1. ＩＮＴＲＯＤＵＣＴＩＯＮ
The Challenge
Urban structure and mobility are inextricably linked. Planning for a more effective location and
form of development is at the heart of the challenge to achieve sustainable travel. Reconciling
the benefits of car travel with wider sustainability objectives continues to be difficult to achieve
in policy terms and in practice. In recent years the scale of traffic growth has arguably been
reduced as a result of policy initiatives, especially in urban centres. However, congestion and
transport carbon dioxide (CO2) emissions continue to rise in many areas. Walking, cycling and
bus use are usually static at best and often still in long-term decline. Car dependency is often
‘built in’ under current and envisaged development patterns.
ＳＵＳＴＡＩＮＡＢＬＥ ＤＥＶＥＬＯＰＭＥＮＴ
Since the 1987 Brundtland Commission report brought global attention to the concept of
sustainable development, scholars and policy professionals have worked to apply its principles in the
urban and metropolitan context. Sustainable development has proven an enduring and compelling
concept because it points policy in a clear, intuitive direction, yet is flexible enough to adapt to
emerging new issues, technological and economic conditions, and social aspirations. It is appealing
to advocates and scholars alike because it implies a systemic view of economy and ecology, and
requires comprehensive solutions that protect the interests of future generations. It is a testament
to the power and utility of this concept that after nearly two decades, efforts to translate it into the
mechanisms of urban1 policy continue to flourish, despite tremendous political, economic, social,
institutional, and technological challenges. Yet, the transportation sector has proven to be
particularly difficult territory for the advancement of sustainable development policy.
Transportation is a complex and porous social, technical, and economic system, difficult to address
comprehensively. To the extent that policy guidance has been developed to address sustainability
issues in general, it usually has only touched on a fraction of the myriad ways that transportation is
integrated into larger systems of human activity. Meanwhile, current trends are not encouraging.
The most transportation efficient cities in the world are facing escalating motorization and mobility

2. demands. Travel is increasing in virtually all regions of the world, usually at or faster than the rate of
economic growth, and generally faster in the long run than the rate of reduction of energy and
pollution intensity. In Europe, known for its historically compact urban centers, suburbanization and
regional economic integration are powering the same growth in intercity goods movement and
passenger transport observed elsewhere. In the megacities of East Asia, a surging middle class is
pouring its new wealth into automobiles, while governments are pushing bicycles off the streets
and expanding roadways at breakneck pace. If these cities, with historically efficient urban
structures, are facing such setbacks, then the prospects for other cities look dim.
ＨＯＷ ＣＡＮ ＳＵＳＴＡＩＮＡＢＩＬＩＴＹ ＢＥ ＡＣＨＩＥＶＥＤ？
Sustainability in transport can be brought about by the following:
• REDUCE THE DEMAND TO TRAVEL BY CAR
 shaping the design of cities
 Restraining motorization.
 Planning and policy to restrain light vehicles
 increase land-use density
• SHIFT TRAVEL TO A MORE EFFICIENT MODE
 strong and optimized public transport,
 integrating transit with efficient land use,
 enhancing walking and cycling,
 and encouraging mini-cars and electric two-wheelers.
 bus rapid transit (BRT ) is gaining attention
• IMPROVE ENERGY EFFICIENCY OF TRAVEL
 light-duty road vehicles
 Energy efficient transport modes and vehicles
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3.  by old used cars.
 In the medium and longer term, electric, hybrid, and
 fuel-cell vehicles is currently small
 fuel economy regulations, taxes, and subsidies can be effective in promoting vehicle
 efficiency improvements.
 eco-driving styles, increased load factors, improved maintenance, in-vehicle technological
aids, more efficient replacement tires, reduced idling, and better traffic management and
route choice.
ＴＨＥ ＤＥＳＩＲＥＤ ＴＲＡＶＥＬ ＰＡＴＴＥＲＮ
The desired travel characteristics can be summed up in the following diagram.
Sustainable Urban Travel: A report Page 3

4. ＡＣＨＩＥＶＩＮＧ ＳＵＳＴＡＩＮＡＢＩＬＩＴＹ
ＩＮ ＴＲＡＮＳＰＯＲＴ : Case study of Didcot, Oxford shire.
The selected development at Didcot comprises a mixed urban extension together with associated
infrastructure. The 180 hectare site known as Great Western Park (GWP) is located around the
western edge of the existing built-up area, about a mile from the grade separated interchange of the
A4130 with the dual carriageway A34. Most of the site (and Didcot itself) falls within South
Oxfordshire District, the remainder within the Vale of White Horse district.
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5. 1. SETTELEMENT SIZE
 total population or number of dwellings within a contiguous built-up area.
 Larger settlements provide an opportunity for greater self-containment and a mix of uses
 We should aim to maximise the proportion of new development
 metropolitan areas and large urban areas and settlements with a population of 25,000 tend
to have shorter annual travel distances and lower car mode shares than average .
2. STRATEGIC SETTLEMENT LOCATION
 the selection of areas for major
new residential and non-
residential development
 To promote sustainable travel,
the aim should be to locate
development where travel
generation is likely to be reduced.
 Hence, in locations where there
is good public transport
accessibility, particularly for short
trips to existing or new centres.
2. STRATEGIC TRANSPORT NETWORK
 The strategic transport network refers to transport infrastructure that supports medium and
long-distance travel.
 It includes all modes whose configuration and design serves, and could potentially
influence, spatial development patterns (e.g. rail, bus priority route and highway).
 The strategic network can be conceived as an integrated network of different modes and
ownership – with combined conflicts and opportunities.
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6. 4.DENSITY
 Density refers to the intensity of use
of land. In UK planning practice,
density is generally measured in
dwellings per net hectare (dph),
where the area includes developable
residential land.
5. JOB-HOUSING BALANCE
 Jobs-housing balance refers to the approximate [equal] distribution of employment
opportunities and workforce population across a geographic area
 The aim of jobs-housing balance is to provide local employment opportunities that may
reduce overall commuting distance among residents
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7. 6. ACCESIBILITY OF KEY ISSUES
 Accessibility refers to the ease of
reaching destinations or activities .
 Places that are highly accessible can
be reached by many people quickly,
whereas inaccessible places can only
be reached by a few people in the
same amount of time.
 The focus for practitioners can be on
improving accessibility rather than
mobility, and in moving people rather
than vehicles.
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8. 8. MIX OF USES
 Mix of uses refers to the degree to which
different land uses are contained within a
geographic area, generally a building, street or
neighbourhood.
 The location of key facilities such as health
facilities and schools in relation to other uses
should be assessed and planned for at the city-
region, sub-regional and local scales
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9. SUBURBAN TRAINS OF MUMBAI…
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10. ＡＣＨＩＥＶＩＮＧ ＳＵＳＴＡＩＮＡＢＩＬＩＴＹ
ＩＮ ＴＲＡＮＳＰＯＲＴ : Case study of Mumbai Local Trains…..
 Spread over 464 route kilometres, The Suburban Railway system operates on 1500 V DC /
25000 V AC (Virar-Borivali & Kasara - Titwala) power supply from overhead catenary lines.
The suburban services are run by electric multiple units (EMUs). 191 rakes (train sets) of 9-
car & 12-car composition are utilised to run 2342 train services, carrying 6.94 million
passengers per day.
 Over 88% of the commuters in Mumbai travel by Suburban trains
 Mumbai's Suburban Rail System carries about 64 lakhs (6.4 million) passengers per day.
 About 4700 passengers travel in a 9-car rake during peak hours, as against its rated carrying
capacity of only 1,700.
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11. BRTS AHMEDABAD
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12. this award which was to be conferred in Washington DC in the US. Last year, this award was given to
New York for its transportation system.
BRTS presently runs along the following routes :
1.R.T.O to Kankaria Lake
2. Kankaria Lake - Maninagar Railway Station - Kankaria Telephone Exchange
3. Dani Limbda to Narol
4. Narol - Soni ni Chal
ＢＲＴＳ ＡＨＭＥＤＡＢＡＤ –What makes it sustainable?
 reducing transportation greenhouse
and air pollution emissions
The sustainability factor is decided by the
following factors:  improving safety and access for
bicyclists and pedestrians .
 lessening the impact of climate
change A major reason for the AJL clinching the title is
that the city residents embraced their new
 which enhances the sustainability BRTS system 35,000 daily passengers to
and liveability of its community or commute to work, to school and elsewhere. In
region just a few months of operation, AJL has
 through innovative transportation transformed the delivery of transit in South
strategies . Asia. BRTS stations here uses innovative
central median stations pulled away from the
 This leads to increase mobility for all, junctions.
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13. Bus stations have passive solar design, an
inexpensive way to keep stations naturally
cool. The BRTS system has incorporated high-
quality pedestrian facilities in some corridors,
as well as bicycle lanes. Besides, this the city
had initiated car-free days.
BRTS systems can positively impact air quality
if car and motorbike drivers start taking trips
by bus, said Sophie Punte, executive director
of the Clean Air Initiative for Asian Cities (CAI-
ASIA ).
Ｅｓｓｅｎｔｉａｌ Ｆｅａｔｕｒｅｓ of ａ ｓｕｃｃｅｓｓｆｕｌ
ＢＲＴＳ
 Road Sections
 Adequate road width is are required to accommodate the various road utilities for a
successful BRTS .
 Various other features such as walking tracks and cycle tracks can be incorporated along
with BRTS to make the entire system more efficient.
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14.  Interchanges….
 The essential feature of a road interchange for a BRTS system to be successful is to have a
minimum no of interchanges.
 Signalized intersections stop the exclusive bus route, hence the entire point of rapid transit
is lost.
 The no of feeder inputs into the BRTS network has to be made efficient.
 Exclusive bus ways….
 There needs to be exclusive bus bays to ensure speedy and efficient transport
 lesser no of signalized intersections
 elevated bus bays in areas where ROW is less that required.
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15.  Bus stands…
 The bus stands are to located at  Operating elements consist of:
points of great trip generators. · Adequate curb space for the number
 Safety elements : of buses expected at the stop at
 Passenger protection from passing onetime
traffic  ·Bus routing patterns
 ·Access for people with disabilities  ·Directions (i.e., one-way) and widths
 All-weather surface to step from/to of intersection streets
the bus  ·Types of traffic signal controls (signal,
 ·Proximity to pedestrian crossings stop, or yield)
 ·Proximity to major trip generators  ·Volumes and turning movements of
 ·Convenient passenger transfers to other traffic
the existing AMTS routes with nearby  ·Width of pedestrian pavements
stops  ·Pedestrian activity through
 Street lighting intersections
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16.  Vehicles…
 For selection of BRT vehicles following  4. Vehicle Guidance
aspects must be taken into
consideration.  5. Aesthetics, Identity and Branding
 1. External Dimension and Capacity
 2. Access
 - Internal Layout
 - Doors & Aisle width
 - Floor Height
 3. Fuel Choice
BRTS AHMEDABAD –Advantages…
 ECONOMY
 INCREASED PUBLIC TRANSIT PATRONAGE
 EFFICIENT PUBLIC TRANSIT OPERATION
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17.  EFFICIENT MIXED PERSONALISED TRANSIT OPERATIONS
 REDUCTION IN ACCIDENTS
 IMPROVED AIR QUALITY
Criticism….
 LARGE NO OF STATIONS MAKE IT TIME CONSUMING
 INCREASED NUMBER OF INTERSECTIONS DO NOT KEEP THE SYSTEM”RAPID”.
 BUSES NOT SUITABLE FOR A SINGLE ENTRY SINGLE EXIT SYSTEM – FOR INDIAN
CONDITIONS.
PIMPRI CHINCHWAD –
THE GEF PROJECT FOR MORE LIVABLE CITIES IN
INDIA…..
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18. PROFILE....
Pimpri – Chinch wad is a city in the Pune district in the Indian state of Maharashtra. It consists of the
twin towns of Pimpri and Chinch wad which are governed by a common municipal body (the Pimpri-
Chinch wad Municipal Corporation or PCMC). It is located to the North-West of Pune and is well
connected to the Pune city proper via the Old Pune-Mumbai Highway
Pimpri-Chinchwad is a major industrial hub and hosts one of the biggest industrial zones in Asia. The
industrial estates in the city were established by the MIDC. The city is home to the Indian operations
of major automobile companies like Premier Limited, Mahindra Navistar, Bajaj Auto, BEL Optronic
Devices Ltd, TATA Motors (formerly TELCO), Kinetic Engineering, Force Motors (formerly Bajaj Tempo)
and DaimlerChrysler.
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19. HOW IS A BRTS FEASIBLE IN PIMPRI – CHINCHWAD ROUTES....
The success of any BRTS system depends on the following factors:
 Adequate ROW :
In case of Pimpri- Chinchwad most part of the BRTS route passes through the NH4 which is
30 m wide, so ROW is not a hindrance. The route of Wakad to Nasik Phata and also the route
of Nigdi to Dapodi passes for majority of the road length through the national highway, so
getting an exclusive pathway for the bus system is no a problem.
 Lesser intersections:
The intersections along the NH4 and most roads in Pimpri – Chinchwad are either subways
or elevated corridors, so lesser hindrance for the BRTS. So due to lesser no of signalized
intersections the BRTs could actually fulfill the idea of a faster public transit mode.
 Economically placed bus stations:
The no of bus station must be at adequate intervals that ensures feasibility by getting
enough passengers and also that the speed does not go below the economic limit. In case of
both the routes, Nigdi and Wakad are the origin areas for transportation as both the areas
are primarily residential areas. Whereas Dapodi and Nasik Phata are two destination areas as
both these areas lie in the dense industrial regions. Hence it forms a strong destination area
in the region. Hence stress should be on placing the bus stops economically as to effectively
cater to all commuters without compromising on the speed.
 Adequate no of commuters:
BRTS is an expensive system, and for the system to run successfully, adequate no of
commuters must be ensured. Pimpri- Chinchwad is a densely populated region which is
growing rapidly owing to the growing industrial belt in the region. The people of the area are
employed in the region; hence there is a huge demand for a mass transit mode. Also the
Nasik Phata (meaning Gateway to Nasik) area is actually the entry point to Pune city in the
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20. south and Nasik in the west. Hence the no of commuters can be expected to be high owing
to the strategic location of important function.
 Right Choice of Vehicle:
The right choice of vehicle is necessary so that it suits the Indian conditions is necessary for
success of the system. As happened in Ahmedabad, the one way single entry exit system
caused a lot of trouble. The buses which were primarily designed for use under AC did not
suit the Indian condition as breakdown of the AC system can lead to disaster.
REFERENCES…
Journals:
1. Charles Correa”Mumbai", India Today, Sept 2010.
Websites:
2. www. ahmedabad municipal corporation.org
3. www.pimpri chinchwad municipal corporation .gov.in
4. www. indian railways. In
Publications:
5. AHMEDABAD BRTS –Project Summary Report by CEPT, Ahmedabad Municipal Corporation, 2008
6. AHMEDABAD BRTS – Executive summary report by CEPT, Ahmedabad Municipal Corporation,
2007
7. European conference of ministers of transport. Urban travel and sustainable development:
overview of the project; August 19, 2004. Available from:
http://www.cemt.org/UrbTrav/overview.htm.
8. Planning for Sustainable Travel Summary Guide October 2009, www.plan4sustainabletravel.org
9. Report on: Investing in Sustainable Urban Transport -the GEF Experience, September 2008
10. Todd Goldman a, Roger Gorham ,Sustainable urban transport: Four innovative directions ,2007
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21. 11. Wright L, Montezuma R. Reclaiming public space: the economic, environmental, and social
impacts of Bogota´’s transformation. Cities for People Conference Walk21: Copenhagen; June 2004.
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