Environmental Engineering Reference
In-Depth Information
to appreciate the benefits of a city-wide system, but this may come with further extensions
and the development of a network of routes that link in effectively with the Metro.
Under Scenario 4, there are significant shifts to public transport, including major investment
in a more extensive Metro network and BRT system to 2030. Critically, the development of
major transport corridors and interchanges is closely coordinated with urban planning, with
higher densities and mixed-use centres developed around the interchanges. Such integrated
development will encourage greater ridership potential. This integrated urban structure and
transport planning is not occurring to any great extent in the current plans.
Walking and cycling
Walking and cycling can continue to be very important modes of travel in Delhi, but there
needs to be significant investment in infrastructure. These two modes are critical to the mobility
of the majority of Delhi's population, as more than 50 per cent of the population cannot afford
any other means of travel unless heavily subsidised (Mohan, 2006), but the attraction of walking
and cycling is being rapidly diminished as more space is given to motorised transport. Traffic
casualty rates in the city are amongst the highest in the world, with pedestrians, cyclists and
rickshaws often the most vulnerable.
Under Scenario 4, there is major investment in walking and cycling facilities. Bicycles and
cycle rickshaws can be given segregated lanes away from vehicular traffic, and the pedestrian
environment and public realm in key urban centres would be enhanced. Pucher and Buehler
(2008) advise on extensive cycle networks being developed, alongside intersection treatments
(to make cycle usage easier), traffic calming in residential areas and urban centres, coordination
with public transport, effective parking facilities and legislative changes, including protection
for cyclists in accidents (legally the motorist is assumed to be at fault in all collisions). Cycling
ideally needs to be separated from other forms of transport, using segregated routes, as this
is a key determinant of use. Amongst less confident cyclists, it is the perceived safety when
travelling with traffic that is the difference between cycling or not cycling. Part of any new
investment would be cycle training, cycle promotion and even the development of mass cycle
hire facilities, similar to those being developed in China and Europe.
The practice of cycle provision in the Netherlands, Germany and Denmark can provide
some guidance for the means by which successful implementation can take place. A major
effort (and investment) must be made in terms of developing appropriate schemes for the
Delhi context. Cycling, above all modes, seems to offer an equitable and inexpensive travel
option for all in Delhi, yet attitudinal issues are perhaps most difficult - to change the perception
of cycling from an option for the poor into one of travel for all, including the high income
groups, where cycling gives the quickest and healthiest choice for active travel. Ideally cycling
in Delhi will become fashionable, similar to trends in many European cities.
Urban planning
Strategic and local urban planning is seen as central to Scenario 4 so that the most value is
obtained from transport investments, such as the proposed Metro and BRT networks, and also
to facilitate more walking and cycling. This means an effective location of development at
the strategic level, with most new development located around the new public transport
interchanges, increased densities and the creation of mixed use centres around interchanges,
and improved neighbourhood design to facilitate walking and cycling. Hence, urban planning
is used to 'retrofit' the Delhi urban structure to more closely integrate with the planned public
