Street Design- part 1

VISION

The National Urban Transport Policy, Government of India states the following VISION under which UTTIPEC functions:

•To recognize that people occupy centre-stage in our cities and all plans would be for their common benefit and well being. •To make our cities the most livablein the world and enable them to become the “engines of economic growth”that power India’s development in the 21st century. •To allow our cities to evolve into an urban form that is best suited for the unique geography of their locations and is best placed to support the main social and economic activities that take place in the city.

Need for street design

Need and prospective Benefits of Equitable Design 

Increased Pedestrian Design consideration in Streets would provide:

o Increase in comfort for current walking population.

o Comfortable last mile connectivity from MRTS / BRTS Stations –therefore increased ridership of buses and Metro.

o Reduced dependency on the car, if shorter trips can be made comfortably by foot.

o More exercise, so better health for people walking.

o Prioritization of public transport and non-motorized private modes in street design

o Reduced car use leading to reduced congestion and pollution.

o More equity in the provision of comfortable public spaces and amenities to all sections of society.

Existing frameworks and legislation

National Urban Transport Policy 2006 recommends to ensure safe, affordable, quick, comfortable, reliable and sustainable access for the growing number of city residents to jobs, education, recreation and such other needs within our cities. This is sought to be achieved by:

•Incorporating urban transportation as an important parameter at the urban planning stage rather than being a consequential requirement 

•Encouraging integrated land use and transport planning in all cities so that travel distances are minimized and access to livelihoods, education, and other social needs, especially for the marginal segments of the urban population is improved.

 •Improving access of business to markets and the various factors of production •Bringing about a more equitable allocation of road space with people, rather than vehicles, as its main focus. •Encourage greater use of public transport and non-motorized modes by offering Central financial assistance for this purpose

 •Enabling the establishment of quality focused multi-modal public transport systems that are well integrated, providing seamless travel across modes 

•Establishing effective regulatory and enforcement mechanisms that allow a level playing field for all operators of transport services and enhanced safety for the transport system users

 •Establishing institutional mechanisms for enhanced coordination in the planning and management of transport systems 

•Introducing Intelligent Transport Systems for traffic management 

•Addressing concerns of road safety and trauma response 

•Reducing pollution levels through changes in travelling practices, better enforcement, stricter norms, technological improvements, etc. 

•Building capacity (institutional and manpower) to plan for sustainable urban transport and establishing knowledge management system that would service the needs of all urban transport professionals, such as planners, researchers, teachers, students, etc. 

•Promoting the use of cleaner technologies 

•Raising finances, through innovative mechanisms that tap land asa resource, for investments in urban transport infrastructure

 •Associating the private sector in activities where their strengths can be beneficially tapped 

•Taking up pilot projects that demonstrate the potential of possible best practices in sustainable urban transport

Many City level Laws converge to safeguard the safety of pedestrians:*

•Central Motor Vehicles rules (CMVR) 1989 Safety Rules provide passive protection for pedestrians, stating that motorists cannot enter pedestrian wayand are liable to penalty.

•Indian Penal Code (sec 283), sec 34 of Delhi Police Act --Obstruction in public space punishable.

•Urban street vendor policy, 2007, to protect livelihood rights –recommend Guidelines for proper vending zones, as they are service providers on sidewalks…

•The National Policy on Urban Street Vendors, 2009, approved by the Central government, recognizes street vendors (or micro-entrepreneurs) as “an integral and legitimate part of the urban retail trade and distribution system.”The national policy gives street vendors a legal status and aims at providing legitimate vending/hawking zonesin city/town master or development plans. 

•Police Act provides for penalty for jaywalking.

•Design and engineering guidelines by Indian Road Congress (IRC) are currently being revised and updated.

•Persons with Disabilities Act 1995 (Sec 44) recommends guidelines for the disabled persons.