Escolar Documentos
Profissional Documentos
Cultura Documentos
Geetam Tiwari
2006
Medium-low
System cost varies for both fixed and operating cost. Rail-based
20,000?
Nowhere
Required
Skybus
3060?
Elevated
Medium
systems have 1020 times fixed-cost requirements more than road-
2025
1015
2 lanes
based systems. They also have a higher operating cost because of a
Low
50
larger infrastructure to be maintained and the requirement for more
skilled staff.
Reduced congestion
Construction Time
20,00035,000
Extensive in Latin
Medium (current
International experience shows that rail-based systems require three
Indian cities)
to four times the construction time that road-based systems require.
24 lanes
Very high
Desirable
BRT
for buses
At grade
America
2530
1015
1020
System Demand
High
5
Demand for public transport depends upon the ease of access, total
Elevated-underground
trip length and ticket cost. Optimal trip lengths for different modes
N. America, Europe,
2 lanes for elevated
based on desirable access time vary from 1.8 km for two-wheelers,
40,00070,000
High (250300)
2.5 km for three-wheelers, 4.8 km for car, 7 km for taxi, 6.5 km for
limited in Asia
bus and 14 km for metro. Commuters prefer shorter walking distances,
Metro
No impact
150300
Necessary
Very low
Table 2. Summary of Characteristics of Alternative Mass Transport Systems
usually less than half a kilometer. The access time required for a rail-
2455
4550
based system is higher than for a road-based system; therefore, usually
Low
15
trips that are more than 1015 km long are suitable for a rail-based
system. In mega-cities like Delhi and Mumbai 20% of the trips are
Medium (150200)
more than 15 km. Rail-based systems can effectively meet this demand,
20,00025,000
At grade-elevated
Policy dependent
provided that the majority of these long trips originate and terminate
European cities
LRT
Required
1540
Load Factor
100
Low
30
15
Load factor is defined as the number of actual users as a ratio of
available capacity. The number of actual users depends upon trip length,
Current applications
leads to least space consumption, least energy consumption, least
Catchment area
Source: Author.
emission, and least accidents per passenger kilometer.
Space required
Characteristics
Segregation
Flexibility
Comparative Assessment
Table 2 presents the various parameters for selected mass transport
metro/rail based
met if two or three parallel road corridors are available for the bus
system, taxi
system. Therefore, modern bus systems have to be planned and
implemented as a priority in all cities.
> 15
>15
Infrastructure, both physical and institutional, which enables efficient
three-wheeler and taxi systems, will reduce dependence on private modes
like car and two-wheelers, which have a very high social cost. Only
metro/rail based
Car, bus, taxi,
15% of the trips are more than 15 km long. For mega-cities that have
more than 10 million people, 15% translates into 1.5 million trips.
1015
1015
Priorities for optimal modal transport mix for different city sizes,
summarized below, are also tabulated in Table 4.
bus, taxi
Bicycle,
1520
510
Bicycle,
2025
car,
Source: Author.
Legislative Requirements
Table 4. Action Priority for Optimal Modal Mix
operate, and run public transport systems like high-capacity bus systems
management).
the quality of data collected. Similarly, traffic accident data and air
0.250.5
0.501.0
Notes:
>5.0
carried out by the central government and locally notified by each state
Institutional Requirements
New institutions are required at city and state levels. State-level
institutions should coordinate the policies and plans required at regional
levels, beyond city boundaries. They would be responsible for linking
land-use plan with transport plans, and implementing regulations
pertaining to environment and safety. State- and city-level institutions
for urban transport should set targets and prepare resource plans for
achieving the desired level of accessibility and safety. City-level institutions
are required for planning, implementing, and operating public transport
systems. Existing state-level institutions like town and country planning
organizations, or city-level institutions like development authorities should
be reorganized to deal with the complexities of urbanization and transport
systems. They should have targeted capacity building programs, and
linkages with state- or national-level academic institutions. Surveys and
studies undertaken by these should be made publicly available to ensure
that the interests of the informal sector and vulnerable groups are
adequately represented in them. State-level institutions should produce
standards and manuals for land-use plans, road development, and
geometric standards for implementing agencies. At least five or six
interdisciplinary groups should be set up in academic institutions to
work on issues related to urban transport such as transport economics,
public transport systems, public-private partnerships in urban public
transport, transport management, and traffic safety.
Administrative Requirements
Cities must use the enabling clauses from the 74th amendment of
the Constitution to bring governance and decision-making to the local
level. This will ensure meaningful participation of all stakeholders in
transport planning and policies. The administration of city-level imple-
menting agencies like traffic police, the transport department, and the
public works department should have cells that have expertise in modern
road design, traffic management systems, and management of transport
services.