1. Reduction in traffic
congestion and Green
Mobility for Delhi
Geetam Tiwari
Department of Civil Engineering &
Transportation Research and Injury Prevention Program (TRIPP)
Indian Institute of Technology Delhi(IITD)
New Delhi, India
2. Impact on Public Health of Reducing
Greenhouse Gas Emissions from Urban
Land Transport
Based on :
Public health benefits of strategies to reduce greenhouse-gas emissions: urban
land transport. Woodcock J, Edwards P, Tonne C. et al.
The Lancet: Published Online November 25, 2009DOI:10.1016/S0140-
6736(09)61714-1 2
4. Possible Impact on CO2
London
(woodcock J et al, Lancet, 2009)
Population
London Delhi
2006 = 7.5m
2030 = 9.0m
Delhi
Population
2004 = 14.8m
2030 = 26.0m Aggregate Transport CO2 CO2 Emissions Aggregate Transport CO2 CO2 Emissions
Transport CO2 Emissions Per Reduction on Transport CO2 Emissions Per Increase on
Emissions Person (tCO2/ 1990 (%) Emissions Person (tCO2/ 1990 (%)
person) person)
(tonnes)
2006 London 9,647,900 -2.50% 6,146,651
2004 Delhi
1.3 0.4 97%
2010 BAU 9,935,897 0% 8,268,298
1.3 0.5 165%
2030 Scenario 10,381,318 4.80% 19,550,693
1 BAU
1.2 0.8 526%
2030 Scenario 6,480,565 -39% 17,069,668
2 LCD
0.7 0.7 447%
2030 Scenario 6,120,306 -43% 10,458,736
3 AT
0.7 0.4 235%
2030 Scenario 3,608,226 -65% 9,327,207
4 ST
0.4 0.4 199%
5. Possible scenarios for Delhi
• Business as usual scenario: Projection of existing trends and no
coherent strategy to reduce the increase in the use of cars, but
includes an anticipated increase in rail use.
• Lower-carbon-emitting vehicle scenario: This scenario relies on
an ambitious implementation of vehicle technologies along with
alternative fuel usage and represents an anticipated increase in rail
use.
• Increased active travel scenario (walk and cycle): In this
scenario, a reversal of present trends is assumed with a small
increase in the distance walked and more than double increase in
distance cycled. It represents a large increase in rail use and small
increase in bus use. Policy interventions include substantial
investment in infrastructure designed for pedestrians and cyclists
rather than for cars, carbon rationing, road pricing, traffic demand
management, restrictions for car parking and access, reduced
speed limits, and behavioral change approaches (e.g., raised
awareness, travel planning).
6. Possible scenario for Delhi . cont
• Sustainable transport scenario: Included effects of the above two
scenarios i.e. lower emissions from motorized vehicle and low car
use from active travel scenario. Policy change would require high-
intensity implementation and effectiveness of all measures. Further
reduction could occur through use of electric vehicles with energy
from low-carbon sources; shorter-distance trips; and continued shift
from car use to walking or cycling.
• Short distance active travel scenario: In this scenario, it is
assumed that the same motor vehicle distances are travelled as in
the sustainable transport scenario but only half the increase in
distances walked and cycled. This scenario represents less travel
and shorter travel distances than in the other scenarios.
7. GHG from Transport modes
• Collective modes of transport consume far less energy and generate
fewer GHG emissions than private vehicles.
• Vehicles powered by electricity and fuel cells tend to generate
considerably fewer GHG emissions than those powered by internal
combustion engines.
• Small scooters and motorcycles have relatively low GHG emissions,
comparable to rail transit and para-transit services.
• Petrol tends to have the highest GHG emissions per km of the commonly
used fuels. Natural gas tends to rank somewhat better, diesel even better
and electricity best of all. The statement does not hold good if coal is
used to produce electricity and in India approximately 53.3% of the power
generation is by using coal (CEA 2009).
• At present in Delhi, rail transit has comparatively lower load factors and
buses are overloaded. Given the situation, GHG emissions per
passenger-km will be comparatively lower for buses than rail transit.
8. Delhi travel patterns
100
90
Baseline
80
km per person per week
70
60
50
40
30
20
10
0
Bus Motorcycle Car Bicycle Rail Walk
8
9. Delhi travel patterns
100
90
Baseline
80
km per person per week
2030: Lower Carbon Driving
70
60
50
40
30
20
10
0
Bus Motorcycle Car Bicycle Rail Walk
9
10. Delhi travel patterns
100
90
Baseline
80
km per person per week
2030: Lower Carbon Driving
70
2030: Increased Active Travel
60
50
40
30
20
10
0
Bus Motorcycle Car Bicycle Rail Walk
10
11. Delhi CO2 emissions transport
0.80
CO2 emissions: tonnes per person
0.70
0.60
0.50
0.40
0.30
0.20
0.10
0.00
2010 BAU Lower Carbon Active Travel Combination
11
Driving
12. Delhi: Health impacts by cause
Change in disease burden Change in premature
deaths
Ischaemic heart
11-25% 2490-7140
disease
Cerebrovascular
11-25% 1270-3650
disease
Road traffic crashes 27-69% 1170-2990
Diabetes 6-17% 180-460
Depression 2-7% NA
12
13. Delhi: Health impacts by cause
Change in disease burden Change in premature
deaths
Ischaemic heart
11-25% 2490-7140
disease
Cerebrovascular
11-25% 1270-3650
disease
Road traffic crashes 27-69% 1170-2990
Diabetes 6-17% 180-460
Depression 2-7% NA
13
19. Policy implications
• Plan to increase walking & cycling and reduce
car use
– Reallocate space from the car
19
20. Policy implications
• Plan to increase walking & cycling and reduce
car use
– Reallocate space from the car
– Reduce speed of motor traffic
20
21. Policy implications
• Plan to increase walking & cycling and reduce
car use
– Reallocate space from the car
– Reduce speed of motor traffic
– Provide direct, safe, and pleasant routes for
walking & cycling
21
25. Rickshaw as feeder mode for 30% metro
trips
10 km decrease in vehicular speeds, ~ 25% increase in metro
ridership
ROAD CONGESTION IS GOOD FOR METRO
26. Estimated PT trips
• 3 to 4.3 million trips per day (15 to 23% of the total
vehicular trips).
• 26 to 38% trips feasible only if rickshaw is available for
access and/or egress trips. 31 to 38% trips dependent
on bus for feeder trips.
• 70% PT trips will be on buses.
• 35 to 37% metro trips depend on walking while in case of
bus, 75% bus trips are dependent on walking.
PT is dependent on NMVs
27. Urban poor in Delhi Symbiosis between formal
~90% people are employed in and informal sectors
unorganised sector( 2002)
48% unorganised sector is
dependent on “own business”-
vendors etc.
50% women have daily wage
jobs
Women are either domestic
workers, self employed, or
street vendors.
52% women walk to work
Women have longer work days
than men
29. Travel patterns of Urban poor and
others (Delhi 2001)
Bus, twheelers and cars
Bicycle, Bus, walk
30. Activities Low Income Informal Neighborhood
• Self planned
• Land squatting
• Proximity to formal sector
• Travel not mere means but as
part of activity
31. Characteristics of Informal settlements
(Urban Poor)
• Location
– wrt access to employment(formal and informal)
• Activity Planning
– Combining production and consumption activities
• Space usage
– High intensity of space usage through multiple use
32. Large numer of people relocated for metro
and other development projects
Converting walking
trips tp motorised
trips-
buses, RTVs, LCV
s
Long cycling trips
Time poverty of
women increases
Opportunity for
“self employed”
business reduces
33. •Rehabilitation of slums results in converting nmv trips to mv trips
Distance to main road after relocation
3000
• avg. distance to main road 2500
before relocation< .5 km.
2000
Distance (mts)
•avg. distance to main road after Original
1500
relocation>2 kmn Relocated
1000
500
Distance to bus-stop after relocation
0
1500 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
Site Numbers
1250
•Avg. distance to bus stop 200
Distance (mts)
1000
750
Original m before relocation
Relocated
500 •Avg. distance to bus stop 1
km after relocation
250
0
•Minimum distance to bus stop
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 before 10m, after 1km
Site Numbers
34. Inclusive rd section: Bus, bicycle, three wheelers,
street vendors A.N.Junction , Delhi, 2008
2 bus platforms (near side of junction) capacity:TU of 10 vehicles,at
grade crossing
Line
capacity:
9000 prs/h
Peak
demand:
6000 prs/h
35. Design of street vendors
• Street vendors spaces defined by benches and
bollards located outside pedestrian path and
cycle track
36. Pro poor trasnport possible:Bicycle lanes, pedestrian
paths
IIT Delhi January 08
37. Conclusions
• Replacing motor vehicle trips with walking or
cycling is a win-win in both developed &
developing countries
• Pedestrians and cyclists have the right to direct,
pleasant and safe routes
• Restrict motor vehicles:
– speed, road space and convenience
37
Editor's Notes
Estimates for Delhi were based on less reliable evidence and were more uncertain than those for London.
At baseline travel patterns in Delhi are different from London, with less car use and more walking and cycling. People travel an average of 13 km by bike and 10 km on foot per week.
In a projection for 2030 there is a large increase in total travel including a large increase in car use and an increase in motor cycle and rail use. There is a fall in cycling and a small fall in walking.
In our active travel future there is no increase in car use but a large increase in cycling (33 km per person per week) and a smaller increase in walking (12 km per person per week).
These are the per capita carbon dioxide emissions from transport from the different futures. BAU is business as usual with no mitigation measures.
In Delhi as in London we found the biggest benefit from less heart disease (affected by both air pollution and physical activity) and stroke. But we also found fewer road traffic fatalities and important benefits from less diabetes and depression.
In Delhi as in London we found the biggest benefit from less heart disease (affected by both air pollution and physical activity) and stroke. But we also found fewer road traffic fatalities and important benefits from less diabetes and depression.