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NATPAC Newsletter

NATIONAL TRANSPORTATION PLANNING AND RESEARCH CENTRE

Mobility News Letter

VOLUME – X ISSUE – 1 March 2010

EDITORIAL

Issues in urban transportation have become increasingly complex as our cities continue to

grow due to the concentration of economic activities necessitating extensive travel from the

residential areas to the work centers. Urban transport is facing problems like high volumes

of traffic, different speeds of various modes, limited road space, absence or inadequacy of

parking lots etc. This leads to congestion and longer journeys on the road. Also the available

facilities are not able to cater to the exponential growth of the population. These problems

are due to prevailing imbalance in modal split; inadequate transport infrastructure and its

sub-optimal use; lack of integration between land use and transport planning inadequacy or

absence of improvements in city bus services, and increasing trend towards use of

personalized modes.

Kerala is also experiencing similar problems in the case of urban transportation like other

cities in India. Urban population has been growing at a rapid pace and unlike the other parts

of the country, urbanization in Kerala is not limited to the designated cities and towns.

Barring a few Panchayats in the hilly tracts and a few isolated areas, the entire State depicts

the picture of an urban- rural continuum. The Kerala society by and large can be termed as

urbanized.

Except the main railway line along the coastal region of the State, transport in Kerala is

primarily by Road. The inland waterway system has limited role in catering to passenger

transportation. Private vehicle ownership is growing at a fast rate. Buses are still the

common man’s main mode of transport. If planned properly, the road based mass

transportation can result in reducing congestion on the city roads.

There is a need to evolve a sustainable transport system for urban areas, which can have a

positive contribution to the environment, social and economic development of the cities and

towns.. Investment in transport systems that encourages greater use of public transport and

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non-motorized modes need to be encouraged. Application of ITS can help to reach

sustainable mobility objectives to a great extent.

Dedicated lanes for cycle traffic, policy for on- street and off- street parking are extremely

necessary for the towns of Kerala. The ribbon development should be controlled by

legislation so that sufficient right of way can be maintained to cope with the future growth

of traffic. Air pollution due to vehicle emission can be reduced significantly by introducing

alternative sources of fuel for the urban transport. Due to space constraints, parking of

vehicles are rapidly becoming a problem for the cities which can be tackled to some extent

by providing multi-storied parking lots. Unsafe driving behavior resulting in accidents needs

proper driver training, strict licensing system and traffic law enforcement. Launching of

awareness campaigns to educate the community on the ill effects of the growing transport

problems in urban areas is felt necessary especially on their health and well being. Support

for great use of public transport and non motorized vehicles and promoting green travel

habits should be the part of the campaign.

The present issue of Mobility focuses on “Urban transportation”

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Application of Intelligent Transportation System Solutions for

Traffic Management in Cochin City

M C Rajeevan* & T Ramakrishnan**

Introduction

Transport infrastructure in Cochin City is under strain due to increased motorization,

urbanization, and changes in population density. The industrialization and commercial

activities around Cochin City has attracted heavy influx of both migrant and floating

population into the City, putting further pressure on the limited infrastructure of the City.

This has resulted in acute traffic congestion in Cochin City, reducing utilization of available

transport infrastructure and increase in travel time, air pollution and fuel consumption. For

tackling the above problems, creation of additional transportation infrastructure is essential.

But this has limitations due to constraints like availability of funds, land, delay in

completion of projects etc. There is a need for short-term solutions to address the actual

traffic problem faced by the city and Intelligent Transportation Systems (ITS) could play a

significant role in reducing the traffic related problems of Cochin city.

ITS is a broad range of technologies and is the combination of vehicle information and

communication system, global positioning system, digital mapping, video cameras, sensors

and is creating new trends in traffic management throughout the world. ITS solutions

include the application of advanced information processing, communications, sensors,

control technologies and management strategies in an integrated manner, to improve the

functioning of the transportation system. These systems provide traveler information to

increase the safety and efficiency of the ground transportation system for passengers and

freight. ITS also provides valuable real-time information to vehicle operators and traveling

public including users of personalized modes of transport, operators of transit systems and

commercial vehicles. ITS applications bring system users, vehicles and infrastructure

together into one integrated system that enables the exchange of information for better

management and use of available infrastructure.

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Benefits of ITS

The potential benefits of ITS applications are enormous for all concerned including users,

providers of service, Government and the public at large. There are benefits, for users in

congested urban areas as well as for those in rural communities.

It has the following direct benefits for the Government.

• Instant tracking of any vehicle.

• Identification and location of vehicles involved in crimes, traffic violations, tax default,

accident and theft.

• Message to any number of vehicles in almost no time.

• Easy traffic diversion.

• Effective enforcement with less manpower and cheaper enforcement cost.

• Advance traveler information system.

• Accurate and hazard free toll collection.

The benefits for the users include;

• Reduced traffic congestion.

• Reduced accidents.

• Advance traveler information/ and dynamic navigation of vehicles.

• Increase in fuel efficiency.

• Easy and instant toll payment.

• Fleet management at low cost.

• Safety improvement and anti-collision devices integration.

• Anti-theft systems.

ITS applications in Cochin City

Considering the developments taking place in Cochin city, which is emerging as an IT

center of excellence in the State and the country, ITS has a tremendous scope to play, in

improving the quality of life of Cochin city. With the large pool of professionals with varied

skills and a number of resource centers, Cochin city could easily adopt and practice many of

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the ITS applications to address the traffic congestion and confusion prevailing in the city.

Some of the ITS applications which could be gainfully applied in managing the traffic

problems of Cochin city are summarized in the following paragraphs.

Area Traffic Control System (ATCS)

Area Traffic Control System (ATCS) can be defined as a technique, which provides for a

centralized control of numerous signal installations distributed throughout an area, such that

there is a planned coordination between signals at different junctions. The technique

invariably employs digital computers for achieving the desired objective. The objectives in

ATCS are one or more of the following;

� Minimizing journey time for vehicles

� Minimizing vehicular stops, resulting in less noise, less pollution and less consumption

of fuel

� Reducing accidents

� Discouraging use of certain areas and

� Minimizing person time

Such system has recently been developed and installed in Pune by CDAC,

Thiruvananthapuram. For Cochin City, with its Grid Iron type of road network in the central

core, ATCS will be quite useful for major road corridors like MG road, Shanmugam road,

Bannerji road and Sahodaran Ayyappan road where lot of intersections with conflicting

movements of traffic are creating traffic congestion and travel delays.

Advanced Traveler Information System using GIS

Advanced Traveler Information System (ATIS) is one of the user services provided by ITS.

With ATIS, drivers are better equipped to plan their route, choose the less congested routes

and reduce their travel time. Route planning is an essential component of ATIS, aiding

travelers in choosing the optimal path to their destinations in terms of travel distance and

travel time. An advanced real time traveler information system for Cochin City needs to be

developed in GIS environment. This user-friendly system should contain the complete

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information of Cochin City such as road network, tourist places within the city limits,

hospitals, government and private offices, stadiums, bus and railway stations. This system

will provide shortest path and trace routes to closest facility based on distance and drive time

taking into account the real time traffic data. A facility consisting of city bus routes with bus

numbers, origin and destination points, and all intermediate stations should be included in

the system. The arrival and departure timings with service names of buses, trains, and flights

have to be incorporated to facilitate the user in planning and choosing their travel modes.

The developed package can be availed initially at bus stands, railway stations, airports, bus

stops, tourist information centers and in personal computers and mobile phones to give

information to the travelers. Subsequently online information could be made available on-

board for vehicles having GPS capability.

Parking Guidance and Information System

On-street parking of vehicles pose the major traffic problems for Cochin city, which need to

be tackled by providing adequate number of off-street parking lots by constructing parking

complexes, including automated parking garages along major road corridors like MG road,

Bannerji road, Sahodaran Ayyappan road, Shanmugam road etc. Along with the provision of

the same, a Parking Guidance and Information (PGI) system need to be developed which

would present dirvers with dynamic information on availability of parking space within

controlled areas. The system combines traffic monitoring, communication, processing and

variable-message sign technologies to provide the service. PGI systems can assist in the

development of safe, efficient and environmental friendly transportation network.

PGI systems are designed to address the search for vacant parking spaces by directing

drivers to car parks where occupancy levels are low. The objective is to reduce search time,

which in turn reduces congestion on the surrounding roads for other traffic, with related

benefits to air pollution with the ultimate aim of enhancement of environmental quality of

the urban area. The information on parking availability could be made available through

variable massage sign boards, internet and SMS services.

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Traffic Enforcement

Road traffic enforcement has been defined as activities concentrated on preventing and

controlling illegal and dangerous road user behavior in order to achieve safe and efficient

road travel. Efficient and effective enforcement of road rules can play a crucial role in

reducing road trauma. Recent studies on traffic enforcement have indicated that increased

levels of police enforcement reduced the incidence of road crashes. However, road traffic

enforcement can be very expensive, requiring high levels of police resources. Traditionally,

traffic enforcement has relied on the deployment of marked or unmarked police vehicles that

either move through the traffic or are stationed at a specific site. While these methods have

been shown to have a positive effect on road user behavior, this effect is often only

temporary and does not extend far beyond the enforcement site. High levels of police

resources are also required to cover even a small proportion of the road network and thus,

these methods are extremely costly.

It has been recognized that the use of automated enforcement technologies can improve the

effectiveness, accuracy and efficiency of road enforcement activities by increasing the actual

and perceived chance of traffic violations being detected without increasing the number of

police resources required. Automated enforcement also has a number of other benefits over

traditional enforcement measures including providing definitive evidence (e.g.,

photographic) that a violation has been committed and by simplifying the process of

producing infringement notices. The use of automated enforcement technologies is

becoming increasingly popular worldwide and many technologies are currently used by

police to enforce certain road rules. These devices include closed circuit surveillance, speed

and red light cameras, alcohol ignition interlocks and heavy vehicle data loggers.

An increasingly wide range of ITS and telematics technologies are available which have

significant potential to further enhance the effectiveness and efficiency of police

enforcement activities. These technologies can be classed into two categories: those that are

used to prevent drivers from engaging in illegal driving behaviors in the first place and those

that support the enforcement of road rules that have already been broken by drivers.

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Development of Cordon Zones

There are a number of transportation development schemes for Cochin city which are in

various stages of implementation including the development of an efficient public transport

system, comprising metro rail system and modern bus transport system. For the successful

functioning of the public transport system, a sizable shift of passengers, presently using

personalized vehicles like cars and two-wheelers, towards public transport modes is very

essential. This could be achieved in two ways. First by making the public transport system

efficient, economical, convenient and dependable so that the traveling public are attracted

towards the public transport. The second option is to make the travel using personalized

modes like cars and two wheelers very expensive, so that they are forced to use the public

transport more frequently.

Development of Cordon Zones in the CBD areas and highly congested travel corridors of

Cochin city would help to reduce the traffic congestion, parking problems and related

environment pollution of these areas. By charging high toll rates towards congestion charges

for personalized vehicles entering these cordon zones, the number of vehicles entering these

zones could be restricted. This could be achieved efficiently through ITS application in the

form of electronic toll collection and license plate recognition technique. The tolls could be

worked out based on the congestion level prevailing in these locations and could be varied

with respect to vehicle type and time of entry.

Conclusion

A number of ITS applications, which could easily be adopted in Cochin city for tackling the

traffic problems facing the city, are discussed in this paper. The areas where ITS has a major

role to play are the Area Traffic Control System, Advanced Traveler Information System

using GIS, Parking Guidance and Information System, Traffic Enforcement, Development

of Cordon Zones etc. The implementation of ITS will bring numerous benefits to all

concerned including users, providers of services, Government and the public at large.

*Head & Project Coordinator, Traffic and Transportation Division, NATPAC

**Senior Technical Officer, Traffic and Transportation Division, NATPAC

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System Integration as an Effective Means of Improving

Public Transport Services in Cochin City

M C Rajeevan* & T Ramakrishnan**

Introduction

Cochin City is served by four dominant modes of transport viz. road, rail, water and air. Of

these, road network has a wider presence due to its penetration into every nook and corner of

the City and suitability to all terrain conditions. Rail network has a limited but dominating

influence. Air network has its usual supplementary role, while waterways are mostly

confined to back water region of the City.

However, integration of these four modes of transport are absolutely missing in the city,

resulting in non-patronage of certain modes of transport and inefficiency in the usage of

public transport facilities. The growing number of personalized modes of transport on the

road is an indication of this fact. Traffic congestion, loss of precious energy resources and

environmental degradation are an after effect of this trend which needs to be corrected at any

cost. In this regard, system integration is widely recognized as an effective means of

improving public transit services in urban areas.

System Integration

System integration is essentially a management technique applied to a group of functions

that are currently being administered independently, but are, in fact, highly interdependent

and could be managed more effectively by being treated as interrelated parts of a single

system.

In the arena of public transportation services, the system that will be considered include all

of the mass transit and paratransit resources for moving people within an urban area. The

objectives of this transit integration process are to:

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• Operate all the diverse publicly and privately owned services as though they are parts

of a single, area wide transit system.

• Eliminate wasteful duplication and extend the availability of service.

• Benefit from combined planning, purchasing, and marketing efforts and joint use of

facilities.

• Enable the transit user to travel anywhere in the community on a single fare,

transferring efficiently and comfortably between different modes and services.

Levels of Integration

There are three levels of integration that could be attempted in Cochin city. They are:

(i) Institutional integration, implying creation of an organizational framework within

which joint planning and operation of transit services can be carried out;

(ii) Operational integration, referring to the application of management techniques to

optimize the allocation of transit resources and coordinate services;

(iii) Physical integration, referring to the provision of jointly used facilities and

equipment.

Institutional Integration

Four types of organizational arrangements for implementing transit integration in Cochin

city can be considered. These are:

(i) Tariff associations, limited to contracts on joint tariffs and the distribution of jointly

collected revenues. Associations are suitable only in situations where the partners do

not compete and share no territory, but rather make end-to-end connections.

(ii) Transit communities, which not only bind themselves to a common tariff but also

coordinate routes and schedules and, if appropriate, pool or exchange some rolling

stock.

(iii) Transit federations, which establish a formal federated agency and delegate to it

certain powers related to planning, tariffs, revenue distribution, and so on.

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(iv) Mergers, in which portions of companies or entire companies are merged into one

firm, within which the companies either operate as subsidiaries or lose their identity

altogether.

Optimal Institutional Integration Of the several organizational alternatives, mergers appear to be the most effective in

achieving a high degree of transit integration. A single transport authority in Cochin city will

be able to function more effectively and with greater flexibility than associations of

essentially independent public and private transit operators. In cases where merger is

difficult because of state or national ownership of transit or local public and private

operator’s strong desires to maintain their independent status, federation would be the next

best institutional arrangement. It provides for long-term commitments to a broad range of

cooperative activities that can serve existing needs for transit integration, and it can also

serve as an interim arrangement leading to eventual merger of its members.

Some sort of institutional agreement must be reached before operational and physical

integration can take place, but it is not necessary to complete a merger of all the transit

services in the city before any integration is attempted. On the contrary, independent transit

operators who might initially oppose the concept of total integration can slowly be brought

to recognize the advantages of cooperative efforts by experiencing these in areas that do not

appear threatening to them. A first step might be the joint publication of an area wide guide

to transit routes, schedules, and fares, followed by a centralized telephone information

service. This can, in turn, lead to readjustment of schedules to facilitate intersystem

transfers, arrangements to honor each other’s transfers, and eventually the entire spectrum of

operational and physical integration.

Proposed Institutional Integration Plan for Cochin City

The problem faced by urban areas in general and Cochin City in particular is the existence

of a large number of organizations for the overall urban transportation planning. The

intricate problems of traffic and transport are attacked by different parallel organizations in

their own ways meeting different objectives. Such problems can hardly be overcome by

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forming co-coordinating committees. It is a big and complex task requiring close co-

ordination among various organizations. Such diffusion naturally results in divided

authority, duplicated effort, conflicts and waste of resources.

Considering the various transport problems in Cochin city, there is an urgent need, more

than ever before to bring about the institutional, legislative and administrative structure

through Unified Transport Authority for comprehensive transportation planning

encompassing all types of modes of transport. This single authority is needed to be

empowered to carry out an integrated plan programme for future traffic and transport

infrastructure facilities and optimum utilization of available capacities and resources. The

coordination should involve administrative, financial, technological, functional and

operational aspects together. Setting up of Unified Transport Authority should be conceived

as a part of the total planning process. This authority is required to provide horizontal

coordination among Public transport, Private transport, IPT and various other modes of

transport system available for travel. There should also be a vertical integration between this

Authority and regional authorities. This authority should again ensure that the development

of transport sub-system should have a close coordination with the development of other

urban sub-systems and, therefore, UTA may be made a part of the existing Development

Authority. UTA should be responsible for planning, coordination and approval of transport

investment plans. Because of many anticipated administrative problems, it is suggested that

construction, implementation, operation and management of various transport system in the

city should be left to the existing agencies.

Operational Integration

The techniques of operational integration include:

(i) Rationalization of redundant services. Wasteful duplication of transit service by

competing systems could be eliminated and resources could be redeployed to reduce

headways on existing routes and extend services into new areas.

(ii) Matching modes to service requirements. High-capacity, long-haul modes, such as

commuter rail and rail based rapid transit system and express bus transit, could be

utilized on major high-density travel corridors, while demand-responsive services

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and park-and-ride facilities could be provided in low-density areas. Circulation

systems could be operated in high-density, short-haul situations, such as covering the

CBD areas of Cochin city.

(iii) Unification of the fare structure. A single, area wide fare structure could be

established that permits riders to purchase one ticket at the beginning of the trip and

transfer freely between all modes or lines of service within the system. Most often a

graduated fare structure may be provided so that each passenger pays according to

the length of his total trip.

(iv) Fare discounts. Reduced fares could be offered to accomplish three objectives:

(a) subsidized travel for selected socio-economic groups, such as the elderly,

handicapped, low-income, or students;

(b) encourage off-peak use of transit through discounts for travel before or after peak

commuter hours;

(c) simplify fare purchasing procedures for regular transit users through weekly or

monthly passes.

(v) Honor payment fare system. Barriers and turnstiles should be removed and ticket

collecting or punching need to be eliminated under the honor system. Inspectors

board a small percentage of transit vehicles at random and any passenger found

without a valid ticket or pass is subject to a heavy fine. Advantages of the honor

system are saving in operating costs by eliminating ticket takers and conductors and

more efficient boarding of transit vehicles by multiple entrances rather than through

a single controlled point.

(vi) Coordinated public information systems. Information on routes, schedules, fares,

and transfer points for all transit modes and services throughout the urban area could

be provided by a centralized source. Information services include published route

maps, timetables, fare schedules, and promotion materials; uniform street signs and

vehicle identification; display material at stops, transfer points, and major stations;

and telephone inquiry answering service.

(vii) Reserved bus lanes and streets. Restricting use of designated lanes and streets to

buses serves a dual purpose in promoting transit ridership. First, it inhibits

automobile travel along arterial roads and in the central business district by limiting

the amount of roadway for private vehicles; traffic congestion on non-exempt lanes

is increased; and direct access to CBD areas by private vehicles is denied. Second,

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the reliability and speed of bus transit is significantly improved along separate rights-

of-way, making public transit a relatively more attractive mode for urban travel.

(viii) Parking controls. Transit ridership can also be promoted by controls that reduce the

number of available parking spaces or increase costs of parking. Eliminating on-

street parking along heavily traveled CBD streets will permit all vehicles, including

transit, to move more freely, or the space formerly occupied by parked vehicles can

be designated as a reserved bus lane. Commuting to work by car can be discouraged

by prohibiting on-street parking during morning rush hours and by a graduated rate

structure that penalizes all-day parking. Shoppers and other users, however, are not

discouraged from short-term, off-peak use of available parking space.

(ix) Changes of work schedules. Techniques of spreading peak demands for both

roadways and transit resources include staggering work hours or introducing

“Flextime”. In the former case, employees start and end their working days at

prescribed intervals, usually of 15 minutes throughout a 1-to 1.5-hour period.

Flextime, on the other hand, permits each employee to select his own working

schedule so that he may travel to and from work at off-peak time.

Proposed Operational Integration for Cochin City

The following measures have been proposed for Cochin City to facilitate operational

integration of public transport services. They include:

(i) ‘Unified Transport Authority’ is proposed for public transport services which would

undertake planning, and coordination of public transport services, eliminating

redundant services, proposing uniform fare structure, single ticket, and public

information system through use of ITS.

(ii) Exclusive bus ways for selected high density corridors and high capacity public

transit services including metro rail, sub-urban rail and IWT services for Cochin

region need to be considered.

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Physical Integration proposed for Cochin city

The following facilities are proposed in Cochin city to facilitate Physical Integration of

transport facilities and services.

(i) Inter-modal terminals. Transfer between modes of transit service in Cochin city

could be made hazard free by the development of inter-modal terminals, often

described as “transportation centers.” These transportation centres will facilitate

easy transfer from one mode to another mode of travel. Parking facilities could also

be provided at these centres to encourage park-and-ride travel, and loading areas

provided for passengers to be dropped off by car. Also secure bicycle storage areas

could be made available to encourage the use of this mode. Protected pedestrian

paths could also be provided for those who live or work close enough to walk.

Where single-fare systems for all transit modes have been established, passengers

move freely between the different services without being stopped by barriers or

turnstiles.

(ii) Transit shelters. A series of transit shelters could be provided in Cochin city ranging

from simple weather-protection structures on surface transit routes to “mini-

terminals” at important stops and transfer points to achieve physical integration of

transportation services.

(iii) Route, schedule, and vehicle identification. A uniform and standardized

identification symbols and display techniques could be adopted by all modes and

services operated under the UTA. Stops could be clearly marked with the route

numbers of transit vehicles that could be boarded at those points, and departure

times indicated. Where possible, route maps could be posted and all transit vehicles

are clearly marked, front, loading side, and rear with the number of the routes each

vehicle is currently serving.

(iv) Park-and-ride facilities. A number of park-and-ride facilities could be developed at

peripheral areas of Cochin city so that drivers are encouraged to leave their cars and

complete their trips on public transit. Parking may be free or at a minimal charge

included in the system-wide transit fare at suburban locations in order to reduce the

number of private vehicles using arterial road system as well as driving into the CBD

of the city.

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(v) Pedestrian facilities. Properly designed and integrated pedestrian facilities need to

be developed in Cochin city to provide comfort and safety of pedestrian movement

to and from transit which is vital to the successful functioning of public

transportation systems. Walking could be encouraged by grade-separated “Skywalk”

or underground passages, escalators, and moving sidewalks that protect the

pedestrian from direct contact with moving vehicles. Attractive pedestrian

environments can also be developed at selected commercial centres of Cochin city

by developing auto-restricted zones.

Conclusion

Cochin city can be greatly benefited by adopting system integration measures. The three

levels of integration namely, institutional, operational and physical could help to improve

the effectiveness of the public transport system of the city. As the city has the distinction of

having all the four modes of transport, institutional arrangement in the form of a single

Unified Transport Authority will be helpful to plan and operate the services in a co-

ordinated manner avoiding duplication of services and optimum utilization of resources.

Institutional arrangement can be possible only with operational and physical integration. As

the UTA cannot be sole operator of public transit services, it has to go for operational

integration of services provided by numerous operators. Finally, physical integration like

multi-modal terminals, parking and pedestrian facilities, public information system using

latest communication techniques are absolute necessity for achieving efficiency in public

transport services.

*Head & Project Coordinator, Traffic and Transportation Division, NATPAC

**Senior Technical Officer, Traffic and Transportation Division, NATPAC

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Developmental Issues in the Traffic and Transportation Sector of

Kozhikode

N.Vijayakumar*

Kozhikode city is 82.4 sq.km. in area and its population was 4.35 lakhs as per last census.

With the population of Panchayats surrounding the urban area it could well be about one

million by now.

The city’s transportation system is mainly road based. The other modes of transportation

like Rail and Inland Water Transport have only a limited role. Private operators play

dominant role in public bus transport.

The city has a road network of nearly 400 kms under Corporation and another 70 kms under

Public Works Department (Fig.1). While it is not possible to estimate the size of City’s own

vehicle population, details regarding the growth of vehicle population in the district are

available, with two wheeler population growing annually by 17%, Cars and Jeeps by 12%,

Auto rickshaws by 35%, Buses by 11%, and goods vehicle by 8%. The overall average

annual growth rate of vehicle population was 15% per annum during last five years.

Road Safety

There is an inequilibrium in the traffic and transportation sector in terms of demand and

supply. The demand is portrayed through the alarming growth of vehicle population and the

supply side is the increase in road length and related infrastructure. Unfortunately this

results in poor road safety conditions.

Based on an accident statistics for the period. - Mid 2005 to -08 Mid., it has been reported

that on an average 150 persons per year are killed in traffic accidents in and around the city;

while 1050 are injured grievously with an additional 800 cases of simple injuries. This is an

alarming situation. This situation certainly focuses on the need of a community road safety

programme involving all stake holders.

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The Inter-city traffic

National Transportation Planning and Research Centre (NATPAC study 2005) had

estimated that every day nearly 63,500 vehicular trips carry in and out a passenger flow of

3.8 lakhs. In this, buses carry 69% of the flow, cars & jeeps carry 16%, two wheelers 10%

and the rest of 5% is through auto rickshaws and others.

One quarter of inter-city passenger trips are home based work trips. Education trips form

five percent and social-recreation oriented trips seven percent. Nine percent of trips are

shopping purposes, while trips related to medical and health purposes form another five

percent. Back home trips comprise of thirty five percent of inter-city trips and the rest are

other purpose oriented.

The Intercity traffic profile of the city on goods traffic showed that, daily 340 multi axle

trucks, 3800 trucks, 4250 tempos and 1940 goods auto rickshaws pass through city

peripherals. Of this 69% of trucks, 35% tempos and 17% of auto rickshaws have no

business within the city areas. These through traffic need to be weaned away from city to

decongest the traffic corridors. The completion of NH- 17 bypass and the construction of

Coastal Highway will help to ease the situation in coming days.

NH -17 Bypass and Coastal Highway

The completion of three phases of NH- 17 bypass for Kozhikode has helped the traffic from

south to reach directly NH- 212 and further move towards the north eastern areas including

Waynad, Road, thereby improving the inter-state movement to Karnataka. The completion

of the final phase between Malapparamba and Vengalam will reduce the traffic congestion

in the arterial corridors of the city to a considerable extent. NATPAC study estimated that

with the completion of this corridor ear traffic through the CBD area will come down

by30%followed by reduction of 18% bus trips, 35% mini bus trips, and 65% truck

movement due to diversion of traffic through the new corridor.

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Along with the completion of NH- 17 bypass, the construction of the Coastal Highway is

also to be completed. The Coastal Highway from Vengalam to Ponnani will benefit

Kozhikode and Malappuram districts. Coastal highway alone can reduce 30% inter-city

traffic in the main travel corridor of Palayam road which is presently the NH 17. The

NATPAC study also indicated that both the projects in unison will reduce the traffic flow in

Vengali-Palayam-Feroke corridor by 54% in the present scenario.

Central Business District

The Central Business District of the city can be delineated as the space between Nadakkavu

to Mavoor road and Palayam-SM street area. This can be stretched towards Civil station in

east and Big Bazar in west. It confines to nearly 15 sq.km in area. The important traffic

corridors converge into this pocket. The Nadakkavu-Palayam-Kallayi segment forms the

arterial corridor within the Central Business District. Presently the average daily traffic flow

in the corridor is 32,000 PCU, which is expected to reach 44,000 PCU by 2011. This is a

very pessimistic scenario. The corridor needs to be widened. Another option is a two tier

road utilizing aerial space for transportation.

Parking is a major problem within the Central Business District of Kozhikode city. A

feasible solution is the option of multistoried parking plazas along with off- street parking

with payment. Localities like Muthalakkulam, Palayam, RDO office complex, Kallayi road

and Mavoor road could be identified for these projects.

Other Improvement measures for CBD

Some of the traffic and transportation environmental improvement measures for CBD can be

enlisted as:

� Traffic signals at major junctions like Eranhippalam, IG office, Palayam and

MCC junction.

� Traffic medians and green-surfing of the traffic islands

� Pedestrian precinct around SM street and Mananchira square.

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� Provision of cycle tracks and pedestrian walkways

� Road markings and signages

� Street lighting

� Traffic calming and restraints.

Activity Decentralization

Problem solving approaches in traffic sector is mainly through changes in land use and by

decentralizing major traffic generators. Construction of new roads and components to

existing roads alter land use. Decentralising activities help to decongest localities. Shifting

of Government offices from RDO-Police commissionerate area will reduce traffic

congestion in and around Mananchira maidan area including pedestrian interventions.

Traffic Safety

To improve safety to the system, the initiatives should be focussed towards three E’s

namely,

i. Traffic Engineering and Management

ii. Traffic Education for awareness built ups

iii. Traffic enforcement

Mid and long term problem solving measures are essentially of Engineering; while short

term problems can be solved through enforcement, management and education. It is in the

context of awareness built up certain “Virtues on road” are to be mentioned. They help to

bring about traffic culture in the roads.

� Kerb drill - Practicing of kerb drill protects the pedestrians. Drivers have

to respect the right of pedestrians in zebra and pelican crossings

� Gap acceptance – This could be interpreted as ideal distance between

vehicles.

� Relative speed – This factor is of relevance while overtaking vehicles.

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� Queuing – Queuing is of importance not only in boarding vehicles but also

in bus stops when buses stop one by one.

� Defensive driving - Defensive driving stands for the techniques of not to

be on offensive mood accepting rights of others on the road as well as

careful of other movements.

Futuristic Scenarios

Visualizing a traffic and transportation futuristic scenario totally depending on conventional

modes of transportation is a myopic out look. In the city presently two infrastructure

projects are on the anvil viz: Kerala sustainable Urban Development Project (KSUDP) and

the City Road Improvement Programme. These projects intend to strengthen and widen city

roads to a considerable length as well as construction of fly over and junction improvements.

However based on various technological and infrastructural development aspects some of

the improvement measures for urban transportation sector can be thought of to draw an

optimistic scenario.

� Development of Canoli Canal as part of West Coast Canal system and related role of

Inland Water transportation.

� Aerial space utilization, like two tier roads.

� Operation of Suburban train services using Mainline Electrical Multiple Units

� Introduction of Mass Transport System like Bus Rapid Transit system and Light Rail

Transit System (BRT & LRTS).

Role of Railways

The arterial corridor of NH 17 from Vengalam to Feroke traverses parallel to railway line

from Elathur to Feroke. Among the 1.4 lakh passengers moving in the corridor, railways

carry 12% of the flow. Whereas in total city’s passenger flow, railways handle only 6% of

the flow. Operation of suburban railways from Tellicherry to Kuttippuram will help to

alleviate the traffic and transportation issues of the city to a great. extent.

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Figure 1

*Project Co coordinator and Officer in Charge, NATPAC, Kozhikode

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Transit Oriented Development –Towards Creating a Congestion free

Environment

V. S. Sanjay Kumar *

Transit Oriented Development (TOD) is the exciting and fast growing trend in creating

vibrant and livable communities. TOD refers to residential and commercial centres located

around a transit station or corridor with high quality service, with good walkability, parking

management and other design features that facilitate transit use and maximize overall

accessibility. This makes it possible to have a higher quality life without complete

dependence on a car for mobility and survival. A typical TOD has a rail or bus station at its

center, surrounded by relatively high-density development, with progressively lower-density

spreading outwards. TODs generally are located within a radius of 400 to 800 m from a

transit stop, as this is considered to be an appropriate scale for pedestrians. TOD is a major

solution to the serious and growing problems of oil scarcity and global warming by

creating dense, walkable communities connected to a train line which reduce the need for

driving and thereby the burning of fossil fuels.

A number of new towns created after World War II in Japan, Sweden and France have many

characteristics of TOD communities. TOD contains specific features to encourage public

transport and differentiate the development from urban sprawl. Examples of these features

include mixed-use development that will use transit at all times of day, excellent pedestrian

facilities such as high quality pedestrian crossings, narrow streets etc. Another key feature

of TOD is reduced amounts of parking for personal vehicles.

A TOD generally requires at least 6 residential units per acre in residential areas and 25

employees per acre in Commercial Centers and about twice that for premium quality transit.

These densities create adequate transit ridership to justify frequent service and help to create

an active street life involving commercial activities within convenient walking distance from

homes and worksites. Transit ridership is also affected by factors such as employment

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density, demographic mix, transit pricing, rider subsidies, parking fee, road tolls, quality of

transit service, effectiveness of transit marketing, pedestrian facilities and street design.

A TOD will include most of the following:

� The TOD lies within a five-minute walk of the transit stop. For major stations, this

catchment area may be extended to the measure of a 10-minute walk.

� A balanced mix of uses generates 24-hour ridership - there are places to work, to

live, to learn, to relax and to shop for daily needs.

� A place-based zoning code generates buildings that shape and define memorable

streets, squares, and plazas, while allowing users to change easily over time.

� The average block perimeter is limited to not more than 400 metre. This generates a

fine-grained network of streets, dispersing traffic and allowing for the creation of

quiet and intimate thoroughfares.

� Maximum parking requirements are instituted: For every 1,000 workers, no more

than 500 spaces and as few as 10 spaces are provided.

� Parking costs are “unbundled,” and full market rates are charged for all parking

spaces.

� Major stops provide cycle stands, offering free attended bicycle parking, repairs, and

rentals. At minor stops, secure and fully enclosed bicycle parking is provided.

� Transit service is fast, frequent, reliable, and comfortable, with a minimum headway

of 15 minutes.

� Roadway space is allocated and traffic signals timed primarily for the convenience of

pedestrians and cyclists.

� Automobile level-of-service standards are met through congestion pricing measures,

or disregarded entirely.

� Traffic is calmed, with roads designed to limit speed to 50 kmph on major streets and

30 kmph on minor streets.

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Factors Driving the Trend towards TOD

� Rapidly growing traffic congestion

� Growing desire for quality urban lifestyle

� Growing desire for more walkable lifestyles away from traffic

� Changes in family structures - more singles, empty-nesters, etc

Benefits

� Higher quality of life

� Better places to live, work, and play

� Greater mobility with ease of moving around

� Increased transit ridership

� Reduced traffic congestion and driving

� Reduced accidents and injuries

� Reduced spending on transportation, resulting in more affordable housing

� Healthier lifestyle with more walking and less stress

� Higher, more stable property values

� Increased foot traffic and customers for area businesses

� Greatly reduced dependence on fossil fuels

� Greatly reduced pollution and environmental destruction

� Reduced incentive to sprawl, increased incentive for compact development

� Less expensive than constructing roads

� Enhanced ability to maintain economic competitiveness

Travel Impacts

Successful TOD can significantly reduce per capita motor vehicle travel.

Community design features of TODs also affect non-commute travel mode choice. Many

of the residents of the TODs, particularly those that commute by transit, place a high

importance on transit and walking accessibility when choosing their home.

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NATPAC Newsletter

TOD residents are more likely to use the transit service if the travel time via

highways is more (compared to transit), if there is good pedestrian connectivity at the

destination, if they are allowed flexible work hours and if they have limited vehicle

availability. TOD residents are less likely to use the transit service if the trip involves

multiple stops, if there is good job accessibility via highways, if they can park for free at

their workplace and if their employer helps to pay vehicle expenses (such as tolls, fuel, etc.).

Best Practices

Best practices for TOD development and design include:

• Integrated transit and land use planning

• High quality pedestrian and cycling facilities around transit stations

• Controlled parking to minimize the amount of land devoted to vehicle parking

around stations

• Car sharing to reduce the need to own automobiles

• Create complete communities, with shops, schools and other services within

convenient walking distances within the TOD neighborhoods

• Structure property taxes, development fees and utility rates to reflect the lower public

service costs of clustered, infill development

Applications

TOD can be implemented in urban and suburban areas where is adequate transit service. It

can be implemented by regional and local governments in conjunction with private

developers and businesses.

*Scientist -B, NATPAC

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NEWS

India Eco Summit: Strenghethening public transport

There is a need for multi –modal public transport systems in India

Mihir Mishra / New Delhi November 11, 2009

Cars cannot remain the preferred form of daily transport in India and the country should

develop a multi-modal passenger transport system to make more people use public transport

for their daily commute. Apart from developing roads and rail, waterways should also be

developed, it was suggested.

Despite the fact that 45 per cent of India's urban population uses public transport, only 25 of

the country’s 88 cities with populations of over half a million have formal public transport

systems.

Primary mass transit systems, such as metros, need to be supplemented by feeders,

interchanges and parking lots to ensure connectivity and convenience of use. “It must be

multi-modal, supplementing mass transit with a range of last-mile connectivity alternatives

such as cars, two-wheelers, bicycles, rickshaws, three-wheelers, buses and taxis,” said

Siddhartha Lal Managing Director and CEO of Eicher Motors.

He was all praise for the Bus Rapid Transit System (BRTS) in Delhi and also said that the

country should implement the best system prevalent worldwide. There is no point

implementing twentieth century systems now.

“Many people are complaining that the BRTS has increased their commuting time but has

anyone ever asked how smooth the system has made the journey of the bus commuters,” Lal

said.

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Around 50 fast-growing urban centres need urgent transportation planning and are rapidly

expanding to house up to 5 million people. These cities offer good opportunities to develop

infrastructure before facing problems associated with major cities, such as congestion, poor

air quality, a rising number of accidents and growing consumption of imported fuel.

A suggestion from the house was that waterways could also be used to make commuting

easier in cities like Mumbai and Kolkata where this is possible. To this, Managing Director

of Urban Mass Transit Company Om Prakash Agarwal said, “Yes, it is a good idea. This is

happening in Guwahati and Kolkata. But the systems used in these places are dated,” To the

question whether small cars like the Nano would worsen traffic condition, everyone

disagreed.

“All these can never be a problem if cars are used not for commuting but only for an outing

in the evening,” said Lal. Chairman and Chief Executive Officer of Renault Carlos Ghosn

agreed.

The panelists highlighted the fact that planners had failed to provide adequate, integrated,

timely infrastructure that is well-suited to the needs of Indian cities.

Solutions like shoulders and drains on highways and flyovers to help motorists weather the

Indian monsoon have been ignored.

Source: Business Standard, Wednesday, Nov 11, 2009

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MOBILE PHONE AND MOBILITY �����������������

� Put off mobile and put on seat belt when in car.

� If you are mobile on wheel, don’t be mobile on phone.

� Using mobile phone while driving is an offence.

� Avoid talking on mobile phone while driving.

� Mobile phone talking and driving is a bad cocktail.

� If you drive don’t talk on mobile phone.

� Safety before mobility.

� Vehicles have spare parts, but human body had no spare parts.

� Mobile is necessary but safety is essential.

Source: - Road Safety slogan

A publication of NATPAC

Short articles upto 500 words in length on transportation and related subjects,

extract of research and consultancy studies, conference/seminar, news etc. are

invited. Materials may kindly be sent to:

The Editor, Mobility Newsletter NATPAC Sasthra Bhavan, Pattom, Thiruvananthapuram – 695 004 Email : natpac@asianetindia.com Web site : www.natpac.org

Next issue will focus on:

EDITORIAL BOARD SRI. G.C. DAS GUPTA, DR. G. RAVI KUMAR, SRI. D. ROBINSON, SRI. D. SUNDER

Printed and Published by

The Director,

National Transportation Planning and Research Centre (NATPAC), (An Institution of Kerala State Council for Science, Technology and Environment)

Sasthra Bhavan, Pattom, Thiruvananthapuram India. Pin 695 004

Fax No. 0471 – 25436707 Opinion & Views expressed in this newsletter are those of the authors and not necessarily that of NATPAC

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