RETROFITTING CYCLING IN INDIAN URBAN ENVIRONMENT by Jasmine Arora

RETROFITTING CYCLING IN INDIAN URBAN ENVIRONMENT -because this would be the ideal, happier and healthier future

JASMINE ARORA ENROLMENT NUMBER- 00717601616 ACADEMIC YEAR: 2016-2021

RESEARCH PAPER GUIDE: PROF. ASESH KUMAR MAITRA RESEARCH PAPER COORDINATOR: PROF. RASHMI B. TANDON

COLLEGE OF ARCHITECTURE

VASTU KALA ACADEMY 9/1 QUTAB INSTITUTIONAL AREA, ARUNA ASAF ALI MARG NEW DELHI â&#x20AC;&#x201C; 110067

â&#x20AC;&#x153;Every time I see an adult on a bicycle, I no longer despair for the future of human race.â&#x20AC;? -H.G. Wells (Williams, 2016)

Picture 1:Indian girls riding to school on bicycle, it provides them a sense of freedom (Wright, 2011)

ABSTRACT

We have advanced in technology to such extent that we can feel the place without even visiting there (Virtual reality), we are also aware of the current issues faced by the entire world irrespective of caste, religion or gender like traffic, pollution, increasing population, health issues, an unhealthy stressful lifestyle and the most discussed climate change As Yuval Noah Harari explains in his book “21 lessons for the 21st century” that we have more pressing tasks to perform everyday like going to work, caretaking for the kids, etc. that we can hardly afford to investigate on global matters. We won’t be exempt from the consequences, if future is decided in our absence while we are busy in feeding our kids and resolving personal issues. Consequently, it has started affecting our day to day life, we cannot get out of our homes, kids cannot even play in the parks, there are official holidays due to pollution. It is high time to do something for the greater good. If we want to paint an ideal picture of a city far away from these problems it would be where we want to get out of the house, walk on the pleasant country lanes, watch the flowers, trees shedding, hear the birds chirping and not the honks and sounds of engines, where we want to bike on roads, feel good about traveling to work, where people are interacting, playing and feel at peace but unfortunately, that is completely different from the foreseeable future with the current approach. And who wants that stressful life? The secret to transforming a city is not a question of engineering but of imagination and the road to a better future can start with something as simple as a bike lane (Khan 2018). This research is about understanding the current scenario of cities in terms of cycling infrastructure and people’s attitude towards cycling in India and then finding out the best design decisions and methods from around the world which can be successfully adapted in India to make cities more liveable through dependency on cycles. Cycling is not only beneficial for cyclists but also for the pedestrians and clearly for the environment. The principal finding here is that the small-sized cities are the best suited for cycling and hence leading to a liveable and happier environment. The problem lies is that India has more mid-sized and large-sized cities which are becoming more crowded and unliveable than ever before. Can something be done in order to change the current situation not just incrementally but with a quantum shift?

Key words: sustainable mobility, utilitarian cycling, Indian context, design solutions, better urban environment

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DECLARATION

I, Jasmine, Enrolment number, 1616007 hereby declare that the research paper titled “RETROFITTING CYCLING CULTURE IN INDIAN URBAN ENVIRONMENT” submitted by me, in partial fulfilment of the requirement of the curriculum of B.Arch as per the university norms, to Vastu Kala Academy, Guru Gobind Singh Indraprastha University, is a record of my original work with credits given for information collected from any other source.

Date: Name: Signature:

ACKNOWLEDGEMENT thank you to my family: my mother, Bhawna Arora, my father, Parveen Arora, and my brother Sidak Arora, thank you for believing in my capabilities, making me aware of my strengths and supporting me with all my dreams. thank you to my grandparents for teaching me the value of compassion and to always have faith in God. thank you to my Supervisor Prof. Asesh Kumar Maitra for reading my thoughts and providing them with a clear direction. Your constant support has been a huge source of encouragement. this research paper would not have been what it is without your expertise, understanding and patience. You are a constant inspiration. thank you to my Co-ordinator Prof. Rashmi B. Tandon for your wonderful insight into my research paper. Our conversations always motivated me to challenge myself further and look at my thesis with a whole new set of possibilities. I am grateful for your mentorship and commitment. Special thanks to Dr. Sanjay Gupta, transportation head, SPA for providing useful data. I am also indebted to Prof. Beena Narayan for sharing her thoughts with me and help me organize my ideas. thank you for answering all my curiosities and providing me with the most helpful resources. thank you to Prof. Amit Hajela for conducting a wonderful studio and bringing me closer to some very resourceful literature. thank you to Prof. Vijay Matange, Prof. Sanjay Mehrotra and Prof. R.K. Safaya for guiding me for research paper. I would also like to thank thank Prof. Yashasvi Guleria and Sheiley Srivastava for their lectures that helped me to organize knowledge. It was insightful. Last but not the least, thank you my dearest roommate Aditi, who was always willing to discuss my topic and give insights, and thanks to all my friends. thank you ALL for making this possible. vii

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PERSONAL MOTIVATION

I came to Delhi in order to pursue my Bachelors in Architecture. First-year of college was very exciting. However, in the second year, a friend of mine suffered from severe asthma. This led me to think that there are several issues in the world to be resolved, as we all know most concerning is climate change, and here we are learning to resolve just our house and school plans. In the third year, faculty introduced us to urban prototypes like mixed-use development, which made me clear that architecture can really bring about a change in the world. One day I saw Smart bikes in Connaught Place and took a ride with friends. After returning to my room, I asked my dad if I could buy a bicycle because it would help to reduce my carbon footprint, he refused and said that Delhiâ&#x20AC;&#x2122;s traffic is unsafe for bicycles. That was the moment that made me think about how cities are unsafe for cyclists which is the most sustainable mode of transportation. I hope this research paper will help us create a better world around us.

Picture 2:Invisible India gate (Vashist, 2019)

TABLE OF CONTENTS

1.RESEARCH FOUNDATION

1.1

INTRODUCTION................................................................................. 2

1.2. RETROFITTING CYCLING IN INDIAN URBAN ENVIRONMENT ......... 6 1.2.1. RELEVANCE & PROBLEM FIELD ................................................. 6 1.2.2 HYPOTHESIS .................................................................................. 6 1.3 RESEARCH QUESTION ........................................................................ 8 1.4 AIM ......................................................................................................... 8 1.5 OBJECTIVES ......................................................................................... 8 1.6 SCOPE ................................................................................................... 9 1.7 LIMITATIONS ......................................................................................... 9 1.8 RESEARCH FRAMEWORK ................................................................. 10 1.9 RESEARCH METHODOLOGY............................................................. 11 LITERATURE REVIEW .................................................................................. 12 2.1. EVOLUTION ........................................................................................ 14 2.2. ADVANTAGES OF CYCLING ............................................................. 19 2.3. LIMITATIONS OF CYCLING ............................................................... 23 2.4. OVERVIEW OF CYCLING IN INDIA ................................................... 23 2.4.1. ANALYSING WORK TRIPS IN INDIA ........................................... 24 2.4.2. BICYCLE OWNERSHIP ................................................................ 25 2.4.3. REASONS FOR DECLINING USE OF CYCLES- PROBLEMS FACED BY CYCLISTS ............................................................................ 26 2.4.4. CYCLING IN DIFFERENT SIZE OF CITIES ................................. 27 2.4.5. CYCLING INFRASTRUCTURE IN VARIOUS INDIAN CITIES ..... 29 2.4.6. REQUIREMENTS FOR BIKE-FRIENDLY CITY IN INDIAN CONTEXT ............................................................................................... 32 2.5. DESIGN TOOLS .................................................................................. 33 2.5.1. DESIGN STRATEGIES ................................................................. 35 2.5.2. GENERAL DESIGN TOOLS ......................................................... 37 2.5.3. DESIGNING A CITY FOR THE PEOPLE...................................... 38 2.5.4. MACRO INFRA DESIGN .............................................................. 38

2.5.5 MICRO INFRASTRUCTURE DESIGN ........................................... 44 CASE STUDIES ............................................................................................. 49 3.1. SECONDARY ...................................................................................... 50 3.1.1. AMSTERDAM ............................................................................... 50 3.1.2. COPENHAGEN ............................................................................. 54 3.2. PRIMARY CASE STUDY-.................................................................... 58 3.2.1. CHENNAI ...................................................................................... 58 3.3. STATISTICS ........................................................................................ 61 3.4.OBSERVATIONS: ................................................................................. 63 ANALYSIS ...................................................................................................... 67 4.1. ANALYSIS ........................................................................................... 68 4.2. COMPARITIVE ANALYSIS .................................................................. 70 SYNTHESIS ................................................................................................... 71 5.1. INFERENCES ...................................................................................... 72 5.2. CONCLUSION ..................................................................................... 72 5.3. RECOMMENDATIONS: ....................................................................... 74 REFERENCES ............................................................................................... 78 BIBLOGRAPHY .............................................................................................. 81

Figure 1:Widely used cargo-tricycle in India

LIST OF TABLES AND FIGURES Table 1: Share of work trips by mode in India (2016) ....................................... 7 Table 2: Cycle tracks in different Indian cities ................................................ 29 Table 3: Recommendations related to cycle tracks in new Code of practice for design of Urban Roads by MoUD ................................................................... 32 Table 4: Transport profile of Chennai City (Source: chennaicityconnect.com/knowledgebase/â&#x20AC;Ś/Parking-ReportChennai.pdf .................................................................................................... 61 Table 5:Transport characteristics of Chennai City (Source: Population census 2011, govt. of Tamil Nadu, Sengupta, 2005, The Hindu, WSA, 2008) ......................................................................................... 61 Table 6: Growth trend of motor vehicles in Chennai (Source: http://en.wikipedia.org/wiki/Tranport_in_Chennai) ........................... 62

Figure 1:Widely used cargo-tricycle in India ..................................................... iii Figure 3: benefits of cycling ............................................................................ 20 Figure 4: benefits of cycling Source: (Dutch Cycling Embassy 2018)............................................................................................... 20 Figure 5: benefits of cycling ............................................................................ 21 Figure 6: Household Bicycle Ownership in India (2001-1011) (TERI Analysis) ....................................................................................................................... 25 Figure 7: Percentage share of households owning cycles (2001 and 2011) (Source- TERI) ............................................................................................... 26 Figure 8: Potential cyclists: Reasons for not cycling (TERI) ........................... 26 Figure 9: Bike Bollard ..................................................................................... 45 Figure 10: Section of bike bollards ................................................................. 45 Figure 11: Bike in a bike bollard ..................................................................... 46 Figure 12:Bike Rack ....................................................................................... 47 Figure 13: Bike Locker.................................................................................... 48 Figure 14: Bike locker placements.................................................................. 48 Figure 15: Finger Plan 2007 by Danish govt. ................................................. 55 Figure 16: Snake bridge ................................................................................. 57 Figure 17:Bikes ands taxis outside Chennai central station. Cycling has been a part of the city since the colonial period.......................................................... 58 igure 18 .......................................................................................................... 59 Figure 19 ........................................................................................................ 60 Figure 20:Development of cycling infrastructure in Chennai .......................... 60 Figure 21 ........................................................................................................ 62 Figure 22: Signages encouraging use of cycles in Chennai ........................... 64 Figure 23: Florescent signages Figure 24: encouraging shared streets ............................................................................ 64 Figure 25: Cycle tracks encroached by motorized vehicles ............................ 65

Figure 26: PBS at Marina beach, Chennai- The light weight fancy looking cycles have an automatic front and rear LED lights. ...................................... 65 Figure 27:Footpath and cycle track ................................................................ 66 Figure 28: Smart bike is a public bicycle sharing system, now available in Chennai .......................................................................................................... 66 Figure 29: Realities of cycling in urban environment ...................................... 82

Picture 1:Indian girls riding to school on bicycle, it provides them a sense of freedom (Wright, 2011) ..................................................................................... ii Picture 2:Invisible India gate (Vashist, 2019) ....................................................x Picture 3: Aspiration of buying cars (early 90s) (Krapfl, 2016) ......................... vi Picture 4: Cars in today's world-people in cars are not stuck in traffic but they are traffic. (Krapfl, 2016)................................................................................... vi Picture 5:60 People in bus, cycles and cars respectively (Toderian, 2016) ...... 1 Picture 6:Reality of cycling in cities (Walker, 2019) .......................................... 5 Picture 7: Hobby-horse (Kalra, 2016) ............................................................. 13 Picture 8: Safety bicycle 1885 (Kalra, 2016) .................................................. 13 Picture 9:In 1884, Thomas Stevens, began with his world trip on what was called the Pennyâ&#x20AC;&#x201D;Farthing. (Kalra, 2016) ..................................................... 15 Picture 10:An Old BSA ad, from the book, Cycles of Empowerment? The Bicycle and Everyday Technology in Colonial India and Vietnam by David Arnold and Erich DeWald (Kalra, 2016) ......................................................... 17 Picture 11: Benefits of cycling (Walker, 2019) ................................................ 18 Picture 12:A cycle track created by PMC as part of Smart City project of the road connecting Bremon Square and Parihar Chowk, Aundh in Pune. (Khairnar, 2017) ............................................................................................. 30 Picture 13: Xiamen Bicycle Skyway ,China .................................................... 34 Picture 14:Die-in protest ................................................................................. 36 Picture 15:Xiamen Bicycle Skyway solves a pragmatic transport-related problem, accommodates the needs of the many and promotes bicycling. ..... 39 Picture 16:Xiamen Bicycle Skyway is the worldâ&#x20AC;&#x2122;s longest bicycle bridge and China's first suspended bicycle path on raised platforms. .............................. 40 Picture 17: Cars are restricted in ancient streets of Ferrara, Italy .................. 41 Picture 18: Separarted cycle tracks in Slovenia, Copenhagen ....................... 43 Picture 19: Modern vision for Amsterdam 2000 (Kurnik, 2018) ...................... 50 Picture 20: Tunnel Below Central Station (Gunn, 2018) ................................. 53 Picture 21:Everybody cycles in Amsterdam. Children ride both in front (Buehler, 2010) .............................................................................................. 53

Picture 3: Aspiration of buying cars (early 90s) (Krapfl, 2016)

Picture 4: Cars in today's world-people in cars are not stuck in traffic but they are traffic. (Krapfl, 2016)

RESEARCH FOUNDATION

CHAPTER 1

Picture 5:60 People in bus, cycles and cars respectively (Toderian, 2016)

1.1 INTRODUCTION When was the last time, you were stuck in the traffic? Probably today, this is because cities are not ready to handle the uncontrolled growth of urbanization. Urbanization is leading to more employment opportunities and further to increased affluence and affluence is leading to increased ownership or cars and hence the traffic on roads in more than ever before. To deal with this, cars demand more road infrastructure and the government keep on building new roads, bridges are car parking, consuming more and more space hence making cities less and less efficient. But is it reducing the traffic? In the 20th century, this enormous increase in car ownership, demands to build new roads. At the turn of the 20th and 21st centuries, the rise of fuel prices made some commuters choose transit over cars, and so public transportation started to be developed more. Nevertheless, cars are still a very common mode of transportation (Lutogniewska, 2014). As a consequence of this, air pollution and traffic are increasing in cities thus making cities unliveable. As soon as we get outdoors, we hear noises of honking, car engines and breath the polluted air, such environments are not only degrading physical health but also mental health. Before rushing headlong towards all-new mobility innovations that seem to be sprouting up left and right, better put deep thought into what we want our cities to look like. If we could paint a grand picture of our ideal future city, how would it look like? A lot of what comes to mind seems to be nearly the very opposite of what the most major cities in the world have to offer these days: peace and quiet, clean air and a plethora of green, beautiful spaces to walk through or rest in. Community spirit is about knowing your neighbors, being able to borrow milk or few eggs, engaging in conversation with friends while kicking back in your local square, and finally, be able to travel from A to B with least fuss possible. (Hyaat, 2018) Congestion level is estimated to increase rapidly in the upcoming years. New York Times have suggested that â&#x20AC;?cars are ruining our citiesâ&#x20AC;? including the now-

familiar logic that adding extra lanes to a freeway does not relieve congestion, but induces even more traffic, and that traffic calming (such as narrowing lanes of traffic or closing access to road) has the actual effect of relieving traffic congestion-known as â&#x20AC;&#x2DC;traffic evaporation.â&#x20AC;&#x2122; (Hyaat, 2018) It is important to carefully examine our vision of the future cities and then work towards that vision with resolve. We know that the world is facing climate change and have already started facing the consequences, uncontrolled development needs sustainable approach right now more than it needed ever before. All the current issues- climate change, urbanization growth, traffic, obesity, etc., seem to be different but they have a common cause â&#x20AC;&#x201C; cars, precisely motorized-vehicles. So, what do we do now, shall we stop commuting? Or walk throughout the place? How about Cycling? Cycling is the most sustainable means of transportation because it requires no fuel and leaves no toxic gases behind. It is beneficial in several ways- it requires minimum space which means less traffic and more efficient cities, pollution free (eco-friendly), improves health, is most economic and leaves no carbon footprint. It is the ideal mode of transportation. However, it has many limitations such as it provides no protection from element, no seat for additional riders, no luggage compartment, no crumple zone, not fast enough. The impediments of adopting cycling is not the limitations of cycling but inability to get rid of cars. If compared with automobile whose convenience and comfort cannot be denied and is favoured by the majority as a means of transport, bicycles might not work. To get rid of cars, would not be easy, that is because people associate car with class. The better car means better class.

But, given the pressure of urbanisation and climate change, the automobile cannot be regarded as ideal mode of transportation. Its merits are exceeded 3

by dangerous effects. (Rudder, 2018) From an urban planning point of viewefficiency of cities is very important, it means amount of space used by bicycles wins over amount of space used by automobiles. Therefore, electric cars can only be secondary consideration since it will take same space and problem of traffic wonâ&#x20AC;&#x2122;t be handled. Also, bicycles are faster than cars in traffic. So, itâ&#x20AC;&#x2122;s a win-win for bicycles. For the limitation parts of bicycle, we surely can come up with some solutions to overcome them.

Picture 6:Reality of cycling in cities (Walker, 2019)

1.2. RETROFITTING CYCLING IN INDIAN URBAN ENVIRONMENT 1.2.1. RELEVANCE & PROBLEM FIELD “People are migrating to cities, the urban population is increasing at a rapid rate due to which there is a lack of affordable houses, the urban sprawls are occurring, there is an enormous shortage of usable land, traffic is more than ever before and if we let the cities go the way they are going, we are going to have a disaster.” (Benninger, 2012) We know, bicycles are ideal mode of transportation. However, cyclists are the most vulnerable people on road. To survive the competition with automobiles and other modes, cycling in a city must be safe, quick and comfortable. Observing the realities on experience of cyclists on roads, there is a need for proper planning and management of cycling infrastructure. This research paper focuses on understanding how some cities are able to encourage cycling culture through design in order to find out some principles for retrofitting in Indian cities.

1.2.2 HYPOTHESIS People avoid using cycles because it is unsafe and uncomfortable mainly due to the poor infrastructure. “Good facilities are necessary but not sufficient. You also need a culture that is not too focused on the car as status symbol, a low enough crime rate that allows for a simple bike lock, a community that sees the benefit of cycling as a public and environmental good” (Bicknell 2012). Better infrastructure and creative design making at urban planning level can promote use of bicycles, which is undoubtedly beneficial for society as well as individual.

Let us analyse current Indian scenario-

Table 1: Share of work trips by mode in India (2016) Source: TERI Analysis

It is clear that there are many people that use cycles for traveling, these are usually people below the poverty line because they cannot afford other means and few others are health or environment conscious people who usually avoid cycling due to safety reasons. According to the Ministry of Road Transport and Highways Data, 2015 report, states the Vulnerable Road Users (cyclists apart from 2-wheeler) make up for 46.3 percent of the total fatalities. Yet another report, the Analysis of Global Road Safety 2015 done by SaveLIFE Foundation, found that road traffic deaths among pedestrians, cyclists, and motorcyclists comprise the most half of all the deaths on roads across the world (Bhatia 2017). There is a wide range of ways to encourage utilitarian cycling in cities. They can be divided into two groups: biking infrastructure and government policies (Lutogniewska 2014). An analysis of the municipal corporation budget allocation for Ahmedabad, Bengaluru, Chennai, Pune, and Nagpur reveals that in 2012â&#x20AC;&#x201C;16, only 25% of the budget was allocated to transport. Of this, 45% was spent on infrastructure for motorized transport,2 30% on general expenses, 15% on public transport,

and 7% on mixed-mode, while only 2% was spent on NMT infrastructure development. (SUM NET INDIA, 2017) Increasing investment on cycling infrastructure can motivate choice users to shift and can provide safe cycling conditions for captive users who often travel in unsafe and unhealthy conditions. Further, mandating investment on NMT for projects that seek to develop motorized and public transport infrastructure can address the issues pertaining to last-mile connectivity.

1.3 RESEARCH QUESTION How can we retrofit cycling culture in India through urban design and architecture?

1.4 AIM To seek out the working principles for achieving the best possible liveable city environments through cycling infrastructure and evaluate them for Indian cities.

1.5 OBJECTIVES To understand the role of cycles as a mode pf transportation in cities. The main objective of this study is to enhance the Indian cities through the means of cycling infrastructure. In order to achieve this main objective, some sub-objectives can be formulated: •

to identify the hindrances in the path of developing cycling culture

•

to learn from the current the best examples such as Copenhagen, Denmark and Amsterdam, Netherlands

•

to understand and evaluate the possibilities of promoting cycling in Indian cities of different sizes.

1.6 SCOPE This study will focus on the current scenario of Indian context in terms of cycling infrastructure and also study the best examples such as Copenhagen, Denmark and Amsterdam, Netherlands. Finally, this will help to evaluate and understand the best working principles for designing the successful cycling infrastructure of a city mainly in Indian context so that future of Indian cities would be way better than the foreseeable future with the current approach. This also covers theoretical framework by authors such as Dr. Steven Fleming who have done marvelous work in theory part and also Mikael Collvile Andersen who is a real life successful example of successful bike-friendly infrastructure urban designer.

1.7 LIMITATIONS Bicycle transport was redefined in 2010 when New York, allotted space for bicycles as protected bike lanes. Now, every developed city is at least talking about becoming bike friendly. However, most cities have also been talking about blinds and disabled friendly cities. (Fleming, 2017) Developing cities such as India has also tried to take some initiatives but those arenâ&#x20AC;&#x2122;t enough and thereâ&#x20AC;&#x2122;s no good successful example in India to look at for a bicycle-friendly city. One reason is also because of the climate of India which is not really suitable for bicycles. This research paper covers few cities of India with policies in favor of cyclists but has no successful example of India. Road and junction designs are not detailed in this research paper because of time constraints .

1.8 RESEARCH FRAMEWORK

1.9 RESEARCH METHODOLOGY

The study has been conducted with the use of mixed methods approach which is a combination of qualitative and quantitative methods and is useful because it offers the detail facts that can be used for analysis (Lutogniewska 2014). A popular podcast â&#x20AC;&#x2DC;Movement by Berylâ&#x20AC;&#x2122; (CastBox app) inspired certain ideas for this dissertation. Books like Copenhagenize your city, Velotopia and observation of comments on the internet were widely used for this research. Additionally, the journal Ride a bike, Reclaim the city! and another journal my liveable city- the urban mobility provided better insights for understanding the topic and writing the paper. Many secondary sources like videos, articles and pdfs on the internet, dissertations, and thesis have also been used. Statistical data were obtained from TERI. Evaluation and analysis of available data was the major last step. In the beginning, this research discusses advantages and limitations of cycle as a mode of transportation. Further it talks about evolution of cycles and history of cycling in cities. In third part, it discusses about the different practices around the world and then in Indian cities. Next part covers case study of most cycleable city in the world, i.e. Copenhagen. The next chapter covers technology then design strategies. The discourse ends with analysis and comparative analysis with further synthesis of the whole.

LITERATURE REVIEW

CHAPTER 2 12

Picture 7: Hobby-horse (Kalra, 2016)

Picture 8: Safety bicycle 1885 (Kalra, 2016)

2.1. EVOLUTION

The first bicycle was made up of wooden frame and wheels, had no pedals and was known as running machine which was built by Karl Drais in 1817. Around 1840, first pedal was introduced which helped to move the rear wheel with cranks attached to long rods and helped the feet to remain off ground while riding. During 1860s, new pedals were invented by French inventors that turned the front wheel. This new bike had a heavy iron frame and wooden or iron tyres. In 1871, a faster cycle- the ordinary (also known as penny-farthing) came into existence which had a tall front wheel and small back wheel. However, this was a very dangerous bicycle- hard to ride up hill and riders often fell while trying to stop or slow down. In 1885, John Starlet changed the bicycle with Rover safety bicycle. It had solid rubber tyre. In 1887, John Boyd Dunlop invented pneumatic (air-filled) tyre. (Davies, 2004)

It is funny to imagine that cycle was a vehicle for daredevils because it had no brakes at that time. Bicycles were simply the quickest vehicle on the road at that time. In 1880s, finally the safety bicycles came into use and air filled tyres were patented in 1888. Nor did this change when Carl Benz, Mannheim presented his new ‘patent motor car’. Only price hindered the machine’s mass diffusion. After 1900, industrial mass production and imports lowered bicycle prices while simultaneously wages elevated, cycling became affordable for a larger demographic. Mobility behavior altered drastically. After 1905, cities loosened cycling laws to keep a check. After WW1, bicycle attained significance but this heyday was brief and was followed by mass decrease in sales. ‘Car friendly’ was the dogma that defined optimistic scenarios of 1960s and 1970s. In late 1960s, the bicycle enjoyed a renaissance, but only as an accessory to the car, in form of the folding bike. Since then, even more and larger automobiles together with overcrowded town centers, air pollution and the indisputable advantages of the bicycle minimal space requirements and zero emissions have led to a revision of conventional wisdom. (Khan, 2019)

Picture 9:In 1884, Thomas Stevens, began with his world trip on what was called the Pennyâ&#x20AC;&#x201D;Farthing. (Kalra, 2016)

EXPORTED TO INDIA British manufacturers- BSA, Rudge and Raleigh had started exporting bicycles to India in 1890s. According to the book –“Cycles of Empowerment? The Bicycle and Everyday Technology in Colonial India and Vietnam” authored by David Arnold and Erich DeWald- In 1910, thirty-five thousand bicycles were imported in India. By 1940, they recorded an import of 70,000 bicycles and in 1950s, it increased to 2 lakh bicycles. Bicycles were only found in hill stations during late 1800s, where they were used by Parsis and Europeans. However, the twowheeler came very soon in most Indian cities. Bicycle became an integral part of the Indian middle class at the end of the century. The bicycle made people more self-reliant, along with a healthier image and it uplifted their social status also. Soon, cycling clubs came up, firstly in Calcutta. During this period of 1890s, clubs were there for both Indians as well as Europeans. The Europeans were fond of exploring and always influenced Indians with new ideas. Bicycle touring and races had also become popular by 1910. Several young middle-class students started touring the countryside on a bicycle starting from Calcutta. Bicycles had only been the thing for Indian males so far. Some saw it as a tool to revitalize masculinity. Especially, Bengali men, who were often stereotyped as being more “effeminate,” started using cycling as a means to promote selfimage of being independent and more virile. In the Parsi community also, the older men started promoting bicycling because of their concern for reproductive problems in males. The bicycle also served a huge purpose for women. They could explore freedom by becoming more mobile for the first time, even if it was within a limited region. Not only this, schoolgirls and female college students gained access to educational opportunities, especially in the cities. However, cycling was initially restricted to the males in the villages. Men deliberately controlled bicycling to retain a woman’s physical and social mobility. (Kalra, 2016)

Picture 10:An Old BSA ad, from the book, Cycles of Empowerment? The Bicycle and Everyday Technology in Colonial India and Vietnam by David Arnold and Erich DeWald (Kalra, 2016)

Picture 11: Benefits of cycling (Walker, 2019)

2.2. ADVANTAGES OF CYCLING

Over the last few years, there has been growing attention to cycling worldwide. An increasing number of cities are elaborating strategies to increase level of cycling. Although many cities set ambitious goals, progress is often slow and very localized. Despite these disparities, research on cycling is clear: cycling is good for people and society as a whole. (Walker, 2019) People cycling regularly live longer and healthier lives. People also report feeling happier when they commute by bicycle than with any other form of transport. With an increasing proportion of people living and working in cities, the bicycle represents practical alternative to the current car-oriented societies we live in. With the appropriate infrastructure and bicycle-friendly infrastructure to make cycling safe in cities, it is possible to reduce and avoid traffic congestion and spend the time saved on more meaningful activities. Because of the small amount of space required to cycle, the bicycle is a more efficient way to move people in the constrained physical space of cities than for example by car. Furthermore, as the visibility of the facts of climate change increases, cycling helps us to reduce our impact on the environment. (Dutch Cycling Embassy 2018)

CYCLING IS BENEFICIAL FOR THE ECONOMY.

Figure 2: benefits of cycling Source: (Dutch Cycling Embassy 2018)

CYCLING IS GOOD FOR OUR PLANET AND FOR OUR CITIES.

Figure 3: benefits of cycling

Source: (Dutch Cycling Embassy 2018)

CYCLING INCREASES HAPPINESS.

Figure 4: benefits of cycling Source: (Dutch Cycling Embassy 2018)

ANALYSIS OF ECONOMIC BENEFITS IN INDIA Estimation of Direct Benefits The benefits that directly accrue to individuals due to the uptake of cycling are defined as direct benefits. In the study, personal fuel savings, health benefits due to increased physical activity, reduced air pollution, and travel-timesavings by marginal unskilled workers are quantified

Estimation of Indirect Benefits The benefits that accrue to society due to a modal shift towards cycling are defined as indirect benefits. In the study, energy savings (toe) and reduced CO2 emissions have been estimated.

To increase bicycle access among low-income households, the provision of microfinancing options and implementation of cycle-distribution schemes should be undertaken. Given that at present the expenditure on bicycles accounts for a large share of household income, it is important to make bicycles more affordable for low-income households. This could be achieved by reducing the GST rate on bicycles costing less than INR 5,000 from the existing 12% to the lowest rate of 5%. It is also recommended that a ‘Bicycle Development Council’ should be established for growth and development of the sector in India.

2.3. LIMITATIONS OF CYCLING

•

Exposure to the Elements

•

Not suitable for everyone- elderly, blind, disabled, ill-persons

•

Road Hazards

•

Poor Lights

•

Lack of Cycle Lanes and Trails

•

Lack of Storage

•

Limited Travel Distance

•

No Passengers

•

Bike Theft

•

Limited Speed

2.4. OVERVIEW OF CYCLING IN INDIA

50% of the people in India use non-motorized mode of transportation. Workers are most dependent on cycling after walking for meeting the daily travel requirements in rural areas. However, in urban areas, workers are most dependent on two-wheelers after walking.

2.4.1. ANALYSING WORK TRIPS IN INDIA

On-foot work trips account for the highest share in rural and urban India with the share being 12% higher in rural areas. In last few years, the number of total registered motor vehicles in India has grown from 89 million vehicles in 2006 to 230 million in 2016. (T.E.R.I., 2018) Two-wheelers have played a significant role in the increasing ownership of private vehicles and account for 73.5% of the total registered vehicles. The contributors to this proliferation of private motorized vehicles are- Rising income levels, increased affordability and comfort of motorized transport, inadequacy of non-motorized transport infrastructure and public transport. Fuel use in the transport sector has more than doubled from 40.29 million tons of oil equivalent in 2006 to 86.70 MTOE in 2016. (TERI, 2017) The increasing share of these vehicles is contributing to alarming levels of air pollution in cities, with 14 Indian cities featuring in the list of the worldâ&#x20AC;&#x2122;s 20 most polluted cities (WHO, 2018), increasing the risk of heart disease, lung cancer, and respiratory diseases. As transport demand continues to grow with rapid urbanization, increasing per capita income, and population growth, the dependence on motorized transport could further exacerbate the incidence of these negative externalities, making it a highly unsustainable mode of transportation with heavy cost implications for the economy and society. Keeping in view this emerging trend of unsustainable transport, it is imperative that India shifts to mobility solutions that minimize these costs to society.

2.4.2. BICYCLE OWNERSHIP

Figure 5: Household Bicycle Ownership in India (2001-1011) (TERI Analysis)

The household bicycle ownership increased at an annual average rate of 3% between 2001 and 2011, with the number of bicycle-owning households increasing to 111 million in 2011 from 84 million in 2001 (GoI, 2011). However, during the same period much higher growth in household ownership of twowheelers and cars was observed. Bicycle users in India are either captive or choice users. Captive users, who belong to low-income households, are dependent on cycling as their primary means of mobility. Among these individuals, bicycle ownership has remained stagnant due to the lack of the requisite financing options and the high price of bicycles. For choice users, the absence of adequate safe cycling infrastructure has curtailed the use of bicycles. In addition, increasing levels of income combined with multiple financing options have increased the preference for private motorized transport (TERI, 2014).

Figure 6: Percentage share of households owning cycles (2001 and 2011) (Source- TERI)

2.4.3. REASONS FOR DECLINING USE OF CYCLES- PROBLEMS FACED BY CYCLISTS Reasons for declining cycling trends in urban areas Decline in use of cycles in urban areas can be attributed to the following factors: Lack of safe cycling conditions in the cities; Lack of innovative cycle promoting schemes like bicycle sharing; and Social perception about cycling and preference of motorized personal transport over cycles. (TERI,2014)

Figure 7: Potential cyclists: Reasons for not cycling (TERI)

2.4.4. CYCLING IN DIFFERENT SIZE OF CITIES

As per census of India 2011, there are 468 Class I cities having population more than 1lakh. In smaller cities with area varying from 75-130 sq km. cycling is a suitable mode of transportation even without cycle lanes but since no. Of cars have increased on road, some protection is required from fast moving vehicles, so cycles lanes should be provided. For 53 million plus cities and 3 mega cities, it is impossible to solely rely on cycles, therefore public transportation must be merged with private cycles or public bicycle sharing systems in order to provide facility for sustainable transportation even in mid sized and large sized cities. Cities with population 0.5–1.0 million indicate similar trends with nearly 50% trips by motorized modes and about 20% trips by cycling; average trip length in these cities is about 3.5 km, a distance ideal for cycling. In contrast to the popular perception, smaller cities (less than 0.5 million population) have a very low share of cycling in daily trips despite average trip lengths below 3 km. According to Tiwari and Jain (2010), though the absolute number of cycling trips has been increasing, the modal share in favor of cycling is now limited to only 13%–21% in most of our medium (1–3 million) and large cities (3–5 million), 7%–15% in very large cities (population above 5 million), and 7%– 10% in mega cities. The modal share of cycling in most of the cities is declining over the past few decades. In a mega city like Delhi, bicycling has witnessed a decline of more than 30% in the mode share in the past five decades. In 1957, mode share of cycling was 36%, the highest among all other modes, whereas in 2008, its share was only 4%. Similar to modal share trends, the share of cycles in city traffic has also been witnessing a continuous decline; it fell to an average of about 12% in 2007 in about 80 cities in the country as compared to 33% in 1994, according to a study supported by the Ministry of Urban Development (MoUD and WSA, 2008). The share of fast moving vehicles in the traffic, however, has increased from 70% to 88% during the same period. The declining share of cyclists in traffic can also be noted in mega cities like Delhi, Mumbai, and Bangalore

have witnessed a decline in cycle traffic share over the last 3â&#x20AC;&#x201C;4 decades. This share is expected to further drop as the cyclists in Indian cities are essentially captive users who are expected to shift to other modes once they have a choice. And, given that Indian cities are not taking any significant initiatives to create safe cycling environment, attracting choice users to cycling does not seem to be likely in the coming years. The ongoing discussion clearly indicates that providing infrastructure for cycling is a prerequisite for attracting potential (choice) cyclists to start cycling in Indian cities. While there may be other factors also that may influence choice of cycling, infrastructure is considered to be the most critical one. Provision of cycling infrastructure would also help provide safe cycling conditions for existing cyclists and may perhaps retain their share, which otherwise will keep eroding as cycle is not their choice mode. TERIâ&#x20AC;&#x2122;s surveys in six cities indicated that captive cyclists would want to shift to other modes of transport as their income increases and the key reason for this would be time savings, increase in comfort levels due to other modes, and perception that the other modes of transport are safer. Safe and quality cycling conditions may influence their decision to shift to other modes. Infrastructure provision, hence, emerges as being most critical. In addition to dedicated infrastructure for cycling, innovative and new concepts like public bicycle sharing schemes can have a significant impact in increasing the share of cycling in cities. Such systems can help address the issue of first and last mile connectivity to public transit systems, and in turn, increase the share of both public transport and NMT modes in cities.

2.4.5. CYCLING INFRASTRUCTURE IN VARIOUS INDIAN CITIES

Table 2: Cycle tracks in different Indian cities

Picture 12:A cycle track created by PMC as part of Smart City project of the road connecting Bremon Square and Parihar Chowk, Aundh in Pune. (Khairnar, 2017)

Cycling infrastructure in few cities in the country have constructed/ planned to construct cycle tracks. Only Pune and Chandigarh have wider city-level network of cycle tracks. These networks, however, have problems related to bad design, maintenance, encroachment, lighting, enforcement, etc. Most cities, which have cycle tracks, are mostly taking it up as part of the BRTS project or a stand-alone project, and not as an initiative to develop a complete cycle network for the city. The road design norms, standards, and guidelines, all provide for provision of cycle tracks on all arterial and sub-arterial roads. These standards, however, are not translated into actual road designs and hence indicate that attention needs to be given towards: • Capacity/awareness of urban road engineers to translate codes/guidelines into actual road design; • Appraisal mechanism for urban road design; • Monitoring during road construction; • Dedicated focus on creation of cycling circulation networks for cities. There are no dedicated investments proposed for cycle tracks in city budgets and city mobility plans; it is assumed to be part of investments earmarked for roads. However, as discussed earlier, though the road design codes require provision of cycle tracks on specific category of roads, construction of cycle tracks does not happen on ground. Most importantly, there seems to be a lack of political will for promoting cycling as a mode of transport and this is reflected in insignificant allocation of funds for cycling infrastructure and facilities in local budgets. Cycle-sharing schemes Only two cities, Delhi and Bangalore, have experimented with cycle-sharing pilots. These, however, are not city-wide networks and have not been successful due to several reasons as discussed earlier.

2.4.6. REQUIREMENTS FOR BIKE-FRIENDLY CITY IN INDIAN CONTEXT •

The main barrier to cycling in India is the hot climate along with safety.

•

If we create a green tunnel using trees on both sides of the road, it can help to reduce the discomfort.

•

A consistent network of cycle lanes is essential for cycling. In Chennai the cycling lanes are not consistent because of that there are hardly any cyclists in Chennai in spite of having cycling laws and infrastructure.

•

Cycling should be associated with public transit system for increasing the modal shift.

Table 3: Recommendations related to cycle tracks in new Code of practice for design of Urban Roads by MoUD

CONCLUSION

2.5. DESIGN TOOLS 33

Picture 13: Xiamen Bicycle Skyway ,China

2.5.1. DESIGN STRATEGIES

It is the simplest of solutions that can create a huge difference. Comfort, safety and speed are the major factors affecting use of cycles. If we try to think about comfort of a cyclist, it would be continuous ride, without having to stop or without getting down. Protection from the climate is another important aspect of comfort. Maybe if we design green tunnel of trees on the edges of roads, it would help to protect from the climate to some extent. Maybe if we create some railing at intersection to which cyclists can hold on to and don’t have to get down during red lights. We need to make creative decisions in order to see results.

“Road safety is not a goal, it’s a precondition for cycling!” •

The main barrier to cycling is safety

•

Cycling and public transport- The bicycle is ideal for short distances. Its reach can be increased when it is considered in association with other modes of transportation notably public transport. In the Netherlands, around 40% of train passengers arrive by bicycle.

•

Planning for density and proximity- In denser neighborhoods the modal shift for cycling is much higher than in more rural area.

•

Cycle paths don’t have to be alongside roads- The Dutch don’t limit themselves to build cycle paths on or along the roads. When planning for new neighborhoods for example, planners will sometimes create cycle paths completely isolated from roads simpler, safer, faster paths for cyclists through neighborhoods. This is called ’filtered permeability’.

•

Create a bicycle agenda- The government sets out objectives to promote and increase level of cycling.

Picture 14:Die-in protest

2.5.2. GENERAL DESIGN TOOLS

The fundamental needs of a cyclist are of foremost consideration for designing the infrastructure. SAFETY-safety is not a provision, it is a necessity. Junctions need to be addressed very carefully because they are most accidental prone due to conflict points. Separate space for cyclists is required, however, narrow lanes beside general traffic lane and guard rail at junctions with high traffic is not really safe for majority of cyclists. Die-in protest where people represent dead by lying on road took place in London in 2017 where cyclists asked for 10% investment in cycling infrastructure after the death of 2 cyclists and 3 pedestrians in a single week. There are numerous road fatalities around the world and most vulnerable people are pedestrians and cyclists on the road. Proper infrastructure must be there to ensure peopleâ&#x20AC;&#x2122;s safety. (Ardehali, 2017) In a discussion with a 24yrs college student residing in Delhi, he claimed that cycling in Delhi was a battle against death each and every day until my bike was stolen. DIRECTNESS- continuous routes without delay, obstacles and diversions with a holistically planned network is a must. Although many cities have cycle lanes, they tend to merge with general traffic on main roads, in such cases, there is no priority given to cyclist against other traffic, unless traffic lights are provided. COMFORT- cycle lane surfaces and transitions should be comfortable, well maintained and smooth. COHERENCE- consistent infrastructure should be there, understandable enough to everyone for using it without much effort. ADAPTABILITY- infrastructure design should be in such that it will still be in use years later.

2.5.3. DESIGNING A CITY FOR THE PEOPLE

A cycling advocate and urbanist Mikael Colville-Anderson, who is also a founder of the ‘Copenhagenize Design Company’. Argues that cities ought to be designed for people and not engineered, the way they are at the moment. The company is running a series of research projects investigating ‘desire lanes’ for cyclists to help improve the way cyclists move in the city. The phrase desire line, or Desire path was first mentioned in a book called’ The poetics of space’ (1958) by the French philosopher Gaston Bachelard. It describes the human tendency of carving a path between two points. It is afterwards responsibility of urban planners and governments to either abide or ignore the human being. 2.5.4. MACRO INFRA DESIGN If building more roads for cars can bring more motorized vehicles, making more and more space for bicycles must bring bicycles to use. Macro infrastructure design as a whole with interconnected cycle paths, highways, creating a network can ensure ease of use of bicycles. -CONNECTED BICYCLE NETWORK: a continuous network of cycle paths is vital because it makes cycling straightforward and effortless. -BICYCLE SUPERHIGHWAYS: A way forward is cycle highways, connecting different towns, within a reasonable distance, that wouldn't cost much effort to cycle. Leading example is Denmark were the first bicycle highways we're built, after failing to introduce the 'congestion charge'. In 2007, Copenhagen decided to solve automobile congestion in similar ways as London and Stockholm by creating a "congestion charge" on cars entering the city. However, after a series of protests by unhappy habitats, the project was scrapped. So they adopted another solution- encouraging cycling. It is believed that it is easier to make people do something than to make them stop doing something. The whole idea for building bicycle superhighways is to increase speed and safety ultimately creating better conditions for commuter cyclists, and encourage more people to choose a bicycle over a car. (Polikevicius, 2017)

Picture 15:Xiamen Bicycle Skyway solves a pragmatic transport-related problem, accommodates the needs of the many and promotes bicycling.

Picture 16:Xiamen Bicycle Skyway is the worldâ&#x20AC;&#x2122;s longest bicycle bridge and China's first suspended bicycle path on raised platforms.

Picture 17: Cars are restricted in ancient streets of Ferrara, Italy

-RESTRICTED CAR TRAFFIC IN THE CITIES: it is one of the most effective ways to get people on bicycles. There are a few examples with car-free areas within the city and they should be looked at as a perfect example for a way of planning a healthy city. One of the examples is the city of Ferrera in Italy where cycling is the only sensible way to get around. Cars are prohibited within the city boundaries because of narrow ancient streets. Even though cities might have different agendas for their car prohibition, such as pollution problems in Madrid, safety reasons in London or appealing fast travel in Copenhagen, they all end up with the same outcome- rise in numbers of cyclist citizens on the streets.

Macro infrastructure acts as a foundation for cycling, which leads in later stages for it to grow.

Picture 18: Separarted cycle tracks in Slovenia, Copenhagen

2.5.5 MICRO INFRASTRUCTURE DESIGN •

SEPARATED CYCLE TRACKS ON ROAD

•

GREEN WAVE

•

INTERSECTION DESIGN

•

THERMAL CAMERAS AT TRAFFIC LIGHTS

•

RUBLE STRIPS

•

BUS STOP ISLANDS

•

HANDRAIL BALUSTRADES AT TRAFFIC LIGHTS

•

BICYCLE FRIENDLY PUBLIC TRANSPORT

•

BICYCLE PARKING

•

ENERGY FROM SOLAR POWER GENERATING CYCLE PATHS

•

PUBLIC BIKE SHARING SYSTEM (PBS)

PBS schemes facilitate the borrowing of the bicycle from one hub with the expectation of its return at another hub within the network. Such systems have been in over 600 cities around the world Paris’s ‘Velib’, London’s ‘Santander Bicycles’, Mexico’s ‘Ecotics’ and Hangzhou’s ‘Hangzhou A public Bicycles’. India’s first city wide PBS system was launched on June4, 2017 in the heritage city of Mysuru, Karnataka called ‘Trin Trin’ ( Bharne & Kulkarni 2018). The introduction of a public bicycle sharing system may seem ironic in a country where bicycle riding remains dominant among the colossal lower economic demographics. Yet its implementation represents an important and timely transit planning initiatives within India’s current socio-economic realities. Since its launch, Trin Trin has seen more than 10,000 registrations (Bharne & Kulkarni 2018) •

BIKE PARKING BOLLARDS

Made of aluminum, steel, or ductile iron, the bollards allow separating the circulations of cars, cyclists, and pedestrians, at the same time to function as bicycle storage devices. Accommodating 2 bicycles per unit, each bollard can be installed permanently or can be temporarily removed if necessary, depending on how it is mounted on the surface.

Figure 8: Bike Bollard

Figure 9: Section of bike bollards

Figure 10: Bike in a bike bollard

BIKE RACKS Increasing the storage capacity of bicycles –between 2 and 7–, these stainlesssteel devices are easily mounted through two points of support.

Figure 11:Bike Rack

BIKE LOCKERS To achieve the greatest possible safety when parking, there are urban lockers that protect bicycles against weather conditions and vandalism. Made of heavy-duty plastic, each module withstands high impacts and can be grouped in different geometric shapes, adapting to its surroundings thanks to its triangular shape.

Figure 12: Bike Locker

Figure 13: Bike locker placements (ArchDaily, 2018)

CASE STUDIES

CHAPTER 3 49

3.1. SECONDARY 3.1.1. AMSTERDAM

INTRODUCTION It is believed that Dutch people have a culture of bicycling, but was it always safe to ride in Amsterdam? 75% of all trips in Amsterdam were made by bicycle up to 1955. However, in 1960s, cyclists were under severe threat of being eliminated from Dutch cities because of growing no. of cars (Zee, 2015). Consequently, cycling mode share had declined to only 25% of all trips from 1955 to 1970. (Gunn, 2018) This decline in use of cycles increased ownership and use of cars. It is not purely a matter of coincidence that Dutch were building cities in the seventeenth century that would be hard to drive cars on today. Back then, city planners were doing something we can still observe in cities as old as Pompeii deliberately making streets narrow to limit the flow of carriages into the centre (De Negen Straajes or â&#x20AC;&#x2DC;the nine little streetsâ&#x20AC;&#x2122;, for instance). Narrow streets, flatness and a lack of parking in a center protected as a UNESCO World Heritage.

Picture 19: Modern vision for Amsterdam 2000 (Kurnik, 2018)

Many children were killed in traffic accidents in 1972. As a consequence of which ‘Stop De Kindermoord’ – a campaign against the issue grew rapidly and then in 1973, Dutch countries faced oil crisis. (Gunn, 2018). It eventually resulted in the woonerf: a kind of people friendly street with speed bumps and bends to force cars to drive very slowly. Later, another group of activists founded the first only real Dutch Cyclists’ Union. The Hague and Tilburg were the first to experiment with special cycle routes throughout the city. “The bicycle paths were bright red and very visible; this was something completely new,” says Godefrooij (Zee, 2015). But those limited bicycle tracks were not sufficient. Subsequently, the city of Delft designed a whole network of cycle paths and as a result this did encourage more people to get on their bikes. Other cities got inspired and started developing new strategies to make it bicycle friendly. That is how Holland turned into a bicycle friendly city. Planning Most recent bicycle plan (the Meerjarenplan Fiets) has been published by the City of Amsterdam in 2017 which addresses long term goals for 5 years. Various surveys were done before publishing the plan. Planners aim at creating healthy, accessible and attractive city using 3 objectives•

Easy parking

•

Better biking

•

Smooth cycling (Gunn, 2018) Land Use: Since 1980s, government has focused on decentralized planning. Government is ready to deal with increasing population and aims at densifying underutilized spaces by making single used building- mixed use.

The city seems to be in right direction of redeveloping in order to make city even more bike friendly. (Gunn, 2018) Policy: Effective in budget, integration and execution. Policy is executed based on five pillars•

road safety

•

infrastructure

•

parking

•

education

•

promotion Infrastructure:

In the City ’s core is the Amsterdam Central Station is the largest train station and has a bike garage with three levels with a capacity of 3,000 bikes. Cyclists are given main priority in shopping streets. Most of the bicycle lanes are one-way paths that are 1.8 meters wide, ideally 2.5 meters wide. They avoid constructing 2-way bike paths. Lastly, the radius of curve for bike paths is at least 4 meters, and the slope gradient is at most 1:10 (Gunn, 2018). Infrastructure for traffic calming measures maintaining speed limits of 19 mph or less include: •

raised intersections

•

crosswalks

•

traffic circles

•

road narrowing

•

zigzag routes

•

curves

•

speedbumps

•

artificial closures (Gunn, 2018)

Picture 20: Tunnel Below Central Station (Gunn, 2018)

Picture 21:Everybody cycles in Amsterdam. Children ride with their parents (Buehler, 2010)

3.1.2. COPENHAGEN

INTRODUCTION The beautiful capital of Denmark, Copenhagen is the largest city in the country.1/3rd of Denmark's population resides in Copenhagen. First bicycle lanes were built in1910. Since then, Copenhagen is known as "City of Cyclists" Planning Copenhagen's first bike plan was published in 2002, called "2002 Copenhagen Cycle Policy". The current bike plan titled "Good, Better, Best- The City of Copenhagen's Bicycle Strategy 2011" laid out the goads for 2011-2025, with a slogan “a better bicycle city, a more livable city”. (Gunn, 2018) Land Use: Copenhagen’s municipal town limits are regarding 33.4 sq. miles associated has an calculable population of 601,448 residents as of 2016. The population density for town limits is regarding 18,000 Copenhageners per sq. mile; terribly almost like America town, San Francisco’s population density. national capital’s land use choices area unit created with the perfect that “a dense town creates growth” (City of Copenhagen, 2015). Development from the urban core outward to its close areas has been guided by the Finger set up, initially developed in 1947. The Finger set up offers a general development set up for the bigger national capital space wherever development is targeted on transportation corridors resulting in outside the town. Their area unit selected inexperienced wedges between the “fingers” to stay undeveloped. These inexperienced wedges can stop urban areas and can preserve valuable open areas (Danish Ministry of the atmosphere, 2007).

Figure 14: Finger Plan 2007 by Danish govt.

Infrastructure: Copenhagen, the “City of Cyclists”, has a number of the world’s most innovative bike infrastructure. the primary bike path to be created within the town was in 1920, by 2009 there were more or less 340 kilometers of motorcycle ways (Bruekel, 2010). It presently has the most important network of cycle tracks that area unit two.2-3 meters wide, grade-separated from motorized traffic and marked in blue color at intersections. it's traffic signals that area unit synchronous for peddler speeds (Pucher & Buehler, 2012). It additionally has created nice strides in lower automobile traffic in its urban core through reworking parking areas into bike ways, creating automotive parking more expensive and by reducing the number of automobile traffic lanes (Bruekel, 2010). One of the foremost picture bicycle ways in Danish capital, known as the “Cycle Serpent” (Cykelslangen in Danish). The fly-past could be a 230-meterlong sky bridge opened in twenty14 that hosts quite 20,000 cyclists on a daily basis. it's terribly recognizable with its bright orange color and diode lights keeping it lit all night (City of Danish capital, 2015).

Figure 15: Snake bridge

3.2. PRIMARY CASE STUDY-

3.2.1. CHENNAI

INTRODUCTION Around 380 years back, Francis Day and Andrew Cogan bet big on a undistinguished small coastal land, called Chennappanaikan. It grew swiftly and became the commercial and cultural hub called Chennai. With time, city transportation grew and the infrastructure problems became unmanageable. Determined to resolve the troubles, the Greater Chennai Corporation is proactively working with the ITDP India for sustainable mobility and urban planning. (ITDP, 2019) The pressure on Chennaiâ&#x20AC;&#x2122;s urban transport facilities is immense with an everincreasing population. The city has been facing issues on various fronts, including: numerous road fatalities, recorded to be 1,300 in 2017; soaring motor vehicle registration, which stands at 4.2 million; a shortfall of 2,000 buses which forces its current fleet to run overcrowded. (ITDP, 2019)

Figure 16:Bikes ands taxis outside Chennai central station. Cycling has been a part of the city since the colonial period

Since the colonial period, Cycling has been a part of Chennai, when most of the British officers used bikes as the main mode of city transport. Nowadays, at least 37% of Chennai households own a bike, according to the Energy and Resources Institute; yet there is little in the way of local provision for cyclists and the city remains without a single urban bike lane. (Rajan, 2015)

Planning Chennai has been home to manufacturing by TI Cycles since 1949. TI Cycles is one of India’s “big four” bike-makers alongside Hero, Avon and Atlas, who together account for 90% of the 16m bicycles sold in the country every year. However, while India ranks among the world’s top bicycle manufactures, bikes lack the status of motorcycles or cars. (Rajan, 2015) The car is a status symbol in Indian cities, therefore, change isn’t easy. However, the ITDP India Programme collaborated with the Chennai City Connect Foundation, in 2009, to highlight the poor conditions of walking and cycling infrastructure. In the years to follow, the city has taken extreme measures to improve the situation and the Non-Motorized Transport Policy validates its efforts. Policy: “The policy, a first of its kind in India, mandates a minimum of 60% of transport funding to create and maintain walking and cycling infrastructure in the city. So far, Chennai has retrofitted over 75 km of walkable streets and is redesigning an additional 60 km. Additionally, to support cycling, Chennai is planning a Public Bicycle Sharing (PBS) system with 5,000 cycles.” (ITDP, 2019)

Figure 17

Chennaiâ&#x20AC;&#x2122;s progressive policy gained national and international attention, cities like Nairobi and Chandigarh are planning to adopt similar policies. Chennai won it the Sustainia Awards in 2015 for sustainable transportation. Clearly, it is a sign of being on the right path. (ITDP, 2019)

Figure 18

Figure 19:Development of cycling infrastructure in Chennai

3.3. STATISTICS The city of Chennai being ranked as the fourth largest metropolitan city in India with a population of 4,681,087 (Census 2011) is one of the class-I cities with poor ambient air quality. Large cities are not suitable for cycling because we cannot cycle long distances. However, small parts (colonies/societies) can be developed as cycle friendly in large cities. Also, public bicycle sharing system can be useful for shorter distances and integrating with public transportation. In 2014, Chennai became the first Indian city to adopt a non-motorized transport policy to promote walking and cycling in the city (Gadepalli 2018).

Table 4: Transport profile of Chennai City (Source: chennaicityconnect.com/knowledgebase/â&#x20AC;Ś/Parking-Report-Chennai.pdf

Table 5:Transport characteristics of Chennai City (Source: Population census 2011, govt. of Tamil Nadu, Sengupta, 2005, The Hindu, WSA, 2008)

Table 6: Growth trend of motor vehicles in Chennai (Source: http://en.wikipedia.org/wiki/Tranport_in_Chennai)

Figure 20

3.4.OBSERVATIONS AND SUGGESTIONS: Even though Chennai has tried to build a proper infrastructure for cyclists, there is inconsistency in the work. Non- continuous cycle lanes lead to discomfort for riders. •

Signages encourage people to ride cycles and others to respect cyclists.

•

Lack of proper segregation of motorized and non-motorized vehicles, this results in encroachment of cycle lanes.

•

Smart bikes are great alternative to autos for commuting shorter distances.

•

Lack of bollards leads to encroachment.

•

Multi way one-way roads are inconvenient for cyclists.

•

Most of the times, cyclists are using carriageway instead of bike lanes.

•

Automobiles are usually parked on bike lanes.

•

There should be a buffer space and level difference between cycle track and carriageway.

•

The main reason why spaces for cyclists are encroached is lack of respect for cyclists.

•

Therefore, campaigns to create awareness and strong enforcement is required.

•

Non-existent, broken-down, and/ or obstructed sidewalks.

•

Large height differences between sidewalks and frequent driveways/ alleyways

•

Should convert multi-way one-way into two-way roads.

•

Should use asphalt for cycle tracks or any other comfortable material.

Figure 21: Signages encouraging use of cycles in Chennai

Figure 22: Florescent signages

Figure 23: encouraging shared streets

Figure 24: Cycle tracks encroached by motorized vehicles

Figure 25: PBS at Marina beach, Chennai- The light weight fancy looking cycles have an

automatic front and rear LED lights.

Figure 26:Footpath and cycle track

Figure 27: Smart bike is a public bicycle sharing system, now available in Chennai

ANALYSIS

CHAPTER 4 67

4.1. ANALYSIS •

Cycling is not new, it is not something we need to add, it already exists, but creating safe environments for cyclists is important, so that we can ensure more cyclists for a sustainable future.

•

Safety of cyclist is not an addition, it’s a necessity. It is the small details that add on to comfort of a cyclist. Planning is a crucial part for better cycling infrastructure resulting in better environment. In order to plan properly, qualitative and quantitative analysis and further evaluation is required. However, if implementation is not proper, planning is of no use, therefore, we need to plan the implementation as well.

•

Cycle tracks in Chennai have a tendency to appear out of nowhere and disappear in same ways.

•

And not all of Copenhagen’s urban lessons, however inspiring, are easily transferable. It’s difficult, if not impossible, to compare a city of just 600,000, to New York, Chicago or Los Angeles. But perhaps there’s one precept that we can take back to our local communities: Copenhagen still operates on a set of collective assumptions about equal access to the city. This is a shared civic value, and it underpins decades of work by people like Jan Gehl. More than curb heights or bike lanes, this is the real secret behind Copenhagen’s success.

LEARNINGS:

•

Safety, speed, comfort, directness and coherence are must for success of cycling infrastructure.

•

It is macro-strategies and proper enforcement that makes a city more liveable and cycling infrastructure project more workable.

•

Micro-design features are simple but very effective in encouraging cycling.

•

Detailed designs need to include dealing with trees, lamp posts, bus stops and pinch points.

•

Not only cycle tracks need to be wide enough, footpaths need to be designed for the existing actual use and flow of pedestrians to avoid that cyclists walk on the cycle track. If footpaths are full of obstacles pedestrians will walk on the cycle track.

•

Finally, it is important to emphasize that good cycling infrastructure planning and design is not easy. It needs to be done integrally with the whole road design, and significant time and expertise is needed to develop good quality detailed designs as well as to properly implement these designs.

•

Hence: never underestimate the difficulty to create good quality cycling infrastructure.

4.2. COMPARITIVE ANALYSIS

PARAMETER

COPENHAGEN

CHENNAI

AREA (km2)

86.20

426

LOCATION

DENMARK

INDIA

CLIMATE

WARM AND TEMPERATE

TROPICAL WET AND DRY CLIMATE.

% OF UTILITARIAN

CONTINOUS

100 km STRECH,

THROUGHOUT THE CITY

NON- CONTINOUS

CYCLE TRIPS CYCLE TRACKS

LANES ELEVATED CYCLE

SNAKE BRIDGE (ONLY

SHARED ELEVATED

TRACKS

FOR CYCLES AND

HIGHWAY

PEDESTRIANS) FATAL ACCIDENTS

3458

9663

BETTER

VERY POOR

PER YEAR AIR QUALITY

SYNTHESIS

CHAPTER 5 71

5.1. INFERENCES •

Bike infrastructure and govt policies together make a city bicycle friendly

•

Planning the bike infrastructure is not enough, planning land use is also necessary.

•

Decentralized planning works best for bicycle friendly cities

•

Small and medium sized cities are best suited for cycling.

5.2. CONCLUSION In spite of climate issues and lack of proper infrastructure, many people still cycle in India mainly poor, environmentalist or health conscious people. Improving cycling infrastructure can pull more and more people to ride bicycles. College going students that migrate from one city to another in order to study are mostly budget traveler and they opt for public transportation which is very time consuming and uncomfortable in most cases, so cycles can be useful, specially when distance is short. Since, bicycle is not suitable for people with goods and elderly people, many other alternatives such as cargo bikes, tri-cycle, electric cycle, etc. can be used. In most of the Indian cities, multi-way one-way roads still exist, which is a great inconvenience not only for cyclists but also for pedestrians. In such places people won’t be able to ride bicycle safely. However, in cities like Varanasi with ancient narrow streets, cycling is the most sensible way to get around. Indian cities have mixed land use patterns, high residential densities, and lowincome people who live close to their place of work. Therefore, the majority of the trips, even in mega cities, are shorter than 5 km. This represents a high potential for the use of cycles in Indian cities. Indian cities have a large share of NMT users, however, the share – particularly of bicycle trips – has been reducing, despite high ownership of bicycles. • The majority of the NMT users are not so by choice, but rather out

of necessity. With increase in income and poor quality of infrastructure, their share is likely to reduce. There is a need to improve safety and convenience for pedestrians, bicyclists and cycle rickshaws, in order to retain the current modal share and attract potential users from other modes of transport who are using motorized vehicles for short trips. The thrust of discussion is not to hurt public transport so that cycling might thrive. The aim is to maximize the mode of maximum benefit and with maximum potential, and that’s cycling. Will the future of city center mobility be dominated by the bicycle? Hardly! Even in an era of climate change, winter temperatures, wind, and rain will remain key factors. The automobile, with its protective roof and convenience of effortless locomotion, will not lose its attraction. Restrictive measures which have proven incapable of hindering the bicycle will do little combat the automobiles, and are in any case politically unviable. The best way of starting a new city might be to create a small-sized city with prioritizing cycles, maybe creating mixed-use spaces for an easier commute and lesser traffic and traveling issues and also considering practicality. The objective isn’t cycling, but transportation. It’s about building a network of options, with the overriding goal of creating a more livable city. The equation is fairly simple: more bikes equal fewer cars, less noise and less pollution. This farsighted approach to place-making isn’t limited to transportation. All of the initiatives that we observed—the parks, public spaces, walkable streets, bike lanes, comfortable street furniture, the adaptive reuse of old buildings, even the planting of trees (which eliminated parking spaces! Imagine the uproar in Park Slope!)—were connected to a larger civic purpose: creation of a shared public realm. Copenhagen feels, in a way that no other city does, like a group effort. And that’s where the idea of “learning from Copenhagen” became trickier because the key word here is shared.

But rapid urban transformation—of the kind that we’ll desperately need in the future—requires a systemic approach: the Copenhagen model. All of the initiatives must reinforce each other. And getting that level of buy-in, that level of consensus, is ultimately not a design problem, but a political and cultural challenge. Copenhagen of course is not a perfect place, as residents are the first to tell you. The city is struggling with gentrification and displacement; it’s confused and conflicted about its response to immigrants and immigrant families; it’s becoming far less economically diverse.

But before we start making new ideal cities, we need to fix the already existing cities.

It is midway between Avante Garde and practicality.

5.3. RECOMMENDATIONS: •

Create a safe and attractive cycling environment.

•

Induce the demand by taking away the roads, because then people will opt for alternatives.

•

Adopt various pull factors that can encourage cycling- such as restricted car zones.

•

Multi-lane one-way roads should be avoided in urban areas. It is recommended to convert the road into a two-way road with - depending on connectivity needs for cyclists - in most cases one-way cycle tracks (or in some cases lanes) on either side of the carriageway. On one-way roads with two traffic lanes (5.00-8.00 m. carriageway width), there are two options: 1. Remove one lane and provide cycling infrastructure using the available extra space. Keep both lanes and make the road two-way. This allows for shared use of the road in two directions. Of course, in some cases, enough space is available to still provide cycle tracks or cycle lanes at either side of the carriageway.

It is possible to provide cycle tracks even on multi-lane one-way roads. In this case one-way cycle tracks on either side, or a one-way cycle track on one side of the road is possible. However, such a solution creates serious road safety and traffic flow problems at intersections and should therefore be avoided at all costs. The construction of cycle tracks is a great opportunity to replace an outdated one-way traffic system with a cycling- and pedestrian-inclusive two-way alternative. New roads should not be designed as one-way roads. With one exception: In those cases where the one-way road only has one traffic lane, there is no problem to make the road one-way. On the contrary, this can be a great way to provide space for cycling infrastructure, where otherwise no space would be available. •

More trees should be planted along the road such that green tunnels of trees can help to shade the cycle path.

•

Bathing and changing facility should be provided on roads near offices, so that people coming to office by cycles

•

Cycle tracks should be clearly distinguishable from footpaths by using both a different colour and a different material. For instance, a red asphalt surface for the cycle track and block pavement or concrete for footpaths.

•

Not only cycle tracks need to be wide enough, footpaths need to be designed for the existing actual use and flow of pedestrians to avoid that cyclists walk on the cycle track.

•

The minimum width of footpaths on collector roads should be 1.80 and 2.00 m. on sub arterial roads and arterial roads. But in many cases land use and pedestrian flow require a larger width.

•

Detailed designs need to include dealing with trees, lamp posts, bus stops and pinch points.

•

Cycle tracks should preferably be made of asphalt so that an irregular road surface is not a reason for cyclists to cycle on the carriageway instead of the cycle track. Another option is concrete, but pavement blocks should not be applied as they are generally not smooth enough.

•

High quality networks should be created, without gaps or inconsistencies, where links are connected and junction design focuses strongly on safety aspects.

•

Local governments should identify and address any gap in cycling design expertise, with training and reference to international best practice. Local governments should take ownership of the maintenance of cycling networks, considering the vulnerability of people using it.

•

Tools should be available to report, map, monitor and address network issues. In urban areas, speed limits by street type should be implemented.

•

Speed limits at 30 km/h should be deployed more widely and be the default option. Speed limits should come with appropriate enforcement, monitoring and traffic calming features. Also recommended is the design of area-wide traffic management plans to reduce the volume of motorized traffic and create truly quiet cycle routes.

•

In the short term, local design guidelines should be revised to include a suitable safety buffer zone between parked vehicles and roadways and cycle ways. Where motorized traffic speed or volume cannot be reduced, protected routes should be designed. Light segregation being cheaper than other forms of physical separation, it can be used to create a large connected network within the timeframe of a municipal government mandate. Being quick to install, fine tune, remove or upgrade, it could be presented as a trial, which helps make the reallocation of road space less conflictual. Cycling routes should be planned within a wider policy framework to make public space safer, healthier and more liveable.

•

Trucks and buses are over-represented in crashes involving cycle fatalities. This is due to their mass in part, but also to their close proximity to people cycling (in the case of buses) and to blind spots and off-road design features (in the case of trucks, especially construction vehicles). Interventions to prevent these crashes include better speed enforcement, bike-awareness training for drivers, and cab design for better direct vision, side sensors and a comprehensive set of mirrors.

The detection, autonomous braking and control systems undergoing rapid development for use in Autonomous Vehicles (AVs) can reduce crash risks for cyclists. The use of such systems on conventional vehicles will bring benefits in the short term even if autonomous vehicles only become a significant part of the vehicle fleet in the much longer term. AVs could be designed to be technically safe yet fairly aggressive in relation to vulnerable road users. The regulation of courtesy towards other road users will most likely remain a challenge even with AVs. The keys to improving safety and the perception of cycling safety are likely to remain unchanged: reduction of the volume and speed of motor vehicle traffic and the design of protected infrastructure. â&#x20AC;˘

To achieve more sustainable mobility Urban mobility policies should facilitate cycling given the benefits in terms of sustainability and health. Bike share systems have proven to be very successful in increasing the number of people cycling in many cities. To persuade more people to use bicycles, cycling must be safe and be perceived as safe. Cycling infrastructure should be provided (including protected cycling lanes) and the speed of motor vehicle traffic reduced in streets shared with cyclists.

â&#x20AC;˘

Cyclists more than motor cyclists or car drivers are very sensitive to details. A small lip or edge or poor maintenance that would not be felt by a car driver can be enough to create a cycling accident. Hence: never underestimate the difficulty to create good quality cycling infrastructure.

Key success factors for cycling infrastructure design and implementation A good parameter to measure the quality of cycle tracks is to measure the percentage of cyclists using the cycle track. On a good quality cycle track more than 95% of cyclists will us the track. A significantly lower percentage is a sign that the cycle track does not meet the requirements.

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Figure 28: Realities of cycling in urban environment