Documenti di Didattica
Documenti di Professioni
Documenti di Cultura
Infrastructure
1
Objectives
This module presents the various approaches available for an integrated
transport infrastructure planning process and includes both short-term and
long-term measures. Hence, the objectives for this module are:
To sensitize city officials to the various approaches for integrated
planning of infrastructure that can be adopted to achieve integrated
mobility
To increase awareness on how to create city-wide NMT facilities for
pedestrians and cyclists and integrate them with other modes of
transport
To highlight various approaches which can be used to promote NMT
NMT
Institutional Integration
Inter-modal Terminals
Network Integration
Roadway Structures
Information Integration
Railway Track/Drainage
Fare Integration
* The module focuses only on the physical integration of the transport
infrastructure. Institutional, Network, and Fare Integration have been
covered in the Institutional and Public Transport Modules respectively.
Information Integration has been covered in Public Transport.
7
Image source: Carlos F. Pardo (Bogot, Colombia)
8
Image source: Oscar Diaz
9
Image source: Carlos F. Pardo
Lloyd Wright
Munich
Copenhagen
Lloyd Wright
Singapore
Lloyd Wright
Tokyo
Lloyd Wright
Lloyd Wright
Stockholm
London
10
11
Stefan Nagelschmitt
12
Karl Fjellstrom, 2003,
GTZ Urban Photo CD 3
Karl Fjellstrom
Lloyd Wright
Lloyd Wright
13
Lloyd Wright
Lloyd Wright
14
ITDP
Shanghai
Bogot
15
Lloyd Wright
Curitiba
Lloyd Wright
Buenos Aires
16
Narrow, obstructed walkway in Hyderabad forces
pedestrians onto the street, consuming a full lane
of road space.
17
18
19
20
Are these facilities for cyclists adequate?
21
City: Delhi
Photo by Vedant Goyal
Livelihood generation for urban poor, node-to-node connectivity, and affordable and
comfortable services for city residents, especially for those belonging to lowerincome classes
Zero-emission technology
Impact of the project
Main source of livelihood for 0.3 million families
At the inception stage (June) 2008, 500 rickshaw-pullers operated the service and
were supported by 5 call centers, which expanded to 9 call centres by 2011
22
23
Original source: Fazilka Ecocabs
24
Original source: Fazilka Ecocabs
25
Source: Compiled by EMBARQ - URL: http://www.embarq.org/sites/default/files/12-Indian-Cities-Transport-Indicators-Database.xls
26
(Source: CSE)
27
(Source: CSE)
25000
20000
15000
Car traffic
10000
NMT traffic
5000
0
1
Loni Road (near
Jyoti Nagar East)
Shivaji Marg
(near Uttam
Nagar West
metro station)
3
Shivaji Marg (near
Subhash Nagar
metro station)
Rohtak Road
(near
Engineering
College)
5
Rohtak Road (near
Maharaja Surajmal
Stadium)
28
Planning
Regulation
Design
Implementation
29
Regulation
30
Planning
Keywords / Snapshots
31
32
Local Streets
Overview of designing
appropriate NMT
facilities
Design based on
roadway function
Design based on safety
Intersection design
Design resources
Mixed Use /
Secondary
Roads
Overview
Highways
Design
Primary arterials
Crossing facilities
Integrating NMT on Mixed Use or
Secondary Arterials
Wide curb lanes and nonphysically separated NMV lanes
Physically separated or partially
separated NMV lanes
Local street design
Parking control
Pedestrian zones
Traffic calming and post
traffic calming
33
Design
Pros / Cons
There are advantages and disadvantages of having
physically separated NMV lanes as opposed to lanes
only separated by road markings
Advantages are
They are less frequently obstructed by double parked
cars or illegal use by motor vehicle and motorcycles
Sketches
Disadvantages include:
If they are too narrow, a single three-wheeler can
obstruct the lane
34
Key considerations
Implementation
Commitment / Capacity
Financing
Use by municipalities on a variety of
infrastructure needs. Typical sources of
such revenues should be:
Vehicle registration fees and other
vehicle taxes
Local fuel tax
Parking charges
Revenue from traffic violations
Revenue from advertising on bus
shelters and along roadways
35
36
Increased number of people regularly walking, riding, and catching public transport
can contribute to:
Increased capacity in the transport network
Improved public health and reduced healthcare costs
Improved community wellbeing and social cohesiveness
Reduced external costs and environmental impacts.
37
With integration
More probable
journey
Less probable
journey
38
1.National /
State
Development
Plan
2. Transport
Strategy/Plan
39
3. Local Active
Travel Strategy
4. Walking
Network Plan
40
41
Source: http://www.cykelsuperstier.dk/concept#
42
Bus stop with shelter, Perth, Western Australia (Photo: Tim Hughes, Land Transport NZ, Christchurch)
Bus
Stop
MRT
Station
Bus Stop
43
44
45
46
Image source: Merforth, Mathias GIZ
47
48
perceptions of poor safety discourages walking/cycling
49
50
Contra-Flow Cycle Lane, Darmstadt
NMT networks should always be direct as possible. This means constructing paths over through
highways, urban arterial roads, urban off-street roads, operating railways, and watercourses
wherever possible.
NMT Bridge over waterway : Amsterdam
51
Cycle path through park, Leeds
52
Complete routes
No interruptions
Adequate signaling
VIKAS MARG
Source: CSE
Can elderly and people with special abilities use such NMT facilities?
53
Can elderly and people with special abilities use such NMT facilities?
54
think about the blind people, can they safely use such infrastructure?
55
56
Pedestrian overpasses or
footpaths with insufficient width
are always uncomfortable, and
people seldom use them.
57
58
59
60
Source: I-CE & GTZ, 2009
61
62
63
64
65
Source: Copenhagen Bicycle account 2010, Photo Carlosfelipe Pardo
Part 3:
Integrated Planning of Infrastructure
Interchange Facilities
66
On behalf of Dr. Ashish Verma, IISc Bangalore
67
68
69
70
Cross platform interchange, Sweden
Suburban
Railway
Station
Metro
Station
Bus Station
71
72
73
Sequence of Movement
74
Cross Path circulation
75
opportunity spaces
76
77
78
79
White City Bus Station, London (Source: Transport for London Interchange best practice guidelines )
80
St Pancras, London (Source: Transport for London Interchange best practice guidelines )
81
Stratford Interchange, London (Source: Transport for London Interchange best practice guidelines )
82
Proposed Canary Wharf Crossrail Station, London (Source: Transport for London Interchange best practice guidelines )
83
Jubilee line extension, London (Source: Transport for London Interchange best practice guidelines )
84
Canning Town Bus Station, London (Source: Transport for London Interchange best practice guidelines )
85
Shepherds Bush Station, London (Source: Transport for London Interchange best practice guidelines )
86
Stratford DLR Station, London (Source: Transport for London Interchange best practice guidelines )
87
Canary Wharf Underground, London (Source: Transport for London Interchange best practice guidelines )
88
St Pancras Station, London (Source: Transport for London Interchange best practice guidelines )
89
Legible London pedestrian signing (Source: Transport for London Interchange best practice guidelines )
90
Vauxhall Bus Interchange(Source: Transport for London Interchange best practice guidelines )
91
Croydon Centrale bus/ tram interchange, London (Source: Transport for London Interchange best practice guidelines )
92
93
Typical Plan
94
95
96
97
98
99
Source: TransLink Transit Authority Public Transport Infrastructure Manual
100
Source: TransLink Transit Authority Public Transport Infrastructure Manual
101
Source: TransLink Transit Authority Public Transport Infrastructure Manual
102
103
Source: TransLink Transit Authority Public Transport Infrastructure Manual
104
Source: TransLink Transit Authority Public Transport Infrastructure Manual
105
Source: TransLink Transit Authority Public Transport Infrastructure Manual
106
Source: TransLink Transit Authority Public Transport Infrastructure Manual
107
Source: TransLink Transit Authority Public Transport Infrastructure Manual
108
109
Anaheim Regional Transportation Intermodal Center, Germany
110
Britomart Intermodal Facility, Auckland, NZ
111
112
Vashi Harbour Line Railway Station, Mumbai
113
Ferry and terminal upgrades for the major island ferry routes
(iii) either terminal waiting areas or covered at-shore pontoon waiting areas
114
Part 4:
Integrated Planning of Infrastructure
Roadway Structures
115
116
BRIDGES
Ring Road
New Mobility Corridors
Inland Water Transport
81
117
Bypass Roads
The bypass roads are basically meant for through traffic of a city, which has
both the origin and destination outside the city.
Bypass roads help in eliminating the interference of such through traffic with
the city traffic to avoid congestion and accidents.
They facilitate fast movement and crossing of through traffic across the city.
Considerations
o Assessment of present and projected future traffic volumes of through
traffic through road side interview for capturing OD of trips
o Width of lanes based on volume
o Proper land use control for impeding proliferation of urban areas
118
Urban Freight
Relevance
Urban freight is putting undue stress on the existing urban transportation
system. It is contributing heavily towards increase in congestion and
pollution within the urban city limits.
While solutions for mobility improvements are widely discussed and
concepts are applied, there are no clear policies when it comes to urban
freight.
There are existing concepts, such as creating consolidation centers, which
help to reduce pressure on existing transport systems; regulatory measures,
such as setting windows for delivery times; improved vehicle technologies;
and improving last mile delivery network.
(-- The freight sector, including urban freight, is far behind any international
best practice when it comes to efficiency and environmental standards.
-- freight consolidation in cities, freight terminals, restricted delivery times,
and other means are implemented nearly nowhere.)
119
Building material consolidation schemes initiated in cities such as London and Stockholm
The London Construction Consolidation Centre (LCCC) was implemented in 2006
LCCC was funded with GBP 1.85 million (USD 2.9 million) from Transport for London (TfL) and GBP
1.35 million from (USD 2.1 million) from private investors
Assessment in 2007 showed the following achievements:
- 68% reduction in the number of vehicles
- 75% reduction in CO2 emissions
- the number of failed deliveries decreased significantly
Deliveries from the LCCC to sites achieved a delivery reliability of 97% (i.e. 97% materials of the
correct type and quantity were delivered within 15 minutes of the scheduled time) compared to
39% without the use of a consolidation center
Improved delivery flexibility (as companies can order smaller quantities for each site while suppliers
can send full loads to the LCCC)
Informal distribution centre for
bricks in Quertaro Mexico
vs.
Photos: TfL
120
Photo: Eduardo Betanzo
(Sources: Dablanc, 2010, Freight transport for Development Toolkit: Urban Freight. World Bank/DFID. Available at: http://go.worldbank.org/TMV4HHCPE0 and Transport for
London (TfL) (2009): London Construction Consolidation Centre, Final Report.
Available at: http://www.tfl.gov.uk/microsites/freight/documents/publications/LCCC_final_report_July_2009.pdf )
121
From there, only ONE truck drives into town to the secondary hub.
From the second hub, the Cargohopper train makes about three trips
a day into city center.
The second hub is necessary for the use of the small electric vehicles
such as the Cargohopper.
122
Summary
NMT can act as an facilitator to increase public transport patronage.
NMT needs to be properly planned and integrated with PT systems.
Integration helps to achieve an attractive alternative compared to private
vehicle usage.
It also contributes towards a cleaner, safer, and more reliable journey
experience.
This in turn leads to reduced negative externalities, such as congestion,
pollution, accidents, noise, reduces energy consumption, promotes CO2
mitigation, and finally contributes towards building livable cities.
123