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NON MOTORIZED TRANSPORT

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“Reduced Mobility and limited accessibility have become a major problem for the Arequipa
Metropolitan region and its urban transport system. The problems are exacerbated by
inefficient traffic management and poor driving behavior, aside from the lack of adequate
transport facilities and related infrastructure. Congestion and absence of adequate emission
standards and control systems have attributed to air pollution and noise levels, especially
within CBD’s limits. Moreover, local climatic patterns are becoming favorable for thermal
inversion, thus creating potential transport related health hazards. Increased travel distance
and time spent on daily trips for basic activities, caused by urban growth and restricted modal
split options have resulted in increased car ownership and use” (Zuniga, 19961).

T he reason for starting this article with this extensive quote is to show the situation
perfectly well in which many urban areas of the world are: diminishing mobility and
diminishing accessibility, bad situation of health and increasing environmental problems, lack
of transportation facilities and lack of infrastructure in these Countries, poor planning o f the
transport system and improper traffic management and neglect of multi-modal transport a
system which is a very important part for maintaining the transport system. In these harsh
situations of environment, NMT has been put under a quite serious pres sure.

INTRODUCTION-

Non-motorized transport (NMT) is often an important key element of successfully encouraging clean urban
transport. It can be an attractive mode of transport for relatively short distances, which make up the largest
share of trips in cities.
Non motorized transport system is active transport system. It basically is a human powered transportation,
which includes walking and bicycling. Variants such as small-wheeled transport, Cycle rickshaws, skates,
skateboards, push scooters and hand carts) and wheelchair travel. NMT covers not only non-motorized
vehicles (NMVs) such as bicycles, tricycles, cycle-rickshaws, but also pedestrians. These modes provide both
transportation (they provide access to goods and activities) and recreation (they are an end in themselves),
although users may consider a particular trip to serve both objectives. For example, some people will choose to
walk or bicycle rather than drive because they enjoy the activity, although it takes longer.

ADVANTAGES OF NMT-

The biggest advantage of Non-Motorized Transport (NMT) is that it is a sustainable mode of transport having
various benefits for urban societies. Active transport is a most common form of physical exercise. Increasing
cycling and walking is often the most practical way to improve public health and fitness.

Non-motorized modes of transportation support land use planning objectives, such as compact and urban
redevelopment, mixed-use community design.

Typically 10-20% of the trips are entirely by non-motorized modes, and generally to access public transit and
for travel between parked cars and destinations most motorized trips involve non-motorized links.
Commercial, transport terminals, airports, and centers Parking lots are all pedestrian environments. Better
non-motorized conditions can improve motorized travel in several ways. Non-motorized transport can provide
various types of costs and benefits. However, no any recommended method or system is set up for appraising
NMT projects, particularly in most of developing countries, and if recommended then are not properly
implemented.

(NMT) BENEFITS FOR THE INDIVIDUAL-No time wasted in


(NMT) BENEFITS FOR THE traffic jams. Cheaper transport helps in financial savings for
INDIVIDUAL individuals (Consumer savings). It is also a comfortable mode of
transport. Safety, accessibility and enjoyment, improved
•TIME-SAVINGS FOR INDIVIDUALS accessibility, particularly for non-drivers, Option value.
•HEALTH BENEFITS FOR
INDIVIDUALS
•FINANCIAL SAVINGS FOR
INDIVIDUALS

(NMT) BENEFITS FOR THE COMMUNITY-


(NMT) BENEFITS FOR THE
Fast and reliable transport opportunities, and public
space development directed towards all segments of COMMUNITY
society. Increase in bicycle use is often accompanied by •IMPROVED ROAD SAFETY
a reduction in cycling accidents and an increase in safety •ECONOMIC BENEFITS FOR RESIDENTIAL AND
in public areas. Cycling, can be particularly suitable for COMMERCIAL AREAS
•SOCIETAL BENEFITS
•REDUCING AUTOMOBILE DEPENDENCE
the many short trips women in developing countries take.

BENEFITS FOR THE ENVIRONMENT OF (NMT) -

There are several benefits for the environment in both the local and global context by Reducing the number
and lengths of motorized trips. A more sustainable use of resources can be done globally, by reduction in
motorized trips and the related dependence on fossil fuels. NMT has significantly lower uses of non-renewable
resources when comparing NMT to motorized transport (Littman, 2007). NMT does not depend on non-
renewable fuels for trips but rather energy from the individual. In terms of energy efficiency due to the
fundamental nature of NMT Cycling, in particular, is the most effective means of travel.

NMT BENEFITS FOR HEALTH-

Active transport is the most common form of physical exercise, Increasing walking and cycling is often the
most practical way to improve public fitness and health. Cycling for 30 minutes a day reduces the chance of
cardiovascular diseases and diabetes by 50 %. Cycling causes less strain and injuries than most other forms of
exercise. Active transport can also increase muscle strength and flexibility and it decreases stress level, body fat
level and reduce anxiety and depression.

Existing Modal split in Indian Cities in 2011 (%)

(Source: Report of National Transport Development Policy Committee on Urban Transport, 2013)

NMT SCENARIO IN INDIA –

As cities sprawl, share of NMT reduces drastically creating increased reliance on private modes of transport.
The plans for new townships and extensions are still based on low-density, segregated land use with wide
roads. In mega cities with more population, more than 10 million population, and average travel distances
have increased up to 9-12 km (Roychowdhury, 2013). Cities with the population of 2-5 million such as Pune,
Surat, Kanpur, etc. have an average trip distance of around six kilometers with a high NMT share of 40 to 50
per cent. This share increases to 60 to 70 per cent in cities with population between one and two million and
smaller cities have a higher threat of losing walking and cycling share to private motorized transport in the
coming decades.
Figure: 1 (Source – Study MoUD, 2008)

Figure: 2 (Source: NMT investment and infrastructure report)

Allocation of capital expenditure in the transport sector in four Indian cities in percent.

NMT SCENARIO IN PUNE-

Bygone times, Pune city was known as the “Cycle city of India”, however, cycling has decreased in popularity
as the ownership and use of motorized two-wheelers as increased.

It is revealed from the comparison that has been done that as per study by RITES (1998) share of walk and
cycle is 37.00 percent and 18.00 percent respectively and Pune Metro Report (2003) is showing walk share as
25.00 percent and cycle share as 08.80 percent, whereas study of (2014 A CASE STUDY OF PUNE
METROPOLITAN REGION) is revealing walk share as 23.00 percent and cycle share as 10.18 percent. This
directly indicates that there is continues decrease in the modal share of non -motorized from 1998 to 2003 and
again from 2003 to 2014 and there is continuous increase in share of motorized transport.

Sales
car
0.8 6.91
two wheelers
8.54
walk
10.41
bus
train
23 40.16
IPT
(Modal Split of Trips in PMR) International Journal of Civil Engineering and Technology (IJCIET)

NMT SCENARIO IN DELHI -

A wide variety of vehicle types (including bicycles and human and animal drawn vehicles) share the same road
space in Delhi which basically created disturbance. One, two and three lane roads are used by all modes of
traffic all over Delhi. Delhi traffic laws do not segregate motorized and non-motorized modes and enforcement
of speed limits is very limited. Motor vehicles and non motorized vehicles have different densities at peak
traffic hours at different locations of Delhi.

In Delhi, 57% of the total trips are less than 5 km. This shows that 4.5 million daily trips are less than 5 km.
Thirty percent of bus trips, 44% of scooter/motorcycle trips and 60% of all three wheeler taxi trips have lengths
of less than 5 km. Even if 5% of these trips are converted to bicycle trips by implementing non motorized
transport system, it means 1.1 million additional trips. This would lead to substantial savings in fuel and
drastically reduce air and noise pollution. This shift may create capacity for transfer of motorcycle/scooter or
car passengers to buses. (Source - https://www.sutp.org/files/contents/documents/resources/B_Technical-Documents/GIZ_SUTP_TD3_Public-Bicycle-
Schemes_EN.pdf)

PROGRAMMES AND INITIATIVES TO ADOPT NMT-

The Ministry of the Urban Development has encouraged Indian cities through various programmes and
initiatives to adopt NMT as a key component of their integrated urban transport system. These initiatives are
quite forward thinking and holistic, but have not necessarily yielded the desired results for example SANJHI
CYCLE IN KARNAL

SANJHI CYCLE IN KARNAL-

Sanjhi Cycle Karnal was a pilot project in the state of Haryana, which was successfully launched on 22nd June
2016 as a joint venture of Karnal Police and Municipal Corporation of Karnal. The system was affordable,
with free half hour ride and Rs10 for every next half hour. The project was also supported by non-motorized
transport (NMT) friendly infrastructure development. The system was semi-automated with GPS based smart
card and key. The RFID based tracking in the smart card and cycle key is a theft control mechanism.

(Source- https://encrypted-tbn0.gstatic.com/images?q=tbn:ANd9GcR0EirCbrVDDqBu0VB6J2YFrwEjeb_rxkO0zSj7Pd4BXHbc2AjK)

The practice SANJHI CYCLE was Awarded for Best Practice Projects in Urban Transport by
GOVERNMENT OF INDIA MINISTRY OF URBAN DEVELOPMENT. But the Public-sharing bicycles
fail to find favor in Karnal Karnal Municipal Corporation said although the youngsters showed keen interest
in the initiative at the beginning but they had stopped using this mode of transport now. Overall, the number
of users is also declining day by day, out of the 1,800 registered users, 520 had not recharged their wallet and
the number is increasing day by day.

(Source- https://images.tribuneindia.com/cms/gall_content/2017/12/2017_12$largeimg19_Tuesday_2017_230342785.jpg)

G – BIKE, CYCLE SHARING PROJECT, GANDHINAGAR-

This project was launched by Gujarat Urban Development Agency (GUDA) on 21st March 2016, and it was
started with 100 cycles provided at eleven cycle stands across the city. The stands operate for sixteen hours
between 6 a.m. to 10 p.m. daily. No fees are charged, just an identity proof is enough.

This project is operated in a PPP mode. The cycles were donated by GSFC and GNFC, PSUs of Government
of Gujarat. The maintenance cost of approx Rs. 30 Lakhs was borne by GUDA. A cycle track was developed
at a cost of Rs.13 Lakhs.

CAPCITY BUILDING FOR URBAN DEVELOPMENT UNDER AMRUT –

The capsule was organized by WRI India with support from the Ministry of Urban Development, and the
Gujarat Urban Development Mission (GUDM), and was conducted on 14-16 September, 2016, Gandhinagar,
Gujarat. The capsule was aimed at helping participants intensively explore subjects related to urban mobility
and planning non-motorized transport was also included in subjects.

A session on public bike sharing was held. The session helped participants understand the various merits of
bike sharing systems (NMT), and its positive impacts on the lifestyles, health, and environment. The session
also discussed the problems that affect existing bike sharing systems in India.
Source- https://smartnet.niua.org/sites/default/files/WRI%20India_Gujarat_Training%20Report_Capsule%202.pdf

They also visited the site of GBike, Gandhinagar’s bike sharing system, which was preceded by a brief
presentation by GBike officials that helped participants understand the policy levers and funding instruments
with which the system was implemented, and was followed by the actual visit.

BICYCLE SHARING POLICY FOR NATIONAL CAPITAL TERRITORY OF DELHI -


(Source - UTTIPEC, http://www.uttipec.nic.in/upload/uploadfiles/files/File397.pdf )

DDA has initiated the project of bicycle sharing scheme for Dwarka based on the decision of the 45th
Governing Body meeting of UTTIPEC dt. 22.11.13. Various consultation meetings were held with different
cycle sharing operators from all over the country and senior officials of DDA, UTTIPEC, Centre for Green
Mobility (technical advisor to DDA on cycle sharing project) and other stakeholders , then it was decided that
DDA should take up the work of preparing a Cycle Share Policy for NCT of Delhi that helps incentivize
various agencies in scaling up the cycle sharing projects in the city. UTTIPEC was directed to prepare a draft
cycle sharing policy that was discussed in subsequent meetings. In view of the provisions of Master Plan of
Delhi-2021 & to promote cycling in Delhi a Cycle Sharing policy is prepared.

OVERVIEW OF BICYCLE SHARING POLICY FOR NATIONAL CAPITAL TERRITORY OF DELHI:

1. A dense network of stations across the coverage area, with a spacing of approximately 300 m between
stations for access within approx. 3-min walk.
2. Cycles with features of specially designed parts and sizes to discourage theft.
3. A fully automated locking system at stations that allows users to check cycles in or out .
4. Radio frequency identification devices to track where a cycle is picked up, where it is returned, and
the identity of the user, Real-time monitoring of station occupancy rates through General Packet
sRadio Service (GPRS), used to guide the redistribution of cycles.
5. Real-time user information provided through various platforms, including the web, mobile phones,
and/or on-site terminals and Pricing structures that incentivise short trips, helping to maximize the
number of trips per cycle per day.

There are several ways to improve non-motorized transportation:

Improved convenience and comfort to NMT users

Improve transport option

Improve basic mobility for non-drivers

Efficient land use

More attractive and livable communities

Improve crosswalks, sidewalks, paths and bike lanes, correct specific roadway hazards to non-motorized
transport, improve Non-motorized Facility Management and Maintenance, including maintaining cleanliness
and reducing conflicts between users, Universal Design, Develop pedestrian oriented land use and building
design ( time to develop New Urbanism). Increase road and path Connectivity, with special non-motorized
shortcuts for time management, such as paths between cul-de-sac heads and mid-block pedestrian links. Street
furniture (e.g., benches) and design features.

Traffic Calming, Streetscape Improvements, Vehicle Restrictions, Road Space Reallocation and Traffic Speed
Reductions. Planning and designing roadways to increase walking and cycling safety. Encouragement
programs, Safety education, and law enforcement. Integrating with transit (Bike/Transit
Integration and Transit Oriented Development). Bicycle Parking required. Address Security Concerns of
cyclists and pedestrians. (PBS)Public Bike Systems, which are automated bicycle rental systems designed to
provide efficient mobility for short, utilitarian urban trips . Indoor urban walking networks that connect
buildings and transportation terminals. Create a Multi-Modal Access Guide, which includes other information
and maps on how to walk and cycle to a particular destination.

Conclusion-

In India there are several policies geared towards non-motorized transport but could not be implemented
properly. At present time Transport planning and infrastructure investments is mainly focusing more on
motorized transport. Investment in non-motorized transport infrastructure is a way that leads to improved
safety for all road users and protects all pedestrians and In order to select a city for MRTS or BRTS,
parameters like Population, Area and Function of the City, Density, Urban Radius and most important
Development Pattern must be considered, if so it become “Development Oriented "and “Pedestrian Oriented
cyclists through protected facilities.

By this accessibility to vital services and other transport modes could be improved. And helps in protecting the
environment by reducing emissions of air pollutants due to increased modal share of NMT. To ensure the
development of effective NMT facilities Investments in NMT infrastructure is needed, as well as to ensure
their maintenance. Lack of maintenance of the NMT would lead to degradation of the infrastructure and
eventually, non-motorized users are to be forced back on to motor carriageways.

REFERENCES AND STUDIES-

http://www.kara.or.ke/Nairobi%20City%20County%20Non%20Motorized%20Transport%20Policy.pdf

http://www.climatetechwiki.org/technology/nmt

http://siteresources.worldbank.org/INTURBANTRANSPORT/Resources/non_motor_i-ce.pdf

http://www.vtpi.org/tdm/tdm25.htm

https://cppwbe.files.wordpress.com/2011/08/evaluating-non-motorized-benefits-and-costs-may-2011-vtpi.pdf

https://sutp.org/files/contents/documents/resources/E_Fact-Sheets-and-Policy-Briefs/GIZ_SUTP_FS_Non-
Motorised-Transport-Policy-in-India_EN.pdf

http://www.uttipec.nic.in/

http://vtpi.org/mohan.pdf

http://www.uttipec.nic.in/upload/uploadfiles/files/File397.pdf
http://iihs.co.in/knowledge-gateway/wp-content/uploads/2015/07/RF-Working-Paper-
Transport_edited_09062015_Final_reduced-size.pdf

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