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INCEPTION REPORT COMPREHENSIVE BICYCLE PLAN FOR PUNE

AUGUST 10, 2016

Prepared by

Inception Report | Comprehensive Bicycle Plan for Pune

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Table of Contents 1 Introduction .......................................................................................................................................... 6

1.1 Scope of the Work ........................................................................................................................ 6

2 Consortium .......................................................................................................................................... 10

3 Technical Proposal for Bicycle Plan in Pune city ................................................................................. 12

3.1 Preparation Phase ....................................................................................................................... 12

3.2 Creating the Cycle Plan ............................................................................................................... 14

3.3 Public Participation and Stakeholder Consultation .................................................................... 31

3.4 Institutional Capacity and Governance ....................................................................................... 36

4 Work done so far ................................................................................................................................ 38

4.1 Preliminary Observations ............................................................................................................ 38

4.2 Issues and barriers ...................................................................................................................... 41

4.3 Review of the Policy and Planning documents ........................................................................... 44

4.4 Digitization of the Land use Map ................................................................................................ 51

4.5 The project Work Plan ................................................................................................................ 53

4.6 Methodology and Questionnaires .............................................................................................. 53

5 Way forward ....................................................................................................................................... 63

6 Annexures ........................................................................................................................................... 65

6.1 Annexure 1: Activity Chart for the project .................................................................................. 65

6.2 Annexure 2: Road Audit Questionnaire ...................................................................................... 75

6.3 Annexure 3: Current and Potential user survey Questionnaire .................................................. 78

6.4 Annexure 4: Household Survey Questionnaire ........................................................................... 82

6.5 Annexure 5: Ward wise household sample distribution ............................................................. 95


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List of Tables Table 1: List of indicators for NMT derived from LCMP Toolkit (UNEP, 2012). .......................................... 16

Table 2: Basic principles for intervention on different types of roads. ...................................................... 22

Table 3: Basic principles for intervention on different types of intersections. .......................................... 23

Table 4: Various elements of cycle parking. ............................................................................................... 24

Table 5: Summary of enforcement laws and penalties. ............................................................................. 28

Table 6: Combination of criterions for priorities of development. ............................................................. 29

Table 7: Expenditure calculation for selected Smart feature ..................................................................... 48

Table 8: Identified Roads in all the ten zones ............................................................................................. 53

Table 9: User survey sample distribution ................................................................................................... 59

Table 10: Vehicular Count Survey Format .................................................................................................. 63

List of Figures Figure 1: Process involved in Bicycle Planning. ........................................................................................... 36

Figure 2: Methodology for preparation of Comprehensive Bicycle Plan .................................................... 37

Figure 3: School students using bicycle to commute between institute and residence ............................ 38

Figure 4: Parking area for bicycles in educational institutions. .................................................................. 38

Figure 5: Obstacles present on existing cycle tracks breaking the continuity of cyclists ........................... 39

Figure 6: Identifying the absent infrastructure on road. ............................................................................ 39

Figure 7: Road after division and implementation of suitable infrastructure. ........................................... 40

Figure 8: Cyclists comfortably bicycling in the segregated cycle track on the road along with the motor

vehicle users. ............................................................................................................................................... 40

Figure 9: Ill designed cycle lane with bollards breaking the continuity ...................................................... 41

Figure 10: Vehicles parked over footpath and cycle lanes and forcing NMT users to use carriageways ... 42

Figure 11: Lack of awareness about the importance and rights of NMT among commuters using

motorised vehicles ...................................................................................................................................... 42

Figure 12: Ill designed Bus stops creating blockage for pedestrian and cycle movement ......................... 42

Figure 13: Encroachment of the NMT lane by hawkers due to absence of dedicated space for them ..... 43

Figure 14: Cyclists being force to use the carriage way because of unplanned services in the NMT lanes

(Public toilet in this case) ............................................................................................................................ 43

Figure 15: Cyclists being forced to use the carriage way due to lack of maintenance ............................... 43

Figure 16: Framework to solve Pune's Transport and Mobility problem ................................................... 46

Figure 17: Redesigning and place making of junctions ............................................................................... 47

Figure 18: Street design, road widening and place making ........................................................................ 48

Figure 19: Bicycle friendly redesign of roads with integrated bicycle network .......................................... 49

Figure 20: Land use Map under preparation in GIS .................................................................................... 52

Figure 21: Cross section of first section at Ganesh Khind Road ................................................................. 55

Figure 22: Cross section of second section at Ganesh Khind Road ............................................................ 56

Figure 23: Ten zones of Pune based on major roads .................................................................................. 56

Figure 24: Identified major (arterial and sub-arterial) streets in the core city area ................................... 57

Figure 25: Infrastructure audit data entry .................................................................................................. 58

Figure 26: User survey data entry ............................................................................................................... 61

Figure 27: House hold survey data entry .................................................................................................... 62


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List of abbreviations

AASHTO American Association of State Highway and Transportation Officials

BOT Build Operate Transfer

BRT Bus Rapid Transport

CDP City Development Plan

CEE Centre for Environment Education

CMP Comprehensive Mobility Plan

CPWD Central Public Works Department

CSR Corporate Social Responsibility

CTTS City Traffic and Transport Study

DPR Detailed Project Report

EEA External Environmental Analysis

ESR Environment Status Report

GIS Geographic Information System

IRC Indian Road Congress

iTrans Innovative Transport Solutions Pvt. Ltd.

IUT Institute of Urban Transport (India)

JnNURM Jawaharlal Nehru National Urban Renewal Mission

LOS level of services

MoUD Ministry of Urban Development

MR&TP Maharashtra Regional and Town Planning

NGO Non-Government Organizations

NMSH-UT National Mission on Sustainable Habitat for Urban Transport

NMT Non-Motorized Transport

NMV Non-Motorized Vehicle

NSSO National Sample Survey Organization

PBS Public Bicycle Sharing

PDA Prasanna Desai Architects

PMC Pune Municipal Corporation

PMPML Pune Mahanagar Parivahan Mahamandal Limited


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PPP Public Private Partnership

PT Public Transport

RFP Request for Proposal

ROW Right of Way

TCRP Transit Cooperative Research Program

TRIPP Transportation Research and Injury Prevention Programme

UTTIPEC Unified Traffic and Transportation Infrastructure (Planning &

Engineering) Centre

VTPI Victoria Transport Policy Institute


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1 Introduction

Pune was once known as ‘the city of Bicycles’. However, the last three decades show rapid growth of

motorized vehicles. The reasons for this include increased population and incomes, increase in the

urban area or sprawl, and the fact that increase in the supply and maintenance of facilities for public

transport and pedestrian and cycling facilities have not kept pace with the growth in travel needs.

The Pune Municipal Corporation (PMC) is committed to the improvement of cycling in the city and has

already taken several steps in that direction. As an important part of this effort, PMC has decided to

prepare a comprehensive master plan for cycling in the city with demonstration projects to facilitate this

process.

The request for proposal of the project includes the following tasks –

Creation of a city-wide cycle track network and cycle-safe streets

A city-wide Public Bicycle Scheme with a detailed project report for a pilot project

Bicycle Parking Facilities

Integration with Public Transit

Cycling Promotion

Adoption and use of Design Guidelines for planning and implementing cycle-friendly

infrastructure

Institutional Mechanisms, Capacity-building and Financial Planning for implementing the plan

Awareness and Education Campaigns

1.1 Scope of the Work The preparation of the plan will consist of the following tasks

I. Preparation Phase

Establishing a baseline for current cycling in the city, evaluation of plans and policies,

identification of barriers and opportunities

Activities:

i. Surveys and data collection to establish current levels and trends of cycling,

demographics, purpose and nature of cycling trips, O-D information, accidents etc

ii. Sample surveys, as per Industry standard, (of current and potential cyclists) and

stakeholder consultations to understand awareness and public perception about

cycling, its safety and status as well as barriers and opportunities and stated

preference. User surveys should be done physically with appropriate sample size

and stratification.

iii. Infrastructure assessment of existing facilities, cycle tracks, parking and riding

conditions, street design issues, junctions and intermodal connectivity. The

infrastructure should be evaluated in such a way that it provides information


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about what needs to be done to bring the infrastructure to the standards needed,

to achieve the goals that are set.

iv. Determine the existing Service Level using the Benchmarks for NMT as published

by the Ministry of Urban Development available at

http://urbanindia.nic.in/programme/ut/Service_level.pdf

v. Assessment of current plans, policies, projects (affecting cycling), processes and

guidelines being used

vi. Analysis of institutional structures and capacity of organizations, departments and

personnel

vii. Collation of other cycling related data such as rentals, retail, repair shops etc.

II. Creating the Bicycle Plan

Based on the earlier phase, prepare a comprehensive bicycle plan with the following elements

i. Vision and set goals for cycling in the city with intermediate milestones. The goals/outcomes

would include components such as increase in cycling share, reduction in accidents and may

be segmented in terms of (say) students, workers, new cyclists, recreational cyclists etc.

Goals should be tied to quantitative metrics. Identify strategies to stem decline in cycling

and identify potential cyclists, such as students, recreational cyclists, tourists etc.,

categorized by effort (cost, ease of implementation, capacity required, time) and benefits

(reduction in accidents etc.) needed to convert them into cyclists. Additionally the

consultant should estimate the overall benefits to the city and its residents that will result

from the implementation of the plan, in terms of reduction of pollution, health benefits,

reduction in accidents, reduction in congestion, savings in public spending and any others,

which will provide the overall justification for the plan and help inform the public opinion as

well as garner political support for it.

ii. Plan for a complete bicycle network (cycle tracks, lanes, cycle safe streets and vehicle-free

zones) and off-street cycling such as nature trails, gardens, river-side etc

iii. Recommendations regarding cycle infrastructure design guidelines. It is not expected to

produce detailed cycle infrastructure design guidelines, however the following should be

provided

a. High level criteria to be met while implementing any cycle infrastructure project

b. Basic design guidelines such as widths, surface quality, continuity, signages etc

based on international best practices as well as any existing guidelines

The consultant may refer to the ‘Design of Urban Roads – Code of Practice (I-V)’

manuals available at http://urbanindia.nic.in/programme/ut/urban_transport.htm

iv. Recommendations for bicycle parking (public and private, short-term and long-term), park ‘n

ride, stand-alone or integrated with the public bicycle scheme

The recommendations should be in the form of (a) specific locations/areas where

parking should be provided based on the surveys and the proposed cycle track

network (b) guidelines for parking where no specific locations are specified, but

based on location types (such as markets, offices etc) (c) DC Rules which will enable

http://urbanindia.nic.in/programme/ut/Service_level.pdf

http://urbanindia.nic.in/programme/ut/urban_transport.htm


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safer, convenient bicycle parking (d) guidelines for future transport hubs such as

Metro stations, which will form inputs to those proposals. This should also include

broad design specifications/guidelines for determining designs, such as stands,

stand-types, covered, multi-storied, and operational recommendations in terms of

contracts (private, public, PPP, etc) and methods/technologies (cards, ticketing,

safety measures). The recommendations would be based on best practices

worldwide, cost effectiveness, availability of technologies, social benefits, and other

such parameters.

v. Recommendations for enabling integration with other modes of transport such as PMPML,

BRT, Metro etc, in addition to parking, such as integrated fares, carrying bicycles on these

modes, some of which can be incorporated into the designs/implementation of those

modes.

vi. For all the above sections the consultant should use the guidelines specified in the National

Mission on Sustainable Habitat parameters for cycling available at

http://urbanindia.nic.in/programme/ut/NMSH_parameters_v4.1.pdf

vii. Recommendations for a city-wide public bicycle scheme. Specifically the city has decided to

implement a pilot public bicycle scheme but has faced difficulties in doing so. The consultant

should evaluate the potential impact of a public bicycle scheme, and recommend the scope,

phasing and timing of such a scheme keeping in mind the overall plan, the cost-effectiveness

etc. The impact on the overall goals of the city in terms of bicycle usage etc should be

estimated in case such a scheme is implemented. Recommendations for financing and

managing the scheme should also be made. The consultant should draft terms of reference

for the preparation of a detailed project report (DPR).

viii. A Detailed Project Report (DPR) for a pilot bicycle scheme based on the proposal that has

already been prepared by the city (see Appendix B). The DPR is to be submitted to the

Ministry of Urban Development, Government of India, for funding under the JnNURM. The

DPR should follow the guidelines issued by the Ministry for the same, details of which are

available under ‘Public Bicycle Scheme’ section at


ix. Recommendations for enforcement of rules. This should include recommendations based

on the current rules and powers vested with the city authorities, police and other agencies,

recommendations to make the coordination between authorities more effective, improve

sensitization, capacity building measures and through arrangements such as cycle-wardens.

The consultant should also make recommendations for changes in rules, which may be done

at the city, state or national level.

x. A public education and awareness plan, consisting of campaigns (targeting general public,

motorists, and other groups) and events. Plan for improving status of cycling through a

marketing campaign and branding elements, promotion of cycling clubs and through CSR

activities, which not only portray cycling as ‘cool’/’healthy’ etc, but also send a signal that

the city takes cycling seriously.

http://urbanindia.nic.in/programme/ut/NMSH_parameters_v4.1.pdf



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xi. A plan to increase the capacity of the city to implement the plan, including

recommendations for institutional arrangements, processes, policies, capacity building,

design guidelines etc. The consultant is not required to implement these plan elements,

such as actually conduct training workshops, but rather provide the city with a blueprint for

carrying out a long-term capacity building exercise, so that the various activities listed in the

plan can be implemented. This will primarily include specific recommendations for the

qualifications of personnel, data collection techniques, modeling, the type of design

guidelines needed and process by which these are integrated into standard project

implementation processes of the city, modifications to these processes, types of capacity

building activities (attending workshops, site visits, completion of training courses,

interactions with experts, accessing online and other resources etc) based on the

consultants experiences, best practices worldwide etc.

xii. A detailed roadmap with activities to be undertaken by the city to meet the goals, projects

with estimated budgets and timelines, priorities arranged in short-term (5 years), mid-term

(10 years) and long-term (20 years) durations. Priorities to be based on potential benefits,

cost, ease of implementation etc. The short term plan should be further specified as

detailed annual plans, complete with budgets and expected outcomes. The manner in which

the plan implementation can be financed should also be provided (Financing Plan).

xiii. Recommend a pilot cycle infrastructure project – that would involve the design, and

implementation (to be executed by an agency appointed by the city), with monitoring and

supervision by the consultant, including a before and after study to compare the difference.

The pilot project will serve as a real example of incorporating the recommendations made in

the plan and test them out, help to build capacity of city staff as well as local designers and

contractors as well as various processes. This pilot project should be part of the short-term

plan, but spelled out in greater detail, including reasons for selection of the pilot, a process

document and assistance in preparing the bid for tendering.

xiv. Recommendations for plan evaluation, based on annual reviews, structure of such reviews,

data to be collected and metrics for evaluation of the plan implementation. This should

include risks to plan implementation and risk mitigation strategies.

xv. In order for the bicycle plan to be effective it must be integrated into the Comprehensive

Mobility Plan (CMP). The consultant should therefore critique the CMP and offer

suggestions on aspects of that plan that will help to achieve the objectives of the bicycle

plan in the larger context of transport in the city. Additionally the Bicycle Plan must also be

integrated into the Development Plan of the city. The consultant will prepare the document

which can be used to notify the plan as per the Maharashtra Regional and Town Planning

(MR&TP) Act.

xvi. Recommendation of a steering committee for the implementation of the plan, composition

and responsibilities – based on best practices internationally (Governance Plan).

III. Public Participation and Stakeholder Consultation


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The entire plan must be made in a manner that maximizes public inputs and interactions, is

transparent and in public domain at all stages of the plan preparation. The success of the plan is

expected to depend critically on public acceptance of the plan and its recommendations. To that

end the following activities are to be conducted and planned for in this proposal (these are in

addition to the user surveys to be conducted as part of the preparation phase)

i. Ward-level meetings (administrative, 15 such wards exist) to be held twice at each

ward, once during the preparation phase to gather inputs from people and second

time to discuss the draft plan before finalization. Publicity to ensure large-scale

participation in these public meetings is also expected.

ii. Key stakeholder interviews to be conducted (one-on-one or by way of other

interactive formats such as workshops) to get inputs, suggestions, insights related to

cycling issues. Some key stakeholders expected to interact with are party

leaders/functionaries, industry groups (such as MCCIA, FICCI, CII etc.), school and

college principals, Education committee of the PMC, Traffic Police, Administration

officials, PMPML officials, NGOs etc. Inputs from stakeholders should be

meaningfully analysed and used to inform the plans and recommendations.

iii. The firm should have a media strategy for dissemination of information at key

stages of the plan preparation.

iv. Public meetings and stakeholder interactions should use audio/visual materials,

presentations, panel displays and other innovative methods to communicate key

ideas in simple language. Bilingual materials (English and Marathi) would be

required in most cases.

v. All materials related to the preparation of the plan and the plan itself should be

available on a website, including survey results, draft plans and other materials used

to prepare the plan. This website should be integrated with the PMC website.

vi. The draft plan, final plan, maps, charts etc. should be available in limited print

copies (50), as well as plan summary (short version of the plan, ~ 20 pages) in larger

numbers (200) and be available to key persons, media etc. The plan summary

should be easy to understand and be available in English and Marathi.

As the plan is being prepared with assistance from the Ministry of Urban Development under

the ‘Scheme of Urban Transport Planning’, it is necessary to also conduct one meeting with the

state-level authorities as well as one each at the district and city level with relevant officials, as

advised by the Additional City Engineer (Roads) of the Pune Municipal Corporation.

2 Consortium

In order to efficiently deliver the work delineated in the scope of work by PMC, the Innovative Transport

Solutions Pvt. Ltd. (iTrans) has formed a tripartite consortium with Centre for Environment Education

(CEE) and Prasanna Desai Architects (PDA). A brief description of the consortium partners is as follows –


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I. Innovative Transport Solutions Pvt. Ltd. (iTrans)

It is an incubation unit in the Indian Institute of Technology Delhi (IIT Delhi). It works on

Sustainable Urban Transport issues ranging from Urban Transport Policies at the National and

State Level, Transport Planning and Modelling at city level, Non-Motorised Transport Planning,

Advocacy and Promotion, Public Transport Planning and operations with special focus on Bus

Rapid Transit Systems (BRTS), Area level traffic circulation plans and Microscopic Simulation

studies.

II. Centre for Environment and Education

Centre for Environment Education (CEE) is a national institute engaged in developing

programmes and materials to enhance public awareness about the environment and sustainable

development. CEE was established in 1984 as a ‘Centre of Excellence in Environmental

Education’, supported by the Ministry of Environment and Forests (MoEF), Government of India.

Thrust areas of work range from Sustainable Urban Development to Knowledge Management

for Sustainable Development to Communicating Environment through the Media to various

other thrust areas.

III. Prasanna Desai Architects (PDA)

The firm Prasanna Desai consists of enterprising architects capable of handling projects in

Interiors, Architecture, Urban and Landscape Planning with competence and speed. The firm has

worked on designs of Factory building, commercial complexes, Residential townships. The firm

is also currently working on city up gradation projects such as the Urban Design of the Pune

BRTS - Pilot Project and Slum Up gradation Projects under BSUP – JNNURM on seven sites in

Pune.


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3 Technical Proposal for Bicycle Plan in Pune city The approach and methodology for the 4 components – Preparation Phase, Planning Phase, Stakeholder

Consultations, and Institutional capacity and Governance have been detailed in this section.

3.1 Preparation Phase This phase aims at establishing an infrastructural baseline for the city with regard to cycling by collecting

primary and secondary data to establish the level of services (LOS) currently being offered and the user

needs. It also evaluates the institutional and regulatory baseline of the city with respect to what it offers

to cycling and cyclists by reviewing existing policies, plans, processes and guidelines affecting cycling.

3.1.1 Data collection

Data collection is required to understand the existing scenario of cycling in the city. The data collected

can be from primary and secondary sources. This broadly comprises of data related to the supply

components i.e. existing infrastructure and the demand components i.e. the travel behavior of various

road users, both existing cycle users and other road users which form the potential cycle users. The

current section explains the details of data that needs to be collected for bicycle planning.

Primary Surveys

1. Existing Infrastructure for cycle and other NMVs (inventory based)

Cycle Lanes

Width of cycle lanes/tracks

Both side/single sided

Encroachment by other activity/vehicles

Street lighting

Pavement condition

Intersection details

Parking

Number of cycle parking slots

Distance of parking from PT stop

Parking charges

2. User Survey (existing users and potential users)

Socio-economic Information

Age Profile

Gender Profile

Occupation

Income

Origin - Destination

Trip Information

Trip Purpose


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Mode Share

Trip Frequency

Access/Egress mode used

Travel time

Travel distance

Travel cost

Perception and Stated Preference

Perception of safety and security while cycling

Willingness to shift to cycling

3. Observation survey

Collection of cycle related data such as rentals, retail, repair shops etc.

Secondary sources

Road inventory data of the Municipality, Comprehensive Mobility Plan (CMP) of the city or any other

studies like the City Development Plan (CDP), Detailed Project Reports (DPR) for any transportation

project or the Master Plan can be used to compile part or full data required for bicycle planning. The

data on city demographics and accidents will be collected.

3.1.2 Evaluation of Level of Service

It is important to establish the levels of Service (LOS) offered by the city streets to cyclists to establish

the baseline, critical areas of intervention, phasing plan and the expected impacts of intervention on

improving the LOS. For this project, the evaluation for LOS will be carried out using 2 methods

i. LOS of the Existing cycling infrastructure: This will be done based on the NMT service Level

Benchmarks specified by the MoUD. The indicators used by MoUD to calculate the adequate

NMV facilities Continuous length, encroachment on NMV lanes, and parking facilities.

ii. LOS of the Pune street network: This will be citywide road audit and will be carried out on some

streets only which will be taken as representative samples based on the earlier road inventory

survey and the GIS street network. This will be carried out based on a tool URSA (Urban Road

Safety Audit) developed by the Transport Research and Injury Prevention Program (TRIPP) of

Indian Institute of Technology in New Delhi. Refer

http://www.sutpindia.com/skin%5Cpdf%5CToolkits%5CUrban%20Road%20Safety%20Audit_200

614.pdf

The URSA tool is meant for accident prevention rather than accident reduction. It is a safety

performance examination of an existing road or a future road by an independent audit team. The Audit

can be conducted at any stage of a project, starting with the project planning stage to the Final design

stage. It can even be conducted on roads that have already been completed and started operating can

be used in any phase of project development from planning to construction. It is intended to minimize

http://www.sutpindia.com/skin%5Cpdf%5CToolkits%5CUrban%20Road%20Safety%20Audit_200614.pdf

http://www.sutpindia.com/skin%5Cpdf%5CToolkits%5CUrban%20Road%20Safety%20Audit_200614.pdf


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the risk of a traffic crash and ensure that measures to eliminate or reduce identified urban roadway

problems are fully considered.

3.1.3 Evaluation of Institutional and regulatory baseline It is important to understand and map out the ecosystem affecting cycling in the city with regard to both

the way the institutional, regulatory and financing mechanisms are structured and the capacities of the

institutions responsible for delivering on a safe cycling environment for the city. This will be done by

identifying the various city agencies; mapping out their governance structures, regulatory mechanisms

and budgetary allocation priorities; and highlighting the opportunities and barriers in the ecosystem.

Special emphasis will be on studying the structure and the working of the Pune NMT Cell and its capacity

to oversee the implementation of the proposed bicycle master plan.

3.1.4 Review of the Policy, Planning and guidance documents

Establishing the state-of-the art of the existing knowledge on planning and designing cycling

infrastructure with reference to the available literature in the country and abroad is the first step

towards building Pune specific knowledge and plans. This entails a review of current plans, policies,

projects (affecting cycling), process and guidelines being used. The following literature and city

documents will be reviewed:

Literature

Urban road codes by MoUD/IUT

IRC codes: 70:1977 and 103:1988

UTTIPEC Street Design Guidelines

TRIPP -Geometric Design Codes

BRT Design Manual

CPWD guidelines for Accessible Infrastructure

Non-motorized Planning and Design Manual Pune City Documents

The cycle network project prepared in the year 1981

Comprehensive Mobility Plan for the city of Pune prepared in the year 2008

Evaluation report of development plan (2007-2027) of Pune prepared in the year 2011

Detailed Project report of Pune Metro prepared in the year 2013

Detailed Smart city Plan prepared in the year 2015

3.2 Creating the Cycle Plan The Cycle Master plan for Pune will be comprehensive document setting the vision and goals, planning a

network, proposing design guidelines, planning for parking and integration with public transit systems,

integrating and evaluating the proposed public bicycle Scheme (PBS), enforcement, public awareness

and capacity building, amongst others. A vital part of the proposal will be the plan for public

participation and stakeholder consultation to create consensus and active citizenship about the

importance of promoting cycling in Pune.


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3.2.1 Vision

The project vision is to make the ‘city of Pune cycling friendly’. The primary objectives of this Bicycle

Plan are –

Objective Action

To retain existing share of

bicyclists

Ensuring that the urban road infrastructure is designed /

retrofitted so as to be cycling friendly and that traffic

management measures are also cycling friendly.

Ensuring that all of the surfaces used by cyclists,

pedestrians and NMVs are maintained to a high standard

and are well lit.

To encourage potential users

to use bicycles,

In addition to the above two actions, providing NMT-

friendly routes to all schools, adequate cycling parking

facilities within schools, and cycling training to all school

pupils.

Providing designated heritage cycle and pedestrian

networks especially for visitors and recreational cycling.

Ensuring proper integration between NMT and public

transport.

To make bicycle the

preferred travel mode for

short trips.

In addition to the above five actions, providing secure

parking for cycles.

Integrating the NMVs Transportation into the Road

Network.

Ensuring that all NMT networks are signposted to an

agreed standard.

Improving the image of NMT and promote cycling using

"soft interventions" such as promotional campaigns,

events etc.

To create a consensual vision

and multi-stakeholder buy-in

for cycling.

Creating awareness about the benefits of cycling and

create active citizenship in communities.

Create mechanisms for citizens’ engagement in the

implementation, monitoring and review of the cycle plan

To make travel demand

management strategies

sensitive to cycling and NMV

users.

At a city wide scale, dissuading the use of private

vehicles by limiting availability of parking and increasing

roadside parking price, enforcing strict penalties for

defaulters, etc.


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3.2.2 Estimating impact of a Cycling Master plan Implementation

In order to estimate the overall benefits to the city and its residents that will result from the

implementation of the plan, in terms of reduction of pollution, health benefits, reduction in accidents,

reduction in congestion, savings in public spending etc. the following indicators will be used.

Table 1: List of indicators for NMT derived from LCMP Toolkit (UNEP, 2012).

Indicator Name Description Measurement/ data

source

Relevance

Mobility and accessibility

Modal shares Cycling Mode shares

by trip purpose i.e.

work, education,

health and others

User survey and some

relevant data may also

be available in City

Traffic and Transport

Study (CTTS) and

Comprehensive

Mobility Plan (CMP)

Average modal share helps decision

makers understand the movement

towards or away from the goal of low

carbon transport. The indicator helps

to identify the preferable modes for

various trip purposes and thus the

intervention areas. For example,

improving infrastructure to major

destinations so cycling is used for

work, education etc.

Cycling Modal shares

by social groups i.e.

by income, women

headed households

National Sample

Survey Organization

(NSSO) data and user

surveys

The indicator brings out the travel

choices that different social groups

have. It helps to understand whether

the mode of transport used is by

choice of vulnerable groups of

society.

Travel time Average travel time

by trip purpose i.e.

work, education,

health and others

using different

modes.

User surveys The indicator is useful to understand

the dynamics of land use and the

properties of mode to reach specific

destinations and accordingly plan

strategies and provisions to achieve

the low carbon goal. For example,

less travel time to school using cycle

will motivate students to use cycle to

go to school and this can be done by

taking up policies related to land use

and infrastructure improvement.

Trip purpose wise

average travel time

User survey More travel time for vulnerable

groups is an indicator of social

exclusion and with the help of


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disaggregated by

social groups

disaggregation by trip purpose,

specific measures can be taken to

increase social sustainability

Trip length Average trip length

frequency

distribution

User survey The indicator states the potential of

using cycling, both stand alone and as

access to public transit (PT).

Average walking and

cycling trip length

disaggregated by

social groups

User survey The indicator defines the choice of

mode that different social groups

have. Longer trip length using cycling

by lower income group as compared

to middle or high income group not

only indicates social exclusiveness

but also unaffordable public

transport system for the group.

Trip purpose wise

average trip length

disaggregated by

social groups

User survey The indicator helps to identify the

required change in land use structure

specifically for the different groups of

society to attain social sustainability Land use

parameters

Land use mix

intensity

Job-housing balance

determined using

census data available

at ward or electoral

block level

Indicates land use pattern that has

impact on the trip rate and trip

length.

Income level

heterogeneity

Concentration index

of different income

groups in a zone

determined by the

asset ownership or

housing type data in

census-households

Assessing different aspects of social

groups connections with

infrastructure provisions.

Infrastructure quality, safety, ease and comfort of using particular mode

Infrastructure

quality

Percentage of

Household within 10

min cycling distance

of PT and para-transit

stop

Needs to be calculated

based on the PT stop

inventory and number

of households in

census records

It’s a determinant of accessibility as

well as need for low carbon transport.

Short distance determine the ease of

access to PT and hence high

probability of using PT.

Accessibility for

disadvantaged by

different modes

More specific

indicators to be able to

measure accessibility

for disadvantaged

people needs to be

Ensures barrier free accessibility to

the society by cycling and Public

transport system


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developed and data be

collected

Bicycle Parking

Availability at the PT

stops

Needs to be calculated

based on the cycling

related questions in

the road inventory

survey

Ensures inter-modal integration with

public transport and also safety for

bicyclists at their destination

locations.

Safety and

Security

Risk exposure for

NMT users

Number of fatal

accident per 100,000

users of the mode.

Detailed accident data

can be collected from

traffic police

The indicator determines how much

cyclists are prone to accident risk.

More the risk to a mode user less is

the preference.

Overall safety Number of fatal

accidents per 100,000

populations. Detailed

accident data can be

collected from traffic

police.

Determines the risk exposures and

vulnerability of different mode users

on the city roads.

Speed limit

restrictions

Percentage length of

roads having speed

limit ≥ 50 kmph

More speed means more risk to

cyclists


road lighted

Data needs to be

collected as a part of

Road inventory survey

Determines the safety perception of

streets especially for women, aged

and children.


cycle tracks lighted

Data needs to be

collected as a part of

Road inventory survey

Determines the security aspect on

the cycle track there by encouraging

people to cycle

Percentage of people

feeling safe to use

cycling in city by

gender and age

Specially designed

stated preference

surveys

Perception of people regarding safety

aspect of using cycling

Percentage of

households owning

cycles disaggregated

by income

Based on Household

interview data

Determines the affordability of

cycling by different social / income

groups.

Affordability Cost of commuting % of income invested

for travelling

Depends on the destinations, mode

choice and the fare and pricing

policies. Determines social equity.


P a g e 19 | 98

disaggregated by

social groups

GHG emissions Equivalent CO2

emissions per

passenger km by

mode

Identify modes (of potential users)

that require more attention either by

causing change in travel behavior or

technology

Emissions Percentage of

population exposed

to air pollution

Need to map air

quality in city and

mark households in

the buffer area

Or

Get the relevant

morbidity data from

hospitals or medical

authorities

Determine the health impact of

transportation and identify the

obnoxious gases or other such factors

that need to be reduced from

transport sector to improve health.

Also the indicator is helpful in raising

concern regarding sustainable

transport.

Health hazards Percentage of

population exposed

to noise levels > 50

dB*

Need to map

exceedance of noise

levels in city and mark

households in the

buffer area

Determine the health impact of

transportation and identify the

obnoxious gases or other such factors

that need to be reduced from

transport sector to improve health.

Also the indicator is helpful in raising

concern regarding sustainable

transport.

Investment Trend in investments

for development of

infrastructure for

cycling

Data from city budgets

across years

Determines investment pattern on

different types of infrastructure and

trace the trend in development of

infrastructure for low carbon modes

of transport

Other charges have impact on the

operational cost of the mode. For

example, the high toll and parking

charges on cars will discourage

people from using it.

3.2.3 Creating a Cycling Network

A network plan is one of the most important components of the Bicycle Master Plan. Detailing of the

network and its implementation planning is the logical next step after preparation and notification of

the Bicycle Master Plan. This includes understanding the network requirements and identifying and


P a g e 20 | 98

classifying routes in the network to form a mesh. The procedure for developing a network plan varies

from that of the existing city (old Pune city), and new/proposed settlements under planning stage (from

the new additions in the development plan). Network plan of an existing city in the region would need

to accommodate limitations of current land use and existing road network, whereas that of a new

development allows desired independence in planning a network along with complementing land use

planning. Making an existing city cycle friendly requires re-planning and increased level of intervention.

This requires staged development, split over time in multiple phases. To be successful, it is important to

analyze the interests at stake and to involve relevant stakeholders. This will require time but may

prevent avoidable opposition against the plan in a later stage. In a new development, NMT network and

related infrastructure is integrated in the city development achieving complete, safe and comfortable

network.

Preparing a network plan instead of a corridor wise plan is of utmost importance in the city because the

first two principles of planning emphasis need for cohesion, directness, attractiveness and comfort of

cycling. These objectives can be met only when cyclists have a network of usable links which can take

them from end to end. The network plan includes recommendations on the network of arterial roads/

links for which segregated cycle tracks and pedestrian footpaths are needed, the links for which traffic

calming is needed and so on. This depends on the functionality of the road as well as the NMT demand

along these roads. Recreation routes can also be identified as a part of the network planning exercise.

But clearly, it should be in addition to the main street hierarchy and not as an alternative.

3.2.4 Infrastructure Design

The next step is to address all critical issues related to the development of selected route as per the

goals, quality of service and other criterion laid in the Cycling Master Plan. This involves, apart from the

construction of dedicated cycle/NMT tracks and/or lanes, many other activities, such as:

Redesign of entire alignment including roads and street to ensure optimum use of available space within

the Right of Way (ROW) for accommodating all functions and demands from the route. This may also

require re-profiling of the carriageway and its surroundings. The following are planning requirements

necessary for implementing infrastructure for cyclists:

Recommendations for parking policies with or without development of specific on or off street

parking facilities.

Recommendations for new speed zones to ensure NMT user’s safety with or without active and

passive enforcement devices such as traffic calming measures and cameras.

Recommendations for construction of dedicated cycle tracks and footpaths with designed

segregations, access, signage, marking, etc.

Recommendations for development, augmentation or repair of existing and/or new services such

as storm drains, lighting (as per desired quality and lux levels), etc.


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Recommendations for re-development or modification of intersections to make them safe and

convenient for all NMT users and more comprehensible by all road users. This may include

introduction of roundabouts or grade-separated facilities specifically designed for NMT users.

Recommendations for introduction of public bike sharing (PBS) schemes

Recommendations for development of cycle parking and storage facilities at identified critical

locations as per the guidelines laid in the Cycle Masterplan.

The recommendations of the Urban Road Codes developed by IUT for MoUD will be followed for the same.

The basic principles for intervention on different types of roads and intersection that will be followed are

illustrated below:


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i. Infrastructure for cyclists on different types of roads

Table 2: Basic principles for intervention on different types of roads.

Arterial Roads Sub Arterial Roads Distributary

Roads

Access Roads

Non-

Motorised

Vehicle

Segregated Cycle Track Segregated Cycle Track Cycle Lane Mixed \traffic

Location Between Carriageway

or street parking and

footpath on either

edge of the

carriageway

Between Carriageway

or street parking and

footpath on either

edge of the

carriageway

On the edge of

the

carriageway,

adjacent to the

footpath or

parking.

Gradient 1:12 – 1:20 1:12 – 1:20 1:12 – 1:20 1:12 – 1:20

Desirable

Lane width

2.5 to 5.0m 2.5 to 5.0m 1.5 to 2.5m Mixed with

motorized

vehicular traffic

Level +50mm - +100mm +50mm - +100mm 0.0m 0.0m

Minimum

Width

2.2 for a two lane cycle

track and 3m – 4m for

a common cycle track

and footpath (not

more than a length of

40m.

2.2 for a two lane cycle

track and 3m – 4m for

a common cycle track

and footpath (not

more than a length of

40m).

1.2m painted

cycle lane.

Mixed condition

ii. Intersection Improvements

Road Intersections are very important elements of non-motorized network. These are critical also

because there function is to control conflicting and merging streams of traffic, to minimize the delay

including pedestrian and bicycle traffic. The general design principles of intersection design are the

approach speeds restriction on available land, sight distance available and the presence of the larger

volume of all the road users in urban areas, although it is necessary for the users of these guidelines

that there should be an application of the knowledge about the local conditions while interpreting

and arriving at the solution in terms of design. Based on the type of roads meeting to intersect;

junctions are classified as signalized intersection, un-signalized intersection and roundabouts.

Intersection intervention matrix for different road types is illustrated below.


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Table 3: Basic principles for intervention on different types of intersections.

Arterial Roads Distributor Roads Access Streets

Arterial

Roads

Roundabouts (3,4 arm)

Signalized Crossings

(3,4 arm)

Grade separated

crossing for motor

vehicles

Grade Separated

Crossings for cyclists,

along Arterial road (in

case of 4 arm only)

Roundabouts (3,4

arm)

Signalized

Crossings (3,4 arm)

Grade Separated

Crossing for cyclists

along Distributor

road (4 arm only)

Traffic calmed crossing (3

arm only – access street

opening on to an arterial

road)

Grade Separated

Crossing for cyclists along

access road

Distributor

Roads

Roundabouts

Signalized Crossings

(3,4 arm)

Grade Separated


along Distributor road

(4 arm only)

Roundabouts

Signalized crossing

Roundabout

Un-signalized/ Traffic

Calmed Crossing (3, 4

arm)

Access

Streets

Traffic calmed crossing

(3 arm only – access

street opening on to an

arterial road)

Grade Separated


along access road

Roundabout (3, 4

arm)

Un-signalized/

Traffic Calmed

Crossing (3, 4 arm)

Un-signalized/ Traffic

Calmed Crossing (3, 4

arm)

Mini Roundabouts

Roundabouts: Safety of cyclists and pedestrians negotiating a roundabout can be ensured by reduced

vehicular speeds and geometric designs, ensuring adequate segregation and visibility for the slow

moving users. Modern roundabouts allow better capacity without compromising safety. However, it is

important to understand that roundabouts have capacity limitations. Geometric elements of

roundabout and methodology of their geometric design have been explained in Code of Practice -2 (IUT,

2012).

Signalized Junctions: At signalised intersections, expected delays for pedestrians and cyclists are

considerably longer than other junction solutions. Therefore, a flexible approach to adapt a single or

combination of crossing methods should be adopted. Segregation at or near Intersection ensures safety

and directness for cyclists. Cycle tracks extending up to the stop line on near side of the junction ensure

reduced delays, higher safety and protection from traffic path for bicyclists across signalized


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intersection, bicycle facilities (tracks or lanes) on both sides of the junction is a designated as well as

direct path for cyclists.

Bicycle Boxes or Stacking Spaces are required for waiting cyclists on the near side of junctions. Bicycle

holding area or boxes and signal phase design are inter-related to the flow of bicyclists and motorized

vehicles, and need to be looked at together.

Traffic Calmed and Un-signalized Junctions: For minor intersections, it is recommended to apply traffic

calming such as mini roundabouts, humps, table tops to keep the speed of motor vehicles at check.

Traffic calming measures are one of the most important design measures to enhance safety. The object

of traffic calming is to modify driver behaviour, control vehicle speeds and, in some circumstances, to

reduce the volume of traffic. This reduces danger from traffic and can enable users, including children,

to reclaim the streets as social places where walking and cycling can be safer. Different types of traffic

calming measures and their applications will be discussed as a part of the cycling masterplan.

3.2.5 Bicycle Parking

It is essential to retain the mainstream cyclists of today as cyclists tomorrow. These commuters must be

provided similar facilities/provisions as car users enjoy. Hence it is of utmost importance to provide well

designed and integrated parking facilities for cyclists. Good parking facilities also help attract new users

and thereby promote cycling.

Provision of parking is not a new concept. Railways stations in most of the cities have a cycle storage

facility for commuters who travel to place of work using trains. All government institutions have a

designated parking space within the premise for cyclists. However, the main thing lacking is that an

entire network for different types of cycle parking facility is missing on our roads. Measures by the

government to provide public parking near informal households or slums, which also are origin points,

would definitely be fruitful to a cycling route and the network across the city. In residential areas, to

ensure use by current cyclists and even to attract new bicyclists, functions like places of gathering and

market areas must have safe parking facilities. Parking areas can be immediately identified and

designated using a marking material like a thermoplastic material. Areas like a community centre, post

offices, etc must have such facilities for people living in the vicinity and access the services.

The various elements of cycle parking have been addressed in the following table.

Table 4: Various elements of cycle parking.

Elements of Cycle Parking

Location: These can be easily identified with the use of activity surveys done for a particular zone,

district or city. These locations could be at or in proximity of: transit Stations, places of importance,

junctions/interchange, nodes, informal settlements/ slums, etc.


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Space/Area: Space allocation is based on the activity survey, the existing capacity of the corridor and

discretion of the designer. The space allocation should be 20%-30% more for optimum use in the

future. Capacity requirement needs to be assessed in detail.

Theft Control: It should be kept in mind that investments to prevent thefts would only lead to increase

in number of cyclists and make it an attractive and safe mode of travel.

Manned or provided: Parking facilities can be manned or provided. While the manned provision needs

an extra investment to make it theft free (hire security personnel), the latter is providing good

fastening locking facilities to a designated parking area.

Shade: Much needed for the Indian condition, similar to the car users, shade is required also for the

cycle users. This could be done by the providing parking under existing trees or use of temporary

structures or other built provisions taken into consideration.

Forms of bicycle parking: The most popular form currently used in a number of cities is the wheel clamps

or the inclined wheel braces, used in office properties, schools, metro stations/railway stations where the

risk of theft is quite low. The other types of form of bicycle parking facilities used are:

1. Hanging system bars

2. Hanging system on walls

3. Tiered racks – such is used at railway stations where the cyclists travels to suburbs for work.

4. Binder racks

5. Bolt locking system – frame type/ wheel lock

6. Fastening poles

7. Support rack

8. Brace rack

Others, where the volume of bicycle parking is larger are: Canopies and designated parking lots.

3.2.6 Integration with Public Transport

In order to facilitate multi modal travel and ensure users on public transport it becomes important to

integrate all modes. Therefore to promote cycles as access egress mode to PT and vice versa, both the

system should be integrated. A number of trains and buses are cycle friendly in different cities and

countries. There are several elements of integration of cycling with public transit that should be integrated

in the cycling master plan. Integration can be studied at different levels of spatial and system hierarchy

(both in terms of facilities at nodal points, the network structure and their interchanges, as well as

positioning of the networks). For this proposal four types of integration will be proposed.


P a g e 26 | 98

a. Physical integration: “seamless” trips with transfer facilities continuously improved and

provided

b. Network integration: The cycle network and the public transport network have to be

integrated

c. Fare integration: provision of integrated ticketing system which enables passenger to use one

ticket for any mode i.e. common mobility card for all the public transportation modes i.e. bus,

BRT and bike-share

d. Information integration: information on almost all aspects of travelling in every mode is

available.

3.2.7 NMSH – Urban Transport parameters

The following Urban Transport Parameters of the National Mission for Sustainable Habitat (one of the 8

Missions of the Prime Minister’s Action Plan for Climate Change have been identified to be addressed in

the Cycling Master Plan:

1. Dedicated and physically segregated bicycle tracks with width of 2m or more, one in each

direction, should be provided on all streets with total motor vehicle carriageway larger than 10m

(not ROW) after providing adequately sized footpaths in each direction based on pedestrian

traffic.

2. Streets with motor vehicle carriageway smaller than 10m (not ROW) need not have cycle tracks

but should be traffic calmed through design (maximum motor-vehicle speed under 30 km/h) for

safe cycling.

3. At least 5 safe street crossing per km for bicycles with spacing between two crossings not more

than 250m.

4. Citywide cycle network of segregated lanes or traffic calmed streets that provides access to at

least 80% of built plots (should tend to 100%).

5. At least one cycle sharing system with ≥ 5,000 cycles and automated payment in cities with a

population of over 5 lakhs (benchmark census year 2011). Ridership of the system should be in

excess of 1000 trips per bicycle per year.

6. Elevation of segregated cycle track above the carriageway (e.g. <150 mm) that allows for storm

water runoff.

3.2.8 Public Bicycle Scheme (DPR)

The proposal will recommend the parameters to design a city wide public bicycle scheme with the

following steps:

Identify primary areas where potential of use of bicycles is maximum.

Identify satellite locations/ network stations for each of the chosen primary stations.


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Cost estimate or rentals for such space for stations may be identified.

Advertisement potential at these locations may be indicated including the agency permitting

advertisement and requirement of revenue sharing by the permitting Agency to be brought out.

Identify and indicate other cycle shelters or cycle parking area in the nearly areas.

Each set of primary stations and its satellite locations will be called as a cluster and each cluster

map should be drawn indicating the route to be taken as well as areas better serviced.

The criteria for selection shall be at least and not limited to the following:

a. Potential ridership.

b. Availability of an area for locating cycle shelter.

c. Availability of land at the satellite location for cycle shelters.

d. Availability of road passage or the condition of such passage for safe movement of cyclist

from primary to the satellite/network location.

Identify potential user for such facilities and nearby tourist /institutional premium segment i.e.

high and users with most modern cycles if available be identified giving models of cycles also.

Recommendations and suggestions including pricing structure of the service.

The key focus of the study would be to assess the factors that can enhance the acceptance level

of bicycle use.

To suggest safe parking in public areas for the cyclists around the city including IT enabled services.

To create a single-platform for all information on cycling in the city, like route map and guides

showcasing safer routes and cycle lanes.

Financial Impact: The project of Cycle sharing will be recommended to be executed on BOOM

basis with a selected operator. The scope of work of the selected operator will include installation

of cycle shelters, operation & management of the facility on day-to-day basis. In lieu of this, the

concessionaire has sole rights for display of advertisements on the cycle stations. The cost of

installation & likely revenue generation may be brought out. The likely number of users shifting

to cycles & vehicles replaced may be brought out.

Phasing Plan: recommendations of phasing plan based on maximum impact and economic

viability

3.2.9 Enforcement Rules

There is a need for better enforcement of many traffic laws especially speed limits and penalties for

encroachment of and cycle tracks. The following table gives a summary of enforcement laws and penalties

can be implemented. The Proposal with detail them out further and substantiate them based on

stakeholder inputs.


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Table 5: Summary of enforcement laws and penalties.

Policy Mode Implemented by

Enforcement of Other Traffic Laws

Examine and highlight the barriers preventing an effective

enforcement regime for other traffic offences that affect

NMT users’ safety. For example,

dangerous driving in (urban) areas;

illegal parking on cycle tracks;

Motor-bikes using cycle tracks etc.

Walking,

Cycling and

NMVs

Urban Local Bodies

(specially traffic police)

Penalties

Explore - as part of a wider examination of traffic penalties

(and legislative changes) - the scope for amending the

penalties on higher side for motoring offences against

cyclists and Pedestrians.

Walking,

Cycling and

NMVs

State Govt. Urban Local

Bodies (with help of

experts in the field)

3.2.10 Phasing

It is seldom possible to take up large-scale citywide development at one go. Thus, development of a

citywide cycling infrastructure as per the network plan would require a phased expansion spread over

time. While prioritizing development of routes or links in the network, captive routes should be prioritized

over potential routes in line with the recommendations of Cycling master plan. Captive routes have high

existing demand, which is declining due to unsafe conditions. Provision of infrastructure on these routes

would not only help arrest their decline by ensuring safety, but also attract potential users. The analysis

to arrive at a phased plan may be based on the following criterion:

Accident data – Route with highest observed risk of accidents may be prioritized over others to

ensure immediate reduction in fatalities. These would generally comprise fast and high traffic

volume roads and thus most arterial roads within the city would fall under this category.

Cycle traffic volume – Routes with highest peak hour or daily demands may be prioritized over

others to ensure wider impact.

Ease of Construction and Maintenance – Routes along roads/streets with less

obstructions/complications; or those within the same municipality limit as well under the same

development body; or roads which are new developments or proposed to be re-developed with

a sanctioned budget which includes provision for cycling infrastructure. This criterion may be

selected as a standalone option only to demonstrate an infrastructure, though the same may have

little impact on the use of cycles.

Contribution to the network – This becomes one of the most important criterions in selection of

subsequent routes/links for development. After selecting the first route based on the three

criterions discussed above, subsequent routes or links are selected to strengthen or contribute to


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a network. So connecting routes, or routes in the vicinity (with high demand and accident rates)

are selected.

The table below presents how a combination of criterion may be used to set the priorities of development.

It is important to note that smaller links may also be included, either as independent route or part of

bigger routes in the selection process. These links are useful in strengthening the network, keeping

detours to a minimum, reducing the number of encounters with motorized traffic, and creating a cohesive

network structure.

Combination Criteria

Table 6: Combination of criterions for priorities of development.

CRITERION

POINTS

Route 1 Route 2 Route 3 Route 4 And so on...

Accidents (safety)

(Rate on a scale of 1 to 20 for

each route where 20 is

highest priority or possibility

of selection as per this

criterion and 1 is the lowest)

NMT Traffic Volume

(efficiency)


each route where 15 is

highest priority or possibility

of selection as per this

criterion and 1 is the lowest)

Contribution to the Network

(Rate on a scale of 1 to 10, for

each route or link; where

relative points are awarded

to routes, such as 10 points

to the route connecting

directly between one or

more existing or selected

routes, 1 point for links or

routes which are isolated or

at considerable distance


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from routes already

developed or selected for

development)

Ease of Construction and

Maintenance (cost)


each route where 5 is highest

priority or possibility of

selection as per this criterion

and 1 is the lowest)

Total Points

Priorities for development may be based on the total points allotted to

each route/corridor, with routes having higher points placed higher on the

priority.

3.2.11 Pilot Project

There have been many examples across the world of some signature projects which have instigated

visible transformation and motivated people to use cycling. The development of the Cycle Masterplan

and the phasing recommendations will lead to the identification of a Pilot project in its first phase. This

pilot will be selected based on the following criteria

1. Areas of maximum benefit, impact and visibility.

2. Ease of implementation

3. Replicability potential

4. Recommendations of the stakeholders

5. Support of area level politicians and communities

6. Financial outlays for a pilot project

7. Capacity of the NMT cell and the Bicycle advisory Committee to support the implementation of

the project.

3.2.12 Evaluation and Implementation

The bicycle master plan should be regularly assessed to ensure it is up to date. The plan should

preferably be updated every five to eight years. Each developed route should also independently be

evaluated to assess the performance, and to gather feedback from users. The guidelines and

methodology of evaluation will be preferably be laid in the cycle master plan. The evaluation mechanism

will be based on the tools of URSA as specified in the earlier sections.

The implementation phase includes detailed cost estimates based on the implementation drawings.

These estimates may require changes in the preliminary approved development budget. Following the

approval of the same the public notification or an expression of interest will be placed and interested

contractors/developers invited to bid for the development project. The successful bidder will be

selected based on the specifications in the invitation of bids. An independent project manager should


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also be appointed for the implementation phase to ensure proper quality and progress of work as per

schedule. Subsequent changes/improvements in designs/drawings may be necessitated due to

limitation of site, time, cost overruns, etc.

The bicycle plan will consist of two portions. One for the old city limits (as defined by the Development

Plan for the old city limits) and for the new city limits (as defined by the Development Plan for the 23

villages merged with Pune). These 2 portions will integrate into a single overall plan, but may differ in

their strategies depending on ROW of roads, movement of buses, land use along the road, etc.

3.2.13 Integration with CMP and Notification of Plan

Integrating the Cycle Master plan with the city mobility plan (CMP) is an important aspect of the

proposal as it will ensure that the cycling infrastructure becomes a part of the city-wide urban transport

system. A strategy for the integration of the same will be proposed in the document. Additionally, a

document will be prepared as per the Maharashtra Regional and Town Planning Act to notify the Cycle

Master plan to ensure it receives the legal status necessary for its implementation of a period of time.

In order to summarize the above section on creating cycle plan an indicative sketch of bicycle planning

process is represented in the figure below.

3.3 Public Participation and Stakeholder Consultation The team intends to approach the project, with specific details of the baseline studies and analysis,

technical planning for preparation of the plan and the public input process.

Objectives

The overall objectives of the communications design and implementation are proposed as:

1. Enhance transparency by providing public information

2. Enhance public understanding and build a supportive climate

3. Obtain structured inputs through public consultations and specific stakeholder consultations

4. Provide decision-support information, based on inputs from different stakeholders

5. Make the case for the finalized bicycle plan for key institutional stakeholders

6. Provide a detailed communications plan for the implementation phase.

Communication Materials and Channels

The communication materials and channels proposed to be developed and used during the entire

process of gathering input and plan preparation include:

1. Project brochures and flyers

2. Project website/ webpages integrated with PMC website

3. Project news monthly/ fortnightly update service for the local press/ media houses

4. Mechanism for monitoring of media reportage and participation in news stories in case of any mis-

communication about the project


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5. Email update newsletter for key institutional stakeholders

6. Presentation materials in the form of slide shows and poster exhibits

7. Learning documents and fact sheets.

3.3.1 Identification of stakeholders and relationships

These include key institutional stakeholders, primary and secondary stakeholders and identification of

potential risks, negative impacts and opportunities vis a vis different categories of stakeholders

The methods proposed are

1. Discussions with client during inception meetings

2. Desk reviews of official reports, other readings and media reportage

3. Interviews with few NGOs involved in bicycle promotion

3.3.2 Preparation of detailed project communication plan, mechanisms and

materials

1. The detailed communication plan, schedule and requirements would be discussed with the client

2. The basic communication channels for public outreach, and between the project team and

institutional stakeholders would be set up, and project communication materials would be

prepared, including the following:

a. Official contact information for the project and public inputs

b. Protocol for receipt and acknowledgment of inputs from the public and stakeholders over email

and post

c. Contact list of project team and key staff within institutional stakeholders to be kept informed

throughout the project period

d. Website/ webpages, integrated with the PMC website

e. Media orientation using a press kit and mechanism for regular updates for public outreach

f. Schedule of public consultations and advertisements for the same

g. Protocol for public consultations/ workshops

h. Presentation materials

i. Print materials

3. Early public communications will be prepared and released through the media even while the

detailed schedule of consultations is being worked out, to inform the public about:

a. What is being done (studies and plan preparation for an appropriate Cycle Network)

b. Who is responsible (PMC, State Govt, MoUD)

c. What is the process of developing the plan

d. How people may share views and information to help in decision-making

e. Where to stay updated

4. The protocol for public consultations would include:

a. Provision of adequate information

b. Fair opportunity for all to present their views


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c. Special outreach to groups who are directly affected but may not be able to easily attend public

consultations

5. The content of communication materials to be used in meetings and consultations would include:

a. Information about the project, that is, preparation of a comprehensive Cycle Plan, the process

for this, and the institutions backing and promoting the project

b. The need for a comprehensive cycle plan, including the urban and transportation context

c. How a bicycle plan is expected to be beneficial

d. Examples of successful cycle systems and networks

e. The general elements of a cycle system and cycle plan

f. What inputs are needed from local stakeholders for planners to make a locally appropriate plan

g. How inputs will be obtained from local stakeholders

h. How inputs from local stakeholders will be used

i. How the use of inputs will be communicated back to the public

3.3.3 Stakeholder consultations for inputs for plan preparation

The scope of consultations will include

1. Area wise consultations, that is, one in each administrative ward

2. Thematic or stakeholder specific consultations may be done as per need as some stakeholders may

have specific issues not covered in area wise consultations;

Interviews and consultations with key institutional. The purpose of the generic area-wise stakeholder

consultations is to understand

1. Awareness and public perception about cycling

2. Barriers to cycling

3. Opportunities

4. Stated preferences

3.3.4 Preparation of External Environment Analysis Report

This report would consolidate inputs received from the public and specific stakeholder consultations,

and desk reviews, providing a multi-dimensional view of the situation for the project. The report would

cover the social, political, institutional, technical, business and physical/ environmental contexts. The

aim of the EEA is to analyse the situation and present key challenges and opportunities, keeping the

customer as the focus.

The EEA will provide inputs

1. To the systems planners and clients on aspects that impact or influence technical designs and to be

considered in Cycle Plan preparation

2. For the development of the detailed Communication Plan for Implementation Phase (point X of RfP,

which refers to Public Education and Awareness Plan)


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3.3.5 Preparation of Internal Environment Analysis Report

The Internal Environment refers to the strengths and weaknesses of the organization, that is, the PMC,

as regards its capacity to implement and take forward the Cycle Plan.

Data will be collected using desk reviews of relevant documents (including Acts, policies, plans, studies

and reports), interviews with officials at different level of management and executive responsibility, as

well as through the stakeholder consultations.

The data will be used to develop a picture of the current capabilities and processes of the PMC that

would be pertinent to the Cycling Network, including:

a. Institutional set up for policy formulation and governance

b. Institutional mechanisms for coordination with other key institutional stakeholders including Traffic

Police, PMPML, PMPML BRTS Cell, neighboring municipalities

c. Institutional set up for planning, operations and maintenance of transportation and road

infrastructure, at the main organizational level and also through ward offices and frontline staff

d. Institutional set up for public outreach and information disclosure, as well as formal and informal

mechanisms, at the main organizational level and also through ward offices and frontline staff

e. Data collection, documentation, reporting and repositories of data

f. Staff qualifications and experience

g. Policies and opportunities for staff development and training

The Internal Environment Analysis Report will be used to develop the following elements, as part of the

overall Cycle Plan:

Institutional Capacity to implement the Cycle Plan (point XI of the RFP)

Governance Plan (point XVI of the RFP)

3.3.6 Communications for Public Input in Draft Plan

The communication in this phase would include:

i. What factors went into preparation of the Draft Cycle Plan for Pune?

ii. Which alternatives / potential options were considered?

iii. Why the suggested alternative may be appropriate?

iv. How the public may provide inputs / suggestions and objections on the draft plan

v. How public inputs would be considered and responses communicated back to the public

3.3.7 Preparation of ‘Communication Plan for Implementation Phase’

While cycling is not new to Pune, the proposed plan aims to re-introduce cycling as a viable, modern and

potentially even a preferred transportation option for many, especially highlighting the new bicycling

infrastructure and Pune’s assets as a bicycle-friendly city.

While PMC’s RfP suggests preparation of a Public Education and Awareness Plan, it is proposed to

develop a more elaborate Communication Plan for Implementation Phase. The purpose of the

Communication Plan would be to aid the implementation and operationalization of the proposed Cycle


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Plan and Public Bicycle Scheme. There is great advantage in conceiving of a communications plan right at

the outset instead of as an add-on.

The objectives of the Communication Plan are proposed as:

1. Recommend institutionalization of the Communication Function within the overall institutional

structure for operationalizing the proposed Cycle Plan, such as appointing a trained

Communications Officer and developing a detailed Terms of Reference for this position

2. Enhance transparency by providing public information about the project and comply with the

provisions of the Right to Information Act

3. Maintain commitment of policy-makers to implementation of the proposed Cycle Plan

4. Ensure clarity of purpose among all members of the project implementation team and contractors,

as and when appointed, through appropriate institutional mechanisms

5. Ensure clarity of roles among partners and solicitation of required support from key institutional

stakeholders, such as PMPML and Traffic Police, during implementation and operations phase

6. Establish mechanisms for feedback and its use for continued improvement based on interaction and

inputs with the public and especially cyclists

7. Establish mechanisms for ‘implementation’ communication with specific stakeholders, such as utility

providers, residents’ associations, hawkers and vendors, neighbourhood auto rickshaw pools, local

users etc., who will be affected during application of design templates, micro-planning and

construction work

8. Provide adequate information for cyclists to use the new infrastructure, through signage, maps,

apps etc.

9. Engaging the public in cycling promotion to continue to ‘make the case’ about cycling and the Cycle

Plan using a variety of media, including the press and FM Radio, and different types of community

activities

10. Mitigate negative perceptions and change behaviour among motorists towards cyclists.


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Figure 1: Process involved in Bicycle Planning.

3.4 Institutional Capacity and Governance A robust institutional capacity building plan and Governance structure is the key for successful

implementation of bicycle master plan. This section will briefly describe the approach to increase the

institutional capacity and proposed Governance plan.

3.4.1 Institutional Capacity to implement the Cycle Plan

The Internal Environment Analysis assessing the current strengths and weaknesses of the PMC and the

technical plans will be considered together to prepare a blueprint for the implementation and

operationalization of the Cycle Plan.

As such, the institutional requirements under various relevant policies and programmes of the

Government of India, the Government of Maharashtra and local level will be considered. A desk review

will be done of institutional structures and processes of comparable cities (or others as well) that have


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successful cycle networks. Keeping in mind the differing contexts, various high level options for

institutional design will be developed for discussion with the Bicycle Advisory Committee. In order to

summarize the above section on approach and methodology for preparation of Comprehensive Bicycle

Plan an indicative sketch of bicycle planning process is represented in the figure below.

Figure 2: Methodology for preparation of Comprehensive Bicycle Plan


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4 Work done so far

4.1 Preliminary Observations The preliminary observation on cycling in Pune shows that bicycle are mostly used by students and low

income workers. Several education institutes provided space for students to park their bicycles.

Figure 3: School students using bicycle to commute between institute and residence

Figure 4: Parking area for bicycles in educational institutions.

If this is the scenario with the education institutions, the condition of roads present in the city is not very

bicycle friendly. Most of the roads in the city lack cycle tracks, and cycle tracks which exist already are

observed to be poorly maintained.


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Figure 5: Obstacles present on existing cycle tracks breaking the continuity of cyclists

A project taken up by ‘Prasanna Desai Architects’ showed the typical issues of a road due to the

improper design and lack of infrastructure.

Figure 6: Identifying the absent infrastructure on road.


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With suitable proposals of infrastructure and design, the road can transformed into an efficient space

allowing all kinds of players to move comfortably. The following figure shows the road after

implementation of the project.

Figure 7: Road after division and implementation of suitable infrastructure.

Figure 8: Cyclists comfortably bicycling in the segregated cycle track on the road along with the motor vehicle

users.


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This is an example of successful cycling infrastructure and design provided for the public in Pune city.

Such plans have to be made for other parts of the city as well to make the city bicycle friendly.

4.2 Issues and barriers There were certain issues and barriers which cyclists and pedestrians faced every day in Pune and were

identified during the field visits which were made while conducting the pilot infrastructure audits. These

were found in various places and were of different kind. Some issues were design based whereas others

were due to lack of enforcement and awareness. Following are the few issues that were identified:

Figure 9 shows how abrupt placement of bollards restricts the continuity of the cycle lane and

discourages cyclists from cycling. Whereas Figure 10 and Figure 11 highlights the issue of motorists using

or encroaching the dedicated NMV lanes by parking or moving over them which is mainly because of the

lack of awareness about the importance and rights of NMT among commuters using motorised vehicles.

Figure 12, Figure 13 and Figure 14 highlights the issue of lack of inclusion of facilities like bus stops,

dedicated street hawker’s space and public convenience like toilets while designing the NMT lanes. This

leads to the discontinuity of NMT lanes and hence discourages pedestrians and cyclists to walk and

cycle. Another major issue which was identified was regarding the lack of maintenance of the existing

footpaths and cycle lanes as most of them were either broken or having construction debris.

Figure 9: Ill designed cycle lane with bollards breaking the continuity


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Figure 10: Vehicles parked over footpath and cycle lanes and forcing NMT users to use carriageways

Figure 11: Lack of awareness about the importance and rights of NMT among commuters using motorised vehicles

Figure 12: Inappropriately designed Bus stops creating blockage for pedestrian and cycle movement


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Figure 13: Encroachment of the NMT lane by hawkers due to absence of dedicated space for them

Figure 14: Cyclists being force to use the carriage way because of unplanned services in the NMT lanes (Public toilet in this case)

Figure 15: Cyclists being forced to use the carriage way due to lack of maintenance


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4.3 Review of the Policy and Planning documents Review of the following documents related to traffic and transportation planning in the city of Pune has

been done:

The cycle network project prepared in the year 1981

Comprehensive Mobility Plan for the city of Pune prepared in the year 2008

Evaluation report of Development Plan (2007-2027) of Pune prepared in the year 2011

Detailed Project report of Pune Metro prepared in the year 2013

Detailed Smart city Plan prepared in the year 2015

These five documents belong to three different time periods i.e. one around 1980s when the cycle

network project was prepared to create a cycle network throughout the city; the past decade when the

private vehicle ownership has tremendously increased and when the development plan and

comprehensive mobility plan for the city were prepared for a vision of 20 years and the present and future

scenario with respect to smart city plan where sustainable transport (especially Non-Motorised transport)

and related services have been emphasized for improving the overall transportation condition and making

Pune’s transportation smart.

The review of these documents have given a good understanding of the condition of NMT in the past,

present and the probable future in terms of policy, design and investment. It has also focused on how

much consideration to NMT was given in each document which were prepared for planning the traffic and

transportation in the city.

The history of Pune in terms of cycling has been very rich as it was once known as the cycling capital of

Maharashtra. During that time i.e. in 1981, a cycling network plan was prepared which consequently

aimed to describe new ways to consider bicycle as a mode, including all of its attributes in response to an

identified need of an independent cycle network. It suggested a cycle network and the major effects of

having it.

The report reveals some travel characteristics of the bicyclists. The analysis of the household survey data

highlighted that there was about one cycle per household and the number of privately owned bicycles

were about 3 lakhs. The impact of available cycles for hire was almost equal to that of the private cycles.

Indeed, the numbers of cycles available on hire were almost 50,000 and used almost six times as much as

private cycles.

The presence of cycles in the traffic stream was 57.5% and 53.23% respectively in and outside the

congested parts and 56% in the city at that period, without much difference in the peak hour and the rest

of the day, which was more than half of the mode share. The report also shows the analysis of the data

collected through the household survey, which was 44% of the inter-zonal trips and 56% of total trips

were made by walk compared to 26% of the inter-zonal and 21% of the total trips by cycle. Excluding walk

trips, 46% and 49% respectively were made by cycles. This analysis has revealed that why Pune was known

as the cycle capital of Maharashtra.

The report also revealed some major benefits of operation of the cycle network. The frequencies and the

trips lengths were obtained both in terms of distance in km and time in minutes for both, arterial network

as well as cycle network. For an average trip length of 4.06 km, the arterial network had a trip time as

19.03 minutes whereas the trip time taken in a cycle network was less i.e. 17.84 minutes. It was


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ascertained that this total time saving amount to about 8400 person hours per day for the total inter-

zonal cycle trips, thus, reducing the travel time for cycles in the cycle network. Also, it also revealed that

the travel time of fast vehicles also increased without cycles on the road (carriageway/motorised lanes).

It also calculated the cost saving through savings of fuel, land acquisition cost which is acquired for

widening of roads and the reduction in the number of accidents.

However, the perception of NMT formed from the review of the Comprehensive Mobility Plan is very different. It is because the report highlights that cycling showed a decrease in popularity as the ownership and use of motorized two-wheelers increased with time and had its own consequences. As quoted in the report, “In November 2008, fatal accidents accounted for 24% of the total accidents recorded in Pune of which 11% accidents were serious and 65% were minor ones whereas in 1981, these numbers were 5%, 4% and 91% respectively. The accidents increased because in most of the roads, there was no segregation for the cycle traffic from the motorized traffic causing potential unsafe conditions. Moreover, from the road inventory it was observed that about 50% of roads did not have foot paths on both the sides.” Also the average trip length for a 5000 household-survey sample came out to be 6.14 km in 2008 instead of 4.05 km in 1981. Inhabitants had to go farther for their trips in the year 2008 as compared to the year 1981. In the year 2008, walking and cycling constituted 33.3% of the total trips in Pune, including 11% made by cycles, contrary to 77% of total trips including 21% by cycle’s that were made in the year 1981. Both reports show that bicycle lanes must be provided on strategic locations to encourage and cater to dedicated cycling trips and must be continuous and form a network in the city. However, keeping in mind the development pace in the recent times, the network should not be limited on strategic locations but should be created throughout the city. Thus, policy and planning changes with respect to NMT are very important to not only preserve but to enhance the share and safety of the NMT. In keeping with the spirit of NUTP (2006) Comprehensive Mobility Plan also aimed to focus on mobility of people over vehicles and gave priority to pedestrians, NMT and all modes of public transport including intermediate public transport. One of the main aims of creating the Comprehensive Mobility Plan was to prioritise and allocate the investments in the transport sector. This however lacked the operational and maintenance cost of the projects which has now been considered in the Smart city proposals. The operational and maintenance cost is a very important aspect while calculating the lifetime cost of the project as it helps in sustaining the project. Though the Comprehensive Mobility Plan aimed to focus on moving people over vehicles, the emphasis on Non-Motorised Transport was relatively low. This scenario, however, has changed in the smart city project where more emphasis to Non-Motorised Transport has been given. This report deals with bicycles, street design, footpaths, junctions, open space and non-motorized streets according to the definition and function of a smart city and these new transit options assures in making Pune become plentiful and attractive for people of all income levels. Some initiatives concerning bicycles are shown, like public bicycle sharing system from 18 to 60 months, taking NMT to 8% from 1% through 27 km bicycle tracks and creating 42 km cycle track. Details are explained in Figure 16.


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Figure 16: Framework to solve Pune's Transport and Mobility problem

The main proposals also aimed at improving the street design. Redesign of 60 km footpath are proposed in parallel with the new cycle tracks, 50 km of streets and 75 junctions in Pune. Figure 17 shows proposed improvements over existing condition and perspective of proposed condition. Over the long term, this project has proposed a smart street redesign for entire Pune, i.e. after 5 years. An example has been shown, Refer Figure 18 and Figure 19.


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Figure 17: Redesigning and place making of junctions


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Figure 18: Street design, road widening and place making

As mentioned that the life time cost of the projects proposed has included the operational and

maintenance expenditure, Table 7 gives a brief of the same including the information whether the

feature would be phased or not, source of revenue generated, etc.

Table 7: Expenditure calculation for selected Smart feature

Smart feature

Total cap ex

Comple-tion date

No. of op ex years

Phased?

Effec-tive

Total op ex / year

Op ex for SPV (cr/yr)

Reve-nue p.a (if any)

Other op ex source p.a.

Op ex remarks

Total SPV op ex

Op ex through revenue

Total op ex others

Total op ex

Lifetime cost

Redesign of streets

31 Dec-17

3.0 yes

3.8 1.5 - - 1.5 PMC roads department

- - 26 26 215


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Footpaths

31 Dec-17

3.0 Yes


- - 6 6 36

Bicycles 10 Jun-18 2.5 No

2.5 2.2 1.5 0.7 - SPV 4 2 - 6 15

Junction redesign for 14 junctions

14 Dec-17

3.0 Yes


- - 3 3 17

Non-motorised street

5 Dec-17

3.0 no 3.0 0.5 4.3 4.8 - PMC roads department

13

14 - 2 7

Open spaces

4 Dec-16

4.6 no 4.0 0.2 - - 0.2 PMC garden department

- - 1 1 5

Figure 19: Bicycle friendly redesign of roads with integrated bicycle network

However, reviewing the final report of the Development Plan has revealed the information regarding

vehicular modal split and modal share at outer cordon points. Former information shows that only 8.8%

cyclists, whereas the share of private and intermediate public transport respectively is 45% and 8.3%,

including 38.6% for two wheeler whereas the later information shows only 2.86% of cycles in total which

is majorly dominated by non motorised modes i.e. 27.02% two wheelers which are the potential cyclists

because most of the two wheelers tips have a shorter trip length or are made due to lack of last mile


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connectivity of public transport. The data of modal split would be validated from the household survey

that is being conduced for the bicycle master plan and the modal share data would be validated from the

Vehicular Count survey, which would be conducted at the outer cordons on the major arterial roads.

To tackle the issue of last mile connectivity of public transport in Pune, the detailed project report of Pune

Metro incorporates the solution to connect the metro not only through proper access by City Buses,

Shuttle services and Intermediate Public Transport (Auto Rickshaws) but also with bicycles and walking. It

also plans to provide both metro corridors with cycle stands of size 25X6 meters. It also plans to create 40

hubs for delivery and receipt of hired bicycles under a Public Bicycle Sharing Scheme which is currently

under consideration with Pune Municipal Corporation. Out of these 17 hubs will be within 500 m to 3 km

of Metro Stations. While implementing the Metro Project and detailing the stations some of the stations

will be identified as Hubs for bicycle hiring scheme. This will enhance the efficacy of this scheme and Pune

may once again be known as a bicycle city. .


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4.4 Digitization of the Land use Map The digitization of the land use layer is under process as shown in Figure 20 for which the reference map

has been taken from the development plan document prepared in the year 2008. The reference map is

the proposed land use map in the document. The 144 ward boundaries have been considered as the

administrative boundary as the population data from census 2011 is based on 144 wards. The road layer

would be overlaid once the infrastructure audit is completed as it would provide most of the attributes

related to the roads like ROW, presence of cycle lane, etc.


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Figure 20: Land use Map under preparation in GIS


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4.5 The project Work Plan Annexure 1 represents the work plan for the project and is prepared for a period of 8 months. It has

been divided in five stages which are marked with yellow color in the Annexure 1 with selected

deliverables in each. Each deliverable has been divided in certain activities which need to be completed

to achieve the specific deliverable. The Green colored boxes represents either the duration of the

activity or the week by which the specific activity has to be completed.

4.6 Methodology and Questionnaires Information about cycling conditions and cyclist in Pune is being collected with several secondary and

primary surveys. Predominant amongst the surveys are the Bicycle infrastructure survey, User survey

and Household survey. They follow different methodologies. All the user and household sample size are

based on stratified statistical calculations whereas all the parameters related to NMT infrastructure are

considered in the road auditing survey. Also the infrastructure and user survey form have been revised

after conducting the pilot surveys. Following are the detailed methodologies and questionnaires for

respective surveys:

4.6.1 Bicycle Infrastructure Survey The audit checklist in the questionnaire for carrying out the road infrastructure audit especially focusing on the Non Motorised aspect and is adapted from the URSA (Urban Road Safety Audit) tool prepared by the Transportation Research and Injury Prevention Programme (TRIPP) of IIT Delhi in the year 2012. Annexure2 represents the revised questionnaire of the road audit survey. The audit would be carried out on all the major roads of the city which is divided in ten major zones depending on the main streets that traverse them, Refer Figure 23 and Table 8. As Pune is a radial city, fed by 9 arterial roads that converge at the center i.e. the core of the city. For ease of surveying and mapping, the city has been thus divided into the following ten zones:

Core City,

Solapur Road,

Satara Road,

Sinhagad Road,

Karve Road,

Baner Road,

University Road,

Old Mumbai Pune Highway and

Alandi Road, Nagar Road Table 8: Identified Roads in all the ten zones

00. Core City 0.1. Solapur 0.2. Satara Road 0.3. Sinhagad Road

04. Karve Road

Prabhat Road Solapur Satara Road Mhatre Pull Road Maharshi Karve Road

Bhandarkar Road BT Kawade Road Bidwewadi Road Sinhagad Road Bavdhan Road


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FC Road MAgarpatta Road Golvalkar Guruji Road

Sinhagad College Road

4.3. DP Road

Ghole Road Shankar Sheeth Road

Katraj Kondhwa Road

Law College Road

JM Road Wanaori Road Kondhwa Road Old Canal Road

Congress Bhavan Road

NIBM Road Paud Road

Santaji Ghorpade Road

Perwati Road Raja Mantri Road

Shastri Road Swami Vivekanand Road

Tilak Road

Timber Market Road

Shivaji Road

MG Road

East Street Road

05. Baner Road 0.6. University Road

07. Old Mumbai-Pune Highway

08. Alandi Road 09. Nagar Road

Baner Road Aundh Road Old Mumbai- Pune Highway

Vadgaon Road Nagar Road

Abhimanshree Road

Ganeshkhind Road

Bhau Patil Road Ambedkar Path Road

Airport Road (Old)

Balewadi Road Dhotre Path Road Bremen Khadki Road

Deccan Collage Road

Bund Garden Road

Baner- Medipoint Road

DP Road (Aundh) Elphinstein Road Dhanori Road East Ave Road

Baner Pashan Link Road

Gokhale Road Khadki Bazaar Road

Loop Road Fountain Road

Cummins Road Harekrishna Mandir Road

Mula Road Samrat Ashok Path Road

Ghorpadi Road

Pancard Club Road

ITI Road Range Hills Road 1 Sangamwadi Road Grant Road

Pashan Road KB Joshi Path Range Hills Road 2 Vishrantwadi Airport Road

Kharadi South Main Road

Pashan Sus Road Mahadji Shinde Road

Karegaon Park Road

Nagras Road Magarpatta Road

Nargis Dutt Road New Airport Road

Range Hills Road North Main Road

Sahastra buddhe Road

Viman Nagar Road

Each zone comprises of its catchment areas that are fed by the arterial road and its feeder sub arterials and distributor / neighborhoods / access roads, Refer Figure 24 as an example of how the arterial and


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sub arterial roads have been identified in a particular zone. The electoral ward boundaries are then superimposed on this data to give us exact boundaries that demarcate these zones. The transport zones/ areas (144) used for data analysis also align with the electoral ward boundaries and thus can be superimposed on the ten Zones. The zone divisions have been done for the sole purpose of ease in survey and mapping. Each zone thus comprises a collection of wards that are fed by a network of one arterial road and its sub arterial roads. The roads for the audit have been identified on the basis of the function they perform in the road network of the city. All the major roads (arterial and sub-arterial) in a particular zone are considered for the audit and are further divided in various segments based on change in the major features of the road like ROW or the presence of cycle lane. The maximum length of one particular segment would not be more than half a kilometer. Various attributes mentioned in the questionnaire would be captured at particular sections in all the stretches including photographs to represent the visuals of the existing situation as shown in Figure 22 and Figure 23 which were captured during pilot surveys.

Figure 21: Cross section of first section at Ganeshkhind Road


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Figure 22: Cross section of second section at Ganeshkhind Road

Figure 23: Ten zones of Pune based on major roads


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Figure 24: Identified major (arterial and sub-arterial) streets in the core city area

The information captured for the segments not having the cycle lane are in a different format as the

information to be captured is less i.e. detail regarding cycle lane and it’s quality are not present.

Similarly, the data entry for the pilot survey has been done in two sections i.e. segments with cycle lane

and segments without cycle lane. A part of the data entry for the 12 pilot surveys that were carried out

can be seen in Figure 25.


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Figure 25: Infrastructure audit data entry

4.6.2 Current and Potential Cycle User Survey methodology and revised

questionnaire The user survey questionnaire has been prepared considering the type of information that needs to be

gathered & proportional coverage of the sample throughout the city with respect to the ten zones that

have been created. Annexure 3 represents the revised questionnaire of the current and potential cycle

users. The current and potential cycle users will be covered under different Target Groups. The Target

Group definition for an individual for the main interview will be as follows:

Male or Female

18 years or above

Must be a daily commuter for work/Education or anything else

Proposed cycle stands would fall under the areas where respondent commuting takes place.

The respondent could be non-user/infrequent user/frequent user of the Public Transport.

Must be using auto rickshaw, 2-wheelers and 4-wheelers for regularly commuting or

commuting between residence and place of work.

To achieve the above objective, information like current commuting pattern including mode


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use and frequency of trip; distance from home, Work Place, College, etc.; approx.

expenditure and perception about the safety of cyclists to be gathered. In addition to this,

specific information of ‘Sharing a Bicycle’ e.g. reaction of commuters, benefits of the facility,

expectations of commuters, willingness to opt the service, etc. will also be captured through

User survey.

Structured face to face interviews will be conducted with eligible respondents. The sampling process

followed will be random in nature where respondents will be contacted through a scientific sampling of

households in catchment areas i.e. the colonies/ Office work places/Institute. Respondent meeting the

predefined criteria (detail provided in the Target Groups Section) would be selected for the detailed

interview.

It is not suggested doing interviews at the Bus Stops because of the following reasons:-

People standing at the bus stops are in hurry to reach their destinations. Therefore they may

not spend the required time to fill-in the complete questionnaire which will land up doing a

huge number of incomplete interviews which cannot be used for the analysis.

The basic purpose of capturing the ‘willingness of the frequent users to use the Cycle or cycle

sharing system could be achieved through fixing up a quota of ‘frequent users’ in the

colonies. Therefore we will have a certain quota among of the frequent users.

The sample size has been selected based on the statistical calculations. Degree of accuracy/Margin of error is 3.5%. The final sample size that has been decided as per the scientific statistical study is 1500 and the sample distribution in the zones is proportionate to the population of the respective zone. The study considers the number of inhabitants in the city as its base parameter. The study is a Copyright, The research advisors (2006), all rights reserved. Table 9 shows the sample size breakup as per different zones:

Table 9: User survey sample distribution

Land use Zone

1

Zone

2

Zone

3

Zone

4

Zone

5

Zone

6

Zone

7

Zone

8

Zone

9

Zone

0

No. of surveys→ 198 354 98 226 49 66 32 109 157 211

Colleges

Schools

Education

inst./tuition

Commercial

LSC

Shopping

streets/retail


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Malls

Whole sale/sabzi

mandi

Residential

Group housing

(Middle class)

Group/row/villas

housing (High

income class)

Slums

Core city housing

area

Industrial

Factories

SME/SSIs

Mazdoor adda

Offices

Govt. office

Recreational

Cinema Halls

Parks

Religious places

Transportation

nodes

Bus stations

Train stations

BRT stations

A part of the data entry for the pilot surveys which were conducted in various areas has been done and

is represented in Figure 26.


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Figure 26: User survey data entry

4.6.3 Household survey methodology and questionnaire The methodology used for calculating the sample size of the household survey is similar to the

methodology used for calculating the sample size of current and potential user survey. The sample size

i.e. the number of households that are finalized to be surveyed is 1,500. The sample size has been

selected based on the statistical calculations. Degree of accuracy/Margin of error is 3.5%. The following

process will be used to ensure that the sample surveyed reflects the demographics of Pune:

1. Survey will be conducted in all 144 electoral wards.

2. The sample size has been divided in two categories i.e. LIG/MIG/HIG and slums based on the

proportion of the type population. 25.8 % of the population (CDP Pune 2012) of Pune lives in

slums located throughout the city, hence 388 samples will be collected from the slums and rest

1112 from other housing typologies.

3. The survey sample of slum has been further distributed in the wards as per the proportionate

slum population in the wards. The fact that some of the wards does not have slums has also

been considered.

4. The remaining samples have been distributed proportionately in the wards in three major

groups i.e. LIG, HIG and MIG. The category has been decided on the basis of house tax data.

5. The house tax data has been divided into 3 segments. Households paying rateable value of INR

1-1,000 per year have been considered as LIG, INR 1,001-10,000 per year as MIG and more than

INR 10,000 as HIG. The values have been substantiated with a ground survey.

6. In order to ensure that the people surveyed reflect the demographic distribution with respect to

age and gender, volunteers will be instructed to interview all the type of people in a household.


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7. The principal information that will be gathered in the survey focuses on how people travel on a

typical work day. The survey will also ensure that since some people do not venture out of the

home even on working days that information will also be captured.

Annexure 4 represents the questionnaire for this survey whereas Annexure 5 shows the detailed

sample distribution. Figure 27 represents a part of the data entry of the pilot survey conducted.

Figure 27: House hold survey data entry


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5 Way forward The Household and user survey as per the above questionnaires would be conducted and completed by

the scheduled time as mentioned in the activity chart (Annexure 1). This would provide the base data

for analysis of the existing travel pattern, perception of existing NMT facilities, willingness to shift to

NMT modes including a cycle sharing system and various other parameters. This analysis would be

useful for deciding the future course of action i.e. the level and type of intervention the people of a

particular area want and level of investment it needs to get implemented. It will also include phasing of

such proposals.

Along with that, once the base map is prepared and infrastructure auditing is completed for which the

schedule is mentioned in the activity chart (Annexure 1), various kind of analysis need be done in the

form of mapping. These maps would be helpful in presenting the current scenario of NMT

infrastructure, identifying the critical stretches and preparing the future course of action. Given below

are the type of analysis that would be done through mapping:

Population density Map: It will help us in identifying the densities of different wards which would be

useful in prioritizing the wards/zones for phasing.

Land use Map: This map along with the road data would be helpful in identifying the type of areas as

land use has a lot of impact on the type of trips in an area and modes opted for it. The land use data

will also help us in identifying cycle stations and sub-stations for the cycle sharing scheme.

Road network Map: This map would be helpful in presenting the current NMT infrastructure

scenario like continuity of cycle tracks, illumination during night, segregation from the motorised

vehicle lane, etc. Not only this, it will also be helpful in presenting the major accident spots,

preferred and non-preferred cyclists routes, perception about certain areas regarding safety, etc.

Cycle network Plan: This plan would be created using the above data/maps. It would be helpful in

highlighting and solving different issues in different areas using design solutions and prioritizing the

interventions.

The data regarding the cycle repair shops, cycle rental shops and cycle parking will be covered through

observational survey and will help in identifying the existing services that are being provided. Cycle user

perception data will also be collected over internet. To validate the vehicular mode share data, the

vehicular count at certain points on all the nine arterial roads would be conducted. It would be

conducted for four hour each during morning and evening peak hours i.e. 7am-11am and 5pm- 9pm.

Table 10 depicts the survey format.

Table 10: Vehicular Count Survey Format

Location Direction from Date/Month Year

Count station no Direction Right Straight Left turn Day

Passenger vehicle Goods vehicle

Heavy fast

Light fast Slow Other Heavy fast

Light fast

Slow


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Bus Mini bus

Car MTW Auto Cycle Pedestrian Truck LCV Others Cycle rickshaw trolley

Others

am

….

pm

….

The physical planning of the pilot Bicycle sharing scheme and a financial model would be based on the

primary data analysis. This is because various kind of information like willingness to shift and pay for the

cycle sharing; safer, preferred and dense areas and potential users based on age, gender, current mode

of transport and the trip length would be identified and analysed from the base data.

For preparing the pilot cycle sharing plan, the first step would be to identify the suitable pilot areas for

which the type of land use will be the most important parameter. Residential, commercial and

institutional areas would be considered to develop this system as the frequency of visiting these areas are

comparatively high by a large share of population. The population density in the area will also be

considered.

In order to short list the specific locations for constructing the cycle stations based on above mentioned

criteria’s a map of origins/destinations locations will be prepared demarcating various institutional

buildings like schools, colleges, office complexes, hospitals; malls and markets; housing societies and

apartments; etc.

In order to further narrow down the list to identify the exact location of the cycle stations, each location

will be evaluated against following set of parameters.

Availability of space

High density with in walkable distances

Alternate feeder modes available

Area unsafe for cycling

Preferred areas for cycling

The detail designing of the selected critical stretches would also be based on the analysis of the base

data (primary surveys) and accident data which is still to be collected from the traffic department.

The communication strategy for the implementation would also be prepared once the solutions in the

form of proposals are framed. This would include stakeholder participation including government

officials, citizens, representatives of various groups and organizations which are active in the sustainable

transport domain like cycle groups, NGO’s, etc.

6 Annexures

6.1 Annexure 1: Activity Chart for the project Stages and Deliverable

Activity Week 1 2 3 4 5 6 7 8 9 1

0 11

12

13

14

15

16

17

18

19

20

21

22

23

24

25

26

27

28

29

30

31

32

33

34

35

S1.Preparation phase Planning Documents

Dec7-14

Dec 21

Dec 28

Jan 4

Jan 11

Jan 18

Jan 25

Feb 1

Feb 8

Feb 15

Feb 22

Feb 29

Mar 7

Mar 14

Mar 21

Mar 28

Apr 4

Apr 11

Apr 18

Apr 25

May 2

May 9

May 16

May 23

May 30

Jun e6

June 13

June 20

June 27

July 4

July 11

July 18

July 25

Aug 1

Aug 8

A1.Project inception presentation - PMC commissioner and other officials

D1.Data collection – Primary and secondary

A2.Questionnaire preparation for all the primary surveys

A3.Pilot surveys for improving the questionnaire

A4.Review of pilot survey and updating questionnaires

A5.Primary: User survey (at various important landmarks, major roads and PT stops) of sample size 1,400 (socio-economic info, trip info and perception and


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stated preference),

A6. Household survey of sample size 6,000 (socio-economic info and trip info),

A7.Observational survey (cycle shops, repair shops and cycle parking at institutes),

A8.Traffic volume count (at major junctions in the city periphery) and

A9.FGD’s with cycle groups, NGO’s for current issues (dangerous spots, short routes, etc.) and potential solutions.

A10.Secondary: Base Map preparation (Collection of GIS layers for administrative boundaries, roads with various attributes and land use.)

A11.Collection of population data from census and


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A12.Collection of accident data from traffic police.

D2.Evaluation of level of service

A13.Infrastructure for cycle and other NMV’s: inventory based survey including cycle lanes, intersections and parking. Survey sample size to be selected on the basis of land use and population map prepared after A10.

S2.Preparation phase completed

D3.Communication Plan for Plan Preparation Phase

A14. 1. Project Webpage to be created on PMC site, Formal Announcements of Public Consultations at ward level and request for inputs, Regular Press Notes to be issued from NMT Cell / PRO, Smart City Contacts database may be used for direct outreach and PMC Facilitation for Media would be required for the same.


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D4.Evaluation of Institutional and regulatory baseline

A15.Structuring the institutional, regulatory and financial mechanism and mapping the capacities of various institutions for delivering safe environment to cyclists: identifying the various city agencies; mapping out their governance structures, regulatory mechanisms and budgetary allocation priorities; and highlighting the opportunities and barriers in the ecosystem.

D5.Review of the Policy, Planning and guidance documents

A16.Literature review of National literature like relevant IRC codes, NMT design manual, UTTIPEC street design guidelines, etc.

A17. Literature review of International


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literature like manuals by VTPI, AASHTO, CROW, etc.

A18. Literature review of Pune city documents like CMP, DP, etc.

D6.Stakeholder consultations input phase

A19. Discussion with stakeholders i.e. PMC officials/ward councillors/FGDs

S3.DPR for the pilot PBS

D7.Establishing vision

A20. Awareness programs to be conducted for PBS.

D8.Creating cycling network

A21.Understanding the network requirements and identifying and classifying routes in the network to form a mesh and would be different for existing city and new/proposed settlement. FGDs from A9 and A19 would be used for creating the cycle network.

D9.Public Bicycle Scheme (DPR)

A22.Identifying potential users and areas/locations for primary and satellite stations,


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cost estimation and advertisement potential and a phasing plan. Primary user survey A5 would be used to identify potential users.

D10.External Environment Analysis Report (including post and mail inputs)

A23.Incorporating the inputs in the document from multi-dimensional aspects like: Political, social, institutional, technical, business, physical/environmental, etc. Inputs from stakeholder discussion (A19) would be used for preparing the report.

S4.Draft Bicycle plan

D11.Estimating impact of a Cycling Master plan Implementation

A24.Parameters to be used for estimating the impact: Modal Share, Travel Time, Trip length, Land use parameters, infrastructure quality, safety and security,


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affordability, emissions, health hazards and investment. Data to be used from (A5-9)

D12.Infrastructure Design

A25. Establishing design principals based on the level of service analysis from A13 and retrofitting the existing infrastructure based on the aforementioned activity.

D13.Bicycle parking

A26.Retaining existing parking and improving its quality and proposing new parking for the convenience of existing and potential cyclists. Data from A13 to be used for this activity.

D14.Integration with Public transportation

A27.Integrating cycling with other modes by four types: physical integration, network integration, fare integration and information integration.


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D15.Phasing A28.Captive routes will be prioritized over potential routes in the development of cycling routes and would be based on accident data, cycle traffic volume, ease of construction and maintenance and contribution to the network. Data from (A11-13) to be used for this activity.

D16.Integration with CMP

A29.A strategy for the integration of the CMP will be proposed in the document and a document will be prepared as the Maharashtra Regional and Town Planning Act to notify the Cycle Master plan to ensure it receives the legal status necessary for its implementation of a period of time.

D17.Stakeholder

A30.Presentation of the draft plan


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consultations on draft plan

to the official of various government authorities and NGO’s including cycling groups.

D18. Reports of events and consultations and inputs received through post and email

A31. Inputs from the stakeholders after A30 to be incorporated in the draft plan and minutes of meeting to be prepared for all the events and consultations.

S5.Final Bicycle plan

D19.Identification of Pilot project

A32. Pilot project planning including selection of pilot area on the basis of potential users and land use aspects, detailed costing and designs.

A33. Preparing detailed costing for the pilot PBS project including capital expenditures, Operation and maintenance cost and revenue generation through advertisements and user fee


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D20.Evaluation and Implementation framework

A35. Evaluation on the basis of safety and security i.e. accident/vandalism/theft cases, user survey for feedback/complaint/suggestion. As it includes detailed cost estimates based on the implementation drawing (A33)s, notification or an expression of interest to be placed and interested contractors/developers invited to bid for the development project.

D21.Communication Plan for Implementation Phase

A36. To be prepared


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6.2 Annexure 2: Road Audit Questionnaire Form ID

Name: Surname initial: Form number: Audit/Parking

Cycle lanes

Road Name:

Road length (m):

Segment Start: Stop:

Minimum Road width (m): Max: Min:

Cycle lane: Single side Both side

Cycle lane type: Painted Segregated same level

Segregated different level

Width of cycle lane (m): Max: Min:

Footpath: No Single side Both side

Footpath type: Segregated by curb Segregated by level Segregated with railing

Width of footpath (m): Max: Min:

Encroachment of cycle lane: No By any vehicle By any activity

Kind of vehicle/ activity:

Encroachment of foot path: No By any vehicle By any activity

Kind of vehicle/ activity:

Night illumination (lux value): Original: Min: Max:

DIRECTION :

Indicators

(A) (B) Quality

Remark Absent: 0 pt / Present: 1 pt

Good Fair Poor Total

(1 pt) (0.5 pt) (0.2 pt) (A) X (B)

Comfort of Cyclist / Quality of Cycle Track

1)Pavement type (Track surface)

Concrete or Asphalt or Tar

Interlocking Blocks

Unpaved/ non medaled surface

2) Width of cycle track (Sizes of cycle track- Standard width for footpath is 2.5 m)

1.7 to 5.0m (including curbs)

1.5 - 1.7m < 1.5m

3) Height of Cycle track

< 100mm (4”)

100mm (4”) – 300mm (12”)

Very user unfriendly (>300mm)


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4) Slope of cycle track

Comfortable (less than 2.0 to 2.5%)

Moderate (2.5% to 5%)

Steep (gradient is more than 5%)

5) Shade Complete Mostly shaded

Mostly not shaded

6) Tapering of cycle track at intersections (reducing width for cyclists to increase turning radius for MV's)

No tapering at any intersection

Tapered at some intersections

Tapered at most intersections

7) Parking facility for cycles

within 250m of the station / bicycle are allowed in the transit

Provided between 250 - 500 m of the station

Informal parking available within 500 m of the station

8) Parking cost for cyclists

Free Less than MV parking fee

Same as motor vehicle parking fees

9) Signage for bicyclists

Frequently Present and Visible

Present Sometimes

Present Rarely or hardly visible

Overall /9.0

Safety of cyclists

1) Buffer Zone/ Segregation from MV Lane

Width of 0.3 m and Height of 0.15m

Width is 0.15m -0.3 m

Width is <0.15m

2) Traffic Calming at Junctions (Speed breakers, raised crossing, rumble strips, etc.)

Present at all T- junctions

Present at most T- Junctions

Absent at most T-Junctions

3) Land use along the footpath

Commercial/ Residential Area

Educational and Institutional area(safe during day time and unsafe during nights)

Located in sparsely populated area like newly developed suburbs/vacant land

Left and right

Overall* ( )*2/8

Continuity for cyclists/ cycle tracks


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1)Barrier Free cycle track

No obstructions

Some obstructions

Mostly Obstructed

2) Cycle track signage

Present at all junctions

Present almost everywhere

Present at some junctions

3) Markings showing the continuity of cycle tracks at intersection




4) Ramps to get off/ on at intersections




Overall /4.0

Total score for cyclist accessibility /21.0

Intersections

Number of junctions: Type of Junctions with number:

Number of roundabouts:

Number of signalised junctions: Working condition (number)

Number of signalised roundabouts:

Working condition (number)


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6.3 Annexure 3: Current and Potential user survey Questionnaire

PUNE BICYCLE PLAN

Survey 2 - User / Potential User Survey (cyclists/ non cyclists) मा. मोहोद्य/ महोदया, सायकल मास्टर प्लान तयार करण्यासाठी पुणे महानगरपाललकेच्या वतीने हे सवेक्षण करण्यात येत आहे. यामधे्य सध्या

सायकल वापरत असेलेले आलण संभाव्य सायकल वापरू इच्छिणारे यांना सहभागी करून योजना तयार करण्यासाठी लागणारी आधारभूत

मालहती गोळा करण्यात येणार आहे. यासाठी आपला वेळ आलण मालहती देल्याबद्दल आपले आभार. Dear Sir/ Madam, This is a survey being carried out by Pune Municipal Corporation (PMC) for preparing Bicycle master plan for Pune. Thank you for your valuable time and inputs.

Name of surveyor: _________________ Survey Date: __/__/2016 Place of survey: _________________

1. Initials नाव: _______________________________ 2. Currently, do you cycle?

सध्या तुम्ही सायकल वापरता का?

1) Yes होय 2) No नाही

3. Age Group वयोगट:

1) 0 – 18 ० ते १८

2) 18-20 १८ ते २०

3) 21-35 २१ ते ३५

4) 36-50 ३६ ते ५०

5) >50 > ५०

4. Gender ललंग:

1) Male पुरुष 2) Female स्त्री 3) Other इतर 5. Number of people in household: ________

6. Household Monthly Income (in Rs)

कुटंुबाचे मालसक उत्पन्न (रुपयांमधे्य): Refused <20k 20-30k 30-45k 45k-60k60-80k 80k-1L >1L 7. Personal monthly income (Rs): _______________

8. Occupation व्यवसाय:

1) Service नोकरी 2) Business/ Self Employed व्यापार

3) Housewife गृलहणी 4) Student लवद्यार्थी

5) Retired नल वृत्त 6) other इतर__________ 9. How many vehicles do you have in your house?

तुमच्या घरामधे्य किती वाहने आहेत?

0 1 2 3 4 >4

Two wheeler दुचािी

Four wheeler चार चािी

Cycle सायिल

10. What type of cycle are you currently using/ are willing to

use? सध्या तुम्ही िौनसे सायिल वापरतात/ वापराएला अवरेल? 1) Non-Geared Cycle 2) Geared Cycle 11. Cost of your cycle/ how much are you willing to pay for

buying a cycle? तुमची सायिल कितीची आहे/ कितीची सायिल

तुम्ही खरेदी िरू साक्तता?

Amount in Rs. रक्कम रु.: __________________ 12. Have you experienced Bicycle Theft?

तुमची सायिल िधी चोरीला गेली आहे िा?

1) Yes होय 2) No नाही

13. Perception of Pune’s Transportation system: Strongly

disagree Disagree Neither agree

nor disagree Agree Strongly agree

It is generally safe It is safe for cyclists Time to commute is acceptable Provides mobility to all people


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Is affordable No adverse effects on health, stress Infrastructure for cycling is adequate

14. Last or current trip:

Frequency of this trip भेटीची वारंवाररता

1) Daily दररोज 2) Bi-weekly आठवड्या-तून दोनदा

3) Weekly आठवड्याला 4) Bi-monthly मलहन्यातून दोनदा

5) Monthly मलहन्याला 6) occasionally कधीकधी

Purpose of trip (tick) Work Education Recreational Shopping Other Origin Destination Name of place Type of Place Work Education Recreation Work Education Recreation

Shopping Home Other Shopping Home Other

Zone (select from map)

Segment Access Mainline Egress Mode Auto 2W Cycle BRTS Bus Auto Cab Auto 2W Cycle

Walk Other 4W 2W Walk Cycle Walk Other

Distance (km) Duration/Time (in min) 1-5, 6-10, 11-20

20-30, >30 1-5, 6-10, 11-20 21-30, 30-50, >50

1-5, 6-10, 11-20 20-30, >30

Expense (in Rs) 0, 1-5, 6-10, 11-20, 21-30, 30-50, >50

1-5, 6-10, 11-20, 21-30, 30-50, >50

0, 1-5, 6-10, 11-20, 21-30, 30-50, >50

Would you opt for a cycle for the same trip if cycle lanes, safe crossings and cycle parking are developed?

जर सायिल पाकििं ग, सायिल

माकगििा आकि सुरकित क्रोकसंग

कविकसत िेले तर याच प्रवासाठी

तुम्ही सायिल वापराल िा?

Reason Would you opt for a cycle sharing system for the same

trip? याच प्रवासासाठी सायिल

शेअररंग कसस्टीमचा पयािय

वापरायला तुम्हाला आवडेल िा?

Reason

15. How much amount are you willing to pay for a 30 minutes ride on PBS? ३० लमलनटाच्या प्रवासासाठी तुम्ही लकती रुपये खचच

करू इच्छिता? (Explain pricing in visual)

1) Should be free मोफत

2) Upto Rs. 5 ५ रुपयांपेक्षा कमी

3) Rs. 6 to Rs 10 ६ ते १० रुपये

4) Rs 11 to Rs. 15 १० रुपयांपेक्षा जास्त

16. How much amount are you willing to pay for a monthly subscription? माकसि सस्क्रीप्शन सोयीनुसार प्रवासासाठी तुम्ही

किती रुपये खचि िरू इच्छिता?

1) Free मोफत

2) Rs. 100-200 १०० ते २०० रुपये

3) Rs. 201-500 २०१ ते ५०० रुपये

4) More than Rs. 500 ५०० रुपयांपेक्षा जास्त

17. Would you be interested in riding high quality bicycles with gears etc. for higher user charges in PBS?उच्च दजाचच्या

गेअर सायकलवरून प्रवास करण्यासाठी तुम्ही इिुक आहात का? यासाठी जास्त रक्कम मोजण्याची तुमची तयारी आहे का?1) Yes होय

2) No नाही Reason कारण ………………

18. Are you aware of the benefits of cycling?

सायिल चालवण्याच्या फायद्ांबाबत तुम्हाला माकहती आहे िा?

- Health benefits/ exercise आरोग्य/ व्यायाम 1)Yes होय 2)No नाही

- Cheap mode of commute स्वस्त वाहन 1)Yes होय 2)No नाही

- Environment conscious पयाचवरणाचा लवचार 1)Yes होय 2)No नाही

- Lessen Congestion on road 1)Yes होय 2)No नाही

- It’s fun to cycle सायकल चालवण्यात मजा येते 1)Yes होय 2)No नाही

- Travel reliability लवस्वसानीय प्रवास 1)Yes होय 2)No नाही

- Flexible and convenient सोयीस्कर प्रवास 1)Yes होय 2)No नाही

- It is faster जलद 1)Yes होय 2)No नाही

- Other इतर __________________

19. For cycling in Pune how important would be the following infrastructure?

खालीलपैिी िोित्या सुकवधा cycling शहरासाठी महत्वाच्या वाटतात?

Not at all important

Less Important

Does not matter

Somewhat Important

Very Important

Separate cycle tracks on busy main roads

Cycle parking facilities

Cycle parking/ rental facilities at public transport stops

Trees/shade along cycling routes

Prevent motorcyclists on cycle tracks

Prevent pedestrians on cycle track

Smooth surface for cycle tracks/ paths

Sitting / resting areas

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along cycle tracks

Toilets/ water taps along cycle tracks

Separate signal (phase) or priority for cyclists at junctions/ signals

Bicycle insurance

Bicycle repair shops

20 Do you want to give any additional comments?

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6.4 Annexure 4: Household Survey Questionnaire

PUNE BICYCLE PLAN

Survey 1 - Household Survey Form

Survey Form Information 1. Surveyor ID: _________________________________________________ Date: _____/______/2016 2. Locality/Ward: ________________________________________________ Household Survey Number:

_________________

Respondent’s Profile

3. House: Owned / Rented 4. Number of people in household: ___________ 5. Monthly family income:

Refused <20k 20-30k 30-45k 45k-60k 60-80k 80k-1L >1L

6. Vehicles owned:

0 1 2 3 4 >4

Two wheeler

Four wheeler

Cycle

7. Driver for 4W: Yes / No / NA

For each member Member 1 8. Age: __________ 9. Gender: (M or F) 10. Use PMPML pass? Yes / No

11. Accidents in last one year? 0 / 1 / ⋝2

12. Accident on which modes? (none, Walk, Cycle, Bus, Private Bus, Auto rickshaw, 2W, 4W and others____________)

13. Which of these modes have not at all been used by you in last 1 year? (Walk, Cycle, Bus, Private Bus, and Auto Rickshaw, 2W, 4W and others______________)

14. Trip details: Number of trips for this person on a typical week day (including escort trips/drop to school, etc. if any) ___________

For every trip by this person on a typical week day: Trip 1:

Purpose of trip (tick) Work Education Recreational Shopping Other

Origin Destination

Name of place


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Type of Place Work Education Recreation Work Education Recreation



Segment Access Mainline Egress

Mode Auto 2W Cycle BRTS Bus AutoRick 4W Auto 2W Cycle

Walk Other 2W Cycle Walk Walk Other

Distance (km)

Duration/ Time (min)

1-5, 6-10, 11-20 20-30, >30

1-5, 6-10, 11-20 21-30, 30-50 and >50

1-5, 6-10, 11-20 20-30, >30

Expense (Rs) 0, 1-5, 6-10, 11-20, 21-30, 30-50 and >50

1-5, 6-10, 11-20, 21-30 30-50 and >50

0, 1-5, 6-10, 11-20 21-30, 30-50 and >50

Trip 2:


Origin Destination

Name of place







Distance (km)


1-5, 6-10, 11-20 20-30, >30

1-5, 6-10, 11-20 21-30, 30-50 and >50

1-5, 6-10, 11-20 20-30, >30

Expense (Rs) 0, 1-5, 6-10, 11-20, 21-30, 30-50 and >50

1-5, 6-10, 11-20, 21-30 30-50 and >50

0, 1-5, 6-10, 11-20 21-30, 30-50 and >50

Trip 3:


Origin Destination

Name of place





Mode Auto 2W Cycle BRTS Bus Auto Rick 4W Auto 2W Cycle


Distance (km)


1-5, 6-10, 11-20 20-30, >30

1-5, 6-10, 11-20 21-30, 30-50 and >50

1-5, 6-10, 11-20 20-30, >30

Expense (Rs) 0, 1-5, 6-10, 11-20, 21-30, 30-50 and >50

1-5, 6-10, 11-20, 21-30 30-50 and >50

0, 1-5, 6-10, 11-20 21-30, 30-50 and >50

Trip 4:

P a g e 84 | 98


Origin Destination

Name of place







Distance (km)


1-5, 6-10, 11-20 20-30, >30

1-5, 6-10, 11-20 21-30, 30-50 and >50

1-5, 6-10, 11-20 20-30, >30

Expense (Rs) 0, 1-5, 6-10, 11-20, 21-30, 30-50 and >50

1-5, 6-10, 11-20, 21-30 30-50 and >50

0, 1-5, 6-10, 11-20 21-30, 30-50 and >50

Member: 2 15. Age: _______ 16. Gender: (M or F) 17. Use PMPML pass? Yes / No


19. On which modes? (none, Walk, Cycle, Bus, Private Bus, Auto rickshaw, 2W, 4W and others____________) 20. Which of these modes have not at all been used by you in last 1 year?

(Walk, Cycle, Bus, Private Bus, and Auto Rickshaw, 2W, 4W and others______________) 21. Trip details:

Number of trips for this person on a typical week day (including escort trips/drop to school, etc. if any) __________



Origin Destination

Name of place







Distance (km)


1-5, 6-10, 11-20 20-30, >30

1-5, 6-10, 11-20 21-30, 30-50 and >50

1-5, 6-10, 11-20 20-30, >30

P a g e 85 | 98

Expense (Rs) 0, 1-5, 6-10, 11-20, 21-30, 30-50 and >50

1-5, 6-10, 11-20, 21-30 30-50 and >50

0, 1-5, 6-10, 11-20 21-30, 30-50 and >50

Trip 2:


Origin Destination

Name of place







Distance (km)


1-5, 6-10, 11-20 20-30, >30

1-5, 6-10, 11-20 21-30, 30-50 and >50

1-5, 6-10, 11-20 20-30, >30

Expense (Rs) 0, 1-5, 6-10, 11-20, 21-30, 30-50 and >50

1-5, 6-10, 11-20, 21-30 30-50 and >50

0, 1-5, 6-10, 11-20 21-30, 30-50 and >50

Trip 3:


Origin Destination

Name of place







Distance (km)


1-5, 6-10, 11-20 20-30, >30

1-5, 6-10, 11-20 21-30, 30-50 and >50

1-5, 6-10, 11-20 20-30, >30

Expense (Rs) 0, 1-5, 6-10, 11-20, 21-30, 30-50 and >50

1-5, 6-10, 11-20, 21-30 30-50 and >50

0, 1-5, 6-10, 11-20 21-30, 30-50 and >50

Trip 4:


Origin Destination

Name of place






P a g e 86 | 98


Distance (km)


1-5, 6-10, 11-20 20-30, >30

1-5, 6-10, 11-20 21-30, 30-50 and >50

1-5, 6-10, 11-20 20-30, >30

Expense (Rs) 0, 1-5, 6-10, 11-20, 21-30, 30-50 and >50

1-5, 6-10, 11-20, 21-30 30-50 and >50

0, 1-5, 6-10, 11-20 21-30, 30-50 and >50

P a g e 87 | 98

Member: _____ 22. Age: _____ 23. Gender: (M or F) 24. Use PMPML pass? Yes / No


26. On which modes? (none, Walk, Cycle, Bus, Private Bus, Auto rickshaw, 2W, 4W and others___________) 27. Which of these modes have not at all been used by you in last 1 year?





Origin Destination

Name of place







Distance (km)


1-5, 6-10, 11-20 20-30, >30

1-5, 6-10, 11-20 21-30, 30-50 and >50

1-5, 6-10, 11-20 20-30, >30

Expense (Rs) 0, 1-5, 6-10, 11-20, 21-30, 30-50 and >50

1-5, 6-10, 11-20, 21-30 30-50 and >50

0, 1-5, 6-10, 11-20 21-30, 30-50 and >50

Trip 2:


Origin Destination

Name of place







Distance (km)


1-5, 6-10, 11-20 20-30, >30

1-5, 6-10, 11-20 21-30, 30-50 and >50

1-5, 6-10, 11-20 20-30, >30

Expense (Rs) 0, 1-5, 6-10, 11-20, 21-30, 30-50 and >50

1-5, 6-10, 11-20, 21-30 30-50 and >50

0, 1-5, 6-10, 11-20 21-30, 30-50 and >50

P a g e 88 | 98

Trip 3:


Origin Destination

Name of place







Distance (km)


1-5, 6-10, 11-20 20-30, >30

1-5, 6-10, 11-20 21-30, 30-50 and >50

1-5, 6-10, 11-20 20-30, >30

Expense (Rs) 0, 1-5, 6-10, 11-20, 21-30, 30-50 and >50

1-5, 6-10, 11-20, 21-30 30-50 and >50

0, 1-5, 6-10, 11-20 21-30, 30-50 and >50

Trip 4:


Origin Destination

Name of place







Distance (km)


1-5, 6-10, 11-20 20-30, >30

1-5, 6-10, 11-20 21-30, 30-50 and >50

1-5, 6-10, 11-20 20-30, >30

Expense (Rs) 0, 1-5, 6-10, 11-20, 21-30, 30-50 and >50

1-5, 6-10, 11-20, 21-30 30-50 and >50

0, 1-5, 6-10, 11-20 21-30, 30-50 and >50

P a g e 89 | 98

Member: _____ 29. Age: _____ 30. Gender: (M or F) 31. Use PMPML pass? Yes / No


33. On which modes? (none, Walk, Cycle, Bus, Private Bus, Auto rickshaw, 2W, 4W and others__________) 34. Which of these modes have not at all been used by you in last 1 year?





Origin Destination

Name of place







Distance (km)


1-5, 6-10, 11-20 20-30, >30

1-5, 6-10, 11-20 21-30, 30-50 and >50

1-5, 6-10, 11-20 20-30, >30

Expense (Rs) 0, 1-5, 6-10, 11-20, 21-30, 30-50 and >50

1-5, 6-10, 11-20, 21-30 30-50 and >50

0, 1-5, 6-10, 11-20 21-30, 30-50 and >50

Trip 2:


Origin Destination

Name of place







Distance (km)


1-5, 6-10, 11-20 20-30, >30

1-5, 6-10, 11-20 21-30, 30-50 and >50

1-5, 6-10, 11-20 20-30, >30

Expense (Rs) 0, 1-5, 6-10, 11-20, 21-30, 30-50 and >50

1-5, 6-10, 11-20, 21-30 30-50 and >50

0, 1-5, 6-10, 11-20 21-30, 30-50 and >50

P a g e 90 | 98

Trip 3:


Origin Destination

Name of place







Distance (km)


1-5, 6-10, 11-20 20-30, >30

1-5, 6-10, 11-20 21-30, 30-50 and >50

1-5, 6-10, 11-20 20-30, >30

Expense (Rs) 0, 1-5, 6-10, 11-20, 21-30, 30-50 and >50

1-5, 6-10, 11-20, 21-30 30-50 and >50

0, 1-5, 6-10, 11-20 21-30, 30-50 and >50

Trip 4:


Origin Destination

Name of place







Distance (km)


1-5, 6-10, 11-20 20-30, >30

1-5, 6-10, 11-20 21-30, 30-50 and >50

1-5, 6-10, 11-20 20-30, >30

Expense (Rs) 0, 1-5, 6-10, 11-20, 21-30, 30-50 and >50

1-5, 6-10, 11-20, 21-30 30-50 and >50

0, 1-5, 6-10, 11-20 21-30, 30-50 and >50

P a g e 91 | 98

Member: ______ 36. Age: _____ 37. Gender: (M or F) 38. Use PMPML pass? Yes / No


40. On which modes? (none, Walk, Cycle, Bus, Private Bus, Auto rickshaw, 2W, 4W and others__________) 41. Which of these modes have not at all been used by you in last 1 year?


Number of trips for this person on a typical week day (including escort trips/drop to school, etc. if any) ___________



Origin Destination

Name of place







Distance (km)


1-5, 6-10, 11-20 20-30, >30

1-5, 6-10, 11-20 21-30, 30-50 and >50

1-5, 6-10, 11-20 20-30, >30

Expense (Rs) 0, 1-5, 6-10, 11-20, 21-30, 30-50 and >50

1-5, 6-10, 11-20, 21-30 30-50 and >50

0, 1-5, 6-10, 11-20 21-30, 30-50 and >50

Trip 2:


Origin Destination

Name of place







Distance (km)


1-5, 6-10, 11-20 20-30, >30

1-5, 6-10, 11-20 21-30, 30-50 and >50

1-5, 6-10, 11-20 20-30, >30

Expense (Rs) 0, 1-5, 6-10, 11-20, 21-30, 30-50 and >50

1-5, 6-10, 11-20, 21-30 30-50 and >50

0, 1-5, 6-10, 11-20 21-30, 30-50 and >50

P a g e 92 | 98

Trip 3:


Origin Destination

Name of place







Distance (km)


1-5, 6-10, 11-20 20-30, >30

1-5, 6-10, 11-20 21-30, 30-50 and >50

1-5, 6-10, 11-20 20-30, >30

Expense (Rs) 0, 1-5, 6-10, 11-20, 21-30, 30-50 and >50

1-5, 6-10, 11-20, 21-30 30-50 and >50

0, 1-5, 6-10, 11-20 21-30, 30-50 and >50

Trip 4:


Origin Destination

Name of place







Distance (km)


1-5, 6-10, 11-20 20-30, >30

1-5, 6-10, 11-20 21-30, 30-50 and >50

1-5, 6-10, 11-20 20-30, >30

Expense (Rs) 0, 1-5, 6-10, 11-20, 21-30, 30-50 and >50

1-5, 6-10, 11-20, 21-30 30-50 and >50

0, 1-5, 6-10, 11-20 21-30, 30-50 and >50

P a g e 93 | 98

Member: _____ 43. Age: ______ 44. Gender: (M or F) 45. Use PMPML pass? Yes / No


47. On which modes? (none, Walk, Cycle, Bus, Private Bus, Auto rickshaw, 2W, 4W and others___________) 48. Which of these modes have not at all been used by you in last 1 year?





Origin Destination

Name of place







Distance (km)


1-5, 6-10, 11-20 20-30, >30

1-5, 6-10, 11-20 21-30, 30-50 and >50

1-5, 6-10, 11-20 20-30, >30

Expense (Rs) 0, 1-5, 6-10, 11-20, 21-30, 30-50 and >50

1-5, 6-10, 11-20, 21-30 30-50 and >50

0, 1-5, 6-10, 11-20 21-30, 30-50 and >50

Trip 2:


Origin Destination

Name of place







Distance (km)


1-5, 6-10, 11-20 20-30, >30

1-5, 6-10, 11-20 21-30, 30-50 and >50

1-5, 6-10, 11-20 20-30, >30

Expense (Rs) 0, 1-5, 6-10, 11-20, 21-30, 30-50 and >50

1-5, 6-10, 11-20, 21-30 30-50 and >50

0, 1-5, 6-10, 11-20 21-30, 30-50 and >50

P a g e 94 | 98

Trip 3:


Origin Destination

Name of place







Distance (km)


1-5, 6-10, 11-20 20-30, >30

1-5, 6-10, 11-20 21-30, 30-50 and >50

1-5, 6-10, 11-20 20-30, >30

Expense (Rs) 0, 1-5, 6-10, 11-20, 21-30, 30-50 and >50

1-5, 6-10, 11-20, 21-30 30-50 and >50

0, 1-5, 6-10, 11-20 21-30, 30-50 and >50

Trip 4:


Origin Destination

Name of place







Distance (km)


1-5, 6-10, 11-20 20-30, >30

1-5, 6-10, 11-20 21-30, 30-50 and >50

1-5, 6-10, 11-20 20-30, >30

Expense (Rs) 0, 1-5, 6-10, 11-20, 21-30, 30-50 and >50

1-5, 6-10, 11-20, 21-30 30-50 and >50

0, 1-5, 6-10, 11-20 21-30, 30-50 and >50

P a g e 95 | 98

6.5 Annexure 5: Ward wise household sample distribution

WARD LIG MIG HIG SLUM TOTAL

1 0 7 1 0 8

2 0 7 1 5 13

3 1 6 0 5 12

4 0 7 1 3 11

5 1 6 0 5 12

6 0 8 3 3 14

7 0 8 3 3 14

8 1 6 1 0 8

9 1 6 1 0 8

10 1 7 2 2 12

11 1 7 2 0 10

12 1 7 2 2 12

13 0 8 3 0 11

14 1 7 1 6 15

15 1 7 2 4 14

16 1 7 1 5 14

17 1 6 0 6 13

18 1 6 0 5 12

19 1 6 0 6 13

20 1 6 0 5 12

21 1 7 1 5 14

22 1 4 1 4 10

23 0 4 1 4 9

24 0 6 2 3 11

25 1 5 1 2 9

26 0 6 2 3 11

27 0 6 2 2 10

28 1 6 2 0 9

29 0 6 2 3 11

30 1 6 2 2 11

31 0 6 2 2 10

32 0 6 2 3 11

33 1 4 1 4 10

34 1 4 1 2 8

35 1 4 1 2 8

36 1 4 1 4 10

37 0 5 1 4 10

38 1 5 1 4 11

P a g e 96 | 98

39 1 5 1 4 11

40 0 5 2 5 12

41 0 5 2 5 12

42 1 6 1 6 14

43 1 6 1 5 13

44 1 5 1 5 12

45 0 5 2 5 12

46 1 5 1 4 11

47 1 5 1 4 11

48 2 5 0 1 8

49 1 6 0 1 8

50 1 5 0 0 6

51 1 6 1 0 8

52 1 6 1 0 8

53 1 4 1 4 10

54 1 3 0 4 8

55 1 4 0 4 9

56 1 4 1 4 10

57 0 5 1 5 11

58 0 5 1 2 8

59 0 5 1 5 11

60 0 5 1 3 9

61 0 7 1 0 8

62 0 5 1 2 8

63 1 4 0 5 10

64 1 4 0 2 7

65 1 5 0 2 8

66 0 5 1 2 8

67 1 4 1 4 10

68 0 5 1 2 8

69 1 5 0 0 6

70 1 6 1 0 8

71 2 5 0 0 7

72 2 5 0 1 8

73 2 6 0 3 11

74 1 6 1 4 12

75 2 6 0 4 12

76 2 5 0 4 11

77 2 5 0 3 10

78 2 5 0 1 8

79 2 5 0 0 7

P a g e 97 | 98

80 1 5 0 0 6

81 1 6 1 1 9

82 1 5 1 2 9

83 1 5 0 4 10

84 1 5 0 4 10

85 1 6 1 3 11

86 2 5 0 3 10

87 1 6 1 4 12

88 2 5 0 4 11

89 1 6 1 0 8

90 1 6 1 5 13

91 1 5 1 3 10

92 1 5 1 6 13

93 1 6 1 5 13

94 2 5 0 3 10

95 1 6 1 0 8

96 1 13 2 2 18

97 1 6 1 3 11

98 0 5 1 4 10

99 0 5 1 4 10

100 0 5 1 4 10

101 1 4 0 3 8

102 1 5 0 4 10

103 1 5 0 4 10

104 0 5 1 4 10

105 0 5 1 2 8

106 0 5 1 2 8

107 1 4 0 5 10

108 0 5 1 2 8

109 0 7 1 3 11

110 0 7 1 0 8

111 0 7 1 4 12

112 1 6 0 0 7

113 1 6 0 0 7

114 1 4 0 4 9

115 1 4 0 4 9

116 1 4 0 4 9

117 0 5 1 0 6

118 0 5 1 4 10

119 0 6 1 4 11

120 2 12 1 2 17

P a g e 98 | 98

121 2 12 1 2 17

122 2 12 1 0 15

123 2 12 1 2 17

124 1 4 0 3 8

125 1 5 1 3 10

126 0 5 1 3 9

127 1 6 0 4 11

128 0 7 1 0 8

129 0 7 1 4 12

130 1 6 0 4 11

131 1 6 0 4 11

132 0 5 1 3 9

133 1 14 1 0 16

134 1 14 1 0 16

135 1 14 1 0 16

136 1 14 0 0 15

137 1 4 0 3 8

138 1 4 0 0 5

139 1 4 1 0 6

140 1 11 1 0 13

141 2 11 1 0 14

142 0 5 1 0 6

143 0 15 1 0 16

144 0 8 3 0 11

Total 1500