Susanta Biswas||2019SMF6546|| SEC-A

TOPIC-SUSTAINABLE URBAN TRANSPORT IN INDIA: CHALLENGES & STRATEGIES

Introduction
India as a nation is moving towards rapid urbaniation. The year on yea growth rate of the urban
populace is around 3 precent, which can be considered as normal. The normal pace of development of
the urban populace isn't relied upon to change essentially during the following ten years or somewhere
in the vicinity. Accepting decadal increment of around 32%, India's urban populace is relied upon to
increase from 377 million of every 2011 to 500 million in 2021. Regarding level of all out populace, the
urban populace has gone up from 17% in 1951 to 31.8% in 2011 and is relied upon to increment up to
around 35% by the year 2021. During the 2000s, 91 million individuals joined the positions of urban
occupants – which suggests that the development rate in urban territories remains nearly the equivalent
during the last.

Versatility streams have turned into a key dynamic in the fast urbanization procedure of Indian cities
with urban vehicle framework comprising the skeleton of the urban structure (Amin et al.,2013). Not
withstanding the expanding levels of urban portability in Indian urban areas, access to places, activities
and administrations is ending up progressively troublesome as far as comfort, cost and time.

Within the scope of this study, the main objectives are as follows:

1.To audit the key patterns in urban India that convert into negative externalities or issues in urban
transportation;

2.To distinguish real difficulties that impact successful strategy detailing and execution in this part;

3.To survey existing approach and projects in the urban vehicle segment in India;

4.To recognize holes in the current strategies and projects just as propose a lot of suggestions to address
the principle challenges.

Growth of automobiles and sustainability of transport logistics in metropolitan cities

During the year 2009, 115 million vehicles were employing on Indian streets. the Acccording to the
insights provided by Ministry of Road Transport and Highways, Administration of India, the yearly pace
of development of engine vehicle populace in India has been around 10% during a decade ago. The
essential issue isn't the quantity of vehicles in the nation however their focus in a couple of chosen
urban communities, especially in metropolitan urban communities. From 1999 to 2009, number of
vehicles per 1000 individuals in metropolitan urban communities has expanded more than two-crease
from 132 to 286. Vehicle possession rate, number of vehicles per 1000 individuals, in numerous huge
urban areas

including Delhi has officially crossed the characteristic of 400. There are at any rate 5 metropolitan
urban communities having vehicle possession rate more than 500.
Trends influencing urban mobility in India
The transcendent patterns impacting portability of urban populace in Indian urban communities are
quick urbanization, rising mechanization and lessening modular portion of Non-Motorized Transport
(NMT). These variables have brought about an abrupt ascent in the interest for movement.
Simultaneously, the quickly expanding degrees of engine vehicle proprietorship and use has brought
about a disturbing increment of negative externalizes, for example, street blockage, air contamination,
street fatalities, and social issues of value and security.

A: Rapid Urbanization: Urbanization patterns and examples present uncommon difficulties to

urban versatility frameworks. In 1951, there were just five Indian urban areas with a populace more
prominent than one million and 42 urban areas with a populace more noteworthy than 0.1 million, quite
a bit of India successfully lived in towns. In 2011, there were 468 urban communities with populace
above 0.1 million and 53 urban areas with populace more noteworthy than 1 million.

B) Rapid Motorization: Since 2001, the quantity of vehicles per 1,000 individuals in Indian
metropolitan urban areas have developed essentially. The complete enlisted vehicles in the nation
developed at a CAGR (Compounded Annual Growth Rate) of 9.8 percent somewhere in the range of
1991 and 2009. In 2011, 22 urban areas posted a CAGR of 8.7 percent in the absolute number of vehicle
enlistments or a portion of about 28 percent (39.7 million) of the all out vehicles in the nation (141.8
million) (2011)
Urban Transport Problems
a) Road congestion: As populaces increase, the normal travel separates just as force are
required to increment as there is an immediate connection between the two markers. Normal
excursions lengths for metro urban areas including Bengaluru are more than 8 km, whereas it
turns out to be 6 km or less for other comparable metro cities or urban spaces.
b) Parking problems: The intense lack of parking spots both on and off the boulevards in
Indian urban communities builds the time spent scanning for a parking space and instigates
traffic blockage. that a high extent of Indian roads is looked with on-road stopping issue (Rye,
2010). This issue is particularly intense in littler, minimal Indian urban areas. Delhi has 14
percent of street lengths utilized for on-road stopping while Surat has very nearly 60 percent of
its street lengths obstructed by on-road parking.
c) Air pollution: The seriousness of air contamination in Indian urban areas is made a decision
about dependent on CPCB's (Central Pollution Control Board) air quality characterization. As
indicated by accessible air quality information (Kamyotra et al., 2012), of 180 Indian urban
communities, there is a wide variety in the contamination focus and seriousness crosswise over
urban areas. Urban areas are considered basically dirtied if the degrees of criteria toxins (to be
specific PM10 and NO2) are more than 1.5 occasions the standard. Results demonstrate that
half of the local locations in urban communities observed by CPCB are at basic degrees of air
contamination
d) Deteriorating road safety: The high reliance of vagrants on non-mechanized vehicle
modes, for example, strolling and cycling causes traffic blend in like manner streets where quick
moving mechanized traffic imparts the streets to ease back moving modes prompting an
expanding number of fatalities and street mishaps (WHO, 2013). In most Indian urban
communities, non-mechanized modes like cycling and strolling by and by offer a similar option
to proceed as autos and bikes prompting risky conditions for all (National Urban Transport Policy
(NUTP), 2008).

Challenges
a) Gaps in Laws and Regulations
b) Fragmented Institutional Frameworks
c) Distorted land markets affecting transport infrastructure development
d) Comprehensive design standards for transport infrastructure lacking
e) Human Resource challenges
f) Absence of reliable transport data
g) Inefficiencies in bus based PT services
h) Energy Security
Policy responses to address urban transport issues: The role of the central government in
urban vehicle is as yet bound to a couple dimensions. Until the mid-1990s, network of country regions to
urban focuses of India remained the primary focal point of venture and transport arrangement bearing,
since a greater part of the populace lived in provincial regions (Tiwari, 2011). Most huge urban
communities can settle on choices and execute them at the neighborhood level. In any case, they don't
have the correct motivating forces to settle on vital choices in the long-term interest of urban areas and
its occupants. The following subsections highlight the main plans, strategies and programs initiated by
the central government to address urban transport challenges in Indian cities.

A. Planning Commission
B. National Urban Transport Policy (NUTP)
C. Jawaharlal Nehru National Urban Renewal Mission (JNNURM)

Proposed policy reforms

A definitive result of urban vehicle approach is the manner by which we accomplish manageability in
urban vehicle conveyance. Plainly, the issue lies in recognizing, actualizing and observing approach
estimates that are successful in tending to explicit issues in a synchronized and composed route by the
different offices associated withurban vehicle. After a careful evaluation of master proposals and audit
of worldwide accepted procedures, approach intercessions that were seen as possibly powerful are
additionally point by point in the accompanying sub-areas :
A. Re-aligning legal and regulatory instruments
B. Institutional Restructuring
i. At central government level
ii. At state government level
iii. At city government level
C. Resource Mobilization
Public Financing:
1. Tapping private source of capital through Public Private Partnerships
2. Setting up the National Urban Transport Development Fund as proposed in the Ninth
Five-Year Plan
. 3. Tax exemptions - Public transport projects and services attract central and state
taxes of up to 15 per cent for rail transit projects and up to 19 per cent on bus
operations because these services are treated as business ventures

ii. Limit working inside government offices and frameworks to draw in best ability

iii. Knowledge management and research and development

D. Planning reforms
E. Transferability of best practices
Possible solutions:
Advancing conservative townships

• Re-adjusting legitimate and administrative experts

• Enhancing co-appointment among transportation organizations

• Strengthening administrative bodies-useful duties regarding urban vehicle are divided among central,
state, and local level governments where nobody substance is accountable for in general coordination.

• Improving the proficiency of the transport transportation

• Promoting public private organization in infrastructure ventures

• Resource assembly

Conclusion
Availability and urban versatility are basic for advancing maintainable urban financial improvement in
Indian urban communities. They are additionally legitimately associated with urban stock and streams –
as far as spatial advancement and union of the constructed structure. Be that as it may, urban
portability has not added to wanted results infer able from vehicle driven strategies embraced by
progressive plans and ventures at the city level.

Urban portability is multi-dimensional as far as approach and operational ramifications. In this manner,
intelligibility in approach mediations and linkages among procedures are essential. Improved openness
is neither accomplished by including more streets, rail or vehicles, nor through adhoc spatial
intercessions, for example, traffic the board methods in disengagement to accomplish confinement and
decongestant.

In tending to complex urban versatility issues, a frameworks approach appears to be appropriate for an
intensive comprehension of the issues and their causal linkages. Simply in the wake of comprehension
the bury conditions between the framework segments that work behind the side effects can critical
approach intercessions be detailed to address it. For instance, misprinting prompts over utilization of
streets in pinnacle periods; rambling settlement examples render open vehicle frameworks inadequate;
urban structure for machines as opposed to individuals makes urban communities for autos instead of
individuals.
Reference • Optimization of Public Transport Demand: A Case Study of Bhopal ,Ar Anuj Jaiswal, Dr.
Ashutosh Sharma

• European Transport \ Trasporti Europei (2012) Issue 52, Paper n° 5, ISSN 1825-3997 Urban Transport
in India: Issues, Challenges, and the Way Forward Sanjay Kumar Singh

• Urban Transport in India Challenges and Recommendations IIHS RF Paper on Urban Transport

• http://indpaedia.com/ind/index.php/National_Highways:_India • World Transport Policy & Practice,

Volume 3, Number 3, 1997

• The Crisis of Public Transport in India: Overwhelming Needs but Limited Resources, John Pucher and
Nisha Korattyswaroopam, Rutgers University Neenu Ittyerah, Indian Railways, Chennai, India

• URBANIZATION AND URBAN TRANSPORT IN INDIA: THE SKETCH FOR A POLICY, Sudarsanam Padam,
Sanjay K. Singh

• Review of Urban Transportation in India, Sanjay K. Singh Indian Institute of Technology Kanpur
Attach copy