NMT Master Plan & Bicycle Infrastructure for Bengaluru

NMT Master Plan & Bicycle Infrastructure for Bengaluru Call to Action Report

Prepared by Praja & CiSTUP

Sathya Sankaran Srinidhi Sampath

On behalf of Praja

Jan 2011

NMT Master Plan & Bicycle Infrastructure for Bengaluru

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About CiSTUP Centre for infrastructure, Sustainable Transportation and Urban Planning (CiSTUP) is a joint initiative of Government of

Karnataka and India Institute of Science (IISc) to develop a center for unique expertise in the areas of infrastructure,

sustainable transportation and urban planning. CiSTUP engages in several activities such as basic and applied research

and development, academic activities, training programs, workshops and consultancy projects in the areas of

infrastructure, sustainable transportation and urban planning.

About Praja Praja (www.praja.in) is non-profit citizen networking platform that promotes constructive discourse and encourages

engagement on local civic issues. It is a growing Internet based local community with 4500 registered members and over

35000 unique visitors every month.

http://praja.in/


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Contents 1. Preface ................................................................................................................................................ 4

2. Objective ............................................................................................................................................. 5

2. Introduction ........................................................................................................................................ 5

The Need ............................................................................................................................................. 5

Case Studies ........................................................................................................................................ 7

3. Bicycling Master Plan .......................................................................................................................... 8

Master Plan Stages .............................................................................................................................. 9

Critical Measures ................................................................................................................................ 9

NMT Cell ............................................................................................................................................ 10

4. Pilot – CBD Bicycle Sharing ................................................................................................................ 11

Objectives of Pilot ............................................................................................................................. 11

Locations ........................................................................................................................................... 11

Rental Process ................................................................................................................................... 13

Infrastructure Requirements ............................................................................................................ 13

Physical Segregation ..................................................................................................................... 13

Combo lane ................................................................................................................................... 14

Mixed Traffic ................................................................................................................................. 15

Bicycle hangars .............................................................................................................................. 16

Risk Mitigation .................................................................................................................................. 16

GOI support ....................................................................................................................................... 16

5. Summary ........................................................................................................................................... 17

6. Glossary ............................................................................................................................................. 18

7. References ........................................................................................................................................ 18


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1. Preface

Non-motorized transport (NMT) plays a dominant role as an affordable main mode of transport in

many of our cities. Walking and cycling are the important modes in the integral transport system of

our cities. NMT is frequently associated with poverty, low-tech and not innovative, however now a

days It is beginning to play an increasing role, albeit usually as a convenient and non-polluting local

distribution mode in multi-modal systems. NMT is becoming popular even in a number of high

income industrialized countries such as the Netherlands. Public transport system in a city,

irrespective of which city and what kind of transport system be it Metro rail, Mono rail, Rapid Bus

Transit, Tram service or City bus service, in spite of commuting thousands/Lakhs of people, fall short

of a complete trip. In the sense, they are well executed between destinations en route on their

predefined map than that of a users' choice of destinations. It is precisely at this point NMT and in

particular Intermodal Bicycle Connectivity pitches in.

NMT Plan along with Intermodal Bicycle Connectivity (IBC) for Bengaluru is a well researched

document, highlighting the need of IBC for Bengaluru, target groups, case studies across globe and

India, and with a biking master plan and a pilot plan for CBD bicycle sharing. The biking master plan

is developed on the basis of ‘network planning’. It includes stages of planning, critical measures to

be considered like traffic reduction, traffic calming, cycle lanes and cycle tracks and setting up of

NMT cell. Finally, the document comes up with a pilot study covering the issues of location of CBD,

Rental process of bicycles, infrastructure requirements (bicycle hangars, lanes, mixed traffic signs,

etc) and risk mitigations. This document goes a long way in developing an IBC for Bengaluru city in

days to come.


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2. Objective The objective of this report is to bring focus of the relevant authorities on the required systemic

improvements that need to be done for provisioning sustainable transportation in the urban

agglomeration of Bengaluru. This report attempts to set the framework on which various NMT &

Bicycle related programs can be run within the city. The report also serves to underline the need for

a Bicycle rental program for the CBD district as a pilot. This report is not a detailed project report for

any specific bicycling program including the pilot.

2. Introduction

The Need In an era of heavy city traffic, the efforts to create more traffic growth centered infrastructure (i.e.

expensive road-widening and flyover construction) has only resulted in even more chronic

congestion, grid-locked streets and an increasingly inefficient public transportation system. These

leave only one answer for most of our mobility needs – increasing dependence on private motorized

road transport, which further adds to the chaos, which requires even more road infrastructure in a

never ending cycle.

Only a multi-modal transportation network can allow optimal use of very limited resources such as

fuel, land, time, and money in the first place; and public health and environment, more broadly. No

matter how technologically advanced, any public transport system will not fulfill its role if it is not

easily and readily accessible. Bicycle, in particular has great potential to allow more people to access

public transportation conveniently. Accessing public transportation by bicycles can shorten overall

travel times significantly because bicyclists travel about four times as fast as pedestrians. Thus,

convenient access by bicycle can increase the geographic area served by one bus stop or transit

station 16-fold.

Encouraging non-motorized transport (NMT) such as bicycling can be beneficial in many ways:

Far less investments on infrastructure conducive to bicycling can better promote a richer and denser

mix of residences, businesses and amenities leading to better efficiencies.

Bicycling can improve public transport by providing faster and better-planned access to it. Given the

availability of safe and convenient bicycle infrastructure, more people will choose bicycling for short

trips, and also for longer trips in combination with public transport networks.

Transportation high proportion of poor people’s costs. In Shanghai, low income groups pay as much

on transport as on healthcare (5%), clothing (5%) and rent (0.8%) combined. Rising fuel prices only

serve to exacerbate this situation.

Thus, motorized vehicle trips can be reduced by diverting commuters to public transport with well-

integrated networks of bicycle infrastructure to provide convenient access to bus stops and rail

stations. The decreased travel by private cars and motorbikes will also cut oil dependence and

greenhouse gas emissions.


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The advantages of bicycling reach beyond transportation alone. Savings in fuel costs, a much smaller

carbon foot print and a practical way to achieve levels of physical activity necessary for maintaining

one’s health are added benefits.

In Indian cities, the share of NMT during peak hours ranges from 30 to 70%; trips undertaken by

bicycles account for about 10% to 35% of the total number of trips. In developed countries, bicycles

are an important mode of transport not only for entire trips (i.e. from origin to destination), but also

as a feeders for public transport networks. In a rich country like Netherlands, 27% of all trips are by

bicycle, whereas only 5% trips are by public transport.1 Though bicycle feeder trips for public

transport are a small proportion of the total number of bicycle trips, the potential for bicycles to play

a major role for promoting public transport can be very high.

To summarize, the following need to be considered to plan to encourage more bicycle use:

1. Accessibility: Encourage bicycle hire schemes. As of now, if one wants to use a bicycle, particularly in combination with public transport, it is quite inconvenient unless one owns a bicycle. Availability of bicycles for hire close to bus stops and at train stations readily would eliminate this problem. 2. Safety in numbers: The more the number of bicyclists, the safer it would be to use bicycles in the city. Any proposed bicycle system to be successful must plan for substantial numbers of bicyclists on roads, and this would make the city safer for bicyclists. 3. Community involvement: There already are several well established biking communities in the city. (Ride A Cycle Foundation, Bangalore Bikers Club etc.). Many members regularly commute to work on their bicycles. These bicycle communities can help to enhance awareness and to promote the use of bicycles for commuting and for last mile options. 4. Image: In India, bicycling suffers from an image problem and is viewed as either for the poor man, or for a school child or as an obsession with bicycle enthusiasts. In short, it is seen negatively as a desirable means for transport by the middle classes & upper strata of society. City-wide bicycling infrastructure supported by good branding, backed by administrative and political efforts could help transform this negative image and in the process, the entire transport scenario radically. Target groups

Bicycles can be used by all age groups as also by all sections of society. However, the typical target groups for such a system would broadly be: 1. Student community: This community is attractive for many reasons: they are a large, young community, bicycling is a feasible option to most students, they are ‘trend-setters’, and of course, they are tomorrow’s adults, sensitizing them today to the advantages of bicycling can be a good long term strategy. 2. Potential two-wheeler buyers: An inexpensive bicycle option would provide them a more competitive choice that has been lacking. Providing bicycles as an option could play a significant role in controlling the growth in the number of two-wheelers in the city. 3. Middle /Upper-middle classes: These classes of citizens would adopt this mode since parking constraints are very real. They are also likely to demand better facilities for bicycling in the city. 4. Tourists: The Paris experience suggests that this service is preferred by tourists as an independent, cheap means of getting around in town. And of course, the service would also have a positive feedback on tourism as it would eventually make the city greener and more pleasant. 5. Public Transport Users: As already highlighted, a bicycling network can be used very efficiently as a feeder system.


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Case Studies International

Velib has been a very successful setup in Paris. Paris has a network of 400+

kms bike paths with around 90% of the streets accessible both ways for

bikes. Offers 20,000 bicycles distributed among 1450 stations throughout

Paris. This makes biking a valuable proposition in the city. It accounted for

25 million trips in its first year of inception itself, saving about $10 million!

Bixi system has established in Canada very well and the increased

ridership in all cities, Montreal, Quebec, Toronto is phenomenal. In

Montreal alone he system was expanded twice during 2009, with 5000

bicycles available at 400 depots. Time magazine hailed the Bixi bike-

sharing system as one of the 50 top inventions of 2008.

Bicycle sharing has also become popular in China. Hangzhou's bike sharing system has 50,000

bicycles, Bicycle sharing stations can be found in Hangzhou every 100 meter. Shanghai plans to

expand to 3,500 Bicycle Hot Spots throughout the entire city by 2010

India

Delhi: DMRC had started this eco-friendly initiative with only seven bicycles at the Vishwavidyalaya

Metro station in October 2007, which has increased to 25. On an average, about 50 to 60 people are

availing this facility everyday now at the Vishwavidyalaya station.

Pune :As per PMC records, there are 140 kms of cycle tracks. The pilot project would have 25

stations and 300 bicycles

Bengaluru: Many bicycle communities in the city have been actively supporting the cycling cause in

various capacities since some years. Some of their efforts have been to run pilots to make the city

roads more cycle friendly. Govt organizations like DULT and UDD have been effectively participating

in this area.

Corporates: Leading IT companies in the city have been promoting cycling both in and off the

campus. Infosys has encouraged cycling since a long time and also has space provided for cycle

parking, a shower facility so employees can wear fitness gear while cycling and change into their

formals. Wipro recently launched the @ Wipro We Cycle initiative which promotes cycling as

a commute option.


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3. Bicycling Master Plan It is critical that every city have an NMT master plan. Bengaluru does not have one. This master plan

will provide the framework for making decisions related to Bicycling & other forms of NMT. The

Bengaluru NMT master plan has to be built around the concept of Network planning 1 Network

planning, is elaborated as “network route planning”, “road section planning” and “intersection

planning”. In order to promote cycling, a recognizable network of links and junctions has to be

developed where the need for detours is minimized and the number of encounters between cyclists

(and pedestrians) and motor vehicles are reduced. A special focus is directed to through routes

where high numbers of NMT-users can or do make use of. Investments on these routes are more

efficient since NMT volume is high. Besides, to make the network effective, less-intensively

used routes have to be included to create a coherent structure. In their phasing of interventions

such a prioritization based on volume of NMT-traffic and their function has been pursued:

Phase 1: Routes with heavy NMT use, where NMT-users have to share the road with MT.

Beneficiaries are NMT- as well as MT-users.

Phase 2: Routes with fast traffic are to be reconstructed to secure safe cycling and walking.

Phase 3: Smaller roads have to be reconstructed as part of the bicycle plan.

In a later stage, the network should be developed in such a way it serves distribution at district level,

and access on neighborhood level. Traffic calming measures are then more suitable and cost-

effective than separated bicycle tracks. Once the routes are selected and prioritization has been

made, road section planning (what to do with the lay-out: separation or mixing) and

junction/intersection planning has to be dealt with. Especially at intersections, interests of different

modes come together, which the planner has to solve. In that process of finding the optimal solution

the planner is searching the correct balance between shape, function and use. Network

planning has been a successful approach in the Netherlands, and can be easily transferred

to developing countries. The existence of a dense, coherent and consistent network of bicycle

facilities improves cycling conditions and its use. Since there is no uniform- but scattered - origin

destination patterns, focusing on a few major routes won’t help so much.

A hierarchical functional design encourages the use of the bicycle network; if each level in the

network will have its own spacing and design, a logical structure becomes visible. Besides cost-saving

aspects (not every route needs expensive adjustments), such a network will help to improve

recognition and perception of bicycle travel possibilities.

A mobility plan is essential to provide the direction and

continuity of improvements in urban NMT facilities. It

further may encourage relevant departments (planning,

transport, land use) to work closer together. The

'learning by doing' approach would imply that feed back

stages are an essential part of the process.

NMT activities can be implemented without a master

plan in various ways including ad hoc enthusiast

approach. However a structured Master Plan will provide

No master plan? 1


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a place holder for listing out the best practices along with reference guidelines, which will help in

effective implementation of NMT projects and also provide long term sustainability. This is more to

avoid similar instances as depicted in the image 1

Master Plan Stages

As a part of a comprehensive master plan, the following stages are recommended to be followed:

1) Establishment of a proper organizational set-up for urban mobility planning and implementation, of a user participation set-up and of financing arrangement for interventions.

2) Preparation of an inventory of user needs and of a NMT route network inventory and problem inventory.

3) Preparation of a NMT action plan ('pilots'). 4) Preparation of a long-term urban network plans (as the framework for

intervention selection; no urban mobility plan yet). 5) Design of a first package of interventions (using: design concepts, detailed design aspects). 6) Appraisal of the proposed interventions (and the action plan), approval and a start with

implementation (after the first package, the second etc.). 7) Development of a complete long-term mobility plan and policies

Critical Measures Below is a defined a hierarchy of measures for cycling promotion in which the goal is to convert a

more or less cyclist-hostile roads infrastructure into one which encourages and facilitates cycling:

Traffic reduction: Can traffic levels, particularly of heavy vehicles, be reduced?

Traffic calming: Can speed be reduced and driver behavior modified?

Junction treatment and traffic management. These measures include:

Urban traffic control systems designed to recognize cyclists and give them priority.

Exempt cyclists from banned turns and access restrictions.

Provide contra-flow cycle lanes on one-way streets.

Implement on-street parking restrictions.

Provide advanced stop lines/bypasses for cyclists at traffic signals.

Junction alterations, signalize roundabouts, cycle-friendly junction design.

Redistribution of the carriageway -such as by marking wide kerb lanes or shared bus/cycle

lanes.

Cycle lanes and cycle tracks. Having considered and implemented all the above, what cycle

tracks or cycle lanes are considered necessary?


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NMT Cell One of the recommendations of the master plan is to set up an NMT cell within the urban local body

or the urban transport authority of the city. The objectives of the NMT cell will be

a) Create the mission statement for NMT in the city & set objectives

b) Create a consistent set of standards and designs for various NMT programs in coordination

with appropriate departments

c) Ensure compliance with all NMT related infrastructure and monitor the progress and quality

of works undertaken

d) Ensure proper maintenance of NMT related infrastructure by following up with appropriate

departments

e) Propose changes and actions that will improve and/or promote NMT activities in the city

f) Engage technical experts & citizens on all issues related to NMT

Under the above objectives the NMT cell will engage a competent agency to come out with a

bicycling master plan for the city. This bicycling master plan will govern the actions of the NMT cell

with regard to Bicycling programs.


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4. Pilot – CBD Bicycle Sharing

Objectives of Pilot The objectives and thus the success metrics for a pilot project are given below2

1. Creation of the brand for the system which will lead to a uniform expansion later

2. Working out the details of cycle and station design to balance cost, durability and user

friendliness

3. Determining the operational details, maintenance and redistribution processes

4. Designing, deploying and field-testing the technology required for the system

5. Identifying and understanding various risks to the system such as theft and vandalism

6. Working out details for a commercially viability under a public-private partnership

7. Defining and creating the necessary institutional structures

8. Creating public awareness about the system and the importance of cycling as a sustainable

9. mode of transportation

10. Identifying and cultivating potential partners for the system

11. Define data to be collected and types of reports that will help improve the system

Locations One such logical area to start with, in the overall scheme of things, is the CBD area. The CBD area of

Bengaluru is moving to be a high density core with both Metro & Bus traffic servicing it. Increase of

FAR is being encouraged here with metro stations cutting across the CBD. The increase in motorized

traffic in a highly dense urban core has already led to severe congestion and this will only get worse

A shared bicycle program will service the entire CBD addressing all segments of the population from

schools in the area to shoppers and offices. This should provide a convenient mode of personal

transport which offers maneuverability next to that of pedestrians.

A map of the route for the bicycle lanes is below. This route covers the major Public transit points within the CBD and also several Shopping districts & Educational institutions. The points of interest are listed in the table. The markers on the map indicate the suggested locations for the bicycle hangars


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Sl. Hangar Location Rack Placement Catchment

1 Shivajinagar BMTC bus stand

Within the bus stand premises on the ground level

Shivajinagar, Infantry road & Commercial Street

2 MG road Namma metro station

Under viaduct or on-street car park across road

MG Road, Brigade road, Church Street, St Marks road, Cubbon Park

3 Trinity circle metro station

Under the station MG road, Ulsoor road, Hotels & Offices

4 Mayo hall BMTC bus stand

On far end sidewalk of Bus bay across Mayo hall on residency road

PUB & surroundings, Commissariat road malls, Offices

5 Bengaluru club BMTC bus stand

Current car park on Bengaluru club side under the overhead walkway

Bishop Cottons, Devtha plaza, Bangalore club, Offices & Hotels

6 Ashirvadam Jn Along St Josephs PU college compound wall on the left side where cycle lane will run

St josephs school & colleges, Bishop cottons girls college, Good Shepherd & Sacred hearts school, St patricks, Convent road, museum road


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Rental Process The rental process should allow for check out of the bicycle at any of the hangars and check into a

different hangar. Without this flexibility the chances of success is greatly minimized. It is important

therefore to utilize the help of technology to enable this. Mobile technology can aid these efforts

greatly as illustrated below.

Infrastructure Requirements Physical Segregation

It is required that the bicycle lanes be physically segregated for the safety of the cyclists. 4 meter

wide lanes to carry two way bicycle traffic. In the pilot project roads like MG Road, Residency Road,

St Marks Road and Cubbon road are wide enough to carry 4 meter wide physically segregated lane.

These are single sided and also called contra flow bicycle lanes. Contra flow physically segregated

lanes allow for lesser cross over of bicycle traffic and minimal mingling of bicycle traffic with car

traffic.


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Pic courtesy http://www.cityofsydney.nsw.gov.au

Combo lane

On roads like residency road which have scope for bus lanes the bicycle lanes can be shared with the

bus lane even if they were physically segregated. The bus lane is made wider than a standard lane to

accommodate cycles as well.

Pic courtesy http://upload.wikimedia.org/wikipedia/commons/1/13/Busspur_und_Haltestelle_in_Mannheim_100_9128.jpg

http://www.cityofsydney.nsw.gov.au/

http://upload.wikimedia.org/wikipedia/commons/1/13/Busspur_und_Haltestelle_in_Mannheim_100_9128.jpg


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Mixed Traffic

Mixed traffic is essential on roads like commercial street, Infantry road, Brigade road etc. On these

roads it is hard to physically segregate the bicycle traffic but are key catchment areas

Pic courtesy http://www.cityofsydney.nsw.gov.au

Mixed traffic sign

On narrow roads where It is not possible to ensure physical segregation

of bicycle lanes it is essential to put up signs like the one on the right at all

intersections where traffic enters into the mixed traffic street to inform

motor vehicle drivers to be careful of people on cycles. The general speed

of the motor vehicles on such should be strictly restricted to a maximum

of 30km/h to ensure minimum damage in case of collision.

http://www.cityofsydney.nsw.gov.au/


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Bicycle hangars

Space for Bicycle hangars need to be provided by the city administration. These will be located very

close to the bus stop or Metro station so people can walk over and rent the bicycle. As you can see

from the pictures these racks can also be provided along

the roadside where street parking is present.

Along with advertising on the bicycles advertising on the hangars can be a viable revenue support for the program. Shown above right is the bicycle rack near BRTS stations in Delhi which utilizes shelter for Advertising. The sides & the back panel can also be used for this purpose.

Along with allocating space on streets next to bus stops & metro stations, one could also make Rental Spaces posh and attractive like a store front to promote bicycling.

Risk Mitigation

Tag Risk Mitigation

1 Theft and vandalism

Subscription process requires documentation of users identity for follow-up in case bicycle is not returned

Insuring bicycles against theft & stations against vandalism

Bicycles can also be tracked by use of GPS devices (this is not proposed in the pilot phase)

2 Safety Helmets to be made mandatory and provided by the operator with each bicycle

Laws to be enhanced to provide protection to Bicyclists & Pedestrians in case of accidents

As a rule of the thumb one can state that at the lowest residential access level (with speeds around & below 30 km/h), traffic can be mixed.

GOI support The Ministry of Urban Development has launched a novel Rs 1400 crore green urban transport

project called Sustainable Urban Transport Project (SUTP)3. The project has been launched with

assistance from Global Environment Facility (GEF), the World Bank and UNDP. This is to explore and

implement 'green' projects like the one proposed here


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5. Summary

Worldwide cities are showing amazing progress in cutting down on private motor vehicle within the city and encouraging bicycling programs. China is adding cycles by the thousands to its cities.

Cities in India like Delhi & Pune have already created bicycle lanes and rolled out shared bicycling programs. Pune has 140kms of cycle tracks, it has gone one step ahead and already created an NMT cell to channelize all NMT activities & actively promote bicycling programs.

Administrators in Bengaluru have not yet come to grips with the expectations befitting a world class city like Bengaluru. We are running out of time. Some transformation steps to set the ball rolling towards a sustainable Bengaluru would be

Reviving of NMT cell within BBMP/BMLTA Setting up of a charter for the NMT cell Draw up a bicycling master plan for the city including specifications Implement pilot bicycle sharing project for CBD

The pilot will be the key to solidify the learning’s & customizations for the rollout in the rest of the city and hence the following will be absolutely necessary to do

Markup segregated lanes along the routes where available and other options per the specifications

Float international tenders for operators to run bike sharing program in the CBD Provide space for bicycle hangars along the route and work out a viable financing for the

scheme


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6. Glossary BBMP Bruhat Bengaluru Mahanagara Palike BMLTA Bengaluru Metropolitan Land Transport Authority CBD Central Business District DULT Department of Urban Land Transport GPS Global Positioning System IBC Intermodal Bicycle Connectivity NMT Non Motorized Transport

7. References

1 The significance of non-motorized transport for developing countries, Strategies for Policy development by I-ce, Interface for Cycling Expertise, Utrecht, the Netherlands, Dec 2000

2 Public Bicycle System, Proposal for a pilot cycle Rent ‘n Ride system for Bengaluru by Ulhas Joshi May 2010

3More information on Sustainable Urban Transport Plan is available at http://sutpindia.com/index.php

Thanks to Parisar, Pune for sharing best practices which have been referenced widely in this document

http://sutpindia.com/index.php


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Intermodal Bicycle Connectivity by Praja Bengaluru & CiSTUP is licensed under a Creative Commons Attribution-NonCommercial 3.0

Unported License.

Based on a work at praja.in.

Permissions beyond the scope of this license may be available at http://praja.in/en/projects/2010/11/17/intermodal-bicycle-

connectivity

http://praja.in/en/projects/2010/11/17/intermodal-bicycle-connectivity

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NMT Master Plan & Bicycle Infrastructure for Bengaluru

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