presentation integrated infrastructure planning

8/19/2019 Presentation Integrated Infrastructure Planning

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Integrated Planning of

Infrastructure


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Objectives

This module presents the various approaches available for an integrated

transport infrastructure planning process and includes both short-term and

long-term measures. Hence, the objectives for this module are:

• To sensitize city officials to the various approaches for integrated

planning of infrastructure that can be adopted to achieve integrated

mobility

• To increase awareness on how to create city-wide NMT facilities for

pedestrians and cyclists and integrate them with other modes of

transport

• To highlight various approaches which can be used to promote NMT


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Need for achieving physical integration

To ensure that development of the transportation network and land use

is coordinated

To ensure efficient use of public funds

Only well integrated PT systems are accepted by customers (seamless

travel)

Lack of an Integrated Physical Planning approach can lead to

• Disruption in normal operations for public transport (reduced reliability)

• Inconvenience to the users (increased journey time)


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• Improved efficiency of the transport system

• Increase in customer patronage due to increase in reliability andconvenience offered

• More efficient use of public funds

• Transport strategies and packages of activities are developed alongside

other government policies

• Enhancements to the public realm to generate employment and

community wellbeing

Benefits of Integrated Approach


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• Physical Integration

• Institutional Integration

• Network Integration

• Information Integration

• Fare Integration

Five Areas of Integration

• NMT

• Inter-modal Terminals

• Roadway Structures

• Railway Track/Drainage

* The module focuses only on the physical integration of the transport

infrastructure. Institutional, Network, and Fare Integration have been

covered in the Institutional and Public Transport Modules respectively.Information Integration has been covered in Public Transport.


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Part 1: Non-Motorized Transport (NMT)


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What is a non-motorized transport system?

1. Cycleways

• Low cost infrastructure

•Cycle access and parking facilities

• Proper signage for NMT

• Priority to NMT at appropriate

locations

This in turn leads to:

• Higher safety for users

• Greater possibility of women and

children to use bicycles

Image source: Carlos F. Pardo (Bogotá, Colombia)

Systems that are driven by human or animal power (without use of any fossil

fuel) are called non-motorized systems.

Different types of non-motorized facilities and their benefits


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Image source: Oscar Diaz

2. Walking areas and car-free zones, sidewalks

• Provides priority to pedestrians

• Leads to more safety

• Adds to the aesthetic value of surroundings and is a pre-requisite for any

livable city.



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Image source: Carlos F. Pardo

3. Cycle rickshaws

• Another alternative for economic

development*

• Alternative to existing motorized

public transport for short distance

travel



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Munich

openhagen

Lloyd Wright Lloyd Wright

Tokyo

Lloyd Wright

Lloyd Wright

Singapore

Stockholm London

Lloyd Wright

Examples of non-motorized transport systems in

developed countries/cities


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An advanced stop line for cyclists

makes them more visible and

provides them with right of way.(Utrecht, The Netherlands)

Roelof Wittink, I-ce

Separate bus and bicycle lanes

through an intersection inUtrecht, The Netherlands.

Roelof Wittink, I-ce


developed countries/cities


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Left: Contraflow cycling on one-way

streets with a speed limit of 30km/h is officially allowed in many

residential areas in Germany

Right: A road in the heart of

Frankfurt, Germany, with a

retrofitted bicycle lane.

Karl Fjellstrom, 2003,

GTZ Urban Photo CD 3

Stefan Nagelschmitt


developed countries/ cities


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Lloyd Wright

Lloyd Wright

Lloyd Wright

arl Fjellstrom

Lloyd Wright

A few bad examples of (virtually non-existent)

non-motorized transport systems


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Is it possible to have good examples of NMT in

developing countries/cities?


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Lloyd Wright

loyd Wright

ITDP

Shanghai Bogotá

Curitiba

Buenos Aires

Good examples of non-motorized transport systems in

developing countries/cities


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16Narrow, obstructed walkway in Hyderabad forces

pedestrians onto the street, consuming a full lane

of road space.

Walter Hook, ITDP

NMT Scenario in India - Inadequate pedestrian

infrastructure

Image source: Vedant Goyal

Image source: Carlos F. Pardo


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There is considerable pedestrian demand but

where do they walk?


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Sidewalks are sometimes non-existent

NMT Scenario in India - Inadequate pedestrian

infrastructure


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Image source: Vedant Goyal

NMT Scenario in India - Inadequate cycling infrastructure


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NMT Scenario in India - Inadequate cycling infrastructure

Are these facilities for cyclists adequate?


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Non-motorized transport system scenario in India

Many Indian cities have

improved conditions fornon-motorized transport,

but still more remains to

be done.

Photo by Chris Kost

City: Delhi

Photo by Vedant Goyal


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Case Study – Fazilka EcoCabs

Salient features

Dial-a-rickshaw scheme

Livelihood generation for urban poor, node-to-node connectivity, and affordable andcomfortable services for city residents, especially for those belonging to lower-

income classes

Zero-emission technology

Impact of the project

Main source of livelihood for 0.3 million families

At the inception stage (June) 2008, 500 rickshaw-pullers operated the service and

were supported by 5 call centers, which expanded to 9 call centres by 2011

Ecocabs is the name given to the

traditional Indian cycle rickshaw

operations after linking it withtechnological services.

Original source: Fazilka Ecocabs


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Main features of the scheme

Rickshaw pullers, also known as

traction men, are provided with mobilephones

About nine call centers attend to the

customer requests. Each call center

covers an area of 1KM2

Operations are based on the hub-and-

spoke model

Services are made available at

affordable prices

Rickshaw-pullers can earn extraincome from advertising space



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Benefits provided to member’s of the project include

Free health check-ups

Discounted medicines and tests

Free education and annual scholarships to school-going children of the

operators

Digital identity card

Accidental insurancefor INR 50,000 (US$918)

Better rickshaw parking

Facilities

Free legal help

Access to credit financing schemes

of leading banks


Wh I di h ld t t NMT i l i i f t t


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Source: Compiled by EMBARQ - URL: http://www.embarq.org/sites/default/files/12-Indian-Cities-Transport-Indicators-Database.xls

Why India should target NMT-inclusive infrastructure

development

F l D lhi h d high t t f lki g


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For example: Delhi has second highest count of walking

trips after Mumbai

(Source: CSE)

F l D lhi h th hi h t t f l t i


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For example: Delhi has the highest count of cycle trips

(Source: CSE)

For Example: In some areas of Delhi NMT traffic is


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For Example: In some areas of Delhi, NMT traffic is

higher than the car traffic

0

5000

10000

15000

20000

25000

1 2 3 4 5

Car traffic

NMT traffic

Loni Road (near

Jyoti Nagar East)

Shivaji Marg(near UttamNagar West

metro station)

Shivaji Marg (near

Subhash Nagar

metro station)

Rohtak Road(near

EngineeringCollege)

Rohtak Road (near

Maharaja Surajmal

Stadium)

Comparison of Car and NMT traffic on the

busiest NMT roads

Shivaji Marg (near Subhash

Nagar metro station) records

around 18000 NMT vs. 4000

cars per day.

Loni Road (near Jyoti Nagar

East) --18221 NMT vs. only

4372 cars per day.

Shivaji Marg (near Uttam Nagar

West metro station) records

around 18000 NMT vs. 14000

cars per day.

Source: CSE based on RITES data

H h ld l f NMT


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Regulation

Planning

Data Network

Identification

Design

Implementation

How should we plan for NMT


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Regulation

Justifications for restrictions of NMT

modes accessing some roads Determining priority between motorized

and non-motorized vehicles

Standardize NMT planning and design

process

Integrating NMT facilities within theexisting transport network

Linking design standards to speed

limits and the road hierarchy

Regulate the operations of non-

motorized vehicle usage

Vehicle use regulation

Vehicles operation regulation

Infrastructure design regulations


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Planning

Integrating non-motorized transport into transport

master plans

Project team and task force formation

Selection of area to be improved

Keywords / Snapshots

Data & Network Identification


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Data & Network Identification

Review of existing institutional structures and NMT regulations

Assemble data on existing non-motorized travel

Review and compile information on major transportation infrastructure projects underway

Analyze the quality of existing facilities for non-motorized travel

Document sidewalk conditions

Analyze the safety conditions for non-motorized travel, identifying the bicycle network

Pedestrian route analysis

Safety requirements for networks of cars and cyclists


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Design

Overview of designing

appropriate NMT

facilities

Design based on

roadway functionDesign based on safety

Intersection design

Design resources

Primary arterials Crossing facilities

Integrating NMT on Mixed Use or

Secondary Arterials

Wide curb lanes and non-

physically separated NMV lanes Physically separated or partially

separated NMV lanes

Local street design

Parking control

Pedestrian zones

Traffic calming and post

traffic calming

OverviewH

g

h

w

s

M

i

x

e

U

e

S

o

y

R

L

a

S

e

s

Design


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Sketches

Pros / Cons

Design

There are advantages and disadvantages of having

physically separated NMV lanes as opposed to lanes

only separated by road markings

Advantages are

They are less frequently obstructed by double parked

cars or illegal use by motor vehicle and motorcycles

They provided a greater sense of security to the

NMV user

They can allow for 2-directional NMV travel, even

on one-way roads

They ensure that NMV users will not make sudden

movements into the motor vehicle lanes or

obstruct motorists

They are self-enforcing

Disadvantages include:

If they are too narrow, a single three-wheeler can

obstruct the lane


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Implementation

Key considerations

Overcoming political, technical, and cultural barriers

Financing NMT infrastructure

Technical assistance and support

Commitment / Capacity Use by municipalities on a variety ofinfrastructure needs. Typical sources of

such revenues should be:

• Vehicle registration fees and other

vehicle taxes

• Local fuel tax• Parking charges

• Revenue from traffic violations

• Revenue from advertising on bus

shelters and along roadways

Financing


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Part 2: Integrate NMT Transport Systems

with PT mode

Integrate PT and NMT facilities!


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Integrate PT and NMT facilities!

As explained in the previous section,

Walking and riding are fundamental

everyday modes of transport

They are vital components of any

city’s transport system, as the

majority of people either walk or

cycle to reach their end points.

Increased number of people regularly walking, riding, and catching public transport

can contribute to:

Increased capacity in the transport network

Improved public health and reduced healthcare costs

Improved community wellbeing and social cohesiveness

Reduced external costs and environmental impacts.

How to achieve integration –


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How to achieve integration

understand what users want

• NMT has to be made center stage during the planning phase

• Matching distance to desired activities with user willingness to bicycle or walk,

with a particular emphasis on route directness and connectivity

• Stress on safety, particularly the separation of motorized and non-motorized

modes, by doing targeted education and outreach.

With integration

No integration

Less probable

journey

More probable

journey

How to achieve integration – Hierarchical Planning


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Plans Established by national/state government

sets broad strategy for regional development, including existing and future

employment and activity centers

These are supported by medium-term infrastructures, land-use plans, and

local governments planning schemes

• Planning – Land use and transport with walking and riding at the center stage

1.National /

State

Development

Plan

Plans supporting National/State Plans

identify catchments and transport connections to key employment,

education, and activity centersProvide medium- and long-term transport strategy, including public

transport

2. Transport

Strategy/Plan

How to achieve integration Hierarchical Planning

How to achieve integration – Hierarchical Planning


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Connects to, and within activity centers

Emphasis on walking and riding for short trips

Improves access to PT through better walking and riding connections

3. Local Active

Travel Strategy

In coordination with national/state/local government,

identifies and maps local walking and riding networks based on

catchment and strategic corridors

4. Bicycle

Network Plan

4. Walking

Network Plan

How to achieve integration Hierarchical Planning

How to achieve integration – Network Planning


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How to achieve integration Network Planning

Designing networks of continuous, convenient connections

a) enabling short walking and riding trips for transport purposes

b) improving access to and within major activity centers, particularly 20-

minute walking and riding catchments

Source: http://www.cykelsuperstier.dk/concept#



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1) To access high frequency PT service stations – more people will be willing

to walk or ride an additional few mins

c) Improving access to public transport hubs – providing sufficient width.

g g

Bus stop with shelter, Perth, Western Australia (Photo: Tim Hughes, Land Transport NZ, Christchurch)



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1) To access a high frequency PT service stations – more people will be

willing to walk or ride an additional few mins

c) Improving access to public transport hubs – providing sufficient width.

g g

Bus Stop

Bus

Stop

MRT

Station

How to achieve integration – Public Transport Station Layouts


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g y

• Public Transport Station Layouts should provide safe environment for pedestrians

and bicycle riders. This can be achieved by

a) separating pedestrians and bicycle riders from vehicles, particularly inhigh-speed and high-volume traffic

b) sharing road space, with appropriate speeds, in high-pedestrian

environments

Integration of cycling infrastructure with other transport


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infrastructure

Seamless link to train station, Amsterdam

Guangzhou Zongshan BRT corridor with

integrated walking and cycling, and compact,

dense, mixed-use development. Image – ITDP

How to achieve integration - Building Infrastructure with


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Personal Amenities – toilets, shade, seating anddrinking fountains

Bicycle Storage – bicycle racks, lockers and storage

enclosures

Bicycle End-of-trip Amenities – showers and change

rooms

Real-time Information: such as for bus, tram, train,

and ferry arrival times

Incorporating mid- and end-of-trip facilities

walking and bicycling needs

Image source: Merforth, Mathias GIZ

Area of Interventions - Infrastructure with walking and


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An infrastructure that guarantees safety of the pedestrians and cyclists

1. Road Safety – Reduce Speed and mode separation

bicycling needs

Pedestrian Safety – would you walk here?


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perceptions of poor safety discourages walking/cycling

Pedestrian Safety at Crossing


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access at crossing should be designed

considering requirements of various

user groups (e.g. young children, vision-

and mobility- impaired people, etc.).

Area of Interventions - Building Infrastructure with

lki d bi li d


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2. Direct routes/ express routes without detour and delay

Objectives:

Reduce the time of the trip

Reduce the effort to cycle

Preferable:

Bidirectional traffic for cyclists whenever

possible

An infrastructure that offers the cyclist direct

routes, without detours and without delays

Contra-Flow Cycle Lane, Darmstadt



lki d bi li d


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2. Direct Routes/ express routes without detour and delay


Urban off-road paths

Cycle off-road path, Amsterdam

NMT networks should always be direct as possible. This means constructing paths over through

highways, urban arterial roads, urban off-street roads, operating railways, and watercourses

wherever possible.

Cycle path through park, Leeds

NMT Bridge over waterway : Amsterdam

Pedestrian, Cycle Bridge over

highway, Brisbane

Cycle on-road path, Amsterdam

Separated Cycle Path at Highway,

Auckland, NZ


lki g d bi li g d


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The infrastructure forms a coherent

unit and is linked to the origins and

the destinations of cyclists

That’s why we need:

Consistent quality

Different design

Continuity

Few changes in the design and width Complete routes

No interruptions

Adequate signaling

3. Coherence – consistent, continuous, and adequate amenities

VIKAS MARG

Source: CSE



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Can elderly and people with special abilities use such NMT facilities?


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…think about the blind people, can they safely use such infrastructure?

Area of Intervention - Building Infrastructure with walking

and bicycling needs


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How to achieve this?

Providing priority for cyclists at junctions in case of mixed traffic (e.g. green box)

Non-slippery pavement

Protected form wind, sun, and rain

4. Comfort – priority and unobstructed pass

and bicycling needs

Insufficient pavement width for pedestrians


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Pedestrian overpasses or

footpaths with insufficient widthare always uncomfortable, and

people seldom use them.


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Don’t you think a person would enjoy walking on

this footpath?

5. Attractiveness: Choosing the best options


Case Study (Economic Impact) - Cost Benefit

Analysis of Bogotá's bikeway project


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Analysis of Bogotá s bikeway project

Source: I-CE & GTZ, 2009


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Case Study – Copenhagen, Denmark


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Case Study - Copenhagen


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Background

1.2 million inhabitants

2,632 inhabitants per square meter

Bicycles have always been a part of Copenhagen life since the 19th century

The Second World War substantially increased the level of bicycle use

Post-war era until 1960: cars dominated urban policies

High GDP (USD 36,449 per capita)

Turning point 1970:

oil crisis

growing traffic congestion

Challenge:

providing affordable transport to all

redirect their transport policy to one where bicycles would have a predominant role comprehensive urban development plan

After 2000, second milestone: more systematic approach to cycling

Policy options and measures - Copenhagen

U b d l l “fi fi l ”


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Urban development plan: “five finger plan”

A cycletrack network (part of their National Bicycle Route network)

2010: 350 kms of segregated cycletracks

1.2 million kms ridden on bicycles every day

“Green Waves” of cyclists based on traffic light phases

6-second “green advance” for cyclists at stop lights

Green Cyclists Routes, which are essentially a very high level network of cycle

routes, have little or no contact with other traffic, making trips in the city more

agile and safer.

Redevelopment of infrastructure to improve safety for cyclists, reducing risksespecially in crossings where conflicts with other road users may arise. (City of

Copenhagen, 2002).

Københavner: reasons for cycling – faster and healthy

Bicycles now account for 37% of trips in the city


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Source: Copenhagen Bicycle account 2010, Photo Carlosfelipe Pardo

Survey results in the year 2010

Bicycles now account for 37% of trips in the city.

Traffic accidents have been reduced (“safety in numbers”)

cultural/fashion approach to cycling: “Cycle Chic”


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Part 3:

Integrated Planning of Infrastructure –

Interchange Facilities

On behalf of Dr. Ashish Verma, IISc Bangalore


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Types of Interchange Facilities

Similar to standard stations intra modal stations act as a


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Intra-modal Stations - Similar to standard stations, intra-modal stations act as a

destination or departure point for high-priority services operating in significant

catchment areas. In addition, intra-modal stations acts as key point of transfer

between the same modes (i.e. bus-to-bus or rail-to-rail) along two or more publictransport corridors

Types of Interchange Facilities

M lti d l t ti b ild i t d l t ti b idi g


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Inter-modal Stations - Multi-modal stations build on intra-modal stations by providing

transfer between different modes (e.g. bus or trains). These stations functions to serve

significant catchment areas and where two or more public transport corridors come

together with different modes.

Physical Integration – Intermodal Facilities (good examples)


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Essen, Germany. For the passengers'

convenience, the bus stops right outside thesuburban railway station entrance

Berlin, Germany. A tram line just outside a

metro rail station

Cross platform interchange, Sweden

Bad example of a Non-Integrated Intermodal Facility

P ti g t i t h g t f th


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Suburban

Railway

Station

Metro

Station

Bus Station

Anand Vihar Metro Station, New Delhi– Person wanting to interchange at any of the

facilities needs to walk a long way before he/she enter into another facility


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Integrated Interchange Facilities – consider various cenarios

and combination of modes possible while planning


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Integrated Interchange Facilities – Various Factors to be

considered


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• Appearance consistent and

coherent

• Arrangement of Space should not

obstruct pedestrian flow inside

the facility

• Sequence of Movement

• Direct circulation

• Pedestrian Cross path Circulation

Sequence of Movement

Cross – Path circulation

Direct circulation

Planning of Interchange Facilities

Identify and visualize interchange zone – An interchange zone is often a gateway to


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g g y

the public transport network, in that it represents the interface between the public

transport services and the surrounding area (or the ‘urban context’). This includes

connections by the most common mode of access, walking, but can also includeprovision for access by bicycle, taxi, or even private cars.

Planning for Interchange Facilities

Interchange zone can be visualized as a collection of three spacial areas


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g p

• movement spaces; and

• opportunity spaces

• decision spaces;

Planning of Interchange FacilitiesDesign & Evaluation of any interchange facility shall be done based on the

following four broader themes as summarized below:


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following four broader themes as summarized below:

• Efficiency: Operations, moving around,

sustainability

• Usability: Accessibility, safety and

preventing accidents, personal security,

protection

• Understanding: Legibility, permeability,

way-finding, information

• Quality: Perception, design, spaces,

sense of place

Helps to balance out

conflicting demands of:

1. Commuters

2. Other passengers –

tourists, leisure trips

3. Municipal authorities

4. Transport operators

5. Commercial/retail

operators and

developers


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Best practices while planning for

interchanges facilities


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Design should provide safe movement through wider

interchange zones


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Stratford Interchange, London (Source: Transport for London Interchange best practice guidelines )

Interchange facility building should be sustainable in nature


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Proposed Canary Wharf Crossrail Station, London (Source: Transport for London Interchange best practice guidelines )

Interchange facility should be accessible for all


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Jubilee line extension, London (Source: Transport for London Interchange best practice guidelines )

Interchange facility should be compliant with safety and

accident prevention measures


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Canning Town Bus Station, London (Source: Transport for London Interchange best practice guidelines )

Interchange facility should be vandal-proof


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Shepherd’s Bush Station, London (Source: Transport for London Interchange best practice guidelines )

Interchange facility should make passenger feel protected


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Stratford DLR Station, London (Source: Transport for London Interchange best practice guidelines )

Interchange facility should make navigation and movementeasy


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Canary Wharf Underground, London (Source: Transport for London Interchange best practice guidelines )

Interchange facility should be permeable in design


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St Pancras Station, London (Source: Transport for London Interchange best practice guidelines )

Interchange facility should facilitate way finding


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Legible London pedestrian signing (Source: Transport for London Interchange best practice guidelines )

Interchange facility should provide service information


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Vauxhall Bus Interchange(Source: Transport for London Interchange best practice guidelines )

Interchange facility should be visually attractive


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Croydon Centrale bus/ tram interchange, London (Source: Transport for London Interchange best practice guidelines )


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Typical Interchange Facilities Plan

Intermodal Facilities – Typical plan

Zone 1: Acts as a gateway between the station and its surrounding environment

Th i t l d f g d t ti i it h ld b g ll


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Zone 2: The primary travel needs of passengers and station visitors should be generally

met in this zone

Zone between 2 & 3 – must provide facilities to check tickets

Zone 3: Should ensure safe, secured access and egress to transport services. It should

also be equipped with means to keep passengers well informed on their travel

Typical Plan

Intermodal Facilities- Zone 1: Access and Interchange

Zone 1 Acts as a gateway between the station and its surrounding


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environment

It provides clear and unobstructed movement to external destinations

such as office/ residential developments or other transport modes

and to/ from station facilities within Zone 2 ensuring accessible,

legible, and safe navigation to, from, and through the station.

For external movements, it is often necessary to consider those that

extend beyond the physical boundary of the station through areas that

may be managed by third party organizations.

Zone 1 designs should cater for the differing requirements of arriving and

departing passengers.

Intermodal Facilities - Zone 2: Core facilities and Services

The primary travel needs of passengers and station visitors are generally met in this

zone


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passenger information, services and facilities, and their distribution and location

being key to the planning of this Zone.

Considerations when planning for Zone 2

Travel information, waiting areas, toilets, left luggage, retail, and food and

beverage should follow a logical grouping based around the needs of the

passengers and should be visible (or be clearly signed) from the point of accessfrom adjacent zones.

Sight of the Platform Zone can help the passenger judge the time that it will take

to gain access to the platform.

Addressing these needs as soon as possible upon arrival in the zone will help

facilitate a positive passenger experience.

Intermodal Facilities - Zone 3: Platforms

Access between Zone 2 and Zone 3 (platform) is often controlled by ticket checks,

whether by manual inspection or Automatic Ticket Gates (ATGs)


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• This threshold ensures that train access and egress can be managed safely and

securely

• At this stage of a journey, passengers have the m

• eans to travel and are well informed

Considerations when planning Zone 3

• Timely departure information should be available

• Safe boarding and alighting is facilitated.

• Platforms also act as waiting areas - the boundary between the Zones 2 and 3 may

not be clearly defined; in such cases it is important that the quality of the service,facility, and/or space is maintained.


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Some Typical Interchange Facilities Layouts

Bus Interchange facility planning

As per International Standards, bus terminals should also have the following facilities

Ticketing facilities, including advance reservations


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Ticketing facilities, including advance reservations

Waiting rooms and associated infrastructure for passengers

Public addressing and information system

Refreshment facilities

Postal and telegraphic facilities

Fire fighting and emergency facilities

Commercial and Entertainment facilities

Interchange Facilities layouts

Bus Platform (mono-directional) is suitable to:

• station sites with reasonable length and adequate width.


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• sites with vehicle access and egress locations at either end of the platforms

• stations located at-grade with lower speed limits and access from the surroundingroad network

• standard stations or intra-modal stations with intended transferring between

services

Source: TransLink Transit Authority Public Transport Infrastructure Manual

Understanding Interchange Facilities layoutsBus linear opposing platform (bi-directional) is suitable to:

• site having reasonable length and adequate width

• site with vehicle access and egress locations at either end of the platforms


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• site with vehicle access and egress locations at either end of the platforms

• Station with predominantly dedicated busway corridor• bus routes passing through stations with no intended transferring between

services


Understanding Interchange Facilities layouts

Bus sawtooth platform (mono-directional) is suitable to:

• sites where there is inadequate length to provide appropriate number of vehicle


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g

bays in linear arrangement.

• sites with limited access and egress locations to surrounding road networks

• sites where high proportion of local/feeder or terminating services compared to

limited or no line haul services operate


Rail Interchange facility planning

Key parameters to be considered when planning a rail terminal (Cont’d.)

The network holding capacity for traffic generated because of the terminal


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Good pedestrian dispersal scheme and facilities

Integration with urban public transport system

Availability of land (also for good park-and-ride and inter-modal facilities, etc.)

Promoting rail terminal locations as business and commercial hubs

Interchange Facilities layouts – Rail Stations

Side Platforms are suitable for:

• sites where a station is neither a junction/terminus or a station where


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services perform turnbacks



Island Platforms:

• Suitable on dual track corridors at terminus stations.


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Suitable on dual track corridors at terminus stations.

Disadvantage over side platforms

• Requires greater amount of space than side platforms

• Requires more passenger access infrastructure

• Typically requires 3 passenger lifts



Complex Platforms –

• Combination of island and side platforms


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• Suitable if frequency of services increases during peak hours



Complex Platforms –

• Combination of island and side platforms


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• Suitable if frequency of services increases during peakhours


Interchange Facilities layouts – Rail and Bus multi-modal stations

Multi-modal Platforms layout is suited to:


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• Bus and rail transfers

• Sites with larger area availability and/or significant surrounding attractors

• Good access to rail corridor and surrounding road network


Successful integration should give the impression of one integrated

station, rather than two that have been retro fitted.

Intermodal Integration of Different Modes of PT systems


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The figure below shows the layout with both bus and rail stations at same

grade. Multi-level station layout can also be explored (such as integrating

bus station above rail station platforms).


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Anaheim Regional Transportation Intermodal Center, Germany


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Britomart Intermodal Facility, Auckland, NZ


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111Frankford Transportation Center (FTC), Frankford, Philadelphia, USA


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Case Study- Improving Cochin’s Water Transit Facilities

Historically, water transport was the key mode of

transport for passengers and for transporting

Intermodal Transit Facilities


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transport for passengers and for transporting

farm produce and seafood to markets.• Cochin has over 60 jetties located in

backwaters

• It was the key mode of travel for people in the

island communities wanting to access the

mainland

• Policy shift resulted in connecting the Island

communities to mainland via roads/bridges

• This has resulted in:

• Major shift from water to road transport

mode

• Increased level of congestion

• Deteriorating condition of existing water

transit facilities

Case Study- Improving Cochin’s Water Transit FacilitiesWith the road connections between the islands and the mainland becoming increasingly

congested and in a constant state of poor repair, the option for a revival of the water

transport mode is rapidly becoming a necessity.

The following recommendations have been provided for improving water transit facilities in


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The following recommendations have been provided for improving water transit facilities in

Cochin:• Ferry and terminal upgrades for the major island ferry routes

• Routes to be selected based on passenger demand and their importance of achieving

transport system integration

• The upgraded terminals will include:

• (i) floating pontoons with islands

• (ii) covered walkways from the vessels to the waiting areas

• (iii) either terminal waiting areas or covered ‘at-shore’ pontoon waiting areas

• (iv) pedestrian ramps

• (v) site landscaping and cosmetic improvements


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Part 4:

Integrated Planning of Infrastructure –

Roadway Structures

Park ’n Ride Infrastructure

Park ’n ride is an important access mode. Generally preferred at stops and

stations serving low-density residential areas where the level of public

transport services is low or near negligible.


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This refers to stations located outside the city centers.

Railway Tracks/Drain/River Bridges are also an integralpart of physical integration

Railways tracks, rivers, or major drains within city areas act as man-made/natural

barriers to the movement of people and goods.


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o At-grade railway crossings should be used only when the traffic volume crossingthe line is low.

o The number of crossings should be optimized to strike a balance between

detours for crossing the line and the cost incurred in constructing crossings.

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Long Term Measures

Identified Mobility Corridors(Bus/BRTS)

Ring Road

BRIDGES

New Mobility Corridors

Feeder Network

Existing Rail

Inland Water Transport

Elevated MobilityCorridor

Relocation Of Wholesale Market

Bypass Roads

The bypass roads are basically meant for through traffic of a city, which has

both the origin and destination outside the city.

Bypass roads help in eliminating the interference of such through traffic with


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Bypass roads help in eliminating the interference of such through traffic with

the city traffic to avoid congestion and accidents.

They facilitate fast movement and crossing of through traffic across the city.

Considerations

o Assessment of present and projected future traffic volumes of throughtraffic through road side interview for capturing OD of trips

o Width of lanes based on volume

o Proper land use control for impeding proliferation of urban areas

Urban FreightRelevance

Urban freight is putting undue stress on the existing urban transportation

system. It is contributing heavily towards increase in congestion and

poll tion ithin the rban cit limits


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pollution within the urban city limits.

While solutions for mobility improvements are widely discussed and

concepts are applied, there are no clear policies when it comes to urban

freight.

There are existing concepts, such as creating consolidation centers, which

help to reduce pressure on existing transport systems; regulatory measures,

such as setting windows for delivery times; improved vehicle technologies;

and improving last mile delivery network.

(-- The freight sector, including urban freight, is far behind any international

best practice when it comes to efficiency and environmental standards.

-- freight consolidation in cities, freight terminals, restricted delivery times,

and other means are implemented nearly nowhere.)

Consolidating Urban Freight StructuresLondon (United Kingdom) - Building Material Consolidation Scheme

• Building material consolidation schemes initiated in cities such as London and Stockholm

• The London Construction Consolidation Centre (LCCC) was implemented in 2006

• LCCC was funded with GBP 1.85 million (USD 2.9 million) from Transport for London (TfL) and GBP

1 35 million from (USD 2 1 million) from private investors


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Informal distribution centre for

bricks in Querétaro MexicoThe LCCC in South Bermondsey (London)

vs.

Photos: TfLPhoto: Eduardo Betanzo

(Sources: Dablanc, 2010, Freight transport for Development Toolkit: Urban Freight. World Bank/DFID. Available at: http://go.worldbank.org/TMV4HHCPE0 and Transport for

London (TfL) (2009): London Construction Consolidation Centre, Final Report.

Available at: http://www.tfl.gov.uk /microsites/freight/documents/publications /LCCC_final_report_July_2009.pdf )

1.35 million from (USD 2.1 million) from private investors

• Assessment in 2007 showed the following achievements:- 68% reduction in the number of vehicles

- 75% reduction in CO2 emissions

- the number of failed deliveries decreased significantly

• Deliveries from the LCCC to sites achieved a delivery reliability of 97% (i.e. 97% materials of the

correct type and quantity were delivered within 15 minutes of the scheduled time) compared to

39% without the use of a consolidation center

• Improved delivery flexibility (as companies can order smaller quantities for each site while supplierscan send full loads to the LCCC)

Utrecht (Netherlands) - Sustainable Freight Transport I

Utrecht

National transport hub (Rail, Road, Waterways)

Consolidating Urban Freight Structures


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Winner of Dutch Urban Freight Distribution Award 2009 Different approaches to environmentally-friendly freight

transport

(Source: Mark Degenkamp, City of Utrecht , Presentation at Cities for Mobility

Conference Stuttgart, 2010)

Example 1: Cargohopper

• Idea was developed during a round table

discussion organized by the municipality withlocal companies to discuss further

improvements in inner city freight distribution

• After a period of only four months, one of three

urban distribution center operators and the

municipality managed to get the Cargohopper

concept operational.


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Summary

• NMT can act as an facilitator to increase public transport patronage.

• NMT needs to be properly planned and integrated with PT systems.


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• Integration helps to achieve an attractive alternative compared to privatevehicle usage.

• It also contributes towards a cleaner, safer, and more reliable journey

experience.

• This in turn leads to reduced negative externalities, such as congestion,pollution, accidents, noise, reduces energy consumption, promotes CO2

mitigation, and finally contributes towards building livable cities.

presentation integrated infrastructure planning

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