14 minute read
5% of road length in Vijayawada has no footpaths.
NEED FOR THE PUBLIC BICYCLE SHARING SYSTEM:
Public Bicycle Sharing (PBS) is emerging as one of the most sustainable, popular and attractive public transport modes throughout the world. Bicycles are made available to multiple users (on a sharing basis) for short duration trips, offering an option of returning them at different destinations., posing maximum flexibility with minimum liability.
Advertisement
BENEFITS OF PUBLIC BICYCLE SHARING SYSTEM
1. FIRST & LAST MILE CONNECTIONS
T T
Transit stop Last mile
2.SPACE SUFFICIENCY
0.1 ECS X 10 1 ECS DEMAND ESTIMATION OF PBS SERVICE IN VIJAYAWADA
TRIP DISTRIBUTION BASED ON MODE AND DISTANCE OF VIJAYAWADA:
Based on various insights from Successful PBS projects in India, the major demand assessment strategies followed are:.
Approach 1 – Minimum Station Density:
The first approach uses the optimum station density as the primary parameter for determining system size. This approach is intended to ensure a network coverage and density that increases the viability of using the system. Demand estimation based on PBS Guidance document (MoHUA) suggests: ➢ 10-15 stations per sq.km of PBS influence area with 10 Bicycles/Station ➢ 61.88 Sq.kms Vijayawada requires 621 PBS stations & 6200 cycles ➢ i.e. 5 Bicycles per 1000 population is derived by approach.
Approach 2 – Minimum Mode Shift:
3.ELIMINATE EXPENSES
Fuel Consumption
Infrastructure cost
4.AFFORDABILITY
Tax expenses
Maintenance charges
₹80 RICKSHAW
₹50 AUTO
₹20 SHARED AUTO
₹3 BICYCLE SHARING
5.REDUCE OVER CROWDING
56%-72% Of the trips in medium and large cities are short trips (<5km) When travelling in peak hour, it takes
25 min & 12 min
Bicycle reduces travel time to half 6.ENVIRONMENTAL BENEFITS
This approach is based on the modal shift estimations i.e., probability of people who are likely to shift to the new system. In a PBS system short trip makers have the highest willingness to shift, considering distance and ranges that have the highest probability to shift to PBS over their existing mode of commuting.
250000
200000
150000
100000
50000
HIGHEST PROBABLE USERS
1-5 km >1 km 1-3 km 0-3 km <1KM
0
>8KM
CYCLE WALK IPT BUS 2W CAR
Source: CMP Vijayawada
DEPARTMENT OF PLANNING TRANSPORTATION PLANNING STUDIO M.PLAN(TIP) - II SEM SCHOOL OF PLANNING & ARCHITECTURE VIJAYAWADA NEED FOR PUBLIC BICYCLE SHARING SYSTEM IN VIJAYAWADA T.S.GURURAJA
2.PHASED PBS DEMAND ESTIMATION FOR SELECTED STRETCHES:
Total Daily Trips (Population x per capita trip rate)
Total trips made by walk, cycle, IPT & Transit
17.5% + 7.7% +10.7% + 22.2% =58.1% 936587
PARAMETRE
VALUE (Source : CMP) ESTIMATED DEMAND
1240020*1.3 1612026
Trips made by walk(>500m), Cycle, IPT & Public Transit that are shorter than 3km
55%
515123
Targeted Users (15-40 years age) 55% males & 28% females = 42% of whole
216352
5 Frequency of trips made daily 63%
136302
Peak Hour Demand (of Total Daily Trips) 9%
12267
PBS Full Demand of Vijayawada City 12267
➢ Total Population -1240020/ PBS Demand of Whole City 12267 means ➢ i.e., 10 Bicycles per 1000 population is derived by this approach. ► Emphasizing on Integration of PBS with Bus Transit, all the public bus stops are considered as primary Docking stations which can lodge 20 bicycles/docking station located for every 300 metres. Within 5.15 sq.kms of Service area, 81,797 population require 818 bicycles
SERVICE AREA MAP OF PBS DOCKING STATIONS AT TRANSIT STOPS:
Determining Station Location Criteria:
• 10 Cycles/1000 pop • 10 PBS stations per square km • 20 cycles/ station – (medium sized) • 300-400m gap as max. consecutive station distance • near transit stops & • near Intersections,
DEPARTMENT OF PLANNING TRANSPORTATION PLANNING STUDIO M.PLAN(TIP) - II SEM SCHOOL OF PLANNING & ARCHITECTURE VIJAYAWADA Stretch name Length (in km) service area (~300m) Population
Bicyle demand Rounded off Bicycles demand Require PBS Docks
Transit stations as docks Secondary docks to site inside
MG road 4.1 km 1.87 sq.km 30238 302 300 15 13 Eluru road 6.7 km 2.56 sq.km 41942 419 420 21 14
2 7 ITI road 1.2 km 0.72 sq.km 9617 96 100 05 4 1
5.15 sq km 81797 818 820 40 31 10
20-24 m (Medium size PBS)
Space requirement of docking. Entrance/Exit of Transit stations Adjacent to NMT infrastructure
Transportation Infrastructure (Under Flyovers / Footbridges) Sidewalks near intersections On-street parking spaces Source: PBS Guidance Document - MoHUA
DETERMINING STATION DESIGN BASED ON LEVEL OF AUTOMATION
This map shows, the extent to where a PBS user can take his Cycle. Generally Trips less than 800m tend to walk, as High probability of potential cycle user are those who travel >1km to <3-5km.
Hence feeder Sub-PBS Dock stations and cycling infrastructure needs to be improvised in this zone. Hub - and - Spoke model can be adaptive for future whole PBS service in BZA.
Fully Automated:
• Beam(space constraints) or bollard • Fixed or modular
Semi- Automated:
• station kiosk with cycle racks or caged • Fixed or modular
Manual:
• Station kiosk with cycle racks or caged • Fixed or modular
Through this, Public cycle sharing can play a key role in improving last- mile connectivity as well as modal share of cycling in Vijayawada .Influence zoning finds areas to be ideal to improve NMT infrastructure.
Bicycle station
Sign in automated or Kiosk help Check Out Ride Check in
DEPARTMENT OF PLANNING TRANSPORTATION PLANNING STUDIO M.PLAN(TIP) - II SEM SCHOOL OF PLANNING & ARCHITECTURE VIJAYAWADA PUBLIC BICYCLE SHARING DOCKING STATIONS ALLOCATION T.S.GURURAJA
VARIATIONS
Cycle facilities should be designed for
diverse vehicles and riders, for children
on small tricycles, and people carrying
goods in big cargo bikes, as well as
cycle-rickshaws and pedicabs.
b. Tricycles, Cycle-Rickshaws a. Conventional Bicycles
c. Cargo Bikes , Cycle Trucks
Recommended Levels
Footpath: Level +150 mm Cycle Track: Level +100 mm; Carriageway Level: 00mm
Clear unobstructed cycling zone at least of width 2m for one way movement and at least 3m for two way movement with vertical clearance of 2.4 m.
Colored surface treatment is recommended to improve the visibility of the bicycle operating area.
Proper gradient should be maintained with provision of storm water drains to avoid water logging.
It is preferable that continuity of cycle tracks be maintained across road junctions by using appropriate techniques.
Protected Cycle Facilities at Intersections
1. Corner refuge island 2. Forward stop line 3. Setback crossing by extending the curb
DEPARTMENT OF PLANNING TRANSPORTATION PLANNING STUDIO M.PLAN(TIP) - II SEM SCHOOL OF PLANNING & ARCHITECTURE VIJAYAWADA Cycle Facilities at Transit Stops
Cycle Track Behind Boarding Island Cycle Track on Bus Bulb
SUITABILITY SUITABILITY Cycle Lane Behind Boarding Island SUITABILITY
Source: globaldesigningcities.org
DESIGNING OF CYCLING INFRASTRUCTURE
Intermediate Public Transport (IPT) or para transit, cover the space between private and mass public transport. IPT modes operate mainly in one of two ways. They can be hired by commuters for door-to-door trips or they can operate as informal public transport by carving out fixed routes and fares e.g. share cabs, mini-buses.
VIJAYAWADA CITY EXISTING IPT FLEET CHARACTERISTICS:
TOTAL REGISTERED VEHICLES- 7,72,941
Transport Vehicles - 94,937 (12%)
Auto Rickshaws -27296 (29%)
• Diesel Autos- 23296 (85%) • CNG Autos-4000 (15%)
Motor cabs – 5705(6%)
2- wheelers - 505424 (75%)
Others - 1,11,711 (16%)
Light Goods Carriages -9664(10%)
Medium Goods Carriages -1786(2%)
Heavy Goods carriages-19044(20%)
Other -31,442(33%)
Source: http://vijayawada police.ap.gov.in/?page_id=21833
Distribution of Trips by Mode Mode CAR
% Person Trips 1.6%
2 W BICYCLE AUTO RICKSHAW BUS 4.03% 7.7% 10.1% 0.6% 22.2%
IPT IMPACT IN VIJAYAWADA:
WALK
17.5%
• In Vijayawada there are three types of IPT modes namely Source: Vijayawada CMP 1.Shared Auto rickshaw/Auto rickshaw, 2.Taxi , 3.Tata Ace/ Vikram • 8600 share auto rickshaws operate as stage carriages and popularly known as service autos. These auto rickshaws operate on all routes, and the fare charged is more or less the same as that of Bus system. • The auto Rickshaws carry about 2,50,000 passengers per day and • The ratio between bus and auto is 40:60 in the total volumes of the traffic carried in terms of passengers. • Additionally UBER, OLA & Rapido shared mobility services have started ride sharing facility to potentially capture larger stake in IPT.
Mode
Auto Taxi Tata Ace/Vikram
Average No. of Trips per Day 15 10 6.5 Average Kilometers Travelled per Day 215 89 262 Average number passengers carried per trip 4 3.6 6.8
Average operating Time of Vehicles:
Mode Auto Taxi Tata Ace/Vikram Average Operating Time 15 Hours/Day 15.5 Hours/Day 13.5 Hours/day
Average Service charge :
On an average, a minimum fare of Rs. 15 and Rs. 9 charged for every km travelled for Auto Rickshaws where as Ride Sharing services charge Rs.4/km
DESIGN RECOMMENDATIONS FOR IPT STANDS ON SELECTED STRETCHES
Rickshaw stands should be preferably located–-Within Multi Utility Zone wherever provided & Near bus stops and transit stations. -Near junctions but 50 m away from the intersection of local and feeder roads. -Mid blocks on local streets, Rickshaw stands should be located alongside footpaths for safety of passengers at time of boarding. Space should be dedicated for auto stands near hospitals and commercial area at places of high footfalls. - Parking and halting of auto rickshaws should be prohibited up to 50 meters prior to the bus stop and 20 meters after the bus stop. Autos should not be parked on footpath or cycle tracks. Rickshaw stands should be located at road side with orientation along the traffic direction, 15 m away from raised pedestrian crossing. -Not more than 7 Autos per each Auto Rickshaw stand.
Source: Urban Street Design Guidelines PUNE
DEPARTMENT OF PLANNING TRANSPORTATION PLANNING STUDIO M.PLAN(TIP) - II SEM SCHOOL OF PLANNING & ARCHITECTURE VIJAYAWADA INTEGRATION OF INTERMEDIATE PUBLIC TRANSIT
▪ No. of entry/exit for regional buses 1 entry & 2 exits ▪ No. of entry/exit for city buses 1 ▪ Average No. of regional buses 3120 ▪ Average No. of city buses 433 ▪ Average No. of passengers per day 408480 ▪ No. of platforms for regional bus terminal 62 ▪ (1 to 52 departure and 53 to 63 arrival platforms) ▪ No. of platforms for city bus terminal 10 There are three types of bus services provided. These includes City Ordinary, Metro Express and Metro Deluxe and Metro Luxury AC • City Ordinary - These city buses are the cheapest mode of transport in the city and connect the city with its suburbs, exurbs and rural areas. • Metro Express and Metro Deluxe -These city buses operate as superfast services on trunk routes connecting the important centers of the city with its suburbs, exurbs and rural areas. • Metro Deluxe AC and Metro Luxury AC - These buses connect the city with the Vijayawada International Airport and the city of Guntur.
INFRASTRUCTURAL FACILITIES INSIDE DEPOT
ENTRANCE / EXIT
INTERNAL PARKING (BUS) EXTERNAL PARKING (PRIVATE VEHICLES) FUELLING
CLEANING / WASHING
MAINTAINANCE
STORAGE
ADMINISTRATIVE FACILITY Departure Block Facilities:
• Central complaint cell • Ac Lounge for passengers is been provided • Bus stand Enquiry • ATM’s, Toilets, Canteens and shops are provided
AREA DISTRIBUTION OF THE STATION AREA
CITY TERMINAL 1276 SQ MT ARRIVAL BLOCK 8224 SQ MT DEPARTURE BLOCK 7666 SQ MT
OPEN PARKING FOR BUSES CYCLE / SCOOTER STAND 10823 SQ MT
1500 SQ MT
CAR PARKING 2085 SQ MT AUTO PARKING 933 SQ MT
BUS DEPOT 9610 SQ MT TOTAL AREA – 28 ACRES
Arrival Block Facilities:
• Parcel office provided for courier by arrival buses • Y-SCREENS CINEMA a theatre provided in Arrival block • ATM’s, Toilets, Lounge, Canteens and shops are provided
DEPARTMENT OF PLANNING TRANSPORTATION PLANNING STUDIO M.PLAN(TIP) - II SEM SCHOOL OF PLANNING & ARCHITECTURE VIJAYAWADA BUS TERMINAL EXISTING SITUATION
SHEET NO Animesh Dash 2200600044 92
Conflicts
1. Conflicts have been observed between buses at the alighting area and at bridge road. 2. Merging conflicts between IPTs and 2 wheelers at bridge road. 3. Merging conflicts between private vehicles and pedestrians are observed. 4. Both merging and diverging conflicts with IPTs, 2 wheelers and
Pedestrians at the ending of bridge road. 5. Conflict between passengers entering and exiting from station is observed.
Problems
1. The passenger boarding is happening on street.
The boarding bay is not included in existing design which creates conflicts on road. 2. Non-elevated footpath when compared to right of way. 3. Unauthorized 2 wheeler parking near the alighting area causes conflict between vehicles and buses. 4. Separate entry and exit area for passengers is not included in the existing design. 5. Queue length of buses are more at the station due to the traffic present at the opposite side of the bridge road. 6. The travel distance between the boarding area and alighting area is more. This makes the pedestrians to walk on the road which makes the conflict between passengers and buses.
Conflicts
1. Five major conflicts have been observed throughout the entry and exit circulation. 2. Reasons for the conflicts are due to road congestion and excess traffic observed on the roadway.
Problems
❑ Conflicts are been observed in entry and exits. ❑ NMT integration in safety and security of the station is not considered in design aspects. ❑ Safety and security for passengers is not provided inside the station, thus a lot of passenger conflicts have been observed. ❑ Entry for the passengers into the arrival and departure block is provided through the city bus terminus. ❑ These are the passenger conflicts observed at the entrance of the Departure block.
