Lending a voice to Indian women: ITDP India celebrates women experts in transport

8th March 2019 By admin

“I wish they’d quit giving me cufflinks as souvenirs at these conferences,” said an ITDP transport expert after her return from another male-dominated transport conclave. Though such instances of sole woman representations at events is still a common occurrence, the culture is limping on its last leg. As more women transcend the ranks of various hierarchies (societies and workforce), cities are scrambling to pay heed to the needs and demands of the upcoming generations.

This Women’s Day we celebrate the lives and journeys of ITDP India transport experts who ventured into the sustainable transport sector to lend a voice to the many Indian women. Read more on why each of them chose to be a part of the change they wish to see everyday.

Beyond the Myth: Why Buses are a City’s Natural Ally

7th December 2018 By admin Leave a Comment

Standing at a crucial intersection, bus transportation faces the possibility of being a footnote in Indian history. Lest we forget, buses were, and in most cases continue to be, the backbone of a city’s travel needs. But at the turn of the century, globalisation established its roots in Indian cities and with it arrived new technology, improved purchasing power, and far-reaching aspirations—fuelled by marketing gimmicks.

Soon enough, the idea of the first car parked itself deep into the psyche of the masses. Interestingly, the messaging was altered according to socio-economic backgrounds. From the first motorcycle to the first scooter (eventually rebranded as the ‘scooty’). Well, why should cars have all the fun!

Etched in our memories by means of rampant baits (adverts of all sizes and forms), automobiles were perpetuated as the vehicles for our ‘escape from Alcatraz’. Just for one tiny-little gargantuan problem! The light that flickered at the end of that tunnel was decimated by tonnes of reinforced steel and million gallons of cement. That is, the more infrastructure we built to support private motor vehicles the more congestion was created on the streets; resulting in ever-increasing pollution levels.

As per a report, published by the University of Chicago, automobiles contribute a quarter of the PM 2.5 released into the atmosphere. “Particulate pollution cuts global life expectancy short by nearly two years; and in India, it is an average of four years! In comparison, smoking cuts global life expectancy by 1.6 years,” states the report.

And in all of this, commute hours only managed to worsen. Hence, countries at large are adopting sustainable and ecological public transport measures such as buses. But in India, there still exists a certain disdain when it comes to using buses in the urban scenario.

In order to rid ourselves of this baseless confirmation bias, we need to understand what these myths are and where they stand when viewed with rationale.

The comfort of a private vehicle comes with a certain privilege and in time, anything outside of that zone is viewed with a myopic lens. A huge part of this delusion is that everyone travels by either car, two-wheelers, or now, cabs. The fact, though, is different from the distortion.

Less than a fourth of all trips are on personal motor vehicles and cabs, while over a quarter is made on public transport. And, city buses cater to most of the public transport trips in major Indian cities. Like in the case of Bengaluru and Delhi, where bus services record more than five million trips per day. This begs the question, where are the buses?!

In the case of Chennai, with a population touching close to 10 million, there are just about 4,000 operational buses in the city. According to national service level benchmarks, there should be 400 – 600 buses per million inhabitants in cities. Most Indian cities fall short of this number. Going by that standard, Chennai records a shortfall of close to 2,000 buses. Even so, the city’s Metropolitan Transport Corporation (MTC) records an incredible 4.7 million daily ridership—resulting in overcrowding and poor level of service.

To cope up with the demand and maintain a decent level of service, cities need to be assisted either by state or national schemes. Though the JNNURM scheme drew sharp criticism, it helped bring about a massive influx of high-quality fleet—more than 13,000 buses were added to city bus systems across the country.

Indian cities aren’t the exception to the public transportation thumb rule. Cities across the world, both developed and developing, register higher bus ridership figures than any other public transport system. These include London, Singapore, Hong Kong, Mexico City, São Paulo, etc.

Let’s begin by addressing the elephant in the room. Buses, though big, are not the reason behind congestion on roads. The credit goes to private motor vehicles, like cars and two-wheelers, which through their sheer numbers manage to clutter every possible infrastructure created to ease their passage.

Back in 1991, Munster, in Germany, put on display a three-panelled photograph. Titled ‘Waste of Space’, it depicted the space required to transport 72 people by either car, bus or bicycle. And as the adage goes: an image is worth a thousand words. To spell it out, cars occupy a lot more space and carry a lot lesser people. Whereas, a bus can carry a lot more people and occupy a lot less space on the road.

Here are some stats to bolster this argument: a bus, while thrice the size of a car it carries thirty times more passengers during the course of a day in a typical Indian city. While cars occupy most of our street space, they serve less than a fourth of all trips. They also sit idle for 95 per cent of the time. And just like an elephant cannot survive on peanuts, infrastructure (flyovers, free parking lots, road expansion, etc.,) to support private automobiles burns meteor-sized holes in public expenditure.

Now, cynics would argue that realistically buses get stuck for longer in traffic and comfort levels vary according to passenger density or crowding. Well, obviously! If you pack roads, of how-many-ever lanes, with a swarm of private motor vehicles no one would be able to commute efficiently. But what if buses have a lane of their own?

In the present scenario, a city spends around Rs 200-300 crore per km in building a four-lane flyover to increase capacity by 60%. Whereas, investing in a bus-rapid transit (BRT) at-grade would ensure road capacity to increase anywhere from 400-1,000 per cent and cost approximately Rs 20 crore per km—just one-tenth the cost of building a flyover. When designed at par with international standards, the BRT system not only transports more commuters but ensures faster transit and accessibility to folks from all walks—especially the differently-abled and children.

Hence if cities are looking for efficient modes of transport, a rapid transit system such as the BRT is the answer.

There is no doubt that rail and some metro (Delhi and Kolkata) systems are shining examples of high-quality and high-capacity urban public transit, but buses were the original beast of this burden. Even as the baton is being handed over, bus services continue to carry a significant chunk of the ridership.

In the 2015-16 period, the Delhi Metro Rail Corporation (DMRC) recorded their highest yearly average in ridership—2.5 million commuters per day. Compare this to the city’s bus services, which recorded a massive 4.8 million ridership.

Most importantly, metro rail projects don’t come cheap. Chennai’s phase-I, which covers 45 km, pushed the city’s finances by about Rs 250 billion and the 108 km phase-II project is estimated to be a whopping Rs 850 billion—that is Rs 8 billion per kilometer!. The cost of the project is further borne by citizens, as the Chennai Metro is likely to be the costliest metro rail in the country. So the question arises, should a city spend Rs 8 billion on one kilometer of underground metro line and serve 10,000 passengers or build a 40 km high-quality bus rapid transit network which can serve upwards of a lakh passengers.

As sustainability becomes the need of the hour, bus-related transport systems are winning endorsements from cities and experts alike. According to the former Transportation Commissioner of New York City, Janette Sadik Khan, the model of roadway design—to move cars as fast as possible from point A to B—is outdated and needs to be updated. “Streets are the major capital asset for cities…They can be used to provide all sorts of mobility, like the Bus Rapid Transit system (BRTS). We can build high-capacity systems that can make it easier and more affordable and faster for people to move around,” said Khan in an interview to The Hindu.

So rather than neglecting this perennial lifeline, Indian cities need to take advantage of their already well-established bus systems. As Oscar Wilde put it, “Life is not complex. We are complex. Life is simple, and the simple thing is the right thing.” In the same context, urban mobility isn’t complex and a simple and humble transport medium such as the bus could unravel the complexities of Indian transportation.

Written by Rohit James

Edited by Kashmira Medhora Dubash

[Webinar] How can Indian cities construct a future for walking

10th August 2018 By admin Leave a Comment

Join our webinar to hear how Indian cities can construct safe and attractive footpaths that are accessible by all. The webinar will introduce our publication – Footpath Fix – that provides guidance on footpath construction details, especially that of different utilities.

Many Indian cities have begun to acknowledge the fundamental role of walking in everyday life but are stuck at getting the details right. This short guide is more of a cheat-sheet for urban designers, municipal engineers, and contractors on how to implement footpaths in complex urban environments. Everyone who has seen it is raving about it.

Download your own FREE copy!

Register to RSVP

Date and time: Thursday 16 August, at 6pm IST
Speaker: Nashwa Naushad, Research Associate – Urban Development, ITDP India
Pranjal Kulkarni, Research Associate – Urban Development, ITDP India

Maharashtra Urban Mobility Policy

31st July 2018 By admin Leave a Comment

If life is a theatre, then commuting on Indian urban roads is a Greek tragedy that unfolds daily. Jostling for space, dashing to beat a signal or tip-toeing around oncoming traffic, all these are daily reminders of how desperately the Indian transport system needs an overhaul. According to a Boston Consulting Group survey, a commuter in Mumbai spends 135% more time in road travel than any other Asian city.

Yet, our current vehicle-centric transportation planning only adds more vehicles on roads. And beating congestion by adding more roads is a battle that no city has won. It isn’t just the rapid increase in congestion, traffic snarls or travel time, but also the subsequent rise of pollution and road accidents that hamper quality of life in our cities.

“Every rupee spent by a city on public transport boosts its economy by four rupees!” said Mr Khatua, Director of Mumbai Technical Support Unit, at a workshop on the Maharashtra State Urban Transport Policy. Succinctly put, the senior officer magnifies the need of the hour: sustainable public transport systems.

Closely looking at Maharashtra’s urban population, it is expected to increase by a whopping 30% in the next decade and by another 50% in the years to follow. Going by the present-day scenario of urban commute in the state, the future seems too hazy. To counter these issues, the Urban Development Department of the state has drafted and published the Maharashtra Urban Mobility Policy.

With sustainability at its core, the policy looks to develop transport systems in accordance. So efforts will be concentrated on urban transit systems which reduces burden on resources and most importantly, offers an equal space to every commuter. Hence, facilitating walking, cycling and usage of public transport.

How the policy came about

In 2006, the National Urban Transport Policy (NUTP) was laid out as a guidance for transportation planning in Indian cities. It prioritized the movement of people and not vehicles in cities, emphasizing on adequate road space for sustainable transport modes, such as walking, cycling and public transport. However, the NUTP mostly existed as a term of reference on papers.

You may ask, so why bring it up now? Well, Maharashtra is taking strides to plug this gap, making it the first state to define its own transportation policy. This further ensures that its urban transportation projects are consistent with NUTP. In June 2017, the Urban Development Department released a draft of the policy. To ensure transparency and insight on feasibility the process was participatory, taking into consideration comments and suggestions of citizens and officials from various cities.

Consultation with Pune Municipal Corporation

Consultation with Nashik Municipal Corporation

In all of this the ITDP India Programme provided technical guidance to the Urban Development Department, and the department is now in the last stages of finalizing the draft.

What it offers

Applicable to all urban areas of the state, the policy envisions transport modes which are safe, reliable, sustainable and accessible for citizen from all walks of life. Additionally, focusing on women’s safety.

The key objectives that the policy will enforce upon cities are:
· Safety and convenience offered to pedestrians, cyclists and public transport users.
· Reducing usage of personal vehicles
· Our transportation infrastructure must be is universally accessible
· Road fatalities should be drastically reduced
· Ambient air quality should meet or exceed Central Pollution Control Board norms

All this is easier said than done, of course. Hence, the policy offers tangible metrics for infrastructure implementation, followed up with support and training provided by the state government.

The policy also helps to detangle the bureaucratic red-tape and ensures a coherent approach is in store. Cities with a population of 10 lakh or more are expected to establish a Unified Metropolitan Transport Authority and an Urban Transport Fund to manage financial resources for all transportation projects. This will ensure that each agency works in coordination and follows an identical vision.

In conclusion, the policy offers a glimmer of hope; and we say glimmer because there are still many a miles to go and stretches to be reclaimed for equal distribution. But this clearly is a step in the right direction which will impact and influence other states to follow suit. In essence, Maharashtra has shown its wherewithal to get with the times and be the trailblazer that leads by example.

Challenges of a Bus-Rapid-Transit System in Indian Cities: The Rainbow case study

9th July 2018 By admin Leave a Comment

Over the past decade, cities across India have dared to dream of reimagining bus transit, most famously known as the Bus-Rapid-Transit, or the BRT. The concept of having buses ply in the centre of the road, on dedicated bus-only lanes, has gradually mulled into our urban transport systems with a tenacious aim of mobilizing people rather than cars.

India’s first high-quality bus-rapid-transit system was inaugurated in 2009 in Ahmedabad — the Janmarg bus-rapid-transit. Janmarg set a national benchmark and inspired systems across India, including the Rainbow bus-rapid-transit in the twin cities of Pune and Pimpri-Chinchwad that was launched in 2015.

The Rainbow bus-rapid-transit offers convenient commute, as efficient as a metro or a train without the cost of acquiring land, laying tracks, building large scale stations, and the pedestrian foot-over-bridge to get to them. The ITDP India Programme assisted Pune Municipal Corporation, Pimpri-Chinchwad Municipal Corporation, and Pune Mahanagar Parivahan Mahamandal Limited create physical designs and operational plans for the system.

Today, the Rainbow operates along a 43 km network of bus-only lanes, with 58 stations along four corridors. However, this was Pune’s second attempt at perfecting a system that would help address the pressing issue of transport needs for the influx of population. Back in 2006, Pune piloted a 13 km bus-rapid-transit corridor but failed to meet BRT Standards.

A good bus-rapid-transit system requires dedicated bus-only-lanes, high quality bus fleet at regular frequency, a matching height of the station and bus fleet for easy step-less passenger boarding, off-board fare collection, and adequate passenger information for seamless travel. Unfortunately, the pilot bus-rapid-transit was short of meeting these basic standards.

The initial set back was not detrimental to the city regaining momentum to construct a successful bus-rapid-transit. Learning from this experience, and from the systems later commissioned in India and around the world, leaders were determined to get Rainbow right.

The Rainbow bus-rapid-transit was faced with a challenge of retrofitting a high-quality system on an existing bus network. The ITDP India programme assisted with route rationalization to deliver frequent service and ensure efficiency of the system’s fleet.

Soon after it’s launch, Rainbow was awarded the ‘Outstanding Contribution to Sustainable Mobility’ at the Volvo Sustainable Mobility Awards 2015. The award was attributed to it’s efficiency of mobilizing thousands of commuters, and travel time savings. Dedicated bus lanes ensured that commuters reach their destinations 10 to 15 minutes earlier than usual.

Rainbow bus-rapid-transit started off well but has failed to achieve its full potential. Ridership has only increased by 12-17 percent over the three years while the number of personal motor vehicles on the road has been growing unabated due to infrequency of buses. Considered a first for any urban area in India, Pune’s total number of vehicles has surpassed the human population!

Lack of cleanliness of stations areas attributed to the public’s demeaning perception of the system. Walking and cycling access to bus-rapid-transit stations is the dire need of the hour but yet to be developed along most corridors.

In an era where financial resources are sparse but population growth is inevitable, large-scale public transport systems are difficult to conceive. An expansion of the the Rainbow system is being planned for an additional 45 km network. This is because the twin cities strongly believe that the Rainbow can provide a solid backbone to the urban transit system.

A major limitation to the bus-rapid-transit system is also the stigma that comes with being a ‘bus’. This can be addressed through better system design, well-maintained stations, and most importantly bus-only lanes to make the users feel like it worth leaving the car back at home.

Finally, for the success of any bus-rapid-transit system it is essential to periodically assess the infrastructure and operations of each corridor, and set benchmarks to ensures its longevity. Pune and Pimpri-Chinchwad can aim for a ‘Rainbow’ future, learn from its shortfalls, and get back on the wheel to move its citizens.

Are flyovers the problem or the solution to traffic woes in Indian cities?

14th June 2018 By admin Leave a Comment

The growing traffic problems in our cities calls for urgent and effective remedies. Yet old-school ‘solutions’ such as flyovers, wider roads, and elevated expressways actually make matters worse. Flyovers represent a twentieth century delusion of free flowing traffic, built at extraordinary costs for a very small percentage of road users.

Over decades, planning and development authorities around the world have fetishized the flyover as putative symbols of ‘modernity’ or ‘technological advancement’. Their actions to fuel the velocity and demand of private vehicles have shaped the urban space discourse. Flyovers continue to hack through the urbanscapes, displacing homes and economies.

In reality, while such infrastructure may provide a short-term illusion of relief from traffic woes, but by making it easier for people to use their own vehicles, new roads attract even more traffic and repeat the vicious cycle of congestion all over again.

Around the world, cities from Seoul to San Francisco are tearing down flyovers and/or rejuvenating dead spaces under the flyover with human scaled spaces that promote green modes of transport. In doing so, these cities have been able to reduce pollution, improve safety, and ensure that high quality public transport offers a meaningful alternative to sitting in traffic.

The Cheonggyecheon River Linear Park Project, Seoul

Cities in India have started to recognise that the key to urban mobility is moving people, not vehicles. In 2016, Ranchi (capital city of Jharkhand), a city for which ITDP India Programme has provided technical support since 2013, took bold steps and stalled the construction of two flyovers on Main Road.

The Urban Development and Housing Department, Government of Jharkhand, cancelled the flyover project that was proposed to decongest the city area, and instead focused on designing the street to prioritise the cleanest, most efficient modes: walking, cycling, and public transport.

Over a third of the population in India cities rely on walking, cycling, and other forms of human-powered transport to commute to work and get around cities every day. Increasing the use of cycles and the ease of walking is one of the most affordable and practical ways to reduce CO2 emissions, while boosting health and access to economic opportunity.

Indian cities should also focus on public transport driven mobility. By international standards, our cities need 20-30 km of mass rapid transit for every 10 lakh (one million) residents. This means that the larger cities of the country like Chennai require over 300 km of rapid transit. Currently, with only 100 km of suburban rail and metro combined, it would take two generations to build enough rapid transit in the city!

One of the most effective option to scale up the nation’s ability to provide high capacity public transport corridors is the Bus Rapid Transit, also known as the BRT. The system features dedicated median lanes for buses, allowing commuters to bypass the congestion in mixed traffic lanes.

A Bus Rapid Transit can carry anywhere between 10,000-30,000 people per hour per direction, which is approximately seven to eight times more than the capacity of a 2-lane flyover. The system can also be deployed quickly at a fraction of the cost of a flyover. A flyover costs approximately Rs 200 crores per km, whereas, a Bus Rapid Transit costs Rs 15-20 crores per km.

Cities like Seoul, San Francisco, Toronto, built flyovers between the 1950s and 1980s, only to pull them down later to make space for its people! To be ‘smart’, Indian cities must learn from these examples and best practises. Our cities should realise that such infrastructure only begets more traffic and pollution, and shift focus to prioritising walking, cycling, and the use of public transport.

Tamil Nadu to plan a clean, green and healthy way of moving its people: 10 cities take the lead

25th May 2018 By admin Leave a Comment

Tamil Nadu is at the cusp of turning into the most urbanised State in India. With over 48 percent of its population living in urban areas, the cities of Tamil Nadu recognise the need to provide a clean, green, and healthy way of moving it’s citizens—walking and cycling.

To set the wheel in motion, ITDP India programme in collaboration with the Tamil Nadu Commissionerate of Municipal Administration (CMA) and GIZ Smart-SUT organised a day long workshop on ‘Designing streets for walking and cycling’.

The dearth of pedestrian and cycling infrastructure undermines our basic civil right. But, undeniably people of Tamil Nadu rely heavily on commute by foot; more than a third of all trips are made on foot!

Cities of Tamil Nadu now have a second chance at reclaiming space for its primary users—pedestrians and cyclists. The workshop paved way for the Transforming Tamil Nadu: Creating walking and cycling-friendly cities programme that aims to transform urban cores to liveable, safe cities.

The Programme brings together 10 Tamil Nadu cities — Coimbatore, Madurai, Salem, Thanjavur, Vellore, Tiruppur, Tirunelveli, Tiruchirappalli, Thoothukudi and Erode — selected under the National Smart Cities Mission. These cities have been allocated approximately 2500 crores towards the transformation of 500 km of streets, in total.

The 10 cities will be assisted by ITDP India programme, over a nine month period, to identify, plan, and implement city-wide walking and cycling networks. Of these 10 cities, three will be identified and assisted in creating detailed network plans by ITDP India programmed in collaboration with GIZ Smart-SUT. These network plans aim to boost economy, promote healthy living, and reduce the environmental impacts of our transport choices. In a nation where cars are a status symbol, it is commendable for these cities to envision an increase in the use of cycles and the ease of walking.

The Programme, that is now commissioned by the CMA is attributed to the efforts of sensitising and inspiring city officials over the last two years. Coimbatore, with support from ITDP India programme, kick-started the sustrans crusade by evangelising the Greenways and Lake Restoration Project, which includes a 30 km network of exclusive walking and cycling infrastructure connecting eight water bodies across the city. The city’s vision has had a bandwagon effect across the State.

The 10 cities have also been inspired by the seamless design and execution of Pune’s Complete Streets. ITDP India programme, with the support of the State Government, organised study tours for over 50 Commissioners, Engineers, and Project Management Consultants to explore Pune’s work on-ground that has set world-class street design standards in India.

TN delegates assessing the public bicycle sharing system on a site visit to Pune

As cities were already sensitised to embrace the walking and cycling paradigm shift, the participants—Commissioners, Engineers, and Project Management Consultants—were extremely receptive of catalysing change.

During the workshop, presentations by Shreya Gadepalli, South Asia Programme Lead (ITDP), and Aswathy Dilip, Senior Programme Manager (ITDP India programme) struck a chord among participants to ensure that our cities put people before cars. In effect, all citizens should be able to walk and cycle safely, and easily access jobs and services via quality public transit.

Shreya Gadepalli, South Asia Programme Lead (ITDP), presenting on sustainable urban transport

Jan Rickmeyer, Transport Policy Advisor for GIZ Eschborn, presented case studies from Leipzig to demonstrate how cities can transform into cycling utopias. Similarly, Juergen Baumann of C40 Cities Finance Facility, presented Bogota’s story of designing 25 km of cycle highway through low, middle, and high income neighbourhoods to ensure socially inclusivity.

At the workshop, peer-to-peer learning, through group exercises, was organised by ITDP India programme and GIZ to ensure that cities were equipped with the right skill-set to translate their learnings into implementation projects. Mapping existing transport opportunities and constraints of the city has helped determine the selection of streets that will be redesigned and transformed into walking and cycling networks.

Groups mapping existing transport constraints to identify potential walking and cycling networks

Transformation through design is the underlining key to success. In this regard, the Commissioner of Municipal Administration requested cities to adopt the model Request for Proposal (RFP): Appointment of a Technical Consultant for Planning, Re-designing and Monitoring of Smart Roads Development, prepared with the support from ITDP India programme, to appoint qualified designers to execute these network plans.

The Transforming Tamil Nadu: Creating walking and cycling-friendly cities programme that is now set in motion owing to the success of this workshop, will see through 10 smart cities wherein walking and cycling will form the backbone of their transport system. ITDP South India team will collaborate with these cities to make their dream a reality.

Walking is a basic human instinct, and cycling is a healthy and sustainable choice. They are unparalleled forms of transport. With clear vision and direction from the State, the cities of Tamil Nadu are on a resolute path to embrace a future where cities are designed to be enjoyed on foot or by pedal.

Watch this space as we embark on a journey to assist 10 cities of Tamil Nadu transform into people-oriented cities.

Women Mobilize Women – Empowering Women in Transport

24th May 2018 By admin Leave a Comment

The personal is the political, and personal experiences can become very powerful drivers of social action and change.

Across the world, women who are focussed on revolutionising the transport sector have found the right medium to be heard: the first ‘Women Mobilize Women’ Conference organised by the Transformative Urban Mobility Initiative (also known as TUMI). The conference was organised to empower women in the transport sector and change mobility systems to cater to women‘s needs.

The first Women Mobilize Women-Conference aims to connect female transport leaders and experts from around the globe

Source: womenmobilize.org

Held on 22nd May at Leipzig, Germany, the conference kick-started a conscious debate on the role and potential of women in the transport sector by involving female change-makers across the world to share their experience. In a male-dominated industry, the female-dominated conference on sustainable transport was a welcomed change.

Shreya Gadepalli, South Asia Program Lead (ITDP), and Sonal Shah, Senior Programme Manager (ITDP), were invited to moderate and speak at sessions respectively.

Shreya Gadepalli, South Asia Program Lead (ITDP), moderating at the event

The conference hosted an impressive diversity of speakers—female transport ministers, politicians, professionals and entrepreneurs from the Global South. While the group acknowledged that women are not a universal and homogenous group, they signified the need for diverse, personal experiences to bear the torch of revolution.

Through the exchange of experiences, one thing is certain, women across the world have more similarities than difference. Sharing of stories inspire people. Women should share their stories and learn from each other’s experience to make our cities, our world, more women-friendly.

The all-female speakers ranged from transport ministers and politicians to professionals and entrepreneurs

Integrating gender in transport is not only a technical issue but also a social one that will involve urban and transport planning, legislation and behaviour change. This requires broadening of expertise to include gender experts, sociologists, women’s groups, and social workers within planning teams.

ITDP has led work in India on Women in Transport by addressing the issues of safety, comfort, convenience and affordability of urban transport, in consultation with the people that mattered—women.

This work was presented during the session on ‘Innovative solutions and practical approaches for women empowerment and gender-sensitive urban transport – Exchange with the experts on the ground’. The presentation generated excitement from numerous participants on the role of indicators in setting goals for evaluating mobility plans, from a gender perspective. For example, measuring CO2 emission reductions from interventions can encourage women to use sustainable modes of transport.

Sonal Shah, Senior Programme Manager (ITDP), presenting on gender-intrinsic indicators for evaluating mobility plans

The concluding session on ‘Quick wins versus structural change’ unanimously agreed that no single organization will be able to achieve the goal gender equity in transport alone. Effecting structural change from pilot projects will require partnerships, bridges between social and technical expertise and sustained advocacy. However, the barriers in integrating gender in transport policies and implementation at scale still requires deeper introspection.

The experience has invigorated the ITDP India Programme on Women to continue full steam ahead: steering cities in India toward a women-friendly future makes for a brighter future indeed!

“A city for the Women, by the Women, and of the Women, is a city that’s great for all” — Shreya Gadepalli, ITDP.

ITDP invites you to share your urban transport story – write to us on india@itdp.org

Source of Cover Picture: http://womenmobilize.org/#program

Riding on the Success of Modern Cycle Rickshaws

18th May 2018 By admin Leave a Comment

Back in 1998, ITDP began its journey in India, in Agra. The vision to develop a modern cycle rickshaw—to counter the growing threats of motor vehicular pollution—gave way to the India Cycle Rickshaw Improvement Project.

What started off as five prototypes has become sustainably embedded as the standard design in cities across North India—Agra, Ghaziabad, Lucknow, Chandigarh, Jaipur, Bharatpur and Mathura. Today, around half a million of these modern cycle rickshaws serve 4-5 million zero-carbon trips daily and offer dignified livelihood to over a million people, transforming the lives of their families as well.

The project started in Agra to address the damages caused to the world heritage monument, Taj Mahal, by motor vehicular pollution. ITDP New York, along with other Indian organisations, initiated the project to simply modernise the humble cycle rickshaw to counter the growing menace of air pollution in the city. Shreya Gadepalli, the first member of the India Programme and current ITDP South Asia Programme Lead, led the project with ITDP Vice President and human-powered-vehicle designer, Matteo Martignoni, and Executive Director, Walter Hook.

Why modernise the age-old cycle rickshaw? While the West looked for sustainable transport solutions, most Asian countries already had the solution—cycle rickshaws plied in every nook and corner of the city. Unfortunately this is a mirage of the past, as despite their massive modal share Indian cities continue to undermine the value of cycle rickshaws by increasingly banning their use from streets.

Modern cycle rickshaw

Cycle rickshaws are non-polluting and provide cost-effective means for last mile connectivity. They don’t just provide employment to the driver; the local production of almost the entire fleet benefits manufacturers too.

The design of the traditional cycle rickshaws came with a set of challenges. One, they were heavy to pedal, primarily because basic bicycle parts were just strengthened for the production of a rickshaw; strengthening of parts resulted in significant increase in weight (80 kgs). Two, drivers had to put in extra effort while pedaling due to misalignment of the basic bolt-on unit. Three, passengers experienced extreme discomfort as the rear passenger seats were made of thick planks of wood nailed together. Often, cycle rickshaw wallahs complained of fatigue and adverse impacts on their health.

Beginning in 1999, path-breaking work was done by the ITDP team to advance the cycle technology and increase the income of rickshaw wallahs in Agra. After extensive research, real-life testing of prototypes, and public participation for over a period of three years, a modernised Indian cycle rickshaw was created.

Modern cycle rickshaws in production at the workshop

These new rickshaws are revolutionary in terms of safety and comfort, for the rickshaw wallahs as well as the passengers. The weight has been reduced by more than 30% (at 55 kgs compared to 80kgs) by means of an integral tubular frame that has excellent structural qualities, and the provision of a multi-gear system specifically designed for rickshaws.

Shreya Gadepalli and Matteo Martignoni testing modern cycle rickshaws on ground

The impact—the drivers could ply them for a third longer—increased their earning by close to 50 %. The increase in earnings can also be attributed to the comfortable passenger seat that is woven with nylon strap on the tubular frame. It provides comfortable and safe seating with adequate suspension, hence giving a bump-free ride.

Since the implementation of the project, rickshaw drivers have enjoyed a new economic status with improved earning. Passengers are enticed by these new rickshaws due to their comfort, safety and a brand new image. Many five-star hotels in the city of Agra now allow these new cycle rickshaws on their premises and also promote them amongst their guests!

Modern cycle rickshaws being used at tourist attractions across North India

Today, what started as five prototypes at a small workshop in Agra has turned into a fleet of over five hundred thousand rickshaws spread over cities of Northern India. They provide zero-carbon mobility and provide a dignified livelihood to millions. This is tangible transformation at scale, one of ITDP’s commitment to not just it’s donors but to society at large.

In this regard, should Indian cities not revive cycle rickshaws across the country and make them an integral part of urban transport?