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Pune boosts its ‘Sustrans’ Initiatives: Hosts Smart City Anniversary Celebrations

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One of India’s fastest growing business and IT hubs, Pune has been constantly planning and executing sustainable initiatives even before India envisaged the Smart City Mission. For many Indian cities, the national initiative is its first step towards sustainability. However, for Pune, the mission acted as a catalyst. It significantly boosted confidence of the city administration, who not only fast tracked implementation of existing projects, but also expanded their scope and added many new projects to the city’s kitty. The city is making rapid progress in expanding its bus rapid transit (BRT) network, strengthening its public transportation system and implementing projects to make its streets pedestrian and cyclist friendly.

On account of its successes, late June 2016, Pune was selected as the destination for the first anniversary celebrations of India’s smart city mission. The Prime Minister Narendra Modi, who graced the occasion, launched 84 projects across 20 smart cities. Of these projects, 14 were from Pune. The new projects will give the city the required thrust to make IT based improvements in its public transport system.

Pune’s high quality mass transit system—Rainbow BRT, launched in September 2015—is witnessing constant expansion. The city is exploring ways to converge different funding sources and further strengthen the system. While a new 8 km corridor is planned under Smart City’s area based development in Aundh-Baner-Balewadi region (ABB), the city’s progressive 2016-17 budget has allocated funding for two more corridors, which will expand the Rainbow network by 15 km. In addition, the “pilot” BRT corridors will be redesigned with “Rainbow” style median stations to provide level boarding.

A Rainbow BRT bus enters a station equipped with safe access ramps that allows everybody, especially the elderly and the differently able, to use the system.

Similarly, the city bus service is also undergoing a massive transformation. The city is investing heavily on expanding its fleet size—by almost doubling the operational fleet. Pune’s existing bus fleet of  about 2,055 buses will be augmented with an addition of 1550 buses by 2017—to achieve 25% of total trips by public transport. As part of the Smart City Mission, Pune will improve bus services through ITMS and real-time tracking of all its buses. A central control centre will monitor driving quality of buses and services at all levels. The city has also embarked on developing websites, mobile apps,  and passenger information systems to give commuters critical information on expected time of arrival of buses and schedules. A common mobility card—‘Mobility Integration (MI)’—has been launched to enable cash-free payments on public transport systems.

The city is also looking towards improving conditions for its pedestrians and cyclists. Most arterial roads in the city will be redesigned as ‘Complete Streets’—including 45 km of streets in the ABB region under the smart city proposal and 100 km of streets across the city through PMC budget. To re-establish its cycling culture, Pune is developing a cycle plan for the city, with an objective of increasing the cycling modal share from today’s 9% to 25% by 2031. A bicycle sharing system is also proposed in the ABB region. To ensure that quality remains consistent during the planning, designing and implementation of its non-motorised transport initiatives, the city is setting up a street design cell, as well as adopting a pedestrian policy and urban street design guidelines.

Pune’s commitment to improving mobility is placing the city as a leader in India, on sustainable transport and development. By embracing the direction set by the national mission and expanding its scope across the city using both national and city funding, Pune is setting a benchmark for all other cities in the Indian urban panorama.

Cover picture source: www.punesmartcity.in

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Pune’s progressive parking policy shows the way forward for Indian cities

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Like many Indian cities, Pune is witnessing a spurt in urban growth that is also accompanied by growth in private vehicle ownership. The Regional Transport Office in Pune registers almost 500 new vehicles every day. With such explosive growth in the number of automobiles, the demand for parking escalates, resulting in footpaths and available open spaces being swallowed by formal or informal parking lots.

To address these concerns, Pune has proposed a parking policy that focuses on the need to shift people away from cars, towards public transport modes. It acknowledges that creating excessive, cheap parking to keep up rising demand doesn’t solve parking problems. Instead, the policy discourages free parking, and calls for differential parking rates pegged to demand. By stressing that users pay directly for parking, the policy discourages direct and indirect public subsidies for private vehicle use and ensures that personal motor vehicle users bear the full cost of driving.

A zone-based approach to parking management

Demand for parking spaces is affected by a host of factors such as location, surrounding land-use, economic activity and traffic volumes. City centres and business districts often see high demand for parking as compared to other areas. In the zone-based approach proposed in this policy, Pune will be divided into 4 parking zones, each with their own parking rules and rates.

Zone A includes the central areas of Pune. As intense development is expected around transit corridors in the future, transit influence zones are also demarcated for better parking management. Areas close to rapid transit, located within 100 metres around of mobility corridors are designated as Zone B while Zone C includes areas located from 100 to 500 metres of transit corridors. Others areas are designated as Zone D.

Proposed parking zones in Pune

Pricing parking to manage demand

To manage demand for parking, encourage efficient use of parking facilities, address specific parking problems and ensure that the parking is available for intended users, the policy proposes various pricing strategies. As cars occupy more road space compared to motorcycles, base parking rates for cars are proposed to be 4 times that of two-wheelers.

As parking demand varies by time of day as well as day of the week, the policy calls for rates to be determined considering these factors as well. By stating that parking must be charged proportional to the amount of time parked, the policy discourages discounts for longer-term parking.

Parking rates also vary based on the zones in which the vehicle is parked in. Zones with high parking demand are proposed to have higher parking rates. Lower parking rates are proposed in Zone D that includes residential and other areas not served by transit. For instance, parking a car on-street in Zone A would cost Rs 71 per hour whereas parking it in Zone D would cost Rs 30 per hour. To encourage people to use off-street parking facilities where available, off-street parking rates are proposed to be lower than on-street parking rates in the same zone.

Parking rates vary by vehicle type and location of parking spot. (Left) Areas of high parking demand have higher on-street parking rates. (Right) Off-street parking rates are lower than on-street parking rates in the corresponding zone.

The policy uses pricing strategies as a tool to encourage walking, cycling and public transport. Cycles are exempt from parking charges at all locations in the city. As auto rickshaws and taxis are important means of providing last mile connectivity to and from transit hubs, these vehicles too are exempt from parking charges, provided that they are parked in dedicated parking slots meant for them.

Framework to implement reforms

Successful implementation of customer-oriented, parking management systems require detailed planning and coordination between various agencies. In addition to day-to-day operations, communicating the benefits of parking management to the public is crucial. In this regard, the policy recommends creation of a Parking Management Cell, chaired by the Municipal Commissioner and supported by a team of competent professionals, who will be responsible for planning, implementation and overseeing parking operations in the city.

Many cities around the world have successfully used parking revenue to improve transit options. Barcelona used surplus revenue from on-street parking fees to fund its cycle sharing system. Several boroughs in London use revenue from parking to subsidize public transport passes for the disabled and the elderly. In keeping with these best practices, Pune’s draft parking policy also recommends channeling surplus revenue from parking to a dedicated public transport and non-motorised transport fund to create better facilities for walking, cycling and public transport.

With such provisions, Pune’s progressive policy not only addresses issues related to parking, but also strives to create a better urban environment centered around people, rather than vehicles.

Read the draft policy here: Suruvath: Public Parking Policy 2016.

Discover the basics of parking management and regulation in ITDP’s publication, Parking Basics.

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Growth of Bus Rapid Transit in India

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The start of the BRT chapter in India can be traced to the announcement of the National Urban Transport Policy in 2006 by the Government of India. During this phase, the government received many applications for funding BRT projects.

The cities of Delhi and Pune were the first to start pilot BRT projects in the country, with plans for 257 km and 100 km networks respectively. But with only 5 km operational in Delhi and 15 km in Pune, both these systems were limited in scope and were heavily criticised for their poor quality of implementation.  Perceiving BRT merely as a modified bus lane meant that these pilots did not address the need for BRT-specific service plans, integration with existing bus operations. The need for supporting infrastructure and enforcement measures were also ignored.

Janmarg paves the way for a new phase of BRT in India

In 2009, a new phase of high quality, bus rapid transit systems in India started with the implementation of Janmarg in Ahmedabad. From its initial operational length of 12.5 km, the system was expanded to an 88 km network in 2014, providing connectivity across the city. The success of Janmarg inspired similar BRT efforts like Rajmarg (Rajkot) in 2012, iBus (Indore) in 2013 and Citilink (Surat) in 2014.

More recently, another successful BRT system–known as Rainbow BRT–was implemented in the twin cities of Pune and Pimpri Chinchwad. These cities, assisted by ITDP, carried out various studies to understand existing ridership, daily travel patterns, passenger transfers, and waiting times on potential corridors to create a service plan that optimized system operations. Based on findings from these surveys, the cities decided to create a hybrid system with BRT services operating on dedicated trunk line, and then extending in mixed traffic to outlying areas. The cities also worked on rationalizing the routes of the public bus service, to efficiently complement the BRT system.

Key features of BRT

Whether it is Janmarg or Rainbow, new BRT systems in India are characterized by better infrastructure design and administrative structures that ensure smooth operations. Median-aligned stations with level-boarding ensure the system is accessible to all users. Intersection designs that prioritise BRT buses also help in improving bus speeds. Better enforcement ensures that the BRT corridors are reserved exclusively for BRT buses. To cater to rising demand, many of these systems also have overtaking lanes at stations, to allow for express services.

Dedicated right of way for buses with median-aligned stations (left) and level boarding(right) are some of the physical characteristics of the new phase of BRT systems

Hybrid systems, such as the Rainbow BRT, feature high quality buses with doors on both sides, to cater  both to median-aligned stations within the dedicated BRT corridors, as well as left-aligned bus stops outside the dedicated corridor. Better buses, such as the Euro IV CNG buses used in Rainbow BRT, help minimise carbon footprint of these systems. All buses are fit with GPS that allows monitoring by the central control centres, ensuring reliable service.

Clean, well designed stations offer a comfortable means of travel for the commuters. Clear branding coupled with real time passenger information systems help commuters in perceiving these systems as a high quality transit options that are different from regular bus services.

All these features contribute to make BRT a reliable means of commute in Indian cities. Both Janmarg and Rainbow have touched daily ridership numbers of 150,000, and have encouraged mode shift from private transport to BRT.  In the case of Janmarg, studies indicate that 19% of private vehicle users have shifted to BRT. Rainbow BRT saw 8% of private vehicle users shift to BRT within 3 months of operations.

Cities are increasingly realising that they cannot increase road capacity by adding road space in the form of flyovers and elevated roads. With a focus on moving people rather than vehicles, cities are prioritizing sustainable mass rapid transport modes. This new paradigm, coupled with the realization that bus rapid transit systems can increase capacity at a lesser cost, makes the future of BRT in India undoubtedly bright.

This article is adapted from a webinar on ‘BRT in India’, presented by ITDP on 31 March, as part of the monthly webinar series hosted by The Across Latitudes and Cultures BRT Centre of Excellence. The presentation was followed by an interactive session where participants discussed various topics relating to fare collection, integration of BRT with other systems, data analysis etc. Watch the webinar below. 

For quick understanding of the key features of BRT, download ITDP’s BRT standard infographic or to delve through the details in the BRT standard guide book.

This infographic highlights the key features of BRT essential to any BRT system.

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Pune, Coimbatore and Chennai Selected as India’s ‘Smart Cities’

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Pune, Coimbatore and Chennai have been making huge progress creating sustainable cities. Each has made great strides in recent years, laying the groundwork for even bigger changes to come. Thanks to their demonstrated commitment to act, in addition to well-developed plans for next steps, all three have been selected for the first round of India’s national Smart Cities Mission.

Right now, experts predict that about 25-30 people are migrating every minute to major Indian cities from rural areas in search of better livelihood and better lifestyles. It is estimated that by 2050, Indian cities will house nearly 843 million people. This massive increase in population will put incredible pressure on India’s cities, requiring new infrastructure for transportation, energy, and safety. To address these imminent issues, the Government of India has allocated Rs 48,000 crore to create the Smart Cities Mission, a programme dedicated to helping cities invest in sustainable infrastructure and growth.

As part of the Smart Cities Mission, these three selected cities (see the full list here) have each proposed to invest over 600 Crore rupees in sustainable transport projects. By pegging this money to tangible, area-based improvements, these cities have a clear plan to transform over the next 5 years, bringing widespread socio-economic benefits to a large section of society. ITDP is proud to have partnered with Pune, Coimbatore, and Chennai to chart out their sustainable paths for the future.

ITDP has been working with these cities in different roles, providing technical support to projects, capacity building for officials, and  creating community engagement at various levels. In the twin cities of Pune and Pimpri-Chinchwad, ITDP helped implement the Rainbow BRT, incorporating best practices in BRT planning and design. ITDP has been instrumental in helping Chennai adopt a Non-Motorized Transport Policy and overseeing its implementation through street design and engaging with citizens through initiatives like car-free Sundays. In Coimbatore, the Namma Kovai Namakke (Our Coimbatore Ourselves) campaign, initiated by ITDP, sparked citizen demand for better pedestrian facilities, all of which formed the groundwork for the Smart City proposals developed by these cities.

In the next 5 years, Pune aims to increase the mode share of public transport from 18 percent to 50 percent by augmenting its bus fleet and improving bus services using Intelligent Traffic Management Systems (ITMS). The city also aims to expand its high quality BRT network by 30 km and improve access to transit by creating 75 km network of footpaths and cycle tracks.

To facilitate easy interchange between Rainbow BRT and other buses, a transit hub is proposed at Anudh Baner Balewadi, Pune, along the lines of the Kiwale terminal pictured above.

In keeping with its NMT policy, Chennai aims to develop ‘Complete Streets’ and build footpaths to cover 80% of its major roads. A city-wide cycle sharing system with 3000 cycles and an IT-based parking management system are also expected to give a major thrust to walking and cycling while restricting private vehicle use.

Better NMT facilities are proposed in T. Nagar, a commercial and retail hub of Chennai.

Non-motorised transport is a key focus for Coimbatore as well, where the city aims to create NMT infrastructure along 75 percent of its primary and secondary road networks before 2020. A 30 km network of greenways connecting major lakes in the city is expected to improve quality of open space for its residents. The city also aims to increase mode share of public transport from 42 percent to 60 percent by modernising and expanding public bus services.

Congratulations to these cities, and all the selected Smart Cities, for the exciting work preparing India’s cities for a more sustainable, brighter future.

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Pune’s Budget Leaps Toward Sustainability

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Pune, a city of 3.5 million in western India, has been facing increasingly acute traffic congestion for the last several years. Growing population, wider sprawl and increasing income levels have poured two-wheelers and cars on Pune’s streets at a rate the city was not prepared for. Always finding itself in a reactive mode, the city tried to combat congestion with wider roads and flyovers, only to discover that the cars kept coming and the problems got worse. Despite Pune’s long history of loving the bicycle, investments that made using a car or a two wheeler easier always seemed to take precedence.

Then, in the 2016-17 budget, something happened. The city of Pune recently announced they plan to spend 50% of the transportation budget on BRT, footpaths and cycle tracks next year. This is a major leap for the city, and an example for Indian cities on how to prioritize sustainable transport of all kinds.

In earlier years, the city did spend some money improving bus stops, buying buses and building footpaths, but these projects were generally considered extra benefits for residents, rather than integral parts of the transportation infrastructure. While 20-25% went to improving footpaths and the bus service, the municipal budgets allocated a major portion of their transportation budget to benefit personal motor vehicles, and hardly anything was spent on bicycling facilities. In plans for next year’s budget, however, that number has doubled, thanks to the rising understanding and role of sustainable transportation in Pune.

In 2015, Pune got its first BRT corridor, “Rainbow”. The 8 km corridor is part of a planned 102 km  network that is under construction. The system had been planned for quite a while, until the Pune Commissioner Mr Kumar recognized its benefits and decided to give it the push it needed to finish construction. Today, 12% of Rainbow’s riders have switched from other modes to the bus. It is easy to see that extending the network will boost the modal shift further. This recognition of sustainable transport’s benefits has sparked a new era of focus on BRT, cycling and walking for Pune, and the budget is the next step.

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This recognition of sustainable transport’s benefits has sparked a new era of focus on BRT, cycling and walking for Pune, and the budget is the next step.

For 2016-17, Mr. Kumar realized that promoting public transport, walking and cycling is the best way to improve transportation in Pune. After many discussions with ITDP, his proposed budget allocates more resources to these modes than ever. The budget includes funds for a further 30 km of Rainbow BRT.  Cycle tracks and modern footpaths are planned along the upcoming 14 km Nagar Road BRT corridor, which will make it the longest corridor in the country to support BRT with good pedestrian and cycling facilities. Mr. Kumar has allocated funds for another 70 km footpaths in other parts of Pune as well.

The funding will support the city’s impressive new plans and policies. Pune is working on a new pedestrian policy, a parking policy that aims to charge for parking spaces and use the revenue for facilities for sustainable modes, and a bicycle plan to increase the mode share of cycling in the city. In addition, Mr. Kumar is initiating reforms like establishing an Urban Transport Fund (UTF), funded by revenues from road tax, road trenching fees, and parking fees, and will be used for sustainable transportation projects.

With such a significant leap in the Commissioner’s budget for 2016-17, all are optimistic that Pune will not only be on a strong course for sustainability, but will also provide a role model and inspiration to other cities in the state and the country.

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Rainbow BRT Opens New Section, Wins National Acclaim

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Just months into operations, the Rainbow BRT in Pune and Pimpri-Chinchwad, India is moving a whopping 67,000 commuters per day and receiving widespread attention. The high ridership is proof of the comfort and convenience of the system, and surveys show that passengers feel safer taking the bus than before. On November 28, 2015, a new 8km, 14 station stretch of Rainbow BRT opened in Pimpri-Chinchwad, broadening access to the network. The dramatic success of Rainbow is part of why the system was recently awarded “Outstanding Contribution to Sustainable Mobility” at the Volvo Sustainable Mobility Awards 2015.

Since the launch of the first Rainbow BRT corridor in Pune on 30th August 2015, thousands of commuters have enjoyed high quality bus rides like never before. For the first time, citizens experienced the ease of use that comes with the system’s closed stations with sliding doors, level boarding, informative displays and transit maps. For passengers, the biggest incentive has been travel time savings. Dedicated bus lanes allow Rainbow buses to travel more quickly, ensuring that commuters reach their destinations 10 to 15 minutes earlier than usual.

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For the first time, citizens experienced the ease of use that comes with the system’s closed stations with sliding doors, level boarding, informative displays and transit maps.

Thanks to the BRT’s high degree of reliability and convenience, a commuter shift was natural. Surveys carried out by the Institute for Transportation and Development Policy (ITDP) showed that 12 percent of Rainbow users switched from using other modes of transport besides bus, including two wheelers, para-transit, and even cars. Now, instead of taking personal vehicles, which contribute more to congestion and pollution, these commuters take public transit. These benefits speak to the achievement of the system, and validate the challenges it had to overcome to reach operations.

Rainbow BRT serves the neighbouring cities of Pune and Pimpri-Chinchwad. The two cities, with two different municipal governments, installed the BRT infrastructure with different funding sources. The processes, timelines, and aspirations of these two cities were different, and presented many planning challenges that needed to be coordinated to give users a seamless BRT experience.

For example, Pune attempted a pilot BRT system in 2006, and the new system planned to use the designs and practices of the pilot project, where possible. In contrast, Pimpri-Chinchwad was starting on a clean slate, and designing the entire system afresh. The differences in approach led to several design challenges— most notably, the choice of station design. While the Pune BRT pilot had used split stations, with platforms on both sides of the bus lanes, the Pimpri-Chinchwad BRT opted for median-aligned stations, as recommended by the BRT Standard. After many meetings and discussions with officials and media, Pune too was convinced to adopt median stations, a decision that was crucial for the success of Rainbow BRT.

Ms. Pranjali Deshpande, of ITDP India, and Mr. Rajan Patil, City Engineer of Pimpri Chinchwad Municipal Corporation accept the Volvo “Outstanding Achievement Award” for Rainbow from H.E. Mr. Harald Sandberg, Ambassador of Sweden to India.

The other big challenge in designing the system was ensuring good bus frequency and a reliable schedule. To help this process, ITDP undertook a massive exercise to analyze the pre-BRT ridership of all bus routes in the two cities at multiple different times, and along different sections of each route. Based on the study, ITDP recommended that PMPML, the systems bus operator, curtail, extend and/or merge some routes, resulting in all existing trips being supported with fewer routes and higher frequency. Load factor was improved where it was low and feeder routes were introduced to serve fringe areas. This improved reliability, a key factor in attracting high use of the bus system, and in helping riders reach home sooner.

On November 25, Rainbow received acclaim on the national stage for its success. At the Volvo Sustainable Mobility Awards, Rainbow was awarded for its ‘Outstanding Contribution to Sustainable Mobility’, in recognition of Rainbow’s role in reducing reliance on personal motorized vehicles and offering a true mass rapid transit system that provides high quality, rapid, predictable and reliable, safe and attractive public transport to the masses. Instituted in 2011 by Volvo Buses India, the Volvo Sustainable Mobility Awards aim to recognize outstanding efforts in the broad area of sustainable mobility.

Just three months after Rainbow opened, a new 8km stretch in Pimpri-Chichwad debuted November 28th. Since the recently opened corridors form only a fraction of the eventual 147 km network, the success of the system thus far will help ensure speedy implementation of the rest of the network, and more convenience for all.

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A ‘Rainbow’ Future for Pune and Pimpri-Chinchwad

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“What more could I ask for!”

That was the reaction from one of the riders on India’s newest Bus Rapid Transit system, Rainbow, the first corridor of which was launched this weekend in Pune. The sleek new BRT system will serve the neighbouring cities of Pune and Pimpri-Chinchwad in western India and will give residents the benefits of a strong mass rapid transit system.

The two cities are facing problems that challenge many municipalities in rapidly urbanizing countries. Increasing use of personal motorized vehicles, fuelled by the growing purchasing power of the middle class, is leading to excessive congestion and air pollution. The lack of reliable public transport has made matters worse. After years of these concerns mounting, the Rainbow system comes as a glimmer of hope for the region, offering a viable alternative to private car use.

The first corridor of Rainbow opened in Pune on 30 August and will offer free rides for a month to seek feedback from commuters. The Pimpri-Chinchwad corridor joins the network on September 5. Both corridors run through residential and commercial areas, connecting people with schools, offices and hospitals. From day one, the corridors are expected to carry 60,000 commuters daily. Rainbow will not only transport riders reliably and quickly, but also with increased comfort and ease thanks to the system’s BRT features, including dedicated lanes, closed stations with sliding doors, transit maps, informative displays and level boarding.

However, it has not been a smooth ride for BRT in Pune. In 2006, Pune experimented with a BRT system. The 13 km pilot corridor was the first in the country.  However, the system failed to implement many standard BRT features and met only moderate success. Today, those routes are largely served by traditional bus service again.

Learning from this experience, and from the successful BRTs later commissioned in India and around the world, leaders were determined to get the system right. The Pune and Pimpri-Chinchwad municipalities implemented the infrastructure, while PMPML, the two cities’ public transport service provider, will manage operations. ITDP provided technical guidance for the design and implementation of Rainbow. For PMPML, a significant challenge was how to retrofit a BRT system on an existing bus system. ITDP made that task simpler though a massive route rationalization effort, resulting in more frequent service and a more effective use of the system’s buses.

While both Pune and Pimpri-Chinchwad received financial support for implementing the Rainbow BRT from the Government of India under the JNNURM scheme, Pimpri-Chinchwad was also assisted by the World Bank under the Sustainable Urban Transport Program (SUTP). Citizens hope that this network will bring a mass transit system closer to their homes and provide relief from traffic congestion.

Rainbow BRT at Pune (L); Features include level boarding(R)

Pune and Pimpri Chinchwad are just getting started. The new corridors are the beginning of a plan for a 140km BRT network, projected to carry nearly 900,000 passengers daily. This will be one of the largest planned networks in India. With a strong system in place and big plans ahead, the residents of Pune and Pimpri-Chinchwad have a bright future.

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Steady Progress on the Pune-Pimpri-Chinchwad BRT

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Pimpri-Chinchwad, the robust industrial city in central Maharashtra state, is making exciting progress on its BRT network, with construction on the first station near completion and work on corridors one and two forging ahead. The BRT in Pune and Pimpri-Chinchwad is an ambitious vision for a network of 40 kilometers and 90 stations connecting two municipalities and reaching nearly a million residents. Now the pace of progress is picking up, and both cities are refocusing energy on turning the plans for a strong transit network into reality.

Dapodi Station, in Pimpri-Chinchwad, is the first station in the network to be completed, and workers have made strong progress on the dedicated lanes, with approximately 60% of the corridor complete. In addition, in Pune, the regional BRT operator Pune Mahanagar Parivahan Mahamandal Limited (PMPML) recently put out a tender to develop business and operational plans for their BRT system. As plans are fine-tuned and finalized, ITDP has worked to support the process and to improve pedestrian access and non-motorized transit around stations. Most recently, a workshop examined the Govind Garden intersection and as a result, the city implemented stronger crosswalks, sidewalks, and clearer lane divisions (See images below). These important steps demonstrate both cities’ commitment to running a strong, high-quality BRT system.

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After the workshop, the city built a mock up of the proposed design to test traffic flows.

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Today, the intersection has been redesigned to ensure efficient BRT and traffic movement on the corridor,

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Pune and Pimpri-Chinchwad are neighboring cities in central India, and are both part of the larger Pune Metropolitan Area.

The Pune-Pimpri-Chinchwad BRT is an extensive network that will offer new transit options within both Pune and Pimpri-Chinchwad, as well as connections between the two cities. Though the infrastructure is being implemented by each municipality separately, strong coordination will allow the two systems to be fully integrated. ITDP has worked closely on the project, and with the Pimpri Chinchwad Municipal Corporation (PCMC) at each stage of the process.

Learning lessons from previous pilots with BRT in the region, the Pune-Pimpri-Chinchwad BRT has been designed to meet international high-quality BRT standards as well as the area’s unique needs. The operational plan, developed in partnership with ITDP, calls for a hybrid BRT system, where buses run inside dedicated lane for the majority of the route, with some buses traveling beyond the corridor to serve as a traditional bus service and extend the system’s reach. As a result, buses will have doors on both sides: at-level BRT doors on the right, and traditional bus steps down on the left. The corridor will incorporate segregated bus lanes, level-boarding within the corridor, and GPS vehicle tracking for station display and fleet coordination.

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Under the proposed service plan, bus riders would see large reductions in wait time between buses

When complete, the BRT network will deliver significant benefits to bus riders and city residents alike. The Pune Metropolitan Area, which encompasses both Pune and Pimpri-Chinchwad, already has over 5 million residents and is growing rapidly. For commuters, the result will be a reduction in average overall waiting time by 50%. More than 85% of passengers will wait less than 10 minutes for a bus- a monumental improvement on the current system, where 50% of riders wait longer than 10 minutes, and many much longer.

The new system will provide more coverage with fewer, less convoluted routes than those currently running. Efficient fleet use and reduced vehicle miles will save the city money, and reduce costs for riders. By making room for smarter transport and reducing the focus on  personal vehicles Pune and Pimpri-Chinchwad together are making a strong statement that BRT is the right choice for their citizens, and will keep the cities moving.

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Transit-Oriented Development in Pimpri Chinchwad

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by C. Ranga Rohini, ITDP India

With an urbanization rate of over 40 percent in the Indian state of Maharashtra, planning authorities and public transport operators face the increased responsibility of providing efficient transport systems while improving the quality of urban life. Pimpri Chinchwad, one of the state’s fastest growing cities, is set to open the first two corridors of a planned 40 km bus rapid transit (BRT) network in early 2014. To ensure that as many residents as possible can benefit from the BRT, the city has begun exploring mechanisms to achieve greater harmony between land use regulations and the emerging mass rapid transit system.

Officials of the Pimpri Chinchwad Municipal Corporation (PCMC) recognize that there is an urgent need to transform existing urban landscapes from a collection of free-standing structures into a cohesive urban environment centered around high quality public transport. Developing a strong framework to guide future growth is essential to achieving this vision. For this purpose, ITDP partnered with PCMC to orgnaize a one-day workshop on transit-oriented development (TOD). The workshop brought together planners, engineers, and other senior officials with experts from ITDP.

Luc Nadal, ITDP’s Technical Director for Urban Development, presented on the link between urban form and transport mode choices. He emphasized the need to create compact, permeable neighborhoods, citing international examples such as Central Saint Giles Court in London, IJburg in Amsterdam, and Quartier Messana in Paris. Luc also introduced ITDP’s TOD Standard as a tool to assess urban developments located near public transport nodes. For the purpose of the workshop, the ITDP team analysed a 1.2 square kilometre study area centered around three BRT stations in Pimpale Saudagar to identify existing issues and to assess the changes required in the urban fabric to facilitate transit-oriented development.

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Pratibha Bhadane, Senior Town Planner, PCMC, presents a proposal to use parking restrictions within 400 m of BRT stations to spur private “parking markets” outside the BRT influence area.

Participants addressed the following topics in three groups:

– Transit-oriented land use planning at the city level. The group explored mechanisms for aligning job density and infrastructure growth along BRT corridors with projected residential growth. The group also discussed the role of off-street parking reforms and affordable housing as means of promoting the use of public transport.

– The street network and the public realm. Group members identified opportunities to prioritize non-motorized and public transport modes, create an interlinked network of public spaces, and finance these projects through street management mechanisms.

– Built form in the private domain and its interface with the public realm. This involved the identification of preferred building typologies and forms that contribute to the public domain as well as institutional mechanisms to enforce these proposals. Viable financial mechanisms were also developed to route revenue from TOD areas to fund infrastructure improvements in the region.
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Assessing walkability in Pimple Saudagar: poor street connectivity limits the catchment area of the BRT system. The green area represents the actual 5 minute pedestrian catchment area within the ideal 400 m buffer around three stations.

Participants agreed that denser development should be planned in the 400 m catchment areas along BRT and metro corridors in order to ensure that the majority of the 740,000 new residents expected to move to Pimpri Chinchwad over the next decade can find accommodation within walking distance of a mass rapid transit station. Participants also developed strong proposals for parking policies to reduce use of private motorized vehicles and incentives for inclusive development through the provision of smaller, affordable units on the BRT corridors.

In terms of better connectivity to station areas, they agreed on the need to restrict block sizes and create a dense network of high quality, safe walking and cycling streets lined by vibrant commercial and residential edges. Implications of increased density on physical and social infrastructure need to be assessed. In addition, participants identified a need for better financial analysis of development rights systems. There was also consensus among the participants on the need to consolidate existing rules and validate existing assumptions through a pilot project in the region. The workshop marks a milestone in the land use and transport planning for Pimpri Chinchwad and has paved the way for second round of discussions among private developers, resident welfare associations, and other stakeholders in the region.

ITDP India Workshops in Pune and Chennai Focus on Transport Planning through Capacity Building

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by C. Ranga Rohini, ITDP

Indian cities have traditionally been centered around walking and cycling as the primary means of transport. For example, Chennai’s Comprehensive Transportation Study reports that walking and cycling account for almost 34 percent of all trips made in the city. With an increasing number of private vehicles on the road, the demand on road space growing by the day. Although there is an inherent recognition of the need to improve walking and cycling facilities in general, there is little understanding of design measures that could help make streets safer for pedestrians and cyclists.

To address all these issues, ITDP held a series of capacity building workshops in Pune and Chennai from 4 to 8 February. The workshops brought together municipal engineers and officials working in the field together with street design expert Michael King from Nelson Nygaard. The workshops sought to bridge the gap between theory, reaality, and practice.

Mr. King specialises in multimodal transportation for livable communities. By working at the intersection of transportation and urban design, with a particular emphasis on pedestrian safety, bicycle facilities, traffic calming, and street architecture, he endeavours to ensure that streets serve the diverse needs of urban residents—beyond their role as a conduit for motor vehicle traffic.

In each workshop, participants formed groups and went out to visit a given site. The site audits gave participants a chance to examine the grim conditions faced by pedestrians every day. These issues were then addressed through a collaborative design exercise among the members of the group, the key aspects of which were then presented to the other groups to enable cross-learning and debate.

Considering that the city of Chennai has initiated a project to improve footpaths on 71 “bus route roads” in the city, the exercise comes at a crucial time to enable the decision makers and engineers to interact with experts and chart out a way forward. In Chennai, eager participation from local bureaucrats gave an impetus to implement some of the proposals as pilot projects, with Mayor Saidai Duraisamy indicating that all 400-odd main streets within the Corporation limits will be taken up for pedestrian improvements over the next 4 years.

ITDP is in the process of compiling the results of the workshop and preparing implementation plans based on participant drawings. Earlier workshops are beginning to yield results: in the city of Pimpri Chinchwad, officials have initiated the redesign of an intersection that was the subject of a workshop in September 2012. To conclude, in the words of Mr. Vikram Kapur, Commissioner, Corporation of Chennai, “All that is required is a change in mindset and a will to do it.”