIG. The category has been decided on the basis of house tax data.
5. The house tax data has been divided into 3 segments. Households paying rateable value of INR
1-1,000 per year have been considered as LIG, INR 1,001-10,000 per year as MIG and more than
INR 10,000 as HIG. The values have been substantiated with a ground survey.
6. In order to ensure that the people surveyed reflect the demographic distribution with respect to
age and gender, volunteers will be instructed to interview all the type of people in a household.
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7. The principal information that will be gathered in the survey focuses on how people travel on a
typical work day. The survey will also ensure that since some people do not venture out of the
home even on working days that information will also be captured.
Annexure 4 represents the questionnaire for this survey whereas Annexure 5 shows the detailed
sample distribution. Figure 27 represents a part of the data entry of the pilot survey conducted.
Figure 27: House hold survey data entry
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5 Way forward The Household and user survey as per the above questionnaires would be conducted and completed by
the scheduled time as mentioned in the activity chart (Annexure 1). This would provide the base data
for analysis of the existing travel pattern, perception of existing NMT facilities, willingness to shift to
NMT modes including a cycle sharing system and various other parameters. This analysis would be
useful for deciding the future course of action i.e. the level and type of intervention the people of a
particular area want and level of investment it needs to get implemented. It will also include phasing of
such proposals.
Along with that, once the base map is prepared and infrastructure auditing is completed for which the
schedule is mentioned in the activity chart (Annexure 1), various kind of analysis need be done in the
form of mapping. These maps would be helpful in presenting the current scenario of NMT
infrastructure, identifying the critical stretches and preparing the future course of action. Given below
are the type of analysis that would be done through mapping:
Population density Map: It will help us in identifying the densities of different wards which would be
useful in prioritizing the wards/zones for phasing.
Land use Map: This map along with the road data would be helpful in identifying the type of areas as
land use has a lot of impact on the type of trips in an area and modes opted for it. The land use data
will also help us in identifying cycle stations and sub-stations for the cycle sharing scheme.
Road network Map: This map would be helpful in presenting the current NMT infrastructure
scenario like continuity of cycle tracks, illumination during night, segregation from the motorised
vehicle lane, etc. Not only this, it will also be helpful in presenting the major accident spots,
preferred and non-preferred cyclists routes, perception about certain areas regarding safety, etc.
Cycle network Plan: This plan would be created using the above data/maps. It would be helpful in
highlighting and solving different issues in different areas using design solutions and prioritizing the
interventions.
The data regarding the cycle repair shops, cycle rental shops and cycle parking will be covered through
observational survey and will help in identifying the existing services that are being provided. Cycle user
perception data will also be collected over internet. To validate the vehicular mode share data, the
vehicular count at certain points on all the nine arterial roads would be conducted. It would be
conducted for four hour each during morning and evening peak hours i.e. 7am-11am and 5pm- 9pm.
Table 10 depicts the survey format.
Table 10: Vehicular Count Survey Format
Location Direction from Date/Month Year
Count station no Direction Right Straight Left turn Day
Passenger vehicle Goods vehicle
Heavy fast
Light fast Slow Other Heavy fast
Light fast
Slow
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Bus Mini bus
Car MTW Auto Cycle Pedestrian Truck LCV Others Cycle rickshaw trolley
Others
am
….
pm
….
The physical planning of the pilot Bicycle sharing scheme and a financial model would be based on the
primary data analysis. This is because various kind of information like willingness to shift and pay for the
cycle sharing; safer, preferred and dense areas and potential users based on age, gender, current mode
of transport and the trip length would be identified and analysed from the base data.
For preparing the pilot cycle sharing plan, the first step would be to identify the suitable pilot areas for
which the type of land use will be the most important parameter. Residential, commercial and
institutional areas would be considered to develop this system as the frequency of visiting these areas are
comparatively high by a large share of population. The population density in the area will also be
considered.
In order to short list the specific locations for constructing the cycle stations based on above mentioned
criteria’s a map of origins/destinations locations will be prepared demarcating various institutional
buildings like schools, colleges, office complexes, hospitals; malls and markets; housing societies and
apartments; etc.
In order to further narrow down the list to identify the exact location of the cycle stations, each location
will be evaluated against following set of parameters.
Availability of space
High density with in walkable distances
Alternate feeder modes available
Area unsafe for cycling
Preferred areas for cycling
The detail designing of the selected critical stretches would also be based on the analysis of the base
data (primary surveys) and accident data which is still to be collected from the traffic department.
The communication strategy for the implementation would also be prepared once the solutions in the
form of proposals are framed. This would include stakeholder participation including government
officials, citizens, representatives of various groups and organizations which are active in the sustainable
transport domain like cycle groups, NGO’s, etc.
6 Annexures
6.1 Annexure 1: Activity Chart for the project Stages and Deliverable
Activity Week 1 2 3 4 5 6 7 8 9 1
0 11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
S1.Preparation phase Planning Documents
Dec7-14
Dec 21
Dec 28
Jan 4
Jan 11
Jan 18
Jan 25
Feb 1
Feb 8
Feb 15
Feb 22
Feb 29
Mar 7
Mar 14
Mar 21
Mar 28
Apr 4
Apr 11
Apr 18
Apr 25
May 2
May 9
May 16
May 23
May 30
Jun e6
June 13
June 20
June 27
July 4
July 11
July 18
July 25
Aug 1
Aug 8
A1.Project inception presentation - PMC commissioner and other officials
D1.Data collection – Primary and secondary
A2.Questionnaire preparation for all the primary surveys
A3.Pilot surveys for improving the questionnaire
A4.Review of pilot survey and updating questionnaires
A5.Primary: User survey (at various important landmarks, major roads and PT stops) of sample size 1,400 (socio-economic info, trip info and perception and
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stated preference),
A6. Household survey of sample size 6,000 (socio-economic info and trip info),
A7.Observational survey (cycle shops, repair shops and cycle parking at institutes),
A8.Traffic volume count (at major junctions in the city periphery) and
A9.FGD’s with cycle groups, NGO’s for current issues (dangerous spots, short routes, etc.) and potential solutions.
A10.Secondary: Base Map preparation (Collection of GIS layers for administrative boundaries, roads with various attributes and land use.)
A11.Collection of population data from census and
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A12.Collection of accident data from traffic police.
D2.Evaluation of level of service
A13.Infrastructure for cycle and other NMV’s: inventory based survey including cycle lanes, intersections and parking. Survey sample size to be selected on the basis of land use and population map prepared after A10.
S2.Preparation phase completed
D3.Communication Plan for Plan Preparation Phase
A14. 1. Project Webpage to be created on PMC site, Formal Announcements of Public Consultations at ward level and request for inputs, Regular Press Notes to be issued from NMT Cell / PRO, Smart City Contacts database may be used for direct outreach and PMC Facilitation for Media would be required for the same.
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D4.Evaluation of Institutional and regulatory baseline
A15.Structuring the institutional, regulatory and financial mechanism and mapping the capacities of various institutions for delivering safe environment to cyclists: identifying the various city agencies; mapping out their governance structures, regulatory mechanisms and budgetary allocation priorities; and highlighting the opportunities and barriers in the ecosystem.
D5.Review of the Policy, Planning and guidance documents
A16.Literature review of National literature like relevant IRC codes, NMT design manual, UTTIPEC street design guidelines, etc.
A17. Literature review of International
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literature like manuals by VTPI, AASHTO, CROW, etc.
A18. Literature review of Pune city documents like CMP, DP, etc.
D6.Stakeholder consultations input phase
A19. Discussion with stakeholders i.e. PMC officials/ward councillors/FGDs
S3.DPR for the pilot PBS
D7.Establishing vision
A20. Awareness programs to be conducted for PBS.
D8.Creating cycling network
A21.Understanding the network requirements and identifying and classifying routes in the network to form a mesh and would be different for existing city and new/proposed settlement. FGDs from A9 and A19 would be used for creating the cycle network.
D9.Public Bicycle Scheme (DPR)
A22.Identifying potential users and areas/locations for primary and satellite stations,
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cost estimation and advertisement potential and a phasing plan. Primary user survey A5 would be used to identify potential users.
D10.External Environment Analysis Report (including post and mail inputs)
A23.Incorporating the inputs in the document from multi-dimensional aspects like: Political, social, institutional, technical, business, physical/environmental, etc. Inputs from stakeholder discussion (A19) would be used for preparing the report.
S4.Draft Bicycle plan
D11.Estimating impact of a Cycling Master plan Implementation
A24.Parameters to be used for estimating the impact: Modal Share, Travel Time, Trip length, Land use parameters, infrastructure quality, safety and security,
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affordability, emissions, health hazards and investment. Data to be used from (A5-9)
D12.Infrastructure Design
A25. Establishing design principals based on the level of service analysis from A13 and retrofitting the existing infrastructure based on the aforementioned activity.
D13.Bicycle parking
A26.Retaining existing parking and improving its quality and proposing new parking for the convenience of existing and potential cyclists. Data from A13 to be used for this activity.
D14.Integration with Public transportation
A27.Integrating cycling with other modes by four types: physical integration, network integration, fare integration and information integration.
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D15.Phasing A28.Captive routes will be prioritized over potential routes in the development of cycling routes and would be based on accident data, cycle traffic volume, ease of construction and maintenance and contribution to the network. Data from (A11-13) to be used for this activity.
D16.Integration with CMP
A29.A strategy for the integration of the CMP will be proposed in the document and a document will be prepared as the Maharashtra Regional and Town Planning Act to notify the Cycle Master plan to ensure it receives the legal status necessary for its implementation of a period of time.
D17.Stakeholder
A30.Presentation of the draft plan
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consultations on draft plan
to the official of various government authorities and NGO’s including cycling groups.
D18. Reports of events and consultations and inputs received through post and email
A31. Inputs from the stakeholders after A30 to be incorporated in the draft plan and minutes of meeting to be prepared for all the events and consultations.
S5.Final Bicycle plan
D19.Identification of Pilot project
A32. Pilot project planning including selection of pilot area on the basis of potential users and land use aspects, detailed costing and designs.
A33. Preparing detailed costing for the pilot PBS project including capital expenditures, Operation and maintenance cost and revenue generation through advertisements and user fee
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D20.Evaluation and Implementation framework
A35. Evaluation on the basis of safety and security i.e. accident/vandalism/theft cases, user survey for feedback/complaint/suggestion. As it includes detailed cost estimates based on the implementation drawing (A33)s, notification or an expression of interest to be placed and interested contractors/developers invited to bid for the development project.
D21.Communication Plan for Implementation Phase
A36. To be prepared
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6.2 Annexure 2: Road Audit Questionnaire Form ID
Name: Surname initial: Form number: Audit/Parking
Cycle lanes
Road Name:
Road length (m):
Segment Start: Stop:
Minimum Road width (m): Max: Min:
Cycle lane: Single side Both side
Cycle lane type: Painted Segregated same level
Segregated different level
Width of cycle lane (m): Max: Min:
Footpath: No Single side Both side
Footpath type: Segregated by curb Segregated by level Segregated with railing
Width of footpath (m): Max: Min:
Encroachment of cycle lane: No By any vehicle By any activity
Kind of vehicle/ activity:
Encroachment of foot path: No By any vehicle By any activity
Kind of vehicle/ activity:
Night illumination (lux value): Original: Min: Max:
DIRECTION :
Indicators
(A) (B) Quality
Remark Absent: 0 pt / Present: 1 pt
Good Fair Poor Total
(1 pt) (0.5 pt) (0.2 pt) (A) X (B)
Comfort of Cyclist / Quality of Cycle Track
1)Pavement type (Track surface)
Concrete or Asphalt or Tar
Interlocking Blocks
Unpaved/ non medaled surface
2) Width of cycle track (Sizes of cycle track- Standard width for footpath is 2.5 m)
1.7 to 5.0m (including curbs)
1.5 - 1.7m < 1.5m
3) Height of Cycle track
< 100mm (4”)
100mm (4”) – 300mm (12”)
Very user unfriendly (>300mm)
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4) Slope of cycle track
Comfortable (less than 2.0 to 2.5%)
Moderate (2.5% to 5%)
Steep (gradient is more than 5%)
5) Shade Complete Mostly shaded
Mostly not shaded
6) Tapering of cycle track at intersections (reducing width for cyclists to increase turning radius for MV's)
No tapering at any intersection
Tapered at some intersections
Tapered at most intersections
7) Parking facility for cycles
within 250m of the station / bicycle are allowed in the transit
Provided between 250 - 500 m of the station
Informal parking available within 500 m of the station
8) Parking cost for cyclists
Free Less than MV parking fee
Same as motor vehicle parking fees
9) Signage for bicyclists
Frequently Present and Visible
Present Sometimes
Present Rarely or hardly visible
Overall /9.0
Safety of cyclists
1) Buffer Zone/ Segregation from MV Lane
Width of 0.3 m and Height of 0.15m
Width is 0.15m -0.3 m
Width is <0.15m
2) Traffic Calming at Junctions (Speed breakers, raised crossing, rumble strips, etc.)
Present at all T- junctions
Present at most T- Junctions
Absent at most T-Junctions
3) Land use along the footpath
Commercial/ Residential Area
Educational and Institutional area(safe during day time and unsafe during nights)
Located in sparsely populated area like newly developed suburbs/vacant land
Left and right
Overall* ( )*2/8
Continuity for cyclists/ cycle tracks
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1)Barrier Free cycle track
No obstructions
Some obstructions
Mostly Obstructed
2) Cycle track signage
Present at all junctions
Present almost everywhere
Present at some junctions
3) Markings showing the continuity of cycle tracks at intersection
Present at all junctions
Present almost everywhere
Present at some junctions
4) Ramps to get off/ on at intersections
Present at all junctions
Present almost everywhere
Present at some junctions
Overall /4.0
Total score for cyclist accessibility /21.0
Intersections
Number of junctions: Type of Junctions with number:
Number of roundabouts:
Number of signalised junctions: Working condition (number)
Number of signalised roundabouts:
Working condition (number)
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6.3 Annexure 3: Current and Potential user survey Questionnaire
PUNE BICYCLE PLAN
Survey 2 - User / Potential User Survey (cyclists/ non cyclists) मा. मोहोद्य/ महोदया, सायकल मास्टर प्लान तयार करण्यासाठी पुणे महानगरपाललकेच्या वतीने हे सवेक्षण करण्यात येत आहे. यामधे्य सध्या
सायकल वापरत असेलेले आलण संभाव्य सायकल वापरू इच्छिणारे यांना सहभागी करून योजना तयार करण्यासाठी लागणारी आधारभूत
मालहती गोळा करण्यात येणार आहे. यासाठी आपला वेळ आलण मालहती देल्याबद्दल आपले आभार. Dear Sir/ Madam, This is a survey being carried out by Pune Municipal Corporation (PMC) for preparing Bicycle master plan for Pune. Thank you for your valuable time and inputs.
Name of surveyor: _________________ Survey Date: __/__/2016 Place of survey: _________________
1. Initials नाव: _______________________________ 2. Currently, do you cycle?
सध्या तुम्ही सायकल वापरता का?
1) Yes होय 2) No नाही
3. Age Group वयोगट:
1) 0 – 18 ० ते १८
2) 18-20 १८ ते २०
3) 21-35 २१ ते ३५
4) 36-50 ३६ ते ५०
5) >50 > ५०
4. Gender ललंग:
1) Male पुरुष 2) Female स्त्री 3) Other इतर 5. Number of people in household: ________
6. Household Monthly Income (in Rs)
कुटंुबाचे मालसक उत्पन्न (रुपयांमधे्य): Refused <20k 20-30k 30-45k 45k-60k60-80k 80k-1L >1L 7. Personal monthly income (Rs): _______________
8. Occupation व्यवसाय:
1) Service नोकरी 2) Business/ Self Employed व्यापार
3) Housewife गृलहणी 4) Student लवद्यार्थी
5) Retired नल वृत्त 6) other इतर__________ 9. How many vehicles do you have in your house?
तुमच्या घरामधे्य किती वाहने आहेत?
0 1 2 3 4 >4
Two wheeler दुचािी
Four wheeler चार चािी
Cycle सायिल
10. What type of cycle are you currently using/ are willing to
use? सध्या तुम्ही िौनसे सायिल वापरतात/ वापराएला अवरेल? 1) Non-Geared Cycle 2) Geared Cycle 11. Cost of your cycle/ how much are you willing to pay for
buying a cycle? तुमची सायिल कितीची आहे/ कितीची सायिल
तुम्ही खरेदी िरू साक्तता?
Amount in Rs. रक्कम रु.: __________________ 12. Have you experienced Bicycle Theft?
तुमची सायिल िधी चोरीला गेली आहे िा?
1) Yes होय 2) No नाही
13. Perception of Pune’s Transportation system: Strongly
disagree Disagree Neither agree
nor disagree Agree Strongly agree
It is generally safe It is safe for cyclists Time to commute is acceptable Provides mobility to all people
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Is affordable No adverse effects on health, stress Infrastructure for cycling is adequate
14. Last or current trip:
Frequency of this trip भेटीची वारंवाररता
1) Daily दररोज 2) Bi-weekly आठवड्या-तून दोनदा
3) Weekly आठवड्याला 4) Bi-monthly मलहन्यातून दोनदा
5) Monthly मलहन्याला 6) occasionally कधीकधी
Purpose of trip (tick) Work Education Recreational Shopping Other Origin Destination Name of place Type of Place Work Education Recreation Work Education Recreation
Shopping Home Other Shopping Home Other
Zone (select from map)
Segment Access Mainline Egress Mode Auto 2W Cycle BRTS Bus Auto Cab Auto 2W Cycle
Walk Other 4W 2W Walk Cycle Walk Other
Distance (km) Duration/Time (in min) 1-5, 6-10, 11-20
20-30, >30 1-5, 6-10, 11-20 21-30, 30-50, >50
1-5, 6-10, 11-20 20-30, >30
Expense (in Rs) 0, 1-5, 6-10, 11-20, 21-30, 30-50, >50
1-5, 6-10, 11-20, 21-30, 30-50, >50
0, 1-5, 6-10, 11-20, 21-30, 30-50, >50
Would you opt for a cycle for the same trip if cycle lanes, safe crossings and cycle parking are developed?
जर सायिल पाकििं ग, सायिल
माकगििा आकि सुरकित क्रोकसंग
कविकसत िेले तर याच प्रवासाठी
तुम्ही सायिल वापराल िा?
Reason Would you opt for a cycle sharing system for the same
trip? याच प्रवासासाठी सायिल
शेअररंग कसस्टीमचा पयािय
वापरायला तुम्हाला आवडेल िा?
Reason
15. How much amount are you willing to pay for a 30 minutes ride on PBS? ३० लमलनटाच्या प्रवासासाठी तुम्ही लकती रुपये खचच
करू इच्छिता? (Explain pricing in visual)
1) Should be free मोफत
2) Upto Rs. 5 ५ रुपयांपेक्षा कमी
3) Rs. 6 to Rs 10 ६ ते १० रुपये
4) Rs 11 to Rs. 15 १० रुपयांपेक्षा जास्त
16. How much amount are you willing to pay for a monthly subscription? माकसि सस्क्रीप्शन सोयीनुसार प्रवासासाठी तुम्ही
किती रुपये खचि िरू इच्छिता?
1) Free मोफत
2) Rs. 100-200 १०० ते २०० रुपये
3) Rs. 201-500 २०१ ते ५०० रुपये
4) More than Rs. 500 ५०० रुपयांपेक्षा जास्त
17. Would you be interested in riding high quality bicycles with gears etc. for higher user charges in PBS?उच्च दजाचच्या
गेअर सायकलवरून प्रवास करण्यासाठी तुम्ही इिुक आहात का? यासाठी जास्त रक्कम मोजण्याची तुमची तयारी आहे का?1) Yes होय
2) No नाही Reason कारण ………………
18. Are you aware of the benefits of cycling?
सायिल चालवण्याच्या फायद्ांबाबत तुम्हाला माकहती आहे िा?
- Health benefits/ exercise आरोग्य/ व्यायाम 1)Yes होय 2)No नाही
- Cheap mode of commute स्वस्त वाहन 1)Yes होय 2)No नाही
- Environment conscious पयाचवरणाचा लवचार 1)Yes होय 2)No नाही
- Lessen Congestion on road 1)Yes होय 2)No नाही
- It’s fun to cycle सायकल चालवण्यात मजा येते 1)Yes होय 2)No नाही
- Travel reliability लवस्वसानीय प्रवास 1)Yes होय 2)No नाही
- Flexible and convenient सोयीस्कर प्रवास 1)Yes होय 2)No नाही
- It is faster जलद 1)Yes होय 2)No नाही
- Other इतर __________________
19. For cycling in Pune how important would be the following infrastructure?
खालीलपैिी िोित्या सुकवधा cycling शहरासाठी महत्वाच्या वाटतात?
Not at all important
Less Important
Does not matter
Somewhat Important
Very Important
Separate cycle tracks on busy main roads
Cycle parking facilities
Cycle parking/ rental facilities at public transport stops
Trees/shade along cycling routes
Prevent motorcyclists on cycle tracks
Prevent pedestrians on cycle track
Smooth surface for cycle tracks/ paths
Sitting / resting areas
P a g e 81 | 98
along cycle tracks
Toilets/ water taps along cycle tracks
Separate signal (phase) or priority for cyclists at junctions/ signals
Bicycle insurance
Bicycle repair shops
20 Do you want to give any additional comments?
P a g e 82 | 98
6.4 Annexure 4: Household Survey Questionnaire
PUNE BICYCLE PLAN
Survey 1 - Household Survey Form
Survey Form Information 1. Surveyor ID: _________________________________________________ Date: _____/______/2016 2. Locality/Ward: ________________________________________________ Household Survey Number:
_________________
Respondent’s Profile
3. House: Owned / Rented 4. Number of people in household: ___________ 5. Monthly family income:
Refused <20k 20-30k 30-45k 45k-60k 60-80k 80k-1L >1L
6. Vehicles owned:
0 1 2 3 4 >4
Two wheeler
Four wheeler
Cycle
7. Driver for 4W: Yes / No / NA
For each member Member 1 8. Age: __________ 9. Gender: (M or F) 10. Use PMPML pass? Yes / No
11. Accidents in last one year? 0 / 1 / ⋝2
12. Accident on which modes? (none, Walk, Cycle, Bus, Private Bus, Auto rickshaw, 2W, 4W and others____________)
13. Which of these modes have not at all been used by you in last 1 year? (Walk, Cycle, Bus, Private Bus, and Auto Rickshaw, 2W, 4W and others______________)
14. Trip details: Number of trips for this person on a typical week day (including escort trips/drop to school, etc. if any) ___________
For every trip by this person on a typical week day: Trip 1:
Purpose of trip (tick) Work Education Recreational Shopping Other
Origin Destination
Name of place
CEE Centre for Environment Education
P a g e 83 | 98
Type of Place Work Education Recreation Work Education Recreation
Shopping Home Other Shopping Home Other
Zone (select from map)
Segment Access Mainline Egress
Mode Auto 2W Cycle BRTS Bus AutoRick 4W Auto 2W Cycle
Walk Other 2W Cycle Walk Walk Other
Distance (km)
Duration/ Time (min)
1-5, 6-10, 11-20 20-30, >30
1-5, 6-10, 11-20 21-30, 30-50 and >50
1-5, 6-10, 11-20 20-30, >30
Expense (Rs) 0, 1-5, 6-10, 11-20, 21-30, 30-50 and >50
1-5, 6-10, 11-20, 21-30 30-50 and >50
0, 1-5, 6-10, 11-20 21-30, 30-50 and >50
Trip 2:
Purpose of trip (tick) Work Education Recreational Shopping Other
Origin Destination
Name of place
Type of Place Work Education Recreation Work Education Recreation
Shopping Home Other Shopping Home Other
Zone (select from map)
Segment Access Mainline Egress
Mode Auto 2W Cycle BRTS Bus AutoRick 4W Auto 2W Cycle
Walk Other 2W Cycle Walk Walk Other
Distance (km)
Duration/ Time (min)
1-5, 6-10, 11-20 20-30, >30
1-5, 6-10, 11-20 21-30, 30-50 and >50
1-5, 6-10, 11-20 20-30, >30
Expense (Rs) 0, 1-5, 6-10, 11-20, 21-30, 30-50 and >50
1-5, 6-10, 11-20, 21-30 30-50 and >50
0, 1-5, 6-10, 11-20 21-30, 30-50 and >50
Trip 3:
Purpose of trip (tick) Work Education Recreational Shopping Other
Origin Destination
Name of place
Type of Place Work Education Recreation Work Education Recreation
Shopping Home Other Shopping Home Other
Zone (select from map)
Segment Access Mainline Egress
Mode Auto 2W Cycle BRTS Bus Auto Rick 4W Auto 2W Cycle
Walk Other 2W Cycle Walk Walk Other
Distance (km)
Duration/ Time (min)
1-5, 6-10, 11-20 20-30, >30
1-5, 6-10, 11-20 21-30, 30-50 and >50
1-5, 6-10, 11-20 20-30, >30
Expense (Rs) 0, 1-5, 6-10, 11-20, 21-30, 30-50 and >50
1-5, 6-10, 11-20, 21-30 30-50 and >50
0, 1-5, 6-10, 11-20 21-30, 30-50 and >50
Trip 4:
P a g e 84 | 98
Purpose of trip (tick) Work Education Recreational Shopping Other
Origin Destination
Name of place
Type of Place Work Education Recreation Work Education Recreation
Shopping Home Other Shopping Home Other
Zone (select from map)
Segment Access Mainline Egress
Mode Auto 2W Cycle BRTS Bus Auto Rick 4W Auto 2W Cycle
Walk Other 2W Cycle Walk Walk Other
Distance (km)
Duration/ Time (min)
1-5, 6-10, 11-20 20-30, >30
1-5, 6-10, 11-20 21-30, 30-50 and >50
1-5, 6-10, 11-20 20-30, >30
Expense (Rs) 0, 1-5, 6-10, 11-20, 21-30, 30-50 and >50
1-5, 6-10, 11-20, 21-30 30-50 and >50
0, 1-5, 6-10, 11-20 21-30, 30-50 and >50
Member: 2 15. Age: _______ 16. Gender: (M or F) 17. Use PMPML pass? Yes / No
18. Accidents in last one year? 0 / 1 / ⋝2
19. On which modes? (none, Walk, Cycle, Bus, Private Bus, Auto rickshaw, 2W, 4W and others____________) 20. Which of these modes have not at all been used by you in last 1 year?
(Walk, Cycle, Bus, Private Bus, and Auto Rickshaw, 2W, 4W and others______________) 21. Trip details:
Number of trips for this person on a typical week day (including escort trips/drop to school, etc. if any) __________
For every trip by this person on a typical week day: Trip 1:
Purpose of trip (tick) Work Education Recreational Shopping Other
Origin Destination
Name of place
Type of Place Work Education Recreation Work Education Recreation
Shopping Home Other Shopping Home Other
Zone (select from map)
Segment Access Mainline Egress
Mode Auto 2W Cycle BRTS Bus AutoRick 4W Auto 2W Cycle
Walk Other 2W Cycle Walk Walk Other
Distance (km)
Duration/ Time (min)
1-5, 6-10, 11-20 20-30, >30
1-5, 6-10, 11-20 21-30, 30-50 and >50
1-5, 6-10, 11-20 20-30, >30
P a g e 85 | 98
Expense (Rs) 0, 1-5, 6-10, 11-20, 21-30, 30-50 and >50
1-5, 6-10, 11-20, 21-30 30-50 and >50
0, 1-5, 6-10, 11-20 21-30, 30-50 and >50
Trip 2:
Purpose of trip (tick) Work Education Recreational Shopping Other
Origin Destination
Name of place
Type of Place Work Education Recreation Work Education Recreation
Shopping Home Other Shopping Home Other
Zone (select from map)
Segment Access Mainline Egress
Mode Auto 2W Cycle BRTS Bus Auto Rick 4W Auto 2W Cycle
Walk Other 2W Cycle Walk Walk Other
Distance (km)
Duration/ Time (min)
1-5, 6-10, 11-20 20-30, >30
1-5, 6-10, 11-20 21-30, 30-50 and >50
1-5, 6-10, 11-20 20-30, >30
Expense (Rs) 0, 1-5, 6-10, 11-20, 21-30, 30-50 and >50
1-5, 6-10, 11-20, 21-30 30-50 and >50
0, 1-5, 6-10, 11-20 21-30, 30-50 and >50
Trip 3:
Purpose of trip (tick) Work Education Recreational Shopping Other
Origin Destination
Name of place
Type of Place Work Education Recreation Work Education Recreation
Shopping Home Other Shopping Home Other
Zone (select from map)
Segment Access Mainline Egress
Mode Auto 2W Cycle BRTS Bus Auto Rick 4W Auto 2W Cycle
Walk Other 2W Cycle Walk Walk Other
Distance (km)
Duration/ Time (min)
1-5, 6-10, 11-20 20-30, >30
1-5, 6-10, 11-20 21-30, 30-50 and >50
1-5, 6-10, 11-20 20-30, >30
Expense (Rs) 0, 1-5, 6-10, 11-20, 21-30, 30-50 and >50
1-5, 6-10, 11-20, 21-30 30-50 and >50
0, 1-5, 6-10, 11-20 21-30, 30-50 and >50
Trip 4:
Purpose of trip (tick) Work Education Recreational Shopping Other
Origin Destination
Name of place
Type of Place Work Education Recreation Work Education Recreation
Shopping Home Other Shopping Home Other
Zone (select from map)
Segment Access Mainline Egress
Mode Auto 2W Cycle BRTS Bus Auto Rick 4W Auto 2W Cycle
P a g e 86 | 98
Walk Other 2W Cycle Walk Walk Other
Distance (km)
Duration/ Time (min)
1-5, 6-10, 11-20 20-30, >30
1-5, 6-10, 11-20 21-30, 30-50 and >50
1-5, 6-10, 11-20 20-30, >30
Expense (Rs) 0, 1-5, 6-10, 11-20, 21-30, 30-50 and >50
1-5, 6-10, 11-20, 21-30 30-50 and >50
0, 1-5, 6-10, 11-20 21-30, 30-50 and >50
P a g e 87 | 98
Member: _____ 22. Age: _____ 23. Gender: (M or F) 24. Use PMPML pass? Yes / No
25. Accidents in last one year? 0 / 1 / ⋝2
26. On which modes? (none, Walk, Cycle, Bus, Private Bus, Auto rickshaw, 2W, 4W and others___________) 27. Which of these modes have not at all been used by you in last 1 year?
(Walk, Cycle, Bus, Private Bus, and Auto Rickshaw, 2W, 4W and others______________) 28. Trip details:
Number of trips for this person on a typical week day (including escort trips/drop to school, etc. if any) __________
For every trip by this person on a typical week day: Trip 1:
Purpose of trip (tick) Work Education Recreational Shopping Other
Origin Destination
Name of place
Type of Place Work Education Recreation Work Education Recreation
Shopping Home Other Shopping Home Other
Zone (select from map)
Segment Access Mainline Egress
Mode Auto 2W Cycle BRTS Bus Auto Rick 4W Auto 2W Cycle
Walk Other 2W Cycle Walk Walk Other
Distance (km)
Duration/ Time (min)
1-5, 6-10, 11-20 20-30, >30
1-5, 6-10, 11-20 21-30, 30-50 and >50
1-5, 6-10, 11-20 20-30, >30
Expense (Rs) 0, 1-5, 6-10, 11-20, 21-30, 30-50 and >50
1-5, 6-10, 11-20, 21-30 30-50 and >50
0, 1-5, 6-10, 11-20 21-30, 30-50 and >50
Trip 2:
Purpose of trip (tick) Work Education Recreational Shopping Other
Origin Destination
Name of place
Type of Place Work Education Recreation Work Education Recreation
Shopping Home Other Shopping Home Other
Zone (select from map)
Segment Access Mainline Egress
Mode Auto 2W Cycle BRTS Bus Auto Rick 4W Auto 2W Cycle
Walk Other 2W Cycle Walk Walk Other
Distance (km)
Duration/ Time (min)
1-5, 6-10, 11-20 20-30, >30
1-5, 6-10, 11-20 21-30, 30-50 and >50
1-5, 6-10, 11-20 20-30, >30
Expense (Rs) 0, 1-5, 6-10, 11-20, 21-30, 30-50 and >50
1-5, 6-10, 11-20, 21-30 30-50 and >50
0, 1-5, 6-10, 11-20 21-30, 30-50 and >50
P a g e 88 | 98
Trip 3:
Purpose of trip (tick) Work Education Recreational Shopping Other
Origin Destination
Name of place
Type of Place Work Education Recreation Work Education Recreation
Shopping Home Other Shopping Home Other
Zone (select from map)
Segment Access Mainline Egress
Mode Auto 2W Cycle BRTS Bus Auto Rick 4W Auto 2W Cycle
Walk Other 2W Cycle Walk Walk Other
Distance (km)
Duration/ Time (min)
1-5, 6-10, 11-20 20-30, >30
1-5, 6-10, 11-20 21-30, 30-50 and >50
1-5, 6-10, 11-20 20-30, >30
Expense (Rs) 0, 1-5, 6-10, 11-20, 21-30, 30-50 and >50
1-5, 6-10, 11-20, 21-30 30-50 and >50
0, 1-5, 6-10, 11-20 21-30, 30-50 and >50
Trip 4:
Purpose of trip (tick) Work Education Recreational Shopping Other
Origin Destination
Name of place
Type of Place Work Education Recreation Work Education Recreation
Shopping Home Other Shopping Home Other
Zone (select from map)
Segment Access Mainline Egress
Mode Auto 2W Cycle BRTS Bus Auto Rick 4W Auto 2W Cycle
Walk Other 2W Cycle Walk Walk Other
Distance (km)
Duration/ Time (min)
1-5, 6-10, 11-20 20-30, >30
1-5, 6-10, 11-20 21-30, 30-50 and >50
1-5, 6-10, 11-20 20-30, >30
Expense (Rs) 0, 1-5, 6-10, 11-20, 21-30, 30-50 and >50
1-5, 6-10, 11-20, 21-30 30-50 and >50
0, 1-5, 6-10, 11-20 21-30, 30-50 and >50
P a g e 89 | 98
Member: _____ 29. Age: _____ 30. Gender: (M or F) 31. Use PMPML pass? Yes / No
32. Accidents in last one year? 0 / 1 / ⋝2
33. On which modes? (none, Walk, Cycle, Bus, Private Bus, Auto rickshaw, 2W, 4W and others__________) 34. Which of these modes have not at all been used by you in last 1 year?
(Walk, Cycle, Bus, Private Bus, and Auto Rickshaw, 2W, 4W and others______________) 35. Trip details:
Number of trips for this person on a typical week day (including escort trips/drop to school, etc. if any) __________
For every trip by this person on a typical week day: Trip 1:
Purpose of trip (tick) Work Education Recreational Shopping Other
Origin Destination
Name of place
Type of Place Work Education Recreation Work Education Recreation
Shopping Home Other Shopping Home Other
Zone (select from map)
Segment Access Mainline Egress
Mode Auto 2W Cycle BRTS Bus Auto Rick 4W Auto 2W Cycle
Walk Other 2W Cycle Walk Walk Other
Distance (km)
Duration/ Time (min)
1-5, 6-10, 11-20 20-30, >30
1-5, 6-10, 11-20 21-30, 30-50 and >50
1-5, 6-10, 11-20 20-30, >30
Expense (Rs) 0, 1-5, 6-10, 11-20, 21-30, 30-50 and >50
1-5, 6-10, 11-20, 21-30 30-50 and >50
0, 1-5, 6-10, 11-20 21-30, 30-50 and >50
Trip 2:
Purpose of trip (tick) Work Education Recreational Shopping Other
Origin Destination
Name of place
Type of Place Work Education Recreation Work Education Recreation
Shopping Home Other Shopping Home Other
Zone (select from map)
Segment Access Mainline Egress
Mode Auto 2W Cycle BRTS Bus Auto Rick 4W Auto 2W Cycle
Walk Other 2W Cycle Walk Walk Other
Distance (km)
Duration/ Time (min)
1-5, 6-10, 11-20 20-30, >30
1-5, 6-10, 11-20 21-30, 30-50 and >50
1-5, 6-10, 11-20 20-30, >30
Expense (Rs) 0, 1-5, 6-10, 11-20, 21-30, 30-50 and >50
1-5, 6-10, 11-20, 21-30 30-50 and >50
0, 1-5, 6-10, 11-20 21-30, 30-50 and >50
P a g e 90 | 98
Trip 3:
Purpose of trip (tick) Work Education Recreational Shopping Other
Origin Destination
Name of place
Type of Place Work Education Recreation Work Education Recreation
Shopping Home Other Shopping Home Other
Zone (select from map)
Segment Access Mainline Egress
Mode Auto 2W Cycle BRTS Bus Auto Rick 4W Auto 2W Cycle
Walk Other 2W Cycle Walk Walk Other
Distance (km)
Duration/ Time (min)
1-5, 6-10, 11-20 20-30, >30
1-5, 6-10, 11-20 21-30, 30-50 and >50
1-5, 6-10, 11-20 20-30, >30
Expense (Rs) 0, 1-5, 6-10, 11-20, 21-30, 30-50 and >50
1-5, 6-10, 11-20, 21-30 30-50 and >50
0, 1-5, 6-10, 11-20 21-30, 30-50 and >50
Trip 4:
Purpose of trip (tick) Work Education Recreational Shopping Other
Origin Destination
Name of place
Type of Place Work Education Recreation Work Education Recreation
Shopping Home Other Shopping Home Other
Zone (select from map)
Segment Access Mainline Egress
Mode Auto 2W Cycle BRTS Bus Auto Rick 4W Auto 2W Cycle
Walk Other 2W Cycle Walk Walk Other
Distance (km)
Duration/ Time (min)
1-5, 6-10, 11-20 20-30, >30
1-5, 6-10, 11-20 21-30, 30-50 and >50
1-5, 6-10, 11-20 20-30, >30
Expense (Rs) 0, 1-5, 6-10, 11-20, 21-30, 30-50 and >50
1-5, 6-10, 11-20, 21-30 30-50 and >50
0, 1-5, 6-10, 11-20 21-30, 30-50 and >50
P a g e 91 | 98
Member: ______ 36. Age: _____ 37. Gender: (M or F) 38. Use PMPML pass? Yes / No
39. Accidents in last one year? 0 / 1 / ⋝2
40. On which modes? (none, Walk, Cycle, Bus, Private Bus, Auto rickshaw, 2W, 4W and others__________) 41. Which of these modes have not at all been used by you in last 1 year?
(Walk, Cycle, Bus, Private Bus, and Auto Rickshaw, 2W, 4W and others______________) 42. Trip details:
Number of trips for this person on a typical week day (including escort trips/drop to school, etc. if any) ___________
For every trip by this person on a typical week day: Trip 1:
Purpose of trip (tick) Work Education Recreational Shopping Other
Origin Destination
Name of place
Type of Place Work Education Recreation Work Education Recreation
Shopping Home Other Shopping Home Other
Zone (select from map)
Segment Access Mainline Egress
Mode Auto 2W Cycle BRTS Bus Auto Rick 4W Auto 2W Cycle
Walk Other 2W Cycle Walk Walk Other
Distance (km)
Duration/ Time (min)
1-5, 6-10, 11-20 20-30, >30
1-5, 6-10, 11-20 21-30, 30-50 and >50
1-5, 6-10, 11-20 20-30, >30
Expense (Rs) 0, 1-5, 6-10, 11-20, 21-30, 30-50 and >50
1-5, 6-10, 11-20, 21-30 30-50 and >50
0, 1-5, 6-10, 11-20 21-30, 30-50 and >50
Trip 2:
Purpose of trip (tick) Work Education Recreational Shopping Other
Origin Destination
Name of place
Type of Place Work Education Recreation Work Education Recreation
Shopping Home Other Shopping Home Other
Zone (select from map)
Segment Access Mainline Egress
Mode Auto 2W Cycle BRTS Bus Auto Rick 4W Auto 2W Cycle
Walk Other 2W Cycle Walk Walk Other
Distance (km)
Duration/ Time (min)
1-5, 6-10, 11-20 20-30, >30
1-5, 6-10, 11-20 21-30, 30-50 and >50
1-5, 6-10, 11-20 20-30, >30
Expense (Rs) 0, 1-5, 6-10, 11-20, 21-30, 30-50 and >50
1-5, 6-10, 11-20, 21-30 30-50 and >50
0, 1-5, 6-10, 11-20 21-30, 30-50 and >50
P a g e 92 | 98
Trip 3:
Purpose of trip (tick) Work Education Recreational Shopping Other
Origin Destination
Name of place
Type of Place Work Education Recreation Work Education Recreation
Shopping Home Other Shopping Home Other
Zone (select from map)
Segment Access Mainline Egress
Mode Auto 2W Cycle BRTS Bus Auto Rick 4W Auto 2W Cycle
Walk Other 2W Cycle Walk Walk Other
Distance (km)
Duration/ Time (min)
1-5, 6-10, 11-20 20-30, >30
1-5, 6-10, 11-20 21-30, 30-50 and >50
1-5, 6-10, 11-20 20-30, >30
Expense (Rs) 0, 1-5, 6-10, 11-20, 21-30, 30-50 and >50
1-5, 6-10, 11-20, 21-30 30-50 and >50
0, 1-5, 6-10, 11-20 21-30, 30-50 and >50
Trip 4:
Purpose of trip (tick) Work Education Recreational Shopping Other
Origin Destination
Name of place
Type of Place Work Education Recreation Work Education Recreation
Shopping Home Other Shopping Home Other
Zone (select from map)
Segment Access Mainline Egress
Mode Auto 2W Cycle BRTS Bus Auto Rick 4W Auto 2W Cycle
Walk Other 2W Cycle Walk Walk Other
Distance (km)
Duration/ Time (min)
1-5, 6-10, 11-20 20-30, >30
1-5, 6-10, 11-20 21-30, 30-50 and >50
1-5, 6-10, 11-20 20-30, >30
Expense (Rs) 0, 1-5, 6-10, 11-20, 21-30, 30-50 and >50
1-5, 6-10, 11-20, 21-30 30-50 and >50
0, 1-5, 6-10, 11-20 21-30, 30-50 and >50
P a g e 93 | 98
Member: _____ 43. Age: ______ 44. Gender: (M or F) 45. Use PMPML pass? Yes / No
46. Accidents in last one year? 0 / 1 / ⋝2
47. On which modes? (none, Walk, Cycle, Bus, Private Bus, Auto rickshaw, 2W, 4W and others___________) 48. Which of these modes have not at all been used by you in last 1 year?
(Walk, Cycle, Bus, Private Bus, and Auto Rickshaw, 2W, 4W and others______________) 49. Trip details:
Number of trips for this person on a typical week day (including escort trips/drop to school, etc. if any) __________
For every trip by this person on a typical week day: Trip 1:
Purpose of trip (tick) Work Education Recreational Shopping Other
Origin Destination
Name of place
Type of Place Work Education Recreation Work Education Recreation
Shopping Home Other Shopping Home Other
Zone (select from map)
Segment Access Mainline Egress
Mode Auto 2W Cycle BRTS Bus Auto Rick 4W Auto 2W Cycle
Walk Other 2W Cycle Walk Walk Other
Distance (km)
Duration/ Time (min)
1-5, 6-10, 11-20 20-30, >30
1-5, 6-10, 11-20 21-30, 30-50 and >50
1-5, 6-10, 11-20 20-30, >30
Expense (Rs) 0, 1-5, 6-10, 11-20, 21-30, 30-50 and >50
1-5, 6-10, 11-20, 21-30 30-50 and >50
0, 1-5, 6-10, 11-20 21-30, 30-50 and >50
Trip 2:
Purpose of trip (tick) Work Education Recreational Shopping Other
Origin Destination
Name of place
Type of Place Work Education Recreation Work Education Recreation
Shopping Home Other Shopping Home Other
Zone (select from map)
Segment Access Mainline Egress
Mode Auto 2W Cycle BRTS Bus Auto Rick 4W Auto 2W Cycle
Walk Other 2W Cycle Walk Walk Other
Distance (km)
Duration/ Time (min)
1-5, 6-10, 11-20 20-30, >30
1-5, 6-10, 11-20 21-30, 30-50 and >50
1-5, 6-10, 11-20 20-30, >30
Expense (Rs) 0, 1-5, 6-10, 11-20, 21-30, 30-50 and >50
1-5, 6-10, 11-20, 21-30 30-50 and >50
0, 1-5, 6-10, 11-20 21-30, 30-50 and >50
P a g e 94 | 98
Trip 3:
Purpose of trip (tick) Work Education Recreational Shopping Other
Origin Destination
Name of place
Type of Place Work Education Recreation Work Education Recreation
Shopping Home Other Shopping Home Other
Zone (select from map)
Segment Access Mainline Egress
Mode Auto 2W Cycle BRTS Bus Auto Rick 4W Auto 2W Cycle
Walk Other 2W Cycle Walk Walk Other
Distance (km)
Duration/ Time (min)
1-5, 6-10, 11-20 20-30, >30
1-5, 6-10, 11-20 21-30, 30-50 and >50
1-5, 6-10, 11-20 20-30, >30
Expense (Rs) 0, 1-5, 6-10, 11-20, 21-30, 30-50 and >50
1-5, 6-10, 11-20, 21-30 30-50 and >50
0, 1-5, 6-10, 11-20 21-30, 30-50 and >50
Trip 4:
Purpose of trip (tick) Work Education Recreational Shopping Other
Origin Destination
Name of place
Type of Place Work Education Recreation Work Education Recreation
Shopping Home Other Shopping Home Other
Zone (select from map)
Segment Access Mainline Egress
Mode Auto 2W Cycle BRTS Bus AutoRick 4W Auto 2W Cycle
Walk Other 2W Cycle Walk Walk Other
Distance (km)
Duration/ Time (min)
1-5, 6-10, 11-20 20-30, >30
1-5, 6-10, 11-20 21-30, 30-50 and >50
1-5, 6-10, 11-20 20-30, >30
Expense (Rs) 0, 1-5, 6-10, 11-20, 21-30, 30-50 and >50
1-5, 6-10, 11-20, 21-30 30-50 and >50
0, 1-5, 6-10, 11-20 21-30, 30-50 and >50
P a g e 95 | 98
6.5 Annexure 5: Ward wise household sample distribution
WARD LIG MIG HIG SLUM TOTAL
1 0 7 1 0 8
2 0 7 1 5 13
3 1 6 0 5 12
4 0 7 1 3 11
5 1 6 0 5 12
6 0 8 3 3 14
7 0 8 3 3 14
8 1 6 1 0 8
9 1 6 1 0 8
10 1 7 2 2 12
11 1 7 2 0 10
12 1 7 2 2 12
13 0 8 3 0 11
14 1 7 1 6 15
15 1 7 2 4 14
16 1 7 1 5 14
17 1 6 0 6 13
18 1 6 0 5 12
19 1 6 0 6 13
20 1 6 0 5 12
21 1 7 1 5 14
22 1 4 1 4 10
23 0 4 1 4 9
24 0 6 2 3 11
25 1 5 1 2 9
26 0 6 2 3 11
27 0 6 2 2 10
28 1 6 2 0 9
29 0 6 2 3 11
30 1 6 2 2 11
31 0 6 2 2 10
32 0 6 2 3 11
33 1 4 1 4 10
34 1 4 1 2 8
35 1 4 1 2 8
36 1 4 1 4 10
37 0 5 1 4 10
38 1 5 1 4 11
P a g e 96 | 98
39 1 5 1 4 11
40 0 5 2 5 12
41 0 5 2 5 12
42 1 6 1 6 14
43 1 6 1 5 13
44 1 5 1 5 12
45 0 5 2 5 12
46 1 5 1 4 11
47 1 5 1 4 11
48 2 5 0 1 8
49 1 6 0 1 8
50 1 5 0 0 6
51 1 6 1 0 8
52 1 6 1 0 8
53 1 4 1 4 10
54 1 3 0 4 8
55 1 4 0 4 9
56 1 4 1 4 10
57 0 5 1 5 11
58 0 5 1 2 8
59 0 5 1 5 11
60 0 5 1 3 9
61 0 7 1 0 8
62 0 5 1 2 8
63 1 4 0 5 10
64 1 4 0 2 7
65 1 5 0 2 8
66 0 5 1 2 8
67 1 4 1 4 10
68 0 5 1 2 8
69 1 5 0 0 6
70 1 6 1 0 8
71 2 5 0 0 7
72 2 5 0 1 8
73 2 6 0 3 11
74 1 6 1 4 12
75 2 6 0 4 12
76 2 5 0 4 11
77 2 5 0 3 10
78 2 5 0 1 8
79 2 5 0 0 7
P a g e 97 | 98
80 1 5 0 0 6
81 1 6 1 1 9
82 1 5 1 2 9
83 1 5 0 4 10
84 1 5 0 4 10
85 1 6 1 3 11
86 2 5 0 3 10
87 1 6 1 4 12
88 2 5 0 4 11
89 1 6 1 0 8
90 1 6 1 5 13
91 1 5 1 3 10
92 1 5 1 6 13
93 1 6 1 5 13
94 2 5 0 3 10
95 1 6 1 0 8
96 1 13 2 2 18
97 1 6 1 3 11
98 0 5 1 4 10
99 0 5 1 4 10
100 0 5 1 4 10
101 1 4 0 3 8
102 1 5 0 4 10
103 1 5 0 4 10
104 0 5 1 4 10
105 0 5 1 2 8
106 0 5 1 2 8
107 1 4 0 5 10
108 0 5 1 2 8
109 0 7 1 3 11
110 0 7 1 0 8
111 0 7 1 4 12
112 1 6 0 0 7
113 1 6 0 0 7
114 1 4 0 4 9
115 1 4 0 4 9
116 1 4 0 4 9
117 0 5 1 0 6
118 0 5 1 4 10
119 0 6 1 4 11
120 2 12 1 2 17
P a g e 98 | 98
121 2 12 1 2 17
122 2 12 1 0 15
123 2 12 1 2 17
124 1 4 0 3 8
125 1 5 1 3 10
126 0 5 1 3 9
127 1 6 0 4 11
128 0 7 1 0 8
129 0 7 1 4 12
130 1 6 0 4 11
131 1 6 0 4 11
132 0 5 1 3 9
133 1 14 1 0 16
134 1 14 1 0 16
135 1 14 1 0 16
136 1 14 0 0 15
137 1 4 0 3 8
138 1 4 0 0 5
139 1 4 1 0 6
140 1 11 1 0 13
141 2 11 1 0 14
142 0 5 1 0 6
143 0 15 1 0 16
144 0 8 3 0 11
Total 1500