NMT Corrected
NMT Corrected
NMT Corrected
SAFER STREETS:
A NON-MOTORISED
TRANSPORT
N E T W O R K P L A N FOR
COIMBATORE
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JANUARY 2020
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ST E PS TOW A RD S
S A F E R S TRE E TS :
A NON-MOTORISED
TRANSPORT
N E T W O R K P L A N FOR
COIMBATORE
JANUARY 2020
IMPRINT
On behalf of
The German Federal Ministry
for Economic Cooperation and
Development (BMZ)
Photo Credits
Bram van ooijen
Trinankur Banerjee
Karl Fjellstrom
Ranjith Parvathapuram
TABLE OF
CONTENTS
Foreword11
Executive Summary 13
18
1.2 NMT in existing plans 18
1.3 Rationale and Objectives 21
28
2.2 The NMT situation 34
40
3.2 Identification of cycling routes 40
3.3 S
takeholder participation for NMT network
validation and feedback 44
4.1 T
he identified pedestrian hotspots and
47
NMT network 48
4.2 Proposed measures for the NMT network 48
4.3 Measures for pedestrian hotspots 63
4.4 Design proposals for two major hotspots 66
72
5.2 Environmental benefits 74
6
78
6.2 Implementation phasing 78
6.3 Monitoring and evaluation 81
6.4 Operational costs 85
6.5 Funding sources 85
6.6 Additional sources of funding 87
7 INSTITUTIONAL COORDINATION
7.1 R
esponsibilities of various agencies towards
88
98
8.2 Encouragement through discouragement:
a citywide parking strategy 100
8.3 Incorporating NMT-supportive provisions in the
Coimbatore Master Plan 100
8.4 Citywide campaign on NMT/sustainable transport 102
8.5 Safe routes to school 103
LIST OF FIGURES
Figure 1: Mode-share and trip lengths in Figure 23: Pedestrian priority roads
Coimbatore 19 around pedestrian hotspots 51
Figure 2: Mobility projects proposed in Figure 24: Citywide cycling routes on
Coimbatore under various plans 20 the zonal map of CCMC 52
Figure 3: In the absence of footpaths in Figure 25: Cycle routes identified
Coimbatore, a pedestrian walks along the in the core area 52
carriageway 22
Figure 26: Proposed measures
Figure 4: Lack of safe facilities for the NMT Plan 53
disproportionately affects old/differently-
Figure 27: Global examples of NMT-friendly
abled users 24
footpaths. 54
Figure 5: The pattern of development in
Figure 28: Global examples of
Coimbatore and the proximity of various land
“Complete Streets” 55
uses from the city centre 29
Figure 29: The proposed “Complete Streets”
Figure 6: The Concentration of educational
on the NMT routes 55
and healthcare facilities, public offices and
open spaces in Coimbatore city 30 Figure 30: Global examples of
“Shared Streets” 56
Figure 7: The Employment centres in the city -
IT parks and the industries 31 Figure 31: The proposed network of “Shared
Streets” in the NMT Plan 56
Figure 8: The location and population distribution
of slums in the transport nodes of Coimbatore 32 Figure 32: Global examples of one-sided,
two-way segregated cycle tracks 57
Figure 9: Oppanakara Street, one of the
transport nodes with high commercial activity 33 Figure 33: Bidirectional, segregated cycle
tracks on one side of the road on the
Figure 10: The Major transport nodes 33
proposed NMT routes 57
Figure 11: Cyclists in Coimbatore 34
Figure 34: Global examples of
Figure 12: Poorly maintained footpaths on-street cycle lanes 58
discourage people from using them 34
Figure 35: On-street cycle lanes on
Figure 13: The Road network in Coimbatore the proposed NMT routes 58
with footpath availability and population density 35
Figure 36: Global examples of
Figure 14: Cross Cut Road during the speed-control measures 59
early hours (left), and during the active hours
Figure 37: Speed control measures to be
of the day (right) 36
implemented on the proposed NMT routes –
Figure 15: Big Bazaar Street, near Town Hall 36 in a combination of active neighbourhoods
(more vehicles, more people) and inactive
Figure 16: Methodology for identifying the
outer areas (fewer vehicles, more speed) 59
pedestrian priority network 41
Figure 38: Global examples of
Figure 17: Methodology for the identification
provision of shade as a component
of cycling routes (Source: NMT Network
of NMT infrastructure 60
Methodology) 41
Figure 39: Provision of shade along
Figure 18: The nodes interacting with each other41
the proposed NMT routes 60
Figure 19: Location of The primary, secondary
Figure 40: Global examples of parking
and tertiary nodes in the city 43
management 61
Figure 20: Desire lines between the nodes 44
Figure 41: Proposals for parking management
Figure 21: Group discussion on the integrated along the proposed NMT routes 61
mobility plan and institutional coordination 45
Figure 42: Global examples of NMT-friendly
Figure 22: Pedestrian hotspots intersections 62
according to typology 49
8
LIST OF TABLES
Table 1: Budgets for NMT-related projects in Table 10: Estimate of annual O&M
Coimbatore (₹ Crore) 21 expenses (₹ Crore) 85
Table 2: List of nodes 42 Table 11: Proposed sources of funding
Table 3: Typology-wise pedestrian hotspots for the NMT Network Plan (₹ Crore) 85
in Coimbatore 50
Table 12: Responsibility matrix of various
Table 4: recommended measures with the city-level agencies towards implementing
corresponding elements 53 the NMT Plan 90
Table 5: Pedestrian priority network with
recommended measures 64 Table 13: Potential partners and possible
areas of contribution in implementing the
Table 6: Cost estimate for the various NMT NMT Plan 90
measures 79
Table 14: Agency-wise road lengths on
Table 7: Agency-wise cost estimates (₹ Crore)
the proposed NMT routes 92
for the proposed NMT measures 80
Table 8: Proposed measure-wise implementation Table 15: Differences between the traditional
of the NMT Network Plan (in kilometres) across approaches to project implementation vs.
the 5 phases 81 implementation through tactical events 97
Table 9: Phase-wise cost of construction Table 16: Validation process for cycle routes 107
(₹ Crore) 82
ABBREVIATIONS
AMRUT tal Mission for Rejuvenation and
A NACTO ational Association of City
N
Urban Transformation Transportation Officials
BAU Business as Usual NGO Non-Governmental Organisation
BSNL Bharat Sanchar Nigam Limited NH National Highways
CCMC Coimbatore City Municipal Corporation NMT Non-Motorised Transport
CMP Comprehensive Mobility Plan O&M Operation and Maintenance
CO2 Carbon dioxide PPP Pubic Private Partnership
CSR Corporate Social Responsibility PT Public transport
DB Road Diwan Bahadur road ROW Right of Way
DCR Development Control Regulations SCP Smart City Proposal
DPR Detailed Project Report SH State Highways
GHG Greenhouse Gas sq km square kilometer
GoTN Government of Tamil Nadu TANGEDCO Tamil Nadu Generation and
Kmph Kilometre per hour Distribution
kWh Kilo Watt Hour Corporation Limited
LED Light Emitting Diode TNSTC Tamil Nadu State Transport
M2W Motorised two-wheeler Corporation
M3W Motorised three-wheeler TTW Tank-to-Wheel
MA&WS Municipal Administration and UTTIPEC Unified Traffic and Transportation
Water Supply Infrastructure (Planning & Engineering)
MRT Mass Rapid Transit Centre
MV Motor Vehicle WTW Well-to-Wheel
10
11
FOREWORD
I
nclusive streets for all kinds of road users
are an extremely important prerequisite for
addressing the various problems associated
with urban mobility. The provision of seamless
pedestrian and cycling facilities across major
urban demographies has the potential to reduce
road congestion and greenhouse gas emissions,
J SRAVAN KUMAR, IAS and also benefit public transport by retaining or
Commissioner, Coimbatore City
increasing the ridership.
Municipal Corporation
Safe non-motorised transport facilities can
indirectly benefit all road users by moderating
vehicle speeds and avoiding major conflicts
between vehicles and pedestrians -- which is
a major cause of road accidents. It can also
help with a major obstacle that prevents a
more optimal utilisation of the available public
transport system -- the distance between the
bus stops and the origin/destination of the
passengers -- commonly referred to as the first-
mile/last-mile problem.
The Coimbatore City Municipal Corporation
(CCMC) has already started working to
transform its existing streets into safe streets
as a part of the Government of India’s Smart
Cities Mission. Two major components of this
initiative are the “8 lakes rejuvenation project”
(under which 33 km of an eco- mobility corridor
is being developed) and the construction of
nearly 7 km of model roads. These are being
undertaken to showcase the city’s commitment
to safe and sustainable mobility.
The drawing up of a non-motorised transport
network plan is the first step towards setting
up a sustainable urban mobility agenda for
Coimbatore. This NMT Network Plan has
been prepared by The CCMC, with support
from the GIZ supported SMART-SUT project
(Integrated Sustainable Urban Transport
12
Systems for Smart Cities in India). The plan for the NMT Network Plan. On behalf of The
has identified 300 km of NMT routes across CCMC, I would like to take this opportunity to
the city, and proposes to transform this into congratulate and thank all the stakeholders who
safe streets suitable for all kinds of users. The have extended their support in preparing this
plan also suggests various measures based plan, taking time out to attend the stakeholder
on its knowledge of road conditions and the consultations and meeting the project team in
infrastructural requirements of this vision. person to share their valuable perspectives.
Since inter-departmental coordination is We are in the early stages of building the
perceived to be an important component platform, and this promises to be an exciting
in the successful implementation of the journey. With the continued support of GIZ
plan, the requirement of support from other SMART-SUT, we look forward to drawing
departments as well as the necessity of a well- up detailed project reports for some of the
established coordination mechanism with proposed NMT routes and critical intersections,
defined roles and responsibilities have been and actually realising the recommendations
highlighted here. made in the plan.
Having been a part of this planning initiative, I I wish all the readers safe and sustainable
am excited at the invitation to write the foreword travels!
EXECUTIVE
W
alking and cycling are essential
SUMMARY modes of transport that can help
make Coimbatore more liveable,
through facilitating access and generating
numerous benefits for the city, its population
and the environment. The current mode-
shares of walking and cycling are 14% and 1%
respectively, and mostly used by lower-income
groups. Additionally, with an estimated daily
bus ridership of 9 lakh trips and 70% access
by walking or bicycling, the number of first
and last-mile non-motorised trips in the city
amount to 6 lakhs.
Lack of safety and convenience are the key
barriers to maintaining or increasing the mode-
share of NMT. With urban sprawl, increase
in per-capita income, and the consequent
rapid rate of motorisation, it is essential to
take immediate steps to avoid a lock-in into a
private vehicle-dominated mobility system.
The Coimbatore City Municipal Corporation
has prepared a citywide NMT Network Plan.
This plan focusses on 26 pedestrian hotspots,
and a 290 km-network of roads safe and
convenient for cycling and for pedestrian use.
Parts of this falls along the State and National
Highways. The methodology for the plan
suggests following steps: 1) identifying hotspots
of high pedestrian activity and blackspots,
and 2) connecting key activity centres (nodes)
by developing the NMT network for the core
area as well as city-wide.
Seven groups of measures (mostly infrastructural)
have been developed and assigned to the above-
mentioned hotspots and network. In addition,
more detailed proposals and 3D renderings have
been created for five roads.
14
The NMT plan directly benefits about 10 to accommodate the NMT infrastructure.
Lakh inhabitants (or 60% of the population This exercise will necessitate more frequent
of Coimbatore), particularly improving coordination with other departments
accessibility for the poor, the elderly and intending to alter their utilities, resulting
the differently-abled, and for women. It in significant additional costs and frequent
is also estimated to reduce up to 13% of disruptions for pedestrians and cyclists.
the projected passenger transport CO2
The implementation of the NMT plan
emissions in 2035, mainly due to increased
requires close coordination between the
bus ridership. The benefits can be higher
multitude of actors playing important roles.
if e-bikes and e-mopeds are considered as
In addition to CCMC, the players include
well, as these also benefit from improved
agencies such as the local planning authority,
safety and more moderate speeds on the
traffic police, the Transport Department,
roads. In addition, there will be significant
State/National Highways Department,
improvements in air quality due to reductions
District Road Safety Committee, among
in local pollutants such as NOx, carbon
others.
monoxide and particulate matter.
It is essential to integrate the NMT plan with
Other benefits from implementing
statutory plans (the master plan and local-
“Complete Streets” include reclamation
area plans) and public transport-related
of valuable urban spaces towards more
plans and projects. Smaller block sizes, active
sustainable modes of transport, and
street edges and improved public spaces all
streamlined utility services (in contrast to the
support NMT, and these can be addressed
existing haphazard structures, e.g. telephone
through amendments in the development
wires left hanging) which in turn improve the
control regulations.
aesthetics of these urban areas. Further, by
constructing utility ducts under the NMT Tactical urbanism can also be a useful
infrastructure, the usual disruptions during strategy for quickly demonstrating the
operations and maintenance can be avoided. effectiveness of key interventions (like safer
intersections), thereby using visible benefits
On the other hand, there will be disbenefits
to gain public support. If necessary, this can
if, due to lack of financial resources, the
also provide an opportunity to adjust and
city does not immediately take up complete
optimise the design.
streets, and instead opts to rearrange utilities
15
16
17
1
SCOPE AND
O B J E CT I V E S
18
1.1 Key mobility trends in Coimbatore However, only 5%2 of the roads in
W
Coimbatore have footpaths, of which 70%
alking and cycling are considered
abut the national or state highways. Also,
to be the most sustainable modes
since the major arterials are also highways,
of transport, due to their space
pedestrians and cyclists are at risk on a
efficiency, zero emissions, as well as flexibility
daily basis on their way from origin to
and reliability. Given the mixed nature of
destination. Though there is a dearth of
land-use prevalent in most Indian cities,
specific information on pedestrian and
walking is a key mobility choice. However,
cyclist accidents, traffic police estimates say
due to the lack of safe pedestrian and cycling
that at least 100 pedestrians meet with fatal
facilities, increased aspiration levels and trip
accidents, and at least 250 more are injured.
lengths, the NMT mode-share in cities is
As a result, commuters often choose motor
gradually decreasing, while those of private
vehicles as the preferred mode of travel.
vehicles (such as cars and motorcycles) are
on the rise. To avoid getting stuck in a car-oriented, high-
carbon mobility system, and to sustain the
According to the Comprehensive Mobility
existing NMT demand, encourage new users
Plan (CMP) for Coimbatore (2015) walking
and accommodate future demand, a high-
and public transport constitute 14% and
quality pedestrian and bicycle infrastructure
43% respectively of the total number of
is required citywide, with special provisions
trips. (Figure 1). Also, 70% of the public
at the intersections.
transport trips in the city start and end with
walking or cycling1. As per the 2011 Census, 1.2 NMT in existing plans
the city’s total population is 16 lakhs, of
which 1 lakh people cycle for their daily Coimbatore city’s general Master Plan
commute. Without safe facilities, however, (2011)3 provided a foundation for all land-
these users are the most vulnerable to road use and development regulations in the
accidents. About 3 lakh walk-only trips city. It articulated the vision of an ideal,
originate and terminate in Coimbatore built environment in the city, and contained
daily, and additionally, about 9 lakh public public policies for directing future land-use
transport trips also include walking to reach
their destinations. 2 An approximate estimation, based on existing reports
from the CMP (2015)
3 Local Planning Authority, Coimbatore. Revision under
1 The Comprehensive Mobility Plan, 2015 progress for the Master Plan (2011-2031).
A NON-MOTORISED TRANSPORT
NETWORK PLAN FOR 19
COIMBATORE
9% 3 km
SALS 14% .75 km
T
s 1% 2.87 km
r its Smart
ng 30km
corridor
omplete
21% 7.33 km
13% 9.58 km
43% 10.33 km
Figure 1: Mode-share and trip lengths in Coimbatore4
plans towards fulfilling that vision. However, pedestrian zones, footpath zones, and
as far as the city’s transportation system parking management zones.
was concerned, apart from identifying the
In 2017, responding to the proposals for
importance of The overall linkages and
model roads and eco-mobility corridors
the need for expanding road capacities, the
under the Smart Cities Mission, the CCMC
plan included only a brief discussion on
adopted the “Coimbatore Street Design
improving public transport.4
and Management Policy”. This laid the
The CMP (2015) suggested various foundation for NMT-related projects in
improvements and additional infrastructure Coimbatore city.
for mobility, including three phases of cycle
Regarding financing, there was no separate
tracks and two phases of Mass Rapid Transit
head for NMT in the city’s budget. However,
(see Figure 2.). A series of city-stakeholder
in the last few years, The CCMC has started
engagements were also proposed in the plan,
planning for the implementation of the
which led to the delineation of proposed
projects (see Table 1).
4 The Comprehensive Mobility Plan, 2015
20
1.3 Rationale and Objectives The NMT Network Plan provides broad
objectives, strategies and actions for
Coimbatore city realised that a improving the conditions for cycling and
22
brief perspective based on the information be needed, and as a result, there would be
available through the CCMC. lesser traffic congestion.
The NMT Network Plan is key to the Improved accessibility to public
sustainable development of the city, and transport: TNSTC operates around 700
supports economic, social and environmental buses, covering 250km of route length with
objectives such as: about 11000 scheduled trips per day, and
has a ridership of approximately 9 lakhs.
Safe accessibility through an integrated
Safe access by foot or bicycle is essential if
NMT Network: Well-designed NMT
bus ridership is to be increased. With the
facilities and related traffic-calming measures
forthcoming implementation of mass rapid
will reduce the number and severity of
transit corridors, better access to stations can
traffic collisions involving pedestrians and
greatly enhance MRT ridership.
(e-)cyclists.
Cost-effective transport solutions:
Inclusive mobility: The plan will particularly
Compared to other modes of transport,
benefit women, the elderly, the differently-
the costs of providing high-quality NMT
abled, and the urban poor, with the latter often
infrastructure and its maintenance is low.
relying only on NMT and public transport.
With limited budgets at the national, state
A survey conducted as a part of the project
and local levels, NMT can provide cost-
revealed that 45% of the walking trips made
effective solutions for a large share of trips
by women are work-related, which means
to and within Coimbatore’s city centre. High
that the majority of them are daily trips. The
shares of NMT also stimulate dense urban
survey also revealed that women walk more
development, thereby reducing the costs
than the men. If better accessibility and
associated with the urban sprawl.
improved connections can be provided to the
the eco-mobility corridor planned under the Improved health: High-quality NMT
Smart Cities Mission, the low-income groups facilities will attract more of Coimbatore’s
will be able to use it very conveniently for residents to exercise, for recreational or
their daily commute. transportation purposes. Increased, physical
activity will improve worker productivity
A map included under Section 2.1 displays
and reduce sick leave. In Western European
information about slums, and about the
countries, health benefits have proven to be
population living in the various slums
the highest economic value generated by
across the city.
NMT.
Reduction of traffic congestion: If more
Better and increased tourism: A safe and
of Coimbatore’s residents and visitors were
pleasant walking and cycling environment,
to walk and cycle, less road capacity would
and more opportunities for NMT-related
6 The Smart Cities proposal document submitted by the leisure activities are expected to draw more
CCMC.
24
tourists to Coimbatore, and thereby increase CO2 emissions, which contribute to climate
tourism-related revenue. change. India’s Nationally Determined
Contribution (2015)8 to the UN Framework
More profitable business: Improved
Convention on Climate Change emphasises
walking and cycling conditions tend to
the benefits of using public transport and
increase the local property values and support
focusses on an urban transport policy of
local development. An increased number of
“moving people rather than vehicles”. NMT
locals and tourists can be expected to visit
is expected to play a key role in achieving
the local cafes, restaurants and shops and
this. More NMT trips and increased use of
thereby generate more revenue for local
public transport will result in reductions in
businesses.
local air pollution (such as particulate matter,
Increased energy efficiency, reduced NOx and SO2), CO2 emissions, noise, as well
air pollution and climate change as fuel consumption.RENT SITATION
mitigation: The transport sector is almost
completely dependent on liquid fossil fuels,
which need to be imported. It is also a key
contributor to local air pollutants7 and
2
T H E C U R R E NT
S IT UAT I O N
28
2.1 Spatial structure cut through the city. With the lack of
A
road hierarchy, this leads to lateral ring
lmost all the cities in Tamil Nadu
movement and less opportunities to of
evolved out of historic cores, with
inter-city traffic, which in turn contribute
residential neighbourhoods in close
to inner city congestion and serious safety
proximity to major destinations such as
concerns for pedestrians and cyclists.
those for employment, shopping, schools or
parks. This provided a lot of opportunities For instance, surveys indicate that 23%
for walking and cycling. However, increased of traffic on Avinashi Road, is external-
urban sprawl and lack of reliable modes external traffic, and contributes to road
of public transport connecting the newly accidents and pollution in the urban central
developing areas made people dependent zone. Walking and cycling, with their high
on personal vehicles. This increased the spatial penetration and flexibility to access
demand for more road infrastructure in the any location, are seriously impacted by
cities, rather than sustainable mobility. such fast-moving traffic. The maps below
summarise the existing urban form and
Coimbatore is the second largest city in
accessibility patterns in Coimbatore city.
Tamil Nadu, and has a population of 16
Lakh (2011 Census) across 257 sq km. The Commercial centre and sub-centres
city has approximately 2400km of road
network, comprising national and state The commercial centre and sub-centres
highways and corporation roads, with a of Coimbatore are characterised by mixed
right of way (ROW) ranging from 4-32m. land-use. There are six significant clusters
that emerge, out of which four are on
The following map illustrates the major trip
the arterials. These individual clusters
attractors in the city, like commercial and
-combining retail, transport, commercial
industrial zones along the major arterials.
and educational institutions, range between
The representation also shows the mixed
2-5 km, and are ideal for NMT network
land-use development in the core area,
loops within the clusters. Such loops can
within a 5km radius of Coimbatore city.
improve accessibility within the clusters and
The city has six major arterials, three create multi-modal centres that promote
of which are National Highways that cycling and walking.
A NON-MOTORISED TRANSPORT
NETWORK PLAN FOR 29
COIMBATORE
ad
r ro
ru
Pe
Corporation boundary
Major road
City center
500 m
N 1000 m
00.51 2 3 4 2000 m
5000 m
Kilometers Avg. distance from city center (8.9km)
Figure 5:The pattern of development in Coimbatore and the proximity of various land
uses from the city centre9
Figure 6: The concentration of educational and healthcare facilities, public offices and
open spaces in Coimbatore city
Coimbatore has a number of industries in the eastern and southern parts of the city.
including textiles, pumps and pump motors, Singanullur, located in the south-eastern
cement, rubber, etc. It is evident from the part of the city, also has major industries.
clusters that the major employment corridors As far as the newer initiatives, such as
of the city are towards the north, north-east proposals10 for IT parks in Avinashi road and
and the east. The stretches of Avinashi Road Maruthamalai Road are concerned, there is
and Trichy Road have a substantial number potential for adding employment clusters to
of factories and textile mills. Mettupalayam the outer wards, in proximity to the above.
Road in the northern part of the city has Finally, the following map shows how the
light and heavy engineering units and food slum areas are scattered across the city, and
products. There are two industrial estates in predominantly in the south and the north.
the city, at Peelamedu and Kurichi, located 10 Business Plan for Coimbatore Corporation, Govern-
ment of Tamil Nadu: https://payment.ccmc.gov.in/
dwnldforms/City_Development_Plan.pdf
A NON-MOTORISED TRANSPORT
NETWORK PLAN FOR 31
COIMBATORE
Figure 7: The employment centres in the city - IT parks and the industries
Coimbatore Junction is the central railway Gandhipuram. Coimbatore Central has the
station. Other important railway stations city’s highest number11 of buses and trips.
are located at Peelamedu, Siganallur, Equipped with 51 bays, it is the originating
Coimbatore North, Mettupalayam and and terminating point for 2700 trips. It is
Polachi (See Figure 8). The TNSTC and followed by Ukkadam bus stand (with 53
the private operators run approximately 700 bus bays and 2678 trips) and Singanallur
buses on the roads in Coimbatore, with an bus stand (with 51 bus bays.) Most buses that
average daily ridership of 9 lakh. There are originate from Ukkadam bus stop and travel
six bus terminals that serve the city: Town bus north pass through Oppanakara Street,
stand, Ukkadam bus stand, Singanallur bus which is also a major centre for retail and
stand, Mettupalayam bus stand, Thiruvallur commerce in Coimbatore.
bus stand and the Central bus stand at 11 The Comprehensive Mobility Plan, 2015 for
Coimbatore
32
Figure 8: The location and population distribution of slums in the transport nodes of
Coimbatore
A NON-MOTORISED TRANSPORT
NETWORK PLAN FOR 33
COIMBATORE
Figure 9: Oppanakara Street, one of the transport nodes with high commercial activity
Evidently, the demographic expansion and with nearly 30km of walking and cycling
land-use trends in Coimbatore are shifting. In tracks along the 8 lakes, with an allocation
the past 5 years, in line with the introduction of nearly ₹300 crore.
of the Smart Cities Mission, there has been
renewed interest in smart growth, mixed 2.2 The NMT situation
land-use and new urbanism development
The average trip length in Coimbatore
techniques. Coimbatore, being one of the
is 6 km, which can easily be covered by
100 Smart Cities in India, has proposed to
cycle or by bus, with short trips on foot
retrofit and transform some of its existing
for access or egress (first/last mile). 70%
streets to Complete Streets (see Chapter 4),
of the trips to and from the PT terminals
and also develop an eco-mobility corridor
happen by walking or cycling. 65% of
last-mile trips are under 1km, and the
travel time for 72% of the last-mile trips
is below 15 minutes.
Around 14% of the total trips made
in Coimbatore are made on foot.
This translates to 3 lakh walking
trips originating and terminating in
Coimbatore daily.
In order to retain the existing demand,
generate future demand and encourage
Figure 12: P
oorly maintained footpaths
new users, high-quality pedestrian
discourage people from using
them
12 The Comprehensive Mobility Plan for Coimbatore,
2015
A NON-MOTORISED TRANSPORT
NETWORK PLAN FOR 35
COIMBATORE
oad
Sathy R
Me
ttup Roa
alay d
am
Th
ad
ag
am
ad
Ro
i ro
ad
h
inas
Av
Trichy Road
d
Roa
rur
Pe
Legend
Corporation boundary
Waterbodies
Major road
Road
Eco-mobility corridor(SCP)
< 10000
10000 - 20000
N
20000 - 30000
00.51 2 3 4
30000 - 40000
Figure 13: The road network in Coimbatore, with footpath availability and population
density
36
Figure 14: C
ross Cut Road during the early hours (left), and during the active hours of
the day (right)
3
T H E N MT
NETWORK
M E T H O D O LO G Y
40
T
he NMT Network Plan is based on centres, in the public transport terminals
a methodology (“NMT network and near the educational institutions.
methodology”) that was prepared
Based on the varying nature of activities in
for and approved by the Coimbatore
Coimbatore, the pedestrian hotspots were
City Municipal Corporation (CCMC) in
into the following: retail zone, campus zone,
November 2018, and by the GIZ supported
lakefront zone, station area and religious/
SMART SUT project. The methodology
cultural zone. This categorisation is based
identifies pedestrian and cycling networks
on the guidance provided in the NMT
based on the existing local situation, primary
Network Methodology see (Annex I). Figure
surveys and secondary data, aligning it
16 explains the step-by-step process followed
with the processes and standards set out in
for this categorisation
various documents like IRC 103-2012, IRC
11-1962 and the NMT Planning Guidance
3.2 I dentification of cycling routes
document by the Ministry of Housing and
Urban Affairs. First, the major urban and suburban
This self-explanatory guiding process centres were identified based on available
enables any city to easily adopt and prepare information from the master plans, the
an NMT plan with the help of experts. The Comprehensive Mobility Plan, and through
framework presented below details out the consultations with the city officials. The
steps involved in the preparation of the plan. transport terminals and major commercial
centres and institutions are categorised as
3.1 P
edestrian priority network primary nodes attracting the majority of
identification the population. Secondary nodes include
the educational institutions, the religious
The density of activities and destinations
and recreational centres and the residential
often plays an important role in determining
areas, while the various other retail uses (like
how and where we choose to travel. People
neighbourhood shops which might attract
are more likely to walk if the facilities they
short-distance trips) fall into the category
require are within walking distance, like
of tertiary nodes. Though the nodes are
grocery stores, parks, community centres and
divided based on their features, all of them
schools. The highest pedestrian potential
interact with each other as a part of the trip
demand is observed to be in the commercial
chain process (see Figure 18).
A NON-MOTORISED TRANSPORT
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COIMBATORE
Figure 16: M
ethodology for identifying the Figure 17: M
ethodology for identification
pedestrian priority network of cycling routes
(Source: NMT Network Methodology) (Source: NMT Network Methodology)
Thousand tonnes
commercial centres, 300
Smart Cities Mission project report, and educational
institutions and 280
the NMT methodology document, primary public transport 260
nodes, secondary nodes, and tertiary nodes terminals
240
were mapped for Coimbatore (see Figure 19 SECONDARY TERTIARY 220
NODES NODES 200
and Table 2). All the nodes were validated Higher secondary Primary and
schools, secondary 2014
during the plan preparation period through government schools, parks
offices and playground NMT
an iterative process of meeting the officials
individually, and incorporating inputs from
the stakeholders (during the stakeholder Figure 18: The nodes interacting with
consultations for discussing the NMT each other
Methodology in November 2018.) 120
100
80
60
O2/pkm
40
20
42
Table 2: List of major nodes in the city that generate or attract NMT-related trips
No. Primary Nodes No. Secondary Nodes No. Tertiary Nodes
1 Gandhipuram 1 Gandhi Park 1 Sasthri Ground
2 Railway Station 2 Power House 2 Aaraa Institute of Art
3 Town Hall & 3 Saibaba Colony 3 Education Overseas Academy
Ukkadam
4 Saravanampatty 4 Government College of Technology
5 Thudiyalur Bus Stop 5 NSR Road, Thadagum Road Junction
6 Koundampalayam 6 Coimbatore Murugan Mills
7 Vadavalli 7 Lisieux Matriculation HSS
8 Singanallur 8 Avinashilingam University
9 Kuniyamuthur 9 Coimbatore City Municipal Corporation
10 Kovaiputhur 10 Bank of India, Coimbatore Main Branch
11 Podanur 11 Coimbatore Municipal Central Bus Stand
12 Race Course 12 Coimbatore Rubber Industries
13 Town Hall 13 Sri Thingalur Marriamman Temple
14 Neelambur 14 Vinayagar Kovil
15 Krishnarayapuram 15 Arulmigu Munthi Vinayagar Temple
16 Indiranagar 16 Ukkadam Bus Stand
17 Ramanathapuram 17 Pothys Silk Sarees
18 Selvapuram 18 Arun Urology Hospital
19 Brookefields Mall 19 Selvachinthamani Kulam
20 Sundarapuram 20 Saint Pope John Paul Church
21 North Coimbatore 21 Nehru Stadium
22 Peelamedu 22 Corporation Higher Secondary School Rath-
napuri
23 Peelamedu Station 23 Elsie Matriculation Higher Secondary School
24 Thudiyalur RS 24 Government Park
25 Vinayagapuram 25 Airforce Administrative College
26 Lakshmipuram 26 Sri Dhanalakshmi Industries
27 Koilmedu
The majority of the nodes are concentrated distance walking and cycling. The desire lines
in central Coimbatore. The primary and between pairs of nodes have been connected
secondary nodes are mainly inter-community as Euclidean distance (Figure 20), and cycle
trip generators, while the tertiary nodes are route alternatives have been identified and
characterised mostly by intra-community further refined through a validation process
trips, with a greater propensity for short- (see Annex I).
A NON-MOTORISED TRANSPORT
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ad
Mettup
o
Sathy R
alayam
Road
24
5 4
Th
ad
ag
am
25
Ro
ad
d
14
oa
hiR
as
6
in
27 Av
24
25 23 22
21 15
21
3 23
7 5 6 13
8
4 9
2 14
1
19 12 26
3 27
19
1 22 26
2 16
1 12 8
11 2 17 Trichy Road
oad 18 1810 15
rR
20
ru 13 173
Pe 16
11
20 Corporation boundary
10 Waterbodies
Major road
Road
Eco-mobility corridor(SCP)
d
Roa
N Primary nodes
kad
Tertiary nodes
Kilometers
Figure 19: Location of the primary, secondary and tertiary nodes in the city
44
3.3 S
takeholder participation for towards the identification of the NMT
NMT Network validation and
feedback network. Following this, a multi-stakeholder
consultation was organised in July 2019 (on the
A series of stakeholder consultations were sidelines of a workshop intended to set up a
organised by the CCMC to present the new mobility agenda for Coimbatore and to
NMT methodology and the draft outcomes take inputs on the ongoing NMT planning)
of the NMT Plan. A day-long workshop was (Figure 21). at the end of which officials from
organised on November 20, 2018 to present various departments consented to support
the genesis of the plan and the chosen approach the plan. They also agreed to the CCMC’s
A NON-MOTORISED TRANSPORT
NETWORK PLAN FOR 45
COIMBATORE
Figure 21: G
roup discussion on the integrated mobility plan and institutional
coordination
46
A NON-MOTORISED TRANSPORT
NETWORK PLAN FOR 47
COIMBATORE
4
T H E N MT
NETWORK
PLAN
48
T
his chapter defines the identified hotspots and cycle routes consist of building
NMT network and delineates the pedestrian priority infrastructure, cycling
proposed measures for the same. infrastructure and other spot improvements
like parking management and provision of
4.1 The identified pedestrian shade. The transformation of every street
hotspots and NMT network into a Complete Street may be an eventual
aim of any urban local body to make road
Pedestrian Hotspots: The plan identifies
space distributed equitably to all road users.
the major activity centres and accident
However, considering the need, the existing
blackspots for pedestrians, and suggests
site conditions and the availability of funds,
measures to improve pedestrian infrastructure
it is imperative to initiate a series of measures
around these areas in order to make it
that can still accommodate elements of
accessible, safe and convenient. See Figure
Complete Streets.
22 and Table 3 for the 26 hotspots under five
different categories (finalised based on the In this context, the NMT Network Plan
validation process and the activity surveys). proposes a combination of various
Figure 23 shows the pedestrian roads interventions to make walking and cycling
identified around these hotspots. safe and accessible across Coimbatore.
These interventions have been grouped
Pan-city NMT network: A total of
into seven measures. Figure 26 illustrates
293km of cycle routes were identified, based
the proposed elements under each measure.
on the methodology presented in Chapter 3.
Each measure has already been individually
These routes have a high degree of overlap
implemented in the existing infrastructure,
with the pedestrian roads.
and tried out as a standalone project.
Core-city cycle network: Of the 293 km
There are several guidelines and resource
of cycle routes identified across 257 sq km of
materials already available which describe
city area, 97.2km (with a spread of around
such measures in detail, for example, the
25 sq km) fall inside the core city area (see
“UTTIPEC Street Design Guidelines”,
Figure 25).
the “Urban Road Codes” by the Ministry
4.2 P
roposed measures for the NMT of Housing and Urban Affairs, and
network NACTO’s “Street Design Elements”. In
addition to these, the NMT Methodology
The recommended measures for pedestrian
A NON-MOTORISED TRANSPORT
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oad
Mettup
Sathy R
alayam
Road
Th
daa
ga
m
Ro
d a
ad
i Ro
a sh
in
Av
Trichy Road
o ad
u rR
r
Pe
Corporation boundary
d
Roa
Waterbodies
kad
Major road
a
Pall
Road
N
Eco mobility corridor(SCP)
00.51 2 3 4
Pedestrian hotspots
Sa y Road
Ro
M e t R o ad
Mett
th y
tu p a
upalaya am
Sath
l ay
m Roa
Th
d
ad
Th
ag
ad
am
ag
d
oa
am
Ro
iR
Ro
ad sh
ad ad
Ro
hi
in as
Av
Corporation boundary
¾
½ ¾
½ ¾
½ Eco nobility corridor(SCP)
Coimbatore Airport
Railway Station
¾
½ ¾
½ ¾
½ Proposed Cycle Route
Central Zone
East Zone
N North Zone
ad Rokaad Road
Mettupalayam ad
road ro
t hy 00.51 2 3 4
South Zone
d
Sa
a
West Zone
Pall
Kilometers
Figure 24: Citywide cycling routes on the zonal map of the CCMC
Sanganoor
Palakk
! Mettupalayam d
Mettupalayam bus stand oa
road yr
Th
th
Sa
ad
ag
am
roa
Sanganoor
ad
d
as hi ro
Avin
Government !
Mettupalayam bus stand
college of
Th
ad
technology
ag
ad
d
as hi ro
Avin
Government
college of
technology
Cross cut road !
Gandhipuram bus terminal
se road
Race cour
DB road
N
Kumaraswamy
lake Legend
road Core area
ce course
DB road
Ra N
Kumaraswamy
lake Legend Waterbodies
Trichy road
Core area Major road
! Waterbodies
Coimbatore Valankulam Trichy road Road
Corporation Major road
! Eco-mobility corridor(SCP )
Coimbatore Valankulam
Road
!
Ukkadam
Corporation
bus terminal
Proposed
Eco-mobility corridor(SCP ) cycle track
!
Ukkadam bus terminal
Periya kulam Proposed! cycle track
Landmarks
Periya kulam ! Landmarks
4 Painted cycle Footpath, painted cycle lanes, Provision of shade, Mandatory speed
lanes utility provision control at midblocks and lntersections
5 Speed control Signage Mandatory 20kmph Chicanes where necessary
measures speed limit, Speed bumps.
6 Shade Plantation drive in newly
provision developing areas, design of
furniture zone in line with the
positions of the existing trees
7 Parking Citywide parking management Priority locations parking management
management strategy Parking restrictions in areas with higher
footfall and clear zones near to the
property entrances
Each of these measures is explained As per the regulations of the MV Act 15,
below with illustrative examples and it is necessary to have continuous,
accompanying maps showing where they will unobstructed and undamaged footpaths
be implemented through the NMT Plan. It on all of Coimbatore’s streets, especially
is important to note that though these maps those with a ROW over 8 metres.
show the measures as part of the identified Footpaths need to have a minimum
cycling routes, these overlap significantly effective width of 1.8 metres, and
with the network of pedestrian hotspots (see preferably be wider, especially in areas
Section 4.3), and thereby greatly benefit with higher pedestrian activity such
those as well. as around bus stops, commercial areas
and schools. Footpaths should continue
Measure 0 - Footpaths uninterrupted through driveways and
small side-streets. Utilities and amenities
should be located in the “furniture” zone
on the edge of the sidewalk to ensure
the convenience of thoroughfare. Illegal
parking can be prevented manually, or
minimised through physical measures
such as bollards and other street furniture.
15 Section 138 of the Motor Vehicles Act (Amendment, 2019), which empowers the state governments to regulate the
activities of pedestrians and cyclists.
A NON-MOTORISED TRANSPORT
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Figure 28: Global examples of "Complete Streets" Bus and tram lines, mixed traffic lanes, cycle lanes
and wide sidewalks are available on these streets in Yichang, China (left) and Rotterdam, the Netherlands (right)
oad
Mettup
Sathy R
alayam
Road
Th
ad
ag
am
Ro
ad
d
oa
iR
sh
ina
Av
Trichy Road
ad
Ro
rur
Pe
Corporation boundary
Waterbodies
Road
d
Complete street
Roa
N
Other proposals
kad
00.51 2 3 4
a
Pall
Kilometers
Figure 29: The proposed “Complete Streets” on the NMT routes
56
oad
Mettup
Sathy R
alayam
Road
Th
ad
ag
am
Ro
d a
d
oa
iR
sh
ina
Av
Figure 30: Global examples of “Shared Streets” “Shared Streets” in Tokyo, Japan (left) and Seoul,
Korea (right). Motorised traffic is welcome, but pedestrian priority is firmly communicated with level pavements
(lack of curbs), pavement colours and materials, and streetscaping elements.
oad
Mettup
Sathy R
alayam
Trichy Road
d
Road
a
Ro
ur
Th
r
pe
ad
ag
am
Ro
d a
d
oa
iR
sh
ina
Av
d
Roa
N
kad
a
Pall
0 1.5 3 4.5 6
Trichy Road Kilometers
ad
Ro
pe
r ur Legend
Corporation boundary
Waterbodies
Road
Shared street
Other proposals
N
Census of India
d
aka
Pall
0 1.5 3 4.5 6
Kilometers
Figure 31: The proposed network of “Shared Streets” in the NMT Plan
Legend
Corporation boundary
Waterbodies
Road
Shared street
A NON-MOTORISED TRANSPORT
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COIMBATORE
oad
Mettup
Sathy R
alayam
Road
Th
daa
ga
m
Ro
da
d
oa
iR
sh
ina
Av
Figure 32: Global examples of one-sided, two-way segregated cycle tracks Bidirectional cycle
lanes in Beijing, China (left) and Bogota, Colombia (right) provide safe and convenient passage to cyclists
oad
Mettup
Sathy R
alayam
¾
½ ¾
½
½¾
½
¾
½ ¾
½
¾
¾
½
Trichy Road
¾
½ ¾
½ ¾
½ ½¾
¾ ½
Road
d
¾
½
a ¾
½
Ro
¾
½
Th
ur ¾
½ ¾
½
¾
½
¾
½
r ¾
½ ¾
½
pe
ad
¾
½
ag
am
Ro
d a
d
oa
iR
sh
ina
Av
d
Roa
N
kad
a
¾
½ ¾
½
½¾
½
¾
½
Pall
¾
½
0 1.5 3 4.5 6
¾
¾
½
¾
½ ¾
½ ¾
½ ½¾
¾ ½ Trichy Road Kilometers
d
¾
½
a ¾
½
Ro
¾
½
ur ¾
½
¾
½
Legend
¾
½
¾
½
r ¾
½ ¾
½
pe ¾
½
Corporation boundary
Waterbodies
Road
Other proposals
d
Roa
N
kada
Pall
0 1.5 3 4.5 6
Kilometers
Figure 33: Bidirectional, segregated cycle tracks on one side of the road on
the proposed NMT routes Legend
Corporation boundary
Waterbodies
Road
Figure 34: Global examples of on-street cycle lanes Cycle lanes in Kuala Lumpur, Malaysia
(left) and Xi’an, China (right) are made possible by the narrowing of the traffic lanes
ad
Mettupa
Sathy Ro
layam
oadR
Th
ad
ag
am
Ro
ad
ad
Ro
hi
inas
Av
Trichy Road
ad
Ro
rur
Pe
Legend
Corporation boundary
Waterbodies
Road
ad
N
d Ro
aka
Measure 5 - Speed control measures speed humps and tables, reductions in lane
width, narrowing of turning radii at the
Traffic-calming measures reduce traffic
intersections, chicanes and the narrowing
speeds on the local streets and connector
of roadways, raised intersections,
roads with high pedestrian activity, thereby
pavement materials and colouring, and
improving safety for pedestrians and
traffic restrictions.
cyclists. Speed control measures include
Figure 36: Global examples of speed-control measures Speed bumps in Shenzhen, China
(left) and speed tables in Kuala Lumpur, Malaysia (right) are applied at pedestrian crossings, to reduce vehi-
cle speeds and improve pedestrian safety.
ad
Mettupa
Sathy Ro
layam
oadR
Th
ad
ag
am
Ro
ad
ad
Ro
hi
inas
Av
Trichy Road
d
R oa
rur
Pe
Corporation boundary
Waterbodies
Road
d
N
Roa
Speed control
kad
00.51 2 3 4
a
Other proposals
Pall
Kilometers
Figure 37: Speed control measures to be implemented on the proposed NMT routes –
in a combination of active neighbourhoods (more vehicles, more people) and inactive
outer areas (fewer vehicles, more speed)
60
ad
Ro
thy
layam
Sa
Road
Th
ad
ag
am
Ro
a d
ad
Ro
hi
inas
Av
Trichy Road
ad
Ro
r ur
Pe
Corporation boundary
Waterbodies
Road
N
d
Roa
Shade provision
kad
00.51 2 3 4
Other proposals
a
Pall
Kilometers
Figure 40: Global examples of parking management Streets with designated and paid on-street
parking spaces in Singapore (left) and Shenzhen, China (right). A parking operator keeps a check on the parking
payment and documents illegal parking
Mettupa
ad
Ro
thy
layam
Sa
Road
Th
ad
ag
am
Ro
ad
ad
Ro
hi
inas
Av
Trichy Road
ad
r Ro
ru
Pe
Corporation boundary
Waterbodies
Road
ad
Parking management
aka
00.51 2 3 4
Pall
Figure 41: Proposals for parking management along the proposed NMT routes
62
Figure 42: Global examples of NMT-friendly intersections Painted road markings, refuge
islands and traffic lights have made these intersections in Gold Coast, Australia (left) and Utrecht, the Neth-
erlands (right) safer and more convenient for all users, and specially for the pedestrians and cyclists
Figure 43: Global examples of safe crossing facilities An intersection in Tokyo, Japan (left)
shows a pedestrian-only phase in the traffic light, allowing safe crossing in a popular shopping district.
A small intersection in Gold Coast, Australia (right) shows a raised intersection, where traffic is forced to
reduce speed and thus facilitate safe crossing.
A NON-MOTORISED TRANSPORT
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Figure 44: Examples of safe mid-block crossings A mid-block crossing in Nagoya, Japan (left)
with a permeable median and traffic lights, and a speed table in Amsterdam, the Netherlands (right). Both
options make crossing safer for pedestrians and cyclists.
4.3 Measures for pedestrian hotspots locations across the city, thus providing
an opportunity to synergise the measures
The recommended measures for the
proposed. Of the 140km of the pedestrian
pedestrian priority network in Coimbatore
priority network, a total of 68km overlaps
are presented below (see Table 5 and Figure
with the identified cycle routes, with 111 km
45). The pedestrian network and the cycle
worth of proposed measures.
network are seen to overlap in various
64
ad
Mettup
Saa thy Ro
th y
M et
alayam layam
S
tupa
Road
Th
ad
ag
am
Ro
ad
Th
a da
ga
m
d
oa ina
hiR Av
in as
Av
Trichy Road T
d
ruroa
Preur R
Pe
Corporation boundary
Waterbodies
Complete street
ad
00.51 2 3 4
Shared street
aka
Pall
Figure 45: The overlap of the pedestrian priority network with the cycle
routes, and measures assigned
66
4.4 D
esign proposals for two major • Widening of the sidewalk from
hotspots 3m to 3.7m. A mixed zone on the
Cross Cut Road
street-side edge of the sidewalk
provides space for trees, street
Cross Cut Road is located in a busy lights, public seating, formal
commercial area, with large numbers of vendor space, removal of “clutter”
pedestrians. It is a one-way street moving from the sidewalk, and bollards
in a western direction, with frequent illegal (preventing encroachment by cars
and trucks)
parking (cars, motorcycles, auto-rickshaws,
trucks) and vendors on both sides of the • Formal, designated parking spaces
(including delivery bays for short-
street. This usually results in only two (or term parking) with a width of 2.2m
sometimes even one) operational lanes
• Two mixed-traffic lanes, with a
of mixed traffic. The footpaths are often “swerving chicane”-style layout. The
clogged with infrastructure (street signs, parking lane alternates between the
traffic signals, etc.), advertisements, street northern and southern side, ensuring
vendors, delivery goods and more. The relatively slower traffic.
absence of trees, public green, street lights • Levelling the road by removing the
and road crossings make Cross Cut Road an curbs, improving the footpath and
the mixed-traffic lane pavements.
unpleasant and unsafe street. The side streets therefore sit
lower than Cross Cut Road itself,
Design proposals for Cross Cut Road creating a small incline for the
These include: traffic turning onto Cross Cut
5
B E N E F IT S
O F T H E N MT
NETWORK PLAN
72
T
public transport riders. The limitations
he NMT Network Plan will
of the current data do not allow for
directly impact 1 million people
quantification, but the NMT network has
(i.e. approximately 60% of the
a particularly beneficial impact on women,
current population of Coimbatore)
the poor and the elderly (see Section 1.3).
residing within 300m of the NMT network
(see figure below). This count may increase 70% of the proposed NMT network
in the future with population growth. overlaps with the existing bus route
network in Coimbatore, and almost 50%
As the NMT network is closely aligned
of the passengers availing bus services
d
Mettup
a
Ro
thy
alayam
Sa
Road
Th
ad
ag
am
Ro
ad
ad
Ro
shi
ina
Av
Trichy Road
d
oa
rR
ru
Pe
Corporation boundary
Waterbodies
Road
N
road
00.51 2 3 4
300m buffer
a
Pall
Kilometers
walk to reach the bus stop and again to The provision of safe NMT facilities around
reach their destination at the other end public transport stations will not only benefit
of the trip. Improving NMT facilities for the ridership, but also attract footfall to the local
first and last-mile connectivity will support busineses around the stations Coimbatore,
public transport by adding new users while with a bus ridership of nearly 9 lakhs, 340 bus
retaining the existing ridership; it will routes and 11,000 trips daily, should prioritise
especially help people in the lower income the provision of safe facilities for first and last-
category (who are less likely to have access mile connectivity provides a more detailed
to other modes of transport) in using view of the overlaps of the NMT network with
public transport safely and conveniently. the bus route network in Coimbatore.
Corporation boundary
Waterbodies
Road
N
CCMC bus network
00.51 2 3 4
Proposed NMT routes
overlapped on Bus network
Kilometers
Figure 53: The proposed NMT routes and the bus network
74
Tonnes/year
business-as-usual
The major (BAU) scenario are feasible, 320
Thousand tonnes
10
commercial centres, 291
and educational
16% if low-speed electric two-wheelers 300 289
280
280
areinstitutions
consideredand
as well (see Figure 43).
public transport 260
terminals
It should be noted that quantifying emission 240
SECONDARY impacts as a resultTERTIARY
of the NMT-related 220
NODES NODES
interventions is notPrimary
Higher secondary a straightforward
and task 200 2014 2035
schools, due to lack of data secondary
and methodological
1
Tonnes/year
2014 BAU2035 NMT Plan2035
government schools, parks 1
offices challenges. Theseand playground
figures therefore should NMT Plan + E-bike 2035
be taken as indicative. These are based Figure 54: Coimbatore passenger trans-
port CO2 emissions scenarios
on the data and scenarios of the CMP
and the following key assumptions and
considerations16: The NMT Plan may have a significant
120 • A 20% target for NMT in 2035, impact on emissions of local pollutants as
100 i.e. walking and cycling combined, well (see Figure 55). These outcomes are
compared to 16% in a BAU
80
scenario, assuming that walking may based on the above-mentioned assumptions.
60 stay stable at 17% and cycling may The emission factors (of carbon monoxide,
gCO2/pkm
Carbon Monoxide - CO
12,000
Tonnes/year
10,000 BAU
8,000
6,000 NMT Plan
4,000
2,000 NMT Plan +
0 E-bike
2014 2035
BAU
1000
800
NMT Plan
600
400
NMT Plan +
200
E-bike
0
2014 2035
1,400 BAU
1,200
NMT Plan
1,000
800
NMT Plan +
600
E-bike
400
200
0
2014 2035
Particulate Matter - PM
80
Tonnes/year
BAU
60
NMT Plan
40
20 NMT Plan +
E-bike
0
2014 2035
Figure 55: L
ocal air pollutant emissions (tonnes/yr) correspond-
ing to different passenger transport scenarios.
76
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6
PHASING AND
I M P L E M E NTAT I O N
S T R AT E G Y
78
T
hough the built-out implementation 6.2 Implementation phasing
of the NMT Network Plan in
The NMT Plan proposes a network covering
Coimbatore is the desired objective,
294 km, comprising over 2500 road links
it needs to be acknowledged here that this
spread across 5 zones in Coimbatore, and
may not be finalised in the short term. It is
is proposed to be implemented in 5 Phases
recommended that the implementation is
(see Table 8 below). The implementation
carried out in five phases, from 2020 to 2035.
timelines of the “Model Roads” project
The phasing and prioritisation of the NMT (under Smart Cities) and the current urban
Network were carried out through a planning development patterns were taken into
prioritisation process, considering one major consideration while creating the phasing
factor of continuity and synchronisation plan.
with existing need. It is equally important
The core area of Coimbatore, characterised
to note that all the pedestrian hotspots
by dense land-use, produces and attracts the
identified in the NMT Network Plan are
majority of the trips in the city. These are
important project locations, and once the
often short-distance trips within 25 sq km of
plan is implemented, will become part of a
the area under consideration. However, due
safe and comprehensive NMT network.
to site-level complications and the already
Section 6.1 discusses the costs for the established, built-up environment it is very
implementation of the plan, Section difficult to create any new infrastructure in
6.2 describes the locations prioritised this area.
in the proposed phase-wise process of
Phase 1 of the NMT Plan will be implemented
implementation, while Section 6.3 suggests a
in this core area. The anticipated completion
monitoring and evaluation approach.
time is 15 years, since it will require a high
6.1 Investment cost estimate for the degree of utility-shifting and adjustment of
proposed network right-of-way. To complete the plan in time,
it is essential to start the implementation of
Based on estimates from the Complete Phase I and Phase V in 2020 (since Phase
Street projects and the “8 Lakes Restoration V focusses on NMT routes located in the
and Rejuvenation Plan” under the Smart peripheral areas, where right of way is
Cities Mission, block cost estimates have clearly available, and where the CCMC
been calculated for the NMT Network Plan can implement the measures proposed
(Table 6). much faster than in the roads located in the
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Note: Costs for improvement of the footpaths are not included in the cost estimates, as these are considered an
integral part of the road development plan by the CCMC (see Section 4.2)
1 Crore = Ten million/One hundred lakhs
80
more central areas). The maps in (Figure usage, there may be interface issues
45) illustrate the NMT routes intended for between the operational and the
maintenance activities (especially
phase-wise implementation.
considering the fact that the project
The project is proposed to be implemented will be implemented throughout the
city and the concessionaire will not
through public financing rather than through
have control over the site) and this
PPP mode, on account of the following: might give rise to risks of delays and
• The project does not have a direct increased costs.
revenue-generation potential and
In view of the aforesaid, the projects are
hence cannot be implemented in a
typical PPP framework, where the proposed to be implemented through
concessionaire bears the risks of construction contracts and public funding.
construction, operations and revenue However, CCMC will explore the possibility
• The operational activities mainly of involving the local industries and
involve cleaning, illumination and companies who have an established presence
maintenance (routine and periodic).
in the area, for financing the construction
The CCMC already has suitable
organisational resources to manage and/or the operational aspects of the
these activities project.
• The most appropriate PPP format Based on the phasing and the different types
would have been an annuity
of streets proposed under the NMT Plan, the
framework (pure or hybrid), where the
concessionaire would be responsible phase-wise cost of the project is estimated as
for construction and maintenance below:
(routine and periodic) for a period
of 5-10 years. Considering that the The total project cost is estimated to be
concessionaire will have to bear a approximately ₹1704 crore (USD 227
comparatively higher cost of funding Million Dollars at rate of 1USD=INR 75)
and would have a lower repayment
based on block-cost estimates. About 40%
tenure (as compared to the funding
obtained by CCMC from bilateral of the total cost is expected to be incurred
entities, state finance entities, etc.), in shifting the utilities17. This cost can be
it would result in a higher payout
burden for CCMC
17 As per the estimates presented in the DPR for “Model
• Since the streets will have shared Roads” in the Smart Cities Mission
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avoided by closely coordinating with the as well as for ensuring public support. As
utility agencies regarding their plans for suggested in an earlier, in the long run, a
the provision of utilities and, if it is still separate cell needs to be created within the
necessary to invest upfront, such investments city’s engineering department for seamless
can be recovered from the above agencies planning, implementation and monitoring
through charging them yearly maintenance of NMT-related projects. The staff from
for using the ducts provided underneath the the engineering department also need to be
footpaths. trained through a comprehensive capacity-
building programme, to strengthen their
Therefore, about ₹1022 crore will actually
knowledge and skills on the subject of NMT
be utilised towards setting up of NMT
infrastructure.
facilities.
The monitoring and evaluation framework
6.3 Monitoring and evaluation two aspects -- technical and financial.
Each can further be divided into detailed
Monitoring and evaluation are critical
construction and post-construction phases.
to any policy or plan, for measuring
the effectiveness of the projects and the 6.3.1 Monitoring Framework
measures implemented, to correlate this The main financial monitoring activity
with impact analysis and changing needs, during construction is cost and budgetary
82
1:30,000 Phase 1 N
Kilom
Legend Pha
Corporation boundary
Waterbodies
Road
1:30,000
1:30,000
Phase 1
Phase 1 N
N
Legend
Legend PhasePhase
1 1
Corporation boundary Complete street
Corporation boundary Complete street
Waterbodies Shared street
Waterbodies Shared street
Road One sided track
Road One sided track
SCP- Eco Mobility Corridor Painted track
SCP- Eco Mobility Corridor Painted track
Other proposals
Other proposals
1:30,000 Phase 1 N
Kilometers
Legend Phase 1
Corporation boundary Complete street
Waterbodies
Road
1:40,000 N
Kilometers
1:40,000 N
Phase 2
1:40,000 0 0.85 1.7
N
2.55 3.4
Legend
0 0.85 1.7 2.55 Phase
3.4 2 Kilometers
Kilometers
Corporation boundary Complete street
Phase 2 2
PhaseWaterbodies Shared street
Legend PhaseOne
2 sided track
Legend
Road
Phase 2
Corporation
SCP- boundary
Eco Mobility Corridor Complete street
Painted track
Corporation
Waterbodies boundary Shared street
Complete street
Other proposals
Waterbodies
Road One sided track Shared street
SCP- Eco Mobility Corridor Painted track
Road One sided track
Other proposals
SCP- Eco Mobility Corridor Painted track
Kilometers
Phase 2
Legend Phase 2
Figure 56: Phase-wise locations of the NMT routes (and their overlaps with the
Corporation boundary Complete street
Other proposals
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1:50,000 Phase 3 N
0 1 2 3 4
Kilometers
Legend Phase 3
Corporation boundary Complete street
Other proposals
1:50,000 Phase 3 N
1:50,000 Phase
0 1
3 2 3 4
N
Kilometers
0 1 2 3 4
Legend Kilometers
Phase 3
Legend Corporation boundary Phase 3 Complete street
Corporation boundary Complete street
Waterbodies Shared street
Waterbodies Shared street
Road One sided track
Road One sided track
SCP- Eco Mobility Corridor
SCP- Eco Mobility Corridor Painted track
Painted track
Other proposals
Other proposals
1:50,000 Phase 3 N
1:62,500 Phase 4 N
0 1 2 3 4
Kilometers 0 1 2 3 4
Legend Phase 3
Kilometers
Complete street
Legend Phase 4
Corporation boundary
1:62,500
1:62,500 Phase 44
Phase N
N
0 1 2 3 4
0 1 2 3 4
Kilometers
Kilometers
Legend Phase 4
Legend Phase 4
Corporation boundary Complete street
Corporation boundary
Waterbodies Complete street
Shared street
Waterbodies Shared
Road One sided track street
Road
SCP- Eco Mobility Corridor One sided track
Painted track
Proposed cycle track
SCP- Eco Mobility Corridor Other proposals
Painted track
Proposed cycle track
Other proposals
1:62,500 Phase 4 N
0 1 2 3 4
Road
Legend Phase 5
One sided track
SCP- Eco Mobility Corridor Painted track Corporation boundary Complete street
Proposed cycle track
Other proposals Waterbodies Shared street
1:51,000
1:51,000 Phase
Phase 5 5 N
N
00 1 1 2 2 3 34 4
Kilometers
Kilometers
Legend Phase 5
Legend Phase 5
Corporation boundary Complete street
Corporation
Waterbodies boundary Shared street Complete street
Waterbodies
Road One sided trackShared street
SCP- Eco Mobility Corridor Painted track
Road One sided track
Proposed cycle track
Other proposals
SCP- Eco Mobility Corridor Painted track
1:51,000 Phase 5 N
0 1 2 3 4
Kilometers
Legend Phase 5
Corporation boundary Complete street
Sweeping
0.86 0.43 0.52 0.58 0.36 2.74
cost
Maintenance
4.14 1.99 2.47 2.53 1.65 12.78
cost
Total O&M
5.16 2.51 3.09 3.21 2.07 16.04
cost
PPP 10 14 18 22 25 89
6.6 Additional sources of funding related projects in the city. This section
briefly summarises the various potential
In addition to the proposed funding
sources and its modalities, however, a
mechanism to implement the NMT
comprehensive financing plan needs to
network, Coimbatore City Municipal
be prepared to further detail out each
Corporation may explore additional
potential source of revenue and its
sources of revenue to support the
applicability to CCMC’s finance structure.
implementation or maintenance of NMT
infrastructure. The following sources CCMC budget allocations supplemented
can be explored by CCMC to provide by the following sources will be exclusively
a sustainable funding source for NMT dedicated for NMT projects:
On street Parking Preliminary estimates suggest INR 15 – 17 Cr. per annum of potential revenue
revenue through on street parking fees
On street parking management can provide multiple benefits, it will act as a travel demand
management measure by ensuring orderly parking thus manage the public space
efficiently and also generate revenue.
Kisok Rental Increased revenue through street vending due to increased footfalls
Development of quality NMT infrastructure will attract people to walk and experience the
area through provision of seamless connectivity. This provides a great opportunity for
CCMC to explore reorgonising street vendors space through dedicated kiosks or to invite
branded retailers to choose these as prefered locations
Creation of NMT facilities will give rise to advertisement opportunities. NMT users being
slow moving than automobile users, provide higher value for the advertisers as well as it is
safe in terms of advertisement billboard infrastructure.NMT routes can also be used for
advertisement and this can be structured as a PPP project wherein the concessionaire
undertakes to maintain the footpaths and cycle tracks and in addition pays certain share
of the revenue to CCMC after meeting its expenses.
Naming of Streets Street naming programmes, funding of benches cover building and
for a fee/CSR maintenance costs
7
I N S T IT U T I O N A L
C O O R D I N AT I O N
90
W
hat role would the various agencies for implementing the NMT Network Plan,
Measure 0 – SIDEWALKS ONplay
ALLwhen
THE it comes to the implemen-
STREETS as the responsibility for the provision of basic
Bicycle lanes segregation
and pavement
Figure 57: The existing urban transport ecosystem at the state level
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Plan, design Plan, Enforcement Vehicle registra- Coordinating Operation The prepara- Provision of Local civil
implement design of traffic tions, road safety meetings with of city tion of the network society
and impleme rules as per campaigns, issuing various depart- buses master plan infrastructu groups
maintenance nt and the MV act, of driving licenses, ments to stream- and guidance re like working on
of roads maintena telephone, road safety
under their nce of road safety issuing of permits line the road safety on executing power and issues
respective bus campaigns for private bus issues to be the same internet
jurisdiction stations operators addressed by the lines
same
Figure 58: The present roles of the various agencies at city level
level, followed by the roles and responsibilities and the possible ways in which they might
of the various agencies at the city level, contribute towards the implementation of
including their roles with respect to NMT. the NMT Network Plan.
Since the majority of the arterial streets
7.1 Responsibilities of various
agencies towards encouraging the are owned by either the National or the
implementation of NMT State Highways, it is important to have
close coordination and willingness to
The table below summarises the
collaborate from these departments, so
responsibilities of various government
that the necessary permissions and right-
agencies with respect to the implementation
of-way can be obtained for the successful
of NMT infrastructure in Coimbatore.
implementation of the NMT Plan. If the
Except the responsibilities of policy and
NH or SH already has plans to retrofit the
enforcement, all the other responsibilities
existing roads or implement new roads,
overlap.
then ideally, with the CCMC’s support,
Coimbatore has a long history of they should identify if the roads on their list
partnerships with local stakeholders and are also a part of the list of selected roads
interest groups for implementing different under the NMT Network Plan, and follow
urban infrastructure projects. They generally the suggested design under the plan. It
work in collaboration and are expected to may not be possible to identify these roads
continue to do the same once the NMT as NMT roads in the short term, but may
Network Plan is adopted. The table below become possible with dense development
identifies some of the potential partners in the years to come. The following table
92
Table 12: R
esponsibility matrix of various city-level agencies towards implementing
the NMT Plan
Responsibility
Encouragement
& maintenance
Construction
Enforcement
City agency
Education
Operation
Planning
Policies
Design
The CCMC √ √ √ √ √ √ √ √
Local Planning Au- √ √
thority
Traffic police √ √
The Transport Depart- √ √
ment
National/State High- √ √
ways
TANGEDCO/BSNL/ √ √ √
Other utilities
Table 13: Potential partners and possible areas of contribution in implementing the NMT Plan
Partner/ Existing plans/Projects/
Potential role
Stakeholder Programmes
Monitor the NMT mechanism for safety and efficiency,
and provide the city with up-to-date information on
accidents and other related mishaps.
Road safety programmes,
Traffic Police Monitor motor-vehicle driver behaviour and speed –
Enforcement (parking, etc.)
factors which largely impact the safety of NMT users.
TANGEDCO /
Provide timely infrastructural support through design
BSNL/Other utility NA
coordination and shifting of utilities wherever necessary
departments
After completing the
construction of new flyovers Support and consent to the implementation of the NMT
National/ State on Avinashi road and Trichy network linkages which impact roads owned by the NH/
Highways (NH/SH) road, allow the CCMC to SH, as well as those which require approval from these
develop NMT infrastructure departments.
on those roads.
During the Road Safety Weeks, conduct awareness
Add new services to improve drives on the importance of NMT, and educate MV users
Transport city buses, and introduce regarding driving etiquette on encountering pedestrians
Department/ electric buses during the or cyclists.
Transport Road Safety Week every year
Commissionerate Improve first and last-mile connectivity for city buses,
which requires state-level coordination between the
MA&WS and the Transport Department.
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summarises the length of the cycle routes services, a special provision should be made
overlapping with the roads owned by the under the footpaths to accommodate all
various departments, and their locations the utility services with customised designs,
have been provided in figure 59. based on requirement. This will ease the
process of future repairs without disturbing
7.2 Recommended institutional the infrastructure.
coordination mechanism for
implementing the NMT Plan Similarly, within the limits of the CCMC,
there are several roads owned by other
While implementing any urban
departments like the State Highways and
infrastructure project, inter-departmental
the National Highways. Establishing a
coordination plays a key role in resolving
coordination mechanism with common
any jurisdictional issues such as the shifting
guidelines will facilitate harmonious
of utilities, cutting/relaying of roads or
coordination between all these departments.
any other administrative collaboration.
This coordination is especially relevant Figure 49 summarises the coordination
and important for the implementation of mechanism and the support required from the
NMT infrastructure, because some of these various city agencies in order to successfully
departments can very well be permanent implement the NMT Network Plan. This was
stakeholders for the proposed infrastructure. an outcome of the discussions held during a
stakeholder consultation workshop organised
To avoid the frequent dismantling of NMT
by the CCMC in July 2019.
infrastructure to provide or repair utility
94
Table 14: Agency-wise road lengths (Km) on the proposed NMT routes
Cycle
Speed Shade Parking
Complete Shared track Painted Total
S.No Ownership Con- Provi- Manage-
Street Street on one Lane routes
trol sion ment
side
1 National 24.45 1.69 2.05 3.75 36.66
Highways
2 State 30.27 8.62 17.86 18.07 7.23 5.35 62.97
Highways
3 CCMC 40 85.66 16.85 24.79 54.71 39.86 64.39 195.63
oad
Mettup
Sathy R
alayam
Road
Th
ad
ag
am
Ro
ad
d
oa
iR
sh
ina
Av
Trichy Road
d
Roa
rur
Pe
Corporation boundary
Waterbodies
Road
d
Roa
kad
a
N Road ownership
Pall
NH
00.51 2 3 4
SH
Kilometers CCMC
Figure 59: The ownership of the roads on the proposed NMT network
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NMT INFRASTRUCTURE
PROVISION COORDINATION
8
T H E WAY
F O R WA R D
98
A
series of discussions were held with permanent”, “tactical urbanism”, or “pop-
various departments during the up urbanism”. The eventual aim is to test a
preparation of the NMT Network solution on ground by involving the various
Plan. There was a general consensus among a players impacted by the project, and thereby
number of stakeholders on introducing cycle observe, analyse and decide upon the final
lanes or pedestrian-only zones in the city. design. Table 15 clarifies the differences
During a stakeholder consultation workshop between the traditional project development
in July 2019, a decision was reached to study process and tactical urbanism intervention-
the feasibility of such niche infrastructure in based project development.
the city and analyse the opinion of people
During the plan-preparation, discussions,
besides the regular demand analysis. It was
some common issues were raised by the city
agreed during the workshop that a few pre-
officials on degree of success on such new
implementation measures would be taken up
infrastructure in the city. Later, during the
to better understand the response of people
workshop to present the NMT Network Plan,
towards such infrastructure, and prepare
it was decided that two streets in Coimbatore
the city for large-scale implementation. The
would be selected to test, outreach and learn
measures agreed upon are discussed in the
the inference through interference. Cross
following sections.
Cut Road and the Town Hall area were
shortlisted through a voting process, and
8.1 Pilot to permanent: Tactical
urbanism draft renderings were presented.
Later, at a stakeholder workshop in July
Implementing or improving urban
2019, it was deliberated that while a
infrastructure requires massive capital costs,
comprehensive network plan was the need of
in which street infrastructure may constitute
the hour for the city, it was equally important
a large part especially when other utilities
to increase safety on the roads for all users,
are disrupted in the process. Though large-
and towards that end, consider making
scale efforts are important in their own
improvements to certain major locations in
way, in recent times, cities are increasingly
the city. Following through on this objective
finding pilot implementation as the best way
to redesign so as to accommodate all kinds
to test any new infrastructure, especially
of users, 46 locations were shortlisted across
with street design and place-making
the city including major road stretches and
elements. This strategy may be referred
critical intersections.
to by a variety of names, such as “pilot to
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Plan/outreach
Plan/Outreach Interim Installation
Impact Analysis
Design Design
Construction Construction
Tactical urbanism interventions were way was streamlined to make the road
carried out in the Town Hall area to space equally accessible to the varying
demonstrate the benefits of “complete demands existing on Big Bazaar Street
Street” using temporary arrangements. (near Town Hall). A feedback survey was
In the period from November 24 to conducted during the tactical activity
December 8, 2019, the existing right of period to record the user experience.
100
Figure 62: Proposed design intervention for tactical urbanism on Big Bazaar
Street
FRAMEWORK FOR LAND-USE MASTER PLAN FRAMEWORK FOR LOCAL AREA PLANS FOR AREAS
AND DEVELOPMENT CONTROL REGULATIONS ALONG THE PROPOSED NMT CORRIDORS
TO SUPPORT NMT
URBAN FORM CONDUCIVE FOR NMT SAFER STREETS FOR NMT
IN NEIGHBOURHOODS
Provisions in city-level Master Plan & DCR Provisions in local area plans & DCR
Mixed Transit Complete Dedicated Active street Integration
land-uses -oriented Street NMT edges with public
hubs of local network space transport
activities
Provision Traffic-
for public Higher Street calming Lively public
transport Compact population furniture measures spaces
urban form density
CCMC TNSTC Local Planning District Road Utility agencies Traffic Police
NMT. Figure 65 provides a framework Authority safe footpaths
safetyand cycle tracks, public spaces,
Committee
forLead
suchagency for
provisions
implementation
-Data sharing on
in the Master
ridership with
Provision of NMT
Plan. gardens,
infra. In new
-Maintain utility
access oftoNMTfacilities,
-Addition road
ducts as safety
per the
Enforcement of
NMT
CCMC on roads planned user safety as prescribed street infrastructure
However,
Assistant
the plans atperiodic
the city level are under
basis muchmaster features, agenda
traffic-calming
point for measures, street
design guidelines
plan or updated every meeting Reporting of
tooExecutive
broad to
engineer level
include detailed
Information on planning for
development furniture, cycle parking areas, pedestrian
-Data sharing pedestrian and
officer as new bus routes
NMT features plans -Guidence to all with CCMC on cyclist user
specific street
Nodal person or crucial
routes for making and cycling short-cut
departments to routes, dedicated
new lines or space accidents
rationalised -Change in layout update on repair schedule
NMT-supportive provisions in the regulations city. for to street vending, etc.
measures taken
Inspector level
include NMT as officer appointed
for safety
Another recommendation is to includepre-requisite
these on as nodal person
all layout roads for coordination
NMT provisions in the Local Area Plans 8.4 Citywide campaign on NMT/
sustainable transport
for the city, which are also presently under
consideration by the Government The trafficNMTpolice, with support from
INFRASTRUCTURE
UYIR (a local NGO) is already conducting
Improving accessibility through Local PROVISION
Area Plans: various campaigns to educate and sensitise
COORDINATION
Local Area Plans offer an optimal scale to the citizens on road safety, which includes
prepare accessibility improvement plans, and components on pedestrian and cyclist
also open up opportunities for local people safety. However, a more holistic approach
to participate in planning their areas. This towards encouraging sustainable transport is
in turn enhances the implementability of the the need of the hour. Walking and cycling
Master Plans. The local area plans need to should be considered as means of transport,
incorporate details such as the locations of and not only as measures for physical fitness.
bus stops or other public transport stations, The CCMC, with the support of local,
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national and international organisations, will The CCMC, with support from local civil
organise a citywide campaign to disseminate society groups or NGOs, can also define
information on the NMT network and its programmes for educating school children
importance in making the city liveable and on developing road sense, how to be safe on
sustainable. roads with moving traffic, and the benefits
of walking and cycling. These programmes
8.5 Safe routes to school should make it fun for kids to walk and cycle,
by employing strategies like challenges,
In association with educational institutions,
incentive programmes or classroom
the CCMC can initiate programmes that
activities.
encourage walking and cycling to school,
beginning with students living at a distance The City Traffic Police, with support from
of 250-500m from the school. The City a local NGO, recently initiated a similar
Traffic Police can support this cause by programme that trained school children to
providing safe access in these areas by play the roles of “little cops,” and deployed
enforcing traffic rules during the starting and them at locations near their schools. They
closing times of the schools. With support were assigned the task of controlling the
from the Regional Transport Authority, traffic to enable safe crossing for other
they can also conduct road safety awareness children. A programme like this can be
programmes for school children in a special further extended to create awareness on the
facility called “Children’s Traffic Park” importance of cycling and walking for the
located in Coimbatore. larger good of the society.
104
APPENDIX I
H OT S P OT T Y P O LO G Y A N D
R O U T E VA L I D AT I O N
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This appendix provides additional details of individual shopping centres. This results
the NMT Network Methodology presented in highly concentrated pedestrian flows
in Chapter 3, particularly focussing on the in some locations, including Town Hall,
various types of pedestrian hotspots and Oppanakara Street, Raja Street, Cross Cut
the validation process for the hotspots and Road, 100-Feet Road and Prozone mall.
cycling routes.
Campus (educational and public
offices) zone: There are about 430
Pedestrian hotspot typology
educational institutions in Coimbatore city,
Retail zone: Commercial centres are always of which approximately 370 are schools
among the highest pedestrian trip generators catering to children from Ist to Xth standards.
in any city. Coimbatore’s commercial areas The majority of the schools are located
are connected by a combination of public within walking distance of the residential
transport and personal vehicles; as parking areas.
facilities are available as on-street and off Lakefront zone: The city has about 11
-street parking, and are also provided by lakes suitable for recreational development,
oad
Mettup
Sathy R
alayam
Road
Th
ad
ag
am
Ro
ad
d
oa
iR
sh
ina
Av
Trichy Road
ad
Ro
rur
Pe
Corporation boundary
Waterbodies
Road
d
Roa
N
d
aka
00.51 2 3 4 Schools
Pall
Kilometers
which can attract people for social gatherings the city and its surrounding areas. There is
and leisure activities. Under the Smart Cities always a high probability that people visiting
Mission, Coimbatore is implementing a lakes the temple will also visit Oppanakara Street
restoration and rejuvenation project focussed for their shopping needs. Such multiple uses
on creating NMT-friendly recreational and make the whole area pedestrian-intensive,
leisure zones where people can enjoy the and has thus generated a high demand for
view of the lake while walking and cycling. pedestrian-safe facilities.
Station zone: Ukkadam, Town
Validation of pedestrian hotspots
Hall, Gandhipuram, Singanallur and
Mettupalayam Road are major transit In addition to activity surveys in all the
hubs in Coimbatore city. Gandhipuram pedestrian hotpots to understand the
bus station is a hub for inter-city and inter- demand variation, the validation of
state buses; about 192 bus routes originate pedestrian hotspots is carried out using the
and interconnect from this point. The Town following criteria An activity survey resulted
Hall area used to be the core commercial in identification of the intensity of activity
centre of Coimbatore; however, due to in pedestrian hotspots at various times of the
increased demand and lack of adequate day. The following maps illustrate the activity
space, the majority of the big-brand retail patterns at various locations during various
and commercial enterprises, who already times of the day Figure 67.
have a showroom in the Town Hall area,
have selected Gandhipuram to expand their Validation process for cycling routes
presence. Ukkadam connects the eastern
To validate and refine the pedestrian
and southern part of Coimbatore city and
hotspots and cycling networks around the
the surrounding villages with the Town Hall
city, an iterative, step-by-step, on-site process
area, and also serves as a transfer location for
was used, based on desire lines achieved
westbound passengers.
through the shortest connection between
Religious/Cultural zone: Although the the nodes. Together, the planned network
residential areas are usually zoned separately under various plans and validation process
from other uses, they are often occupied serve as a foundation for the development
by mixed uses like shops, educational of the recommended bicycle network. The
institutions and religious uses, which enable bicycle network that emerged, incorporates
people to make shorter trips for their daily both the existing and the planned facilities,
needs. For instance, the Town Hall area is a is augmented with the identified network via
conglomeration of a transit hub, commercial the validation checklist presented below. The
centre, institutional and religious zone. The validation is carried out using step by step
famous Koniamman Temple, located on Big process as suggested in the methodology.
Bazaar Street, attracts people from all over Desire lines between various nodes are
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High commercial,
educational,
Land-use activity
mixed
residential
Limit 40 kmph,
Speed
and data from CMP
On two sides, on
Parking availability one side,
no parking
High disruption,
Potential improvements
Less disruption
connected along the street network using the that particular segment, and also provides
shortest distance between the nodes. an opportunity for the CCMC to take
informed decisions on the provision of
Each cycle route is validated against
infrastructure based on available funding.
possible alternative routes, above Site
validation is carried out by physically For the ease of the validation process,
visiting the identified routes. Identified assignment of network and to propose
alternative routes are further divided into measures, the cycle routes identified
segments based on land-use activity and preliminarily are again divided into various
their location between major intersections. segments based on two main factors: the
This process enables the assignment of presence of major intersections, and the
varied, customised measures for each activity level based on land use. Maps with
segment based on the street conditions of all the validated factors are presented below.
110
ad
Mettupa
ad
Sathy Ro
Mettupa
Sathy Ro
layam
layam
Road
Road
Th
Th
ad
ad
ag
ag
am
am
Ro
Ro
ad
ad
ad
Ro ad
hi Ro
inas hi
Av in as
Av
Trichy Road
ad
Ro Trichy Road
r ur ad
Pe Ro
r ur
Pe
Corporation boundary
Waterbodies
Road
Waterbodies
Proposed cycle network
d
Roa
d
Roa
No parked vehicles SCP- Eco Mobility Corridor
N
a
Pall
kad
00.51 2 3 4 One-sided parking
N Footpath availability
a
Pall
Two-sided parking
00.51 2 3 4 Available
Kilometers
Not available
Kilometers
Figure 71: Parking conditions observed along Figure 72: Footpath availability along the
the identified cycle routes cycle route alternatives
ad
Mettupa
Sathy Ro
Mettupa
ad
Ro
layam
thy
layam
Sa
Ro
Th
ad
ad
Ro
ag
ad
Th
am
ad
Ro
ag
ad
am
Ro
a d
ad
Ro
hi
d inas
a Av
Ro
hi
inas
Av
Trichy Road
ad
Ro
Trichy Road rur
Pe
d
oa
rR
ru
Pe
Corporation boundary
Waterbodies
Road
0-5
Roa
6 - 10
kad
N N
d
11 - 15
a
Roa
Shade provision
Pall
00.51 2 3 4 16 - 20
kad
00.51 2 3 4 21 - 25
Other proposals
a
Kilometers 26 - 31
Pall
Kilometers
Figure 73: Availability of shade along the Figure 74: Right of way along the cycle route
cycle route alternatives alternatives
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ad
Mettupa
Sathy Ro
layam
Road
Th
ad
ag
am
Ro
a
d
ad
Ro
hi
inas
Av
Trichy Road
ad
Ro
rur
Pe
Corporation boundary
Waterbodies
Road
High
N
a
Pall
Medium
00.51 2 3 4
Low
Kilometers No activity
APPENDIX II
M E T H O D O LO G Y F O R
E S T I M AT I N G T H E R E D U CT I O N
IN EMISSION LEVELS
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Mobility Plan. The base year was 2014 and Cars 13% 16% 11%
M3W 9% 9% 8%
the projections are made for the year 2035.
M2W 21% 25% 18%
The CMP makes mention of the city’s Walking 14% 15% 17%
target of achieving 20% of the joint mode Cycling 1% 1% 3%
-share for pedestrian and cycling modes. It Bus 43% 34% 43%
can be realistically expected that the proper
implementation of the NMT Plan will assist This approach is reasonably in line with
the city in reaching this target. It therefore the sustainable transport scenario of ITDP
makes sense for the Plan to consider this 2017, in which the PT mode share increases
target modal share and assume the increase significantly due to NMT improvement, PT
to be due to a shift from the private motorised support and transport demand management.
modes. In this scenario, the public transport The average trip lengths used for the analysis
shares are assumed to remain unchanged, are mentioned in the table below, and they
as the NMT Plan will continue to have a reflect the CMP data for primary trips.
positive impact on the public transport by
Average Trip
improving first and last-mile connectivity. Mode
Length in km
The modal shares for GHG emissions are Cars 10
estimated as follows. CMP data was used to M3W 4
develop the baseline projections. The CMP M2W 7
also proposed scenarios for 2025 and 2033 Walking 1
and the same modal shares were adopted for Cycling 3
the respective years. Bus 10
The NMT Plan scenario was developed At this point it is difficult to estimate the exact
with the aim of meeting the CMP’s NMT shares that each mode would contribute
target for 2033 (at least a 20% share of the to that of cycling and walking. Also, it is
pedestrian and walking trips combined) important to note that the trips that can
by the year 2035. Based on this estimate, move to cycling are only those trips that
and the assumption that public transport have the trip-length of cycling, i.e. 3-5km.
mode-share does not deteriorate, the mode- A detailed analysis of exact trip diversions
shares for the other motorised modes were can only be obtained from user surveys in
estimated thus: the city.
NMT Plan + E-bike 2035 800
Tonne
600
400
200
0
114
120 1,600
Tonnes/year
1,400
100 1,200
80 1,000
800
60 600
gCO2/pkm
400
40 200
0
20
0
Passenger Cars - Passenger Cars - Motorcycles Motorised 3 Buses
Petrol Diesel Wheelers 80
Tonnes/year
60
TTW - gCO2/pkm WTW - gCO2/pkm
40
Figure 76: Emission factors per passenger-kilometre for Coimbatore in 2014 20
0
Important caveats and assumptions: • We have assumed the data in the CMP
to be a very optimistic estimate, based
• walking, cycling and public transport,
on the travel patterns in the city in 2014.
the suggested interventions of the NMT
This is because, though several research
Plan need to be implemented with a high
studies21 show that Coimbatore is a very
standard. Also the necessary soft measures
automobile-dependent city with a trend of
(i.e. measures that deter private vehicles,
rapid motorisation, this data shows only a
including parking management) should be
very slight increase in motorisation
in place
• The emission factors used here have
• The population figures used in the study
been calculated, based on the EFFECT
are from the Master Plan for Coimbatore.
model applied to urban Indian conditions
• A constant per capita trip rate of 1.43 has (since the CMP does not provide
been assumed throughout the analysis. In emission calculations). These have been
a real-world scenario, this number world disaggregated by vehicle type and emission
increase, considering the horizon years of standards. While estimating the Well-to-
the forecast Wheel (WTW) emissions of the vehicles,
• The vehicle occupancy numbers used we have also considered the fuel efficiency
in this study for cars and motorised two- improvements of the vehicles and the
wheelers are based on surveys conducted in improvement of the CO2 intensity of
Chennai. The values from Chennai had to the electricity grid based on the National
be used because the values for Coimbatore Electricity Plan (2018). The figure below
were calculated for the CMP at the outer shows the emission factors per passenger-
cordon points. This means that the vehicle km, in WTW and TTW Tank-to-Wheel.
may not have actually been plying in the
Benefits of the NMT Plan for low-speed
city, and the trip could have been a sub- electric two-wheelers: the NMT Plan + the
urban trip. Further, the vehicle occupancy E-bike scenario
numbers derived from the CMP seemed to
be very high for an urban context, hence 21 The “Coimbatore Street Design & Management Poli-
cy, 2017”, prepared by the Institute for Transport and
those values were not used. Development Policy for CCMC.
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Though the aim of all the measures million+ in sales of e-bikes and e-scooters in
proposed in this plan is to make traffic safer China) may not be likely in India in the short
for pedestrians and cyclists, the benefits will term24.
not limit themselves to NMT users only. In
However, in Denmark and the Netherlands,
particular, measures such as intersection
sales of e-bikes are close to that of regular
redesign, Complete Streets, traffic and speed-
bicycles. Since there are no other policies
management and parking management will
in place specifically encouraging the use of
improve safety for all road users, particularly
e-bikes, this shows that safety and convenience
the slow-moving ones. Internationally, for
(ensured by dedicated infrastructure and
mixed-traffic urban streets, a speed of 30
efficient speed management on mixed-traffic
kmph is widely advocated to ensure safety
streets) can result in significant growth in
for cyclists and pedestrians.
the use of e-bikes. Speed-pedelecs, which
Given the higher space-efficiency and can go up to 45 kmph, are also becoming
flexibility of two-wheelers, these are to be popular. It is unlikely for such growth to
preferred to cars from the city’s perspective, have taken place without a comprehensive
and often from the user’s perspective cycling-inclusive planning approach. Japan
clarify. In case of electric two-wheelers, has also demonstrated that even without
additional benefits include zero street-level dedicated infrastructure and only with safe
air pollution, substantial life-cycle GHG street design, e-bikes can become popular.25
reductions (70-80%22), no noise and no oil-
Therefore, it is clear that, for NMT to
based fuel consumption.
be effective in implementation, NMT-
Electric two-wheelers can be of three types: supportive measures as outlined in this
1) pedelecs or pedal-assisted e-bikes, 2) plan need to be coupled with other policies
electric mopeds/scooters (speed up to 25- such as incentives to purchase electric two-
45 kmph, depending on the model) and 3) wheelers, creation of environmental zones,
electric motorcycles (with maximum speeds support for fleets such as delivery vehicles,
higher than 45 kmph). and behaviour change programmes.
NITI Aayog suggests a target of electric The NMT Plan + projected E-bike scenario
models constituting 80% of the total two- assumes that by 2035, approximately 40%
wheeler sales in the year 203023. To reach of the two-wheeler fleet can be electric,
this target, conducive policies need to be put with half of that (i.e. 20%) attributed to the
in place. Bans on the sales or use of petrol NMT plan.
motorcycles (which has resulted in 200
24 However, a proposal has been made in 2019: https://
www.business-standard.com/article/economy-policy/
22 Compared to petrol-operated two-wheelers. The govt-refuses-to-budge-on-electric-vehicle-deadline-for-
calculations are based on the EFFECT model and the 2-and-3-wheelers-119062200031_1.html)
2018 average grid CO2 emission factor in India, 820
gCO2/kWh. 25 https://www.japantimes.co.jp/life/2017/11/18/
23 https://niti.gov.in/writereaddata/files/document_ lifestyle/going-electric-celebrating-japans-power-
publication/NITI-RMI-Report.pdf ful-e-bikes/#.XaoOsyWxXOQ
116
APPENDIX III
E N C O U R AG E M E NT T H R O U G H
D I S C O U R AG E M E NT: A
C IT Y W I D E PA R K I N G S T R AT E G Y
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Parking, both on-street and off-street, needs high parking demand, many other streets
to be regulated and managed holistically, for and off-street parking lots are left with a
all motorised vehicles in the central areas large number of vacant spots.
of Coimbatore. While some streets see very
Rather than building new, expensive, off-
Chaotic parking in the commercial district: Though most of the streets in the commercial
vehicles have to keep circling around to find a district are dedicated to parking, it is quite
vacant parking space possible that these parking spaces are occupied
by the vehicles of the shop owners and
employees rather than those of the customers
The “No parking” sign is ignored, and traffic Angled parking on the road shoulder causes
flow impeded on Cross Cut Road road safety concerns when the drivers pull out
Traffic Police sign warns drivers against illegal With the road shoulder occupied by parked
parking motorcycles, pedestrians have no option but to
walk along the streets themselves
Figure 77: Existing on-street parking conditions in Coimbatore
118
street parking facilities, to balance the 5) 20% of on-street parking spaces are
supply and demand (both between the more reserved for resident permit holders. A
desirable and less desirable on-street parking yearly parking permit with reduced parking
spaces, as well as between on-street and off- fees can be applied for cars and motorcycles
street parking lots), a strategy for on-street when certain strict conditions are met.
parking management in Coimbatore is
6) A parking system that is operated by a
preferable.
private contractor, hired on a contract by
A strategy for on-street parking may involve the Coimbatore City Government. The
the following elements: operator payment of the parking fee, and
documents illegal parking.
1) A paid on-street parking zone for cars,
motorcycles and private coaches in the 7)
Modern parking technology to be
central areas of the city, where parking used for offering better service to the
and traffic congestions are the most drivers, easier and cheaper investment
severe. and operations, and to ensure a more
transparent system overall. Payment of
2) All on-street parking spaces to be marked
the parking fee can be done electronically
for either commercial parking (paid
only, preferably through mobile phone
by minute), or resident permit holder
applications. The central parking system
parking, differently-abled permit holders,
software to provide data on parking
delivery vehicles, pedicabs, auto rickshaws
demand, and feedback on the system’s
or taxi bays. Physical separation and
and the operator’s performance.
manual enforcement ensure orderly
parking practices. 8) Setback parking is not desirable and is
to be restricted where possible. With
3) Commercial parking fees charged every
on-street parking with parking fees and
day of the week for most of the day.
time limits, new privately-owned off-
Parking fees are set at a level that ensures
street parking lots can be expected and
85-90% occupancy during the peak
their (traffic) impact needs to be strictly
hours.
monitored. New off-street parking
4) Time limits of 3 hours for on-street supplies, especially in the proximity
parking, to ensure short parking durations of future Mass Rapid Transit (MRT)
and a high turnover of the parking spaces. corridors, should be restricted.
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Coimbatore City Municipal Corporation
(CCMC)
About
CCMC
Coimbatore City Municipal Corporation is the governing civic
body of the city of Coimbatore, which is spread across 257 sq
km. The CCMC consists of 100 wards and is headed by a mayor
who presides over a deputy mayor and other councillors who
represent the wards. The executive wing of the Corporation is
headed by the Corporation Commissioner. The Departments
of Town planning and Engineering of the CCMC are jointly re-
sponsible for new projects to be implemented in the city. The
prime responsibility of the CCMC is to provide civic amenities
to the citizens of Coimbatore. Roads, street lights, water supply,
sewerage treatment and solid waste management are some of
the basic services provided. The CCMC is also responsible for
carrying out the operations and maintenance of roads under its
jurisdiction.
Ref: www.ccmc.gov.in
Ref: https://www.urban-industrial.in/themes_amp_projects/mobility/