Upload
manushiindia
View
471
Download
0
Embed Size (px)
Citation preview
Consequences Of
Favoring the MINORITY
&
Marginalizing the MAJORITY
– in the “Indian Democracy”!!
Presented by: Romi RoySenior Urban Designer, UTTIPEC DDA DelhiSpl. Invitee, Masterplan Review Committee under LG, Delhi
Member, High Court Special Task Force on Transportation under CS
Member, Technical Committee on Urban Drainage, GNCTD, Delhi
Spl. Invitee, LAP Monitoring Committee, MCD Delhi
Member, Sub-Committee on Sustainable Habitat, MoUD
Member of Committees, Indian Road Congress
22 Dec 2012
Pedestrians + As Many as 20 Types of Vehicles
Who are the Roads for ??
35% of Trips
are Walk Only!
In addition,
all Public Transport trips include walk!
Delhi Modal Share
Private modes
27%
Public modes
38%
Walk
35%
BICYCLE
4% CAR/TAXI
9%
2W
14%
BUS
27%
METRO
3%
TRAIN (IR)
1%
AUTO RICKSHAW
5%
CYCLE RICKSHAW
2%
WALK
35%
Source: RITES Transport Demand Forecast Study for DoT, GNCTD, 2010
Delhi Modal Share
Private modes
27%
Public modes
38%
Walk
35%
BICYCLE
4% CAR/TAXI
9%
2W
14%
BUS
27%
METRO
3%
TRAIN (IR)
1%AUTO RICKSHAW
5%
CYCLE RICKSHAW
2%
WALK
35%
Only 23% of the city’s people use private vehicles (car/2-wheeler).
Yet almost all infrastructure investments in the city are made for this MINORITY!
Source: RITES Transport Demand Forecast Study for DoT, GNCTD, 2010
19.4
43.4
47.9
35
0
10
20
30
40
50
60
Vehicle Ownership in Delhi
Private Vehicle Ownership (%) Private Vehicle Trips (%)
35% people of Delhi own CYCLES !! But only 4% of trips are by
cycle – because its unsafe and dangerous to use them!
Source: RITES Transport Demand Forecast Study for DoT, GNCTD, 2010
9
14
4
3835
0
5
10
15
20
25
30
35
40
Everyone is Walking!
Who is Cycling?
Women prefer to travel in groups by Cycle – for Safety !!Its also a Free mode. Gives them independence.
Where are they on the road?
Delhi was once the Cycling City !Delhi was once the Cycling City !
Soon cyclists were marginalized due to growing traffic…Soon cyclists were marginalized due to growing traffic…
Now they are “invisible” so they have no rights to road space and are at the mercy of motor vehicles!!
Cycle tracks are sometimes constructed, but wrongly so!!Cycle tracks are sometimes constructed, but wrongly so!!
Therefore they land up being “encroached” by motor vehicles Therefore they land up being “encroached” by motor vehicles while cycles/ rickshaws remain on road!!while cycles/ rickshaws remain on road!!
PolicePolice
MCD Engineers MCD Engineers
SamarthyamSamarthyam
Police said they Police said they
were were not aware not aware
that the track that the track
constructed here constructed here
was for Cycles & was for Cycles &
Rickshaws… !!Rickshaws… !!
SamarthyamSamarthyam (an NGO) conducted Audit of one such road.(an NGO) conducted Audit of one such road.
MCD engineers MCD engineers
said they were said they were not not
awareaware of the of the
UTTIPEC or IRC UTTIPEC or IRC
design standards design standards
for footpaths & for footpaths &
cycle tracks…!!cycle tracks…!!
Cycle tracks/ footpaths Cycle tracks/ footpaths are supposed to be are supposed to be 44--inch inch high…high…
1111--inch high were inch high were constructed here. constructed here.
For whom ??For whom ??
How can a rickshaw get on How can a rickshaw get on an 11an 11--inch high cycle track, inch high cycle track, even with a ramp ???even with a ramp ???
They can’t!! Therefore….They can’t!! Therefore….
….the Track meant for Cycles/rickshaws ….the Track meant for Cycles/rickshaws
is being used for Caris being used for Car--parking comfortably!!parking comfortably!!
The physically disabled person with us could barely be The physically disabled person with us could barely be pushed up on the footpath/ cycle track. Slope here is 1:2 !!pushed up on the footpath/ cycle track. Slope here is 1:2 !!
• If you are a car user, the Road is for you. You get first priority to do
whatever you like.
• If you are a Pedestrian, you are “At you Own Risk”. If possible, install
eyes at the back of your head.
• If you are running a cycle-rickshaw, you are illegal and there is no space for you on the road. Be thankful we are not throwing you out.
• If you are on a cycle, again, “At your Own Risk”.
• If you are old or even slightly physically challenged, STAY AT HOME!
Message we are giving to people through our Road Design:
CLICK NEXT >
Some good examples…. The BRT corridor….Some good examples…. The BRT corridor….
Some good examples…. The BRT corridor….Some good examples…. The BRT corridor….
Planned/ designed respectable spaces for pedestrians, Planned/ designed respectable spaces for pedestrians, cyclists, autocyclists, auto--parking as well as motorparking as well as motor--vehicles !!vehicles !!
Some good examples…. The BRT corridor….Some good examples…. The BRT corridor….
A simple tableA simple table--top crossing lets a cyclist move freely across top crossing lets a cyclist move freely across driveway, without hampering the car’s movement!!driveway, without hampering the car’s movement!!
33
Policy recommendation 1:
Promote Non-Motorized Transport &
Pedestrian Safety.
Why ?Why ?
Mode
Average Trip
Length (KM)
•Car 10.5
•2W 8.7
•Auto Rickshaw 4.7
•Bus 8.8
•Metro 13.8
•Train (IR) 20.2
•Bicycle 4
•Cycle Rickshaw 1.7
•Walk 1.1
0
20
40
60
80
100
120
% o
f T
rip
s
Trip lengths in KM
•• 6060% of Trips in Delhi are below 4% of Trips in Delhi are below 4 KMs.KMs.
Average Trip Lengths
by Mode: Delhi
Cycles, Cycle-rickshaws & Walking
are the ideal modes for short 1-4 km Trips.
34
Source: RITES Transport Demand Forecast Study for DoT, GNCTD, 2010
6060--70%70%
tripstrips
0
0.5
1
1.5
2
2.5
3
0 5 10 15 20 25 30 35
Time, minutes
Dis
tan
ce
, k
m
Metro Walking
Bicycling BRT
2-Wheeler/car
car bicycle BRT metro
walk
For a 3 km trip, Buses & Cycle are
most efficient PT modes.
Source: Created by IIT Delhi + iTrans
Schools
±0 6 12 18 243
Kilometers
Legend
School
railway line
NCTD Boundary
yamuna watercourse
IGI airport
forests and ridge
Buffer School
• 3 km buffer around schools of Sec. and Sr. Sec schools. (Schools marked From . Eicher City Map, Edition 2)
• The Catchment area of education based trips.
NMT inclusive Planning –Where do you need it?
Source: TRIPP/IIT Delhi
Legend
JJC_Point
POPULATION
0 - 100
101 - 200
201 - 400
401 - 800
801 - 1600
1601 - 10000
nctd line
railway line
yamuna watercourse0 4 8 12 162
Kilometers±
Trips origin: slums
• Distributions of JJ Clusters in Delhi
• There is direct relation between the density of these poor households and the number of cycle trips origin.
Source: TRIPP/IIT Delhi
NMT trips destination: shops, MLU, CSC, DC, Wholesale areas
• Major Commercial Centres, District Centres, -18%
• Shops / Mixed Land Use and Wholesale areas -23%
• These are spread all over urban area as major destination for poor urban workers using cycles for upto20km per day
Legend
Shops / Mixed Landuse
district centers
C.S. Centers
wholesale areas
yamuna watercourse
rai lway line
nctd line±0 4 8 12 162
KilometersFigure 4.17 Shows locations of major Commercial Centres, District Centres, Shops /
Mixed Land Use and Wholesale areas
Source:/TRIPP/IIT Delhi
NMT destination: manufacturing areas and govt. offices
• 21% of cycle work- trips have factory destination and travel up to 10 km in a day
• about 35% have offices (Govt. and Pvt.) as their destination and travelling upto 10 km per day
n
nn
nnnnnn
n n
n
n
±0 6 12 18 243
Kilometers
Legend
n govt landuse
railway line
NCTD Boundary
yamuna watercourse
govt. landuse
manufacture
IGI airport
forests and ridge
Buffer_of_manufacture
Buffer_of_govt_landuseSource: TRIPP/IIT Delhi
40
Walking & CycleWalking & Cycle--rickshaws are the most rickshaws are the most important Feeders to Metro/ BRT Stations.important Feeders to Metro/ BRT Stations.
MODE FROM ORIGIN TO METRO FROM METRO TO DESTINATION
Walk 61% 78%
Cycle Rickshaw 12% 9%
Two Wheeler 11% --
Auto 8% 8%
Bus 5% 5%
Car/Taxi 3% 1%
Source: RITES Transport Demand Forecast Study: May 2008
Mode used to Reach Metro Stations:
Yet NO Metro Station provides authorized Yet NO Metro Station provides authorized
cyclecycle--rickshaw parking !!rickshaw parking !!
41
• A Car serves one person a day & occupies minimum 3 parking
spaces throughout the city.
• An IPT mode occupies only one parking space, and
serves multiple people throughout the day.
Policy Recommendation 2:
• Improve Supply & Service by IPT.
• Provide authorized Parking.
auto rickshawtaxi
12th Plan Strategies to
promote IPT:
1. Provide More IPT Choices
2. Provide organized IPT Parking at all
Metro Stations & along all Roads.
Source: Delhi Traffic Police
• There are more than 2100 accidents occurred during 2010.
• The maximum casualty in the
fatal accidents are pedestrians,
cyclists & 2 wheelers.
• The maximum accidents have occurred during the lean hours both
in the morning & night.
Road Safety is Low.Road Safety is Low.
0 20 40 60 80 100 120 140 160 180 200
Ring Road
Outer Ring Road
Rohtak Road
G T K Road
Mathura Road
N. H.-8
Mahrauli Badarpur Road
Najafgarh Road
G. T. Road
Wazirabad Road Pedestrians
Two Wheelers
Self
Fatal Accidents in 2010
The reasons for all accidents are:
1. Signal free high speed corridors.
2. Insufficient/ No pedestrian Crossing facilities.
3. Central verge without grills.
4. No speed breakers/ rumble strips on long stretches.
5. Absence of dedicated lanes for slow moving vehicles.
6. Heavy volume of traffic.
7. Glaring during night etc.
How are CarHow are Car--oriented Infrastructure oriented Infrastructure Impacting us?Impacting us?
• Making motor vehicle movement smoother for a few years, before jams take over.
• Making it impossible/ very difficult to cross roads on foot!
• Making cycles & cycle-rickshaws move contra-flow, thus endangering their lives.
• Making it impossible/ difficult to interchange between different bus routes near junctions.
• Creating environments suitable for eve-teasing and heinous crimes like Rape!
• In long run, increased car use leads to Congestion again, while use of all other modes has been made excruciatingly difficult or impossible!
How are CarHow are Car--oriented Infrastructure oriented Infrastructure Impacting us?Impacting us?
46
How to cross this road ??How to cross this road ??
Where to walk or cycle ??Where to walk or cycle ??
DhaulanDhaulan KuanKuan SignalSignal--free Cloverleaf (free Cloverleaf (जलेबीजलेबी))
After construction of the Clover Leaf Flyover, the walking distance
from AIIMS exit to Dilli Haat has increased by over 5 times.
In addition, there are no safe crossings available, so people risk their lives crossing the street at the most convenient locations.
Walking Distances are increased by >Walking Distances are increased by >5 5 times times
after after जलेबीजलेबी construction at AIIMS!construction at AIIMS!..
((Source: CSE)Source: CSE)
People can’t cross the street between neighborhoods!!
Walking Distances are increased by >5 times Walking Distances are increased by >5 times wherever a flyover is wherever a flyover is constructredconstructred..
All major flyovers have failed, or led to MORE All major flyovers have failed, or led to MORE congestion.congestion.
All major flyovers have failed, or led to MORE All major flyovers have failed, or led to MORE congestion.congestion.
Congestion is good!!Congestion is good!!
It makes people shift to BRT or other modes like cycles!!It makes people shift to BRT or other modes like cycles!!
Jakarta
Delhi
Delhi
What to Do?
1. Follow Road Standards & Guidelines.
(IRC+ UTTIPEC)
2. Plan a Network for cyclists, rickshaws &
pedestrians, not pieces.
3. Technically Design, Implement & Supervise
projects.
4. Regular Audit and Maintenance.
Street Design GuidelinesStreet Design Guidelines“…for Equitable Distribution of Road Space” - NUTP“…for Equitable Distribution of Road Space” - NUTP
© UTTIPEC, Delhi Development Authority, New Delhi
Guidelines Adopted: Nov 2009. Revision 1: Nov 2010
54
Primary Arterial Other Primary Arterial Primary Collector Secondary Collector Local Streets
RIGHT OF WAY 60-80 M 45-60 M 30-40 M 18-24 M 12-20 M
SPEED RANGE 50 – 70 km/hr 30 - 40 km/hr. 20 - 30 km/hr 10- 20 km/hr 10-20 km/hr
SPEED CONTROL
Enforcement and Traffic Calming required
Enforcement and Traffic Calming required
Enforcement and Traffic calming required.
Traffic calming essential.
Traffic calming required
BUSWAYS FOR BRT
Segregated buswaysrequired where BRT proposed
Segregated buswaysrequired where BRT proposed
Segregated buswaysrequired where BRT proposed, at-grade segregation possible on R/Ws above 36 M
No segregated bus lane; but Road may be designated Bus-NMV only if required
No segregated bus lanes or bus operations required; but Road may be designated Bus-NMV only if required
MOTORIZED LANES
2 to 4 motorized lanes per direction, min. 3.3 m wide (min. 3.5 for BRT busways)
2 to 4 motorized lanes per direction, min. 3.3 m wide (min. 3.3 for BRT busways)
2 to 3 motorized lanes per direction, min. 3.1m wide (min. 3.3 for BRT busways)
No minimum lane width specification.
No minimum lane width specification.
CYCLE/ NMV TRACKS
Segregated cycle tracks required; min. 2.5 m wide for two-way movement.
Segregated cycle tracks required; min. 2.5 m wide for two-way movement.
Traffic Calming essential where segregated Cycle tracks are not provided; Cycle tracks to be min. 2.5 m wide if block lengths are >250m.
Cycle lanes can work, segregated tracks required where friction & encroachment expected
No special feature for cyclists
SERVICE LANES Serv ice lanes required. Serv ice lanes required for residential frontages; for commercial / MU frontages, not required.
No serv ice lane required
No serv ice lane required
No serv ice lane required
MEDIANS Continuous median; all openings and intersections accompanied by signals and traffic calming. (no grade separators within city)
Continuous median; all openings and intersections accompanied by signals and traffic calming. (no grade separators within city)
Intermittent or No median; openings/ intersections accompanied by signals and traffic calming.
Intermittent or No median required; For roads where need for Median is felt, issue to be brought to UTTIPEC. Crossings to be traffic calmed.
No medians; traffic calmed crossings, or mini roundabouts
NOTE: Lane Widths have been designated based on desired speed of the road category.
* Guidelines prepared by UTTIPEC, DDA; Revised and Updated in Nov 2010.
Masterplan-2021 Road Hierarchy: Categorization*
54
MobilitySafety
& Comfort
Ecology
Integrated
05 Bicycle and Non-Motorized Transport Infrastructure
Provision for introducing cycle tracks, pedestrian and disabled friendly features in arterial and sub-arterial roads is a must. (MPD-2021)
Bicycles, Rickshaw s and other Non-Motorized transport are essential and the most eco-
friendly feeder services to and from MRTS stations. They are also indispensible for short & medium length trips for shopping, daily needs, school, etc. Providing safe and segregated NMT lanes on all Arterial and Collector Streets w ould encourage their use and reduce the dependency of people on the private car...
MAIN PRINCIPLES:Mobility - Continuous and safe NMT lanes with adequate crossings are essential
throughout the city- Ample parking facil ities for NMTs must be provided at all MRTS stations
Ecology: - The most eco-friendly mode of transportation.
Safety/Comfort - Safe crossings for NMT are essential for their safety. - NMT lanes must be segregated from faster motorized traffic.- Shade must be provide along NMT lanes as well as at traffic signals.
05A Segregated Cycle +
NMT Tracks
05B Bicycle Parking and
Other
Infrastructure
55
UTTIPEC
Street Design
Guidelines
56 ESSENTIAL GUIDELINESStreet Design Guidelines © UTTIPEC, DDA 2009
Not Preferable 05A Segregated Cycle and NMT TracksKey Principles:• Cycle Lane - A portion of a roadw ay that has been designated by striping, signs,
and pavement markings for the preferential or exclusive use of bicyclists.
• Cycle Track - A Track intended for the use of bicycles that is physically
separated from motorized vehicle traffic by an open space or barrier w ithin the
existing ROW.
• Provision for introducing cycle tracks, pedestrian and disabled friendly features in
arterial and sub-arterial roads is a must, as per MPD-2021. Minimum
acceptable Width for single lane movement is 2.0 M.
• NMT Lanes are meant for Bicycles, Cycle-Rickshaw s, Hand pushcarts, Haw ker
carts, animal draw n carts, etc.
Key Guidelines:• NMVs are the second most vulnerable group
of road users and therefore must be clearly segregated from faster moving motorized
traffic, especially on Roads designed for
motorized speeds of
• The NMV lane should be constructed with smooth-finished cement Concrete or
Asphalt in order to ensure a low maintenance and smooth riding surface. In
the absence of this, cyclists will tend to
move into the MV lanes which may be more comfortable.
• Minimum Dimension of NMV Track is 2.5 M.
• NMV Lanes or Tracks should be located on
both sides of the street.
• A 0.7 M landscaped buffer should be kept between NMV and MV lanes in order to
maximize the speed, efficiency and capacity
of the NMV Lane.
‘Marked’ Cycle Lanes have failed in Delhi
as vehicles freely drive and park on these
cycle lanes.
Marked lanes also suffer from lack of visibil ity.
Lack of physical separation also deprives
cycles of safety and does not allow them to
pick up speed.
Mixing of modes slows down everyone and
creates chaos! NMV lanes must be given clear crossing Tracks at junctions.NMV lanes must be given clear crossing Tracks at junctions.
??
57Street Design Guidelines © UTTIPEC, DDA 2009
ESSENTIAL GUIDELINES
Best Practices05A Bicycle and NMT Tracks
Segregated Cycle-NMV Track,
BRT Corridor, Delhi
Segregated TWO-WAY Cycle Track,
Canal Street, Manhattan
Segregated Cycle Track on 20 M Road,
Manhattan
2.5 M is the Optimum Cycle Track Width. 1.5 M Width is required for Cycle Rickshaw Parking. Detail Source: Oasis Designs
Inc.
Relative Levels of NMV Tracks and Footpaths.Source: TRIPP, IIT Delhi, BRT Design Specif ications, 2009
Shaded Waiting Area for Cycles at Road Junction, Hangzhou, China
Cycle track on Public Staircase, Europe
05A
58 ESSENTIAL GUIDELINESStreet Design Guidelines © UTTIPEC, DDA 2009
Not Preferable 05B Bicycle Parking and Other InfrastructureKey Principles:
• Cycles are a very desirable and affordable private feeder service to MRTS/ BRTS Stations.
• To encourage their usage therefore - safe and secure cycle parking options must be provided.
• Secure Cycle Parking must be provided at all MRTS/ BRTS Stations.
80% of Cycles under the Paris Cycle Share
Program are stolen or damaged.
Source: Samuel Bollendorf f for The New York
Times
Open lockable parking bays like above may
not succeed in Delhi – due to fear of theft or
vandalism. However, they may work as a short term (10-minute) parking option.
Key Guidelines:• Long-Stay Parking – Cycle parking lots must be enclosed, ticketed (like car-parking
lots) and shaded from w eather. Cycle parking lots can be combined w ith ticket counter
booths, local police booths, cycle service stations or shared areas w ithin private building
complexes.
• Short-stay parking – should be open to view and close to entrances of destinations.
The stands should allow at least the frame and ideally both w heels, to be secured to them.
A typical Cycle Stand is show n above.
Source: http://www.norwich.gov.uk/local_plan/images/figures/diag1a.jpg
http://www.bolsov er.gov.uk/localplan/ws_pics/image005.jpg
59Street Design Guidelines © UTTIPEC, DDA 2009
ESSENTIAL GUIDELINES
Best Practices
2.1 or 2.5 M x 5.0 M Parking Bays 2.1 or 2.5 M x 5.0 M Parking Bays
Graphic Source:
http://www.hackney-
cyclists.org.uk/parking/on_street_x.jpg
A Cycle-repair stall next to a Cycle Track, ShanghaiSAMPLE CYCLE PARKING PLANSAMPLE CYCLE PARKING PLAN
05B Bicycle Parking and Other Infrastructure
Public Cycle Parking in a Private CompoundPublic Cycle Parking in a Private Compound
Stacked Cycle Parking, ChinaStacked Cycle Parking, China
Shaded and Ticketed cycle Parking, BeijingShaded and Ticketed cycle Parking, Beijing
Cycle Rickshaw Parking, Cycle Parking Stands, Cycle repair Stalls, etc.
can all be accommodated within the Flexible “Multi-Functional Zone” (Section 04)
Sample Drawing: Pradeep Sachev a Design Associates
05B
60Street Design Guidelines © UTTIPEC, DDA 2009
ESSENTIAL GUIDELINES
Best Practices01E Continuous Pavement
BRT Corridor, New Delhi
Typical Detail of Raised Driveway at Building Entries.
Source: TRIPP, IIT Delhi, BRT Design Specifications, 2009
At entry points of properties – introduce “raised driveway” or “ table-top” details – where
pedestrian and cycle tracks continue at their same level, but the motorized vehicles have to move
over a gentle ramp to enter the property.
01E
01E
Cycle Rickshaw Stands
Cycle Parking
63
45 M Primary Arterial Road
Drawings only Suggestive, not Prescriptive. Prepared by UTTIPEC, DDA 63
IRC Section
UTTIPEC
Section
Cycle Tracks
MANDATORY
64
40 M Primary Arterial Road
Drawings only Suggestive, not Prescriptive. Prepared by UTTIPEC, DDA 64
IRC Section
UTTIPEC
Section
Cycle Tracks
MANDATORY
65
30 M Arterial Road
Drawings only Suggestive, not Prescriptive. Prepared by UTTIPEC, DDA65
IRC Section
UTTIPEC
Section
Cycle Tracks
MANDATORY
66
NOTE:
Non-motorized Lanes/ Cycle Tracks are
OPTIONAL on R/Ws below 40m Width.
In case smoother flow of motorized traffic is
desired, one “Shared Lane” may be replaced
by a dedicated Non-motorized Lane, in each
direction, to reduce friction between slow and
fast moving vehicles.
30 M Primary Collector Road
Drawings only Suggestive, not Prescriptive. Prepared by UTTIPEC, DDA 66
IRC Section
UTTIPEC
Section
Cycle Tracks
OPTIONAL
67
18-24 M Secondary Collector Road
Drawings only Suggestive, not Prescriptive. Prepared by UTTIPEC, DDA 67
IRC Section
UTTIPEC
Section
Cycle Tracks
OPTIONAL
Example:
45m Road
(Vikas Marg)
Cycle tracks,
footpaths,
rickshaw-parking,
auto-parking,
vendor cart spaces,
trees,
car-parking,
toilets…
accommodated
within R/W
without disturbing
carriageway
space !
687/26/2012 UTTIPEC
697/26/2012 UTTIPEC
Example:
45m Road
(Vikas Marg)
Cycle tracks,
footpaths,
rickshaw-parking,
auto-parking,
vendor cart spaces,
trees,
car-parking,
toilets…
accommodated
within R/W
without disturbing
carriageway
space !
707/26/2012 UTTIPEC
Example:
45m Road
(Vikas Marg)
Cycle tracks,
footpaths,
rickshaw-parking,
auto-parking,
vendor cart spaces,
trees,
car-parking,
toilets…
accommodated
within R/W
without disturbing
carriageway
space !
A complete City-wide Safe Cycling Network to be developed.
Arterial Roads to have safe Cycle Tracks
Nallahs can be Cycle-Ecomobility corridors, forming a City-wide Network.
A complete City-wide Safe Cycling Network to be developed.
73© UTTIPEC, DDA 2012
Small Successes Road
Accidents!
74© UTTIPEC, DDA 2012
Even when traffic is jammed & standing,
still pedestrian crossings are not left free !
Why No Crossings ?Why No Crossings ?
75© UTTIPEC, DDA 2012
No signalized
zebra
crossings
= jaywalking
= Road
accidents!
76© UTTIPEC, DDA 2012
Pilot Projects
Times of India, 2010
Signalized
Crossings
were
proposed
every ~250m
on Aurobindo
Marg to make
it safer!
77© UTTIPEC, DDA 2012
Pilot Projects
Times of India, 2010
Signalized
Crossings
were
proposed
every ~250m
on Aurobindo
Marg to make
it safer!
78© UTTIPEC, DDA 2012
Typical Safe
Crossing Designs:
79© UTTIPEC, DDA 2012
Typical Safe
Crossing Designs:
80© UTTIPEC, DDA 2012
Provide safety through Design
81© UTTIPEC, DDA 2012
Safe Crossings implemented on Aurobindo Marg:
• Traffic calming
strips before
zebra
crossings
82© UTTIPEC, DDA 2012
Provide safety through Design
• New Safe zebra
crossings
83© UTTIPEC, DDA 2012
• New Safe zebra
crossings
Provide safety through Design
84© UTTIPEC, DDA 2012
SuccessProvide safety through Design
What to Do?
Problems, Issues and
Solutions are known!
POLITICAL WILL IS MISSING !
Safety and Pride for Non-motorized Transport
One day we will have it!