Delhi, an emerging global city and capital of the largest democracy, is in processing of developing state of the art transport infrastructure. The development of new urban transport infrastructure and services to urban economy and mobility, are supported by planning process, governance and management. It needs coordinated and integrated approach amongst several agencies involved with urban services and development along with a participatory planning process at local level.
Multi Modal Transport System (MMTS) relates to single trip consisting of combination of modes i.e. vehicle modes (bus, metro, car, tram, etc.) or service modes (private/public) between which the commuter has to make a transfer . Transfer is an essential part of multimodal trip including change of modes at transfer nodes. Hence seamless travel is an important characteristic of the system.
In fact, it provides multiple choices to enable a trip to be performed in the most convenient manner but the critical requirement of the whole system is integration. It is important to assess trip demand for multimodal transport services and hence preferences and choice behavior of commuters must be evaluated throughout the trip chain and related need for transfer. However, attributes of the services (time, reliability, etc) and information about the services influence travel choice behavior.
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2.0 Govt. of India Initiatives
After Independence, the Govt. of India realized the importance of transport as a key sector. Hence, budgetary allocation for development of transport was made in various Five Year Plans. The Planning Commission, Govt. of India set-up a “Study Team on Metropolitan Transport” in 1965 to assess the adequacy and limitations of existing transport facilities in the cities of Calcutta, Bombay.
Madras and Delhi to determine the feasibility of different modes of transport and recommend phased programmes for development of transport facilities. After that, the National Transport Policy Committee was constituted which submitted its report in May 1980. It recommended integrated planning within the transport sector to fulfill the needs of rural, inter-urban and intra-urban passengers.
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The Study Group on “Alternative Systems of Urban Transport” (1987) suggested organized public transport for a city having population of around 1 million and urban bus must be introduced. The transport supply and modal splits must be increased by inductor of partly private or contractual services. A transport corridor with peak demand of 15,000 – 25,000 persons per hour per direction (pphpd) and 40,000 pphpd must have grade separated bus way and Medium Capacity Rail Transit System (MCRTS).
{sidebar id=329 align=left} The National Commission on Urbanization (1988) also recommended Mass Rapid Transit System for efficient and adequate service. During last decade (1991-2000), the road capacity become saturated and is not able to cope with the increasing transportation demand. A single mode of transport is neither viable nor economical and efficient. It is necessary to integrate various modes of mass transport and evolve a multi modal transport system for both harmonious growth and efficient mobility.
The Ministry of Urban Development, Govt. of India (2006) formulated National Urban Transport Policy (NUTP) with objective to ensure safe, affordable, quick, comfortable, reliable & sustainable accessibility to the city residents. NUTP emphasizes to establish an quality focused Multi Modal Public Transport System that are well integrated, providing seamless track across roads. The policy lays emphasis on seamless interchange if proper interchange infrastructure is available and users are to use a single ticket overall system.
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Public transport in Delhi carries only about 60% of total vehicular person trips but the same should be 80% as per population size of the city. The population of Delhi is estimated to grow from 13.8 million (2001) to 23 million (2021). In the same period, the intra {sidebar id=289 align=right} city vehicular trips per day are estimated to grow from 10.7 to 24.7 million. If about 15% inter city trips are added, the total trips to be catered to by 2021 will be about 28.7 million per day.
Thus 80% of these trips i.e. 24 million should be carried by the public transport by 2021. The present bus services, metro rail and IRBT, if implemented as planned together are estimated to carry about 15 million trips per day by 2021. Thus 9 million trips per day must be additionally catered to by other modes of public transport. Hence it is necessary to take appropriate step for optimum use of carrying capacity of public modes and their proper integration with other modes such as monorail, LRT, etc.
In the Master Plan for Delhi -2021, multimodal transportation system has been proposed and future transport system shall consist of a mix of rail and road based system which may include metro rail, ring rail, dedicated rail corridors for daily commuters, BRTS and other mass transit modes as technologies become available and Intermediate Para Transport (IPT) and private modes on selected corridors as identified from time to time.
{sidebar id=330 align=left} In 2006, the Government of National Capital Territory of Delhi (GNCTD) had advocated an Integrated Multi Modal Public Transport Network for NCTD using modes such as Bus Rapid Transit, Light Rail and Monorail in addition to the metro rail and the present Delhi Transport Corporation (DTC) bus services duly integrated through multimodal interchange points. This project has been approved by GNCTD for phased implementation by 2020.
The total length of the public transit network including 250 km of Metro will be 750 km. To implement this project, the Government of NCT Delhi has incorporated a ‘Special Purpose Vehicle’ under the name of Delhi Integrated Multi Modal Transit System (DIMMTS) Limited on 19th April, 2006. DIMMTS Ltd. will be responsible for all aspects of implementation, operation and maintenance of the proposed multimodal network.
3.0 Planning Principles
Different land uses produces different trip rates. The availability of various modes accelerates development around their influence zones. The presence of MRT lines and feeder service boost up real estate development, commercial activities. To achieve spatial balance, development should take place according to new corridors of mass movement.
{sidebar id=331 align=right} Bus connectivity needs to plan to a considerable extent in the form of feeder services to multi modal transport stations. Good quality of bus services such as high capacity bus services (HCBS), air-conditioned buses, etc can upgrade comfort of the riders and can reduce individual /private vehicle usage.
The integration of non-motorized vehicles with MMTS has vital role to play. Park and ride facilities have to be developed at important bus terminals, MMT stations to provide better connectivity and reduce parking problems on main arterial roads. It will encourage use of public transport.
MMTS Influence Zone
Influence Zone along MMTS having 500 mt wide belt on both sides must be planned as intensive development zone and accordingly development control norms must be formulated. Higher FAR, density, mixed land uses, etc must be permitted for the same.
MMTS Urban Corridor
City structures of Delhi had been conceived in terms of hierarchies with CBD, District Centers, Community centers, places of historical importance, etc. It is important to integrate theses places of importance and connect through proper development of MMTS corridors. Hence MMTS urban corridor provides an integrated, compact network for smooth and convenient movements.
Creation of Unified Metropolitan Transport Authority (UMTA)
The National Urban Transport Policy of Govt. of India lays emphasis on integration of the fragmented institutional structure by setting up of a Unified Metropolitan Transport Authority in all cities with a population of one million plus to facilitate better coordination in the planning and implementation of urban transport systems. Such an authority should not be an operator of any transport facility, but should function as a coordinator amongst various operators. At present, UMTA exists in Bangalore, Mumbai, Hyderabad and Jaipur.
Special Areas Provision
In order to address transport problem in congested areas, medium capacity mass transit system comprising Bus Rapid Transit System (BRTS), LRT, etc must be considered on selected routes and the same must be connected with MMTS.
Development Controls
As per number of modes, volume of traffic, interchange points, facilities required, etc., the urban local bodies should frame development controls for multi modal transportation plan in terms of area under operation, area under building, FAR, floor area for passenger accommodation, etc. Accordingly, property development norms along MMTS are also required for composite development.
{sidebar id=332 align=right} 4.0 Design Elements
Multimodal transport system is a system which involves the coordinated use of different modes of transportation i.e. coordination between different mode of public transportation to alleviate the metropolitan transportation problems. The change of mode occurs at transit station called multimodal transportation centre. The information regarding parking facilities near interchange station, unified ticket, time table and public awareness play important role in achieving the coordination between various modes. Multi modal transport system has two basic components:
Integration and
Interchange.
4.1 Planning for Integration
Integration is the key to sustainable and need responsive public transport. Integration of various modes is required at different levels such as:
The best method to solve traffic problem in Delhi is the construction of public transport oriented infrastructure. New modes of public transport i.e. Metro, Monorail, LRT etc. must be properly integrated. The current infrastructure i.e. BRT corridor, Low floor AC buses operation through vehicle tracking system, central parking depots (every vehicle can be checked for clearness and fitness before going out for service) etc. are needed to be improved.
4.2 Planning and Design of Interchange
Interchange and seamless travel are now significant components of an integrated transport strategy. Interchange is an important key element in modern transport network and also a part of infrastructure which involves multi-modal activities. An interchange is thus one of the starting points of any public transportation ride and the first point of interaction the user had with the available public transportation service. The following points are to be considered in planning of interchange:
Define position of interchange in transport network to fulfill its transport function.
Define interchange layout for seamless transfer.
Location of interchange on existing line hauls where there is efficient access to existing transport network.
Improvement of existing roads / construction of new roads.
Access modes in order of priority – walk, bicycles, feeder services, etc.
Size of interchange as per expected peak demand.
Develop interchange facilities and consider associated costs and benefits when implementing changes to a station to encourage interchange.
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5.0 Concluding Remarks
Integration of various modes should be in such a way that most of commuters do not have to walk more than 500 mt. to reach public transport, make more than two or three interchanges to reach their origin/destination and spend too much time at interchange. In mixed land use areas and intensive development zone, there is need to prepare integrated land use transport plan as per availability and operation of constituent modes of MMTS. Further, fare policy and unified ticketing system for MMTS must be based on affordability and socio-economic characteristics of mass users.
The role of Intermediate Para Transit such as minibus, matador type vans, auto-rickshaws, shared taxi, etc. should be encouraged for collection and distribution of trips to feed metro and other constituent modes of MMTS. The decision priorities of ULBs by restricting on- street parking, prohibiting entry of low occupancy vehicles in congested areas/roads, higher penalty charges in violation, more tax on personalized vehicles, etc may help to reduce personalized modes in MMTS corridors. Feeder bus service to pick up and drop the passengers from MMT stations to CBD/major work centre will also promote to choose multi modal transport.
In India, there has been rise in the number of middle class and urge to own personalized mode. Further, the automobile companies are also coming up with new models of cars at reasonable price. Hence model shift in favour of public transport may take some time. However, integration of various modes and their proper integration points provide smooth, convenient, pleasant, safe mobility to commuters. It will reduce travel distance; change the mode of travel from car to walk/cycle for short journey and to public transport for long journey.
Authors:
Pawan Kumar, Asstt. Town & Country Planner, Town & Country Planning Organization, Ministry of Urban Development, Govt. of India, New Delhi, India. E mail:[email protected], [email protected].
Prof S.Y. Kulkarni, Professor & Head, Department of Architecture & Planning, Indian Institute of Technology, Roorkee, India
Prof. (Dr.) M. Parida, Associated Faculty, Centre for Transportation Systems, Indian Institute of Technology, Roorkee, India
References
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