Integrated Planning of

Infrastructure
1

Objectives
This module presents the various approaches available for an integrated
transport infrastructure planning process and includes both short-term and
long-term measures. Hence, the objectives for this module are:
To sensitize city officials to the various approaches for integrated
planning of infrastructure that can be adopted to achieve integrated
mobility
To increase awareness on how to create city-wide NMT facilities for
pedestrians and cyclists and integrate them with other modes of
transport
To highlight various approaches which can be used to promote NMT

Need for achieving physical integration

To ensure that development of the transportation network and land use
is coordinated
To ensure efficient use of public funds
Only well integrated PT systems are accepted by customers (seamless
travel)
Lack of an Integrated Physical Planning approach can lead to

Disruption in normal operations for public transport (reduced reliability)

Inconvenience to the users (increased journey time)

Benefits of Integrated Approach

Improved efficiency of the transport system
Increase in customer patronage due to increase in reliability and
convenience offered
More efficient use of public funds
Transport strategies and packages of activities are developed alongside
other government policies
Enhancements to the public realm to generate employment and
community wellbeing

Five Areas of Integration

Physical Integration

NMT

Institutional Integration

Inter-modal Terminals

Network Integration

Roadway Structures

Information Integration

Railway Track/Drainage

Fare Integration
* The module focuses only on the physical integration of the transport
infrastructure. Institutional, Network, and Fare Integration have been
covered in the Institutional and Public Transport Modules respectively.
Information Integration has been covered in Public Transport.

Part 1: Non-Motorized Transport (NMT)

What is a non-motorized transport system?

Systems that are driven by human or animal power (without use of any fossil
fuel) are called nonmotorized systems.
Different types of nonmotorized facilities and their benefits
1. Cycleways
Low cost infrastructure
Cycle access and parking facilities
Proper signage for NMT
Priority to NMT at appropriate
locations
This in turn leads to:
Higher safety for users
Greater possibility of women and
children to use bicycles

7
Image source: Carlos F. Pardo (Bogot, Colombia)

What is a non-motorized transport system?

2. Walking areas and car-free zones, sidewalks
Provides priority to pedestrians
Leads to more safety
Adds to the aesthetic value of surroundings and is a pre-requisite for any
livable city.

8
Image source: Oscar Diaz

What is a non-motorized transport system?

3. Cycle rickshaws
Another alternative for economic
development*
Alternative to existing motorized
public transport for short distance
travel

9
Image source: Carlos F. Pardo

Examples of non-motorized transport systems in

developed countries/cities

Lloyd Wright
Munich

Copenhagen

Lloyd Wright
Singapore

Lloyd Wright
Tokyo

Lloyd Wright

Lloyd Wright
Stockholm

London

10

Examples of non-motorized transport systems in

developed countries/cities
Separate bus and bicycle lanes
through an intersection in
Utrecht, The Netherlands.
Roelof Wittink, I-ce

An advanced stop line for cyclists

makes them more visible and
provides them with right of way.
(Utrecht, The Netherlands)
Roelof Wittink, I-ce

11

Examples of non-motorized transport systems in

developed countries/ cities
Left: Contraflow cycling on one-way
streets with a speed limit of 30
km/h is officially allowed in many
residential areas in Germany

Stefan Nagelschmitt

Right: A road in the heart of

Frankfurt, Germany, with a
retrofitted bicycle lane.

12
Karl Fjellstrom, 2003,
GTZ Urban Photo CD 3

A few bad examples of (virtually non-existent)

non-motorized transport systems

Karl Fjellstrom

Lloyd Wright

Lloyd Wright

13
Lloyd Wright

Lloyd Wright

Is it possible to have good examples of NMT in

developing countries/cities?

14

Good examples of non-motorized transport systems in

developing countries/cities

ITDP
Shanghai

Bogot

15
Lloyd Wright
Curitiba

Lloyd Wright
Buenos Aires

NMT Scenario in India - Inadequate pedestrian

infrastructure

Walter Hook, ITDP

Image source: Vedant Goyal

16
Narrow, obstructed walkway in Hyderabad forces
pedestrians onto the street, consuming a full lane
of road space.

Image source: Carlos F. Pardo

There is considerable pedestrian demand, but

where do they walk?

17

NMT Scenario in India - Inadequate pedestrian

infrastructure
Sidewalks are sometimes non-existent

18

NMT Scenario in India - Inadequate cycling infrastructure

Image source: Vedant Goyal

19

NMT Scenario in India - Inadequate cycling infrastructure

20
Are these facilities for cyclists adequate?

Non-motorized transport system scenario in India

Many Indian cities have
improved conditions for
non-motorized transport,
but still more remains to
be done.
Photo by Chris Kost

21
City: Delhi
Photo by Vedant Goyal

Case Study Fazilka EcoCabs

Ecocabs is the name given to the
traditional Indian cycle rickshaw
operations after linking it with
technological services.
Salient features
Dial-a-rickshaw scheme

Original source: Fazilka Ecocabs

Livelihood generation for urban poor, node-to-node connectivity, and affordable and
comfortable services for city residents, especially for those belonging to lowerincome classes
Zero-emission technology
Impact of the project
Main source of livelihood for 0.3 million families
At the inception stage (June) 2008, 500 rickshaw-pullers operated the service and
were supported by 5 call centers, which expanded to 9 call centres by 2011

22

Case Study Fazilka EcoCabs

Main features of the scheme
Rickshaw pullers, also known as
traction men, are provided with mobile
phones
About nine call centers attend to the
customer requests. Each call center
covers an area of 1KM2
Operations are based on the hub-andspoke model
Services are made available at
affordable prices
Rickshaw-pullers can earn extra
income from advertising space

23
Original source: Fazilka Ecocabs

Case Study Fazilka EcoCabs

Benefits provided to members of the project include
Free health check-ups
Discounted medicines and tests
Free education and annual scholarships to school-going children of the
operators
Digital identity card
Accidental insurance
for INR 50,000 (US$918)
Better rickshaw parking
Facilities
Free legal help
Access to credit financing schemes
of leading banks

24
Original source: Fazilka Ecocabs

Why India should target NMT-inclusive infrastructure

development

25
Source: Compiled by EMBARQ - URL: http://www.embarq.org/sites/default/files/12-Indian-Cities-Transport-Indicators-Database.xls

For example: Delhi has second highest count of walking

trips after Mumbai

26
(Source: CSE)

For example: Delhi has the highest count of cycle trips

27
(Source: CSE)

For Example: In some areas of Delhi, NMT traffic is

higher than the car traffic
Comparison of Car and NMT traffic on the
busiest NMT roads
Shivaji Marg (near Subhash
Nagar metro station) records
around 18000 NMT vs. 4000
cars per day.

25000

20000

15000
Car traffic

10000

NMT traffic

5000

0
1
Loni Road (near
Jyoti Nagar East)

Shivaji Marg
(near Uttam
Nagar West
metro station)

3
Shivaji Marg (near
Subhash Nagar
metro station)

Source: CSE based on RITES data

Rohtak Road
(near
Engineering
College)

5
Rohtak Road (near
Maharaja Surajmal
Stadium)

Loni Road (near Jyoti Nagar

East) --18221 NMT vs. only
4372 cars per day.
Shivaji Marg (near Uttam Nagar
West metro station) records
around 18000 NMT vs. 14000
cars per day.

28

How should we plan for NMT

Planning

Regulation

Data & Network

Identification

Design

Implementation

29

Vehicle use regulation

Justifications for restrictions of NMT
modes accessing some roads

Regulation

Determining priority between motorized

and non-motorized vehicles

Vehicles operation regulation

Regulate the operations of nonmotorized vehicle usage

Infrastructure design regulations

Standardize NMT planning and design
process
Integrating NMT facilities within the
existing transport network
Linking design standards to speed
limits and the road hierarchy

30

 Integrating non-motorized transport into transport

master plans

Planning

Project team and task force formation

Selection of area to be improved

Keywords / Snapshots

31

Data & Network Identification

Review of existing institutional structures and NMT regulations
Assemble data on existing non-motorized travel
Review and compile information on major transportation infrastructure projects underway
Analyze the quality of existing facilities for non-motorized travel
Document sidewalk conditions
Analyze the safety conditions for non-motorized travel, identifying the bicycle network
Pedestrian route analysis
Safety requirements for networks of cars and cyclists

32

Local Streets

Overview of designing
appropriate NMT
facilities
Design based on
roadway function
Design based on safety
Intersection design
Design resources

Mixed Use /
Secondary
Roads

Overview

Highways

Design
Primary arterials
Crossing facilities
Integrating NMT on Mixed Use or
Secondary Arterials
Wide curb lanes and nonphysically separated NMV lanes
Physically separated or partially
separated NMV lanes
Local street design
Parking control
Pedestrian zones
Traffic calming and post
traffic calming

33

Design
Pros / Cons
There are advantages and disadvantages of having
physically separated NMV lanes as opposed to lanes
only separated by road markings
Advantages are
They are less frequently obstructed by double parked
cars or illegal use by motor vehicle and motorcycles

Sketches

They provided a greater sense of security to the

NMV user

They can allow for 2-directional NMV travel, even

on one-way roads

They ensure that NMV users will not make sudden

movements into the motor vehicle lanes or
obstruct motorists

They are self-enforcing

Disadvantages include:
If they are too narrow, a single three-wheeler can
obstruct the lane

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Key considerations

Implementation

Overcoming political, technical, and cultural barriers

Financing NMT infrastructure
Technical assistance and support

Commitment / Capacity

Financing
Use by municipalities on a variety of
infrastructure needs. Typical sources of
such revenues should be:
Vehicle registration fees and other
vehicle taxes
Local fuel tax
Parking charges
Revenue from traffic violations
Revenue from advertising on bus
shelters and along roadways

35

Part 2: Integrate NMT Transport Systems

with PT mode

36

Integrate PT and NMT facilities!

As explained in the previous section,
Walking and riding are fundamental
everyday modes of transport
They are vital components of any
citys transport system, as the
majority of people either walk or
cycle to reach their end points.

Increased number of people regularly walking, riding, and catching public transport
can contribute to:
Increased capacity in the transport network
Improved public health and reduced healthcare costs
Improved community wellbeing and social cohesiveness
Reduced external costs and environmental impacts.

37

How to achieve integration

understand what users want
NMT has to be made center stage during the planning phase
Matching distance to desired activities with user willingness to bicycle or walk,
with a particular emphasis on route directness and connectivity
Stress on safety, particularly the separation of motorized and non-motorized
modes, by doing targeted education and outreach.
No integration

With integration

More probable
journey
Less probable
journey

38

How to achieve integration Hierarchical Planning

Planning Land use and transport with walking and riding at the center stage

1.National /
State
Development
Plan

Plans Established by national/state government

sets broad strategy for regional development, including existing and future
employment and activity centers
These are supported by medium-term infrastructures, land-use plans, and
local governments planning schemes

2. Transport
Strategy/Plan

Plans supporting National/State Plans

identify catchments and transport connections to key employment,
education, and activity centers
Provide medium- and long-term transport strategy, including public
transport

39

How to achieve integration Hierarchical Planning

3. Local Active
Travel Strategy

4. Walking
Network Plan

Connects to, and within activity centers

Emphasis on walking and riding for short trips
Improves access to PT through better walking and riding connections

In coordination with national/state/local government,

4. Bicycle
Network Plan identifies and maps local walking and riding networks based on
catchment and strategic corridors

40

How to achieve integration Network Planning

Designing networks of continuous, convenient connections
a) enabling short walking and riding trips for transport purposes
b) improving access to and within major activity centers, particularly 20minute walking and riding catchments

41
Source: http://www.cykelsuperstier.dk/concept#

How to achieve integration Network Planning

c) Improving access to public transport hubs providing sufficient width.
1) To access high frequency PT service stations more people will be willing
to walk or ride an additional few mins

42
Bus stop with shelter, Perth, Western Australia (Photo: Tim Hughes, Land Transport NZ, Christchurch)

How to achieve integration Network Planning

c) Improving access to public transport hubs providing sufficient width.
1) To access a high frequency PT service stations more people will be
willing to walk or ride an additional few mins

Bus
Stop

MRT
Station

Bus Stop

43

How to achieve integration Public Transport Station Layouts

Public Transport Station Layouts should provide safe environment for pedestrians
and bicycle riders. This can be achieved by
a) separating pedestrians and bicycle riders from vehicles, particularly in
high-speed and high-volume traffic
b) sharing road space, with appropriate speeds, in high-pedestrian
environments

44

Integration of cycling infrastructure with other transport

infrastructure

Seamless link to train station, Amsterdam

Guangzhou Zongshan BRT corridor with

integrated walking and cycling, and compact,
dense, mixed-use development. Image ITDP

45

How to achieve integration - Building Infrastructure with

walking and bicycling needs
Incorporating mid- and end-of-trip facilities
Personal Amenities toilets, shade, seating and
drinking fountains
Bicycle Storage bicycle racks, lockers and storage
enclosures
Bicycle End-of-trip Amenities showers and change
rooms
Real-time Information: such as for bus, tram, train,
and ferry arrival times

46
Image source: Merforth, Mathias GIZ

Area of Interventions - Infrastructure with walking and

bicycling needs
1. Road Safety Reduce Speed and mode separation
An infrastructure that guarantees safety of the pedestrians and cyclists

47

Pedestrian Safety would you walk here?

48
perceptions of poor safety discourages walking/cycling

Pedestrian Safety at Crossing

access at crossing should be designed

considering requirements of various
user groups (e.g. young children, visionand mobility- impaired people, etc.).

49

Area of Interventions - Building Infrastructure with

walking and bicycling needs
2. Direct routes/ express routes without detour and delay
An infrastructure that offers the cyclist direct
routes, without detours and without delays
Objectives:
Reduce the time of the trip
Reduce the effort to cycle
Preferable:
Bidirectional traffic for cyclists whenever
possible

50
Contra-Flow Cycle Lane, Darmstadt

Area of Interventions - Building Infrastructure with

walking and bicycling needs
2. Direct Routes/ express routes without detour and delay

Separated Cycle Path at Highway,

Auckland, NZ

Cycle on-road path, Amsterdam

Cycle off-road path, Amsterdam

NMT networks should always be direct as possible. This means constructing paths over through
highways, urban arterial roads, urban off-street roads, operating railways, and watercourses
wherever possible.
NMT Bridge over waterway : Amsterdam

51
Cycle path through park, Leeds

Urban off-road paths

Pedestrian, Cycle Bridge over

highway, Brisbane

Area of Interventions - Building Infrastructure with

walking and bicycling needs
3. Coherence consistent, continuous, and adequate amenities
The infrastructure forms a coherent
unit and is linked to the origins and
the destinations of cyclists
Thats why we need:
Consistent quality
Different design
Continuity
Few changes in the design and width

52

Complete routes
No interruptions
Adequate signaling

VIKAS MARG
Source: CSE

Can elderly and people with special abilities use such NMT facilities?

53

Can elderly and people with special abilities use such NMT facilities?

54

think about the blind people, can they safely use such infrastructure?

55

Area of Intervention - Building Infrastructure with walking

and bicycling needs
4. Comfort priority and unobstructed pass
How to achieve this?
Providing priority for cyclists at junctions in case of mixed traffic (e.g. green box)
Non-slippery pavement
Protected form wind, sun, and rain

56

Insufficient pavement width for pedestrians

Pedestrian overpasses or
footpaths with insufficient width
are always uncomfortable, and
people seldom use them.

57

Area of Interventions - Building Infrastructure with

walking and bicycling needs
5. Attractiveness: Choosing the best options
The infrastructure is designed and integrated with the environment so that
pedalling and walking becomes attractive

58

Area of Interventions - Building Infrastructure with

walking and bicycling needs
5. Attractiveness: Choosing the best options
Dont you think a person would enjoy walking on
this footpath?

59

Case Study (Economic Impact) - Cost Benefit

Analysis of Bogot's bikeway project

60
Source: I-CE & GTZ, 2009

Case Study Copenhagen, Denmark

61

The bicycle has become embedded in Danish Society

62

Case Study - Copenhagen

Background
1.2 million inhabitants
2,632 inhabitants per square meter
Bicycles have always been a part of Copenhagen life since the 19th century
The Second World War substantially increased the level of bicycle use
Post-war era until 1960: cars dominated urban policies
High GDP (USD 36,449 per capita)
Turning point 1970:
oil crisis
growing traffic congestion
Challenge:
providing affordable transport to all
redirect their transport policy to one where bicycles would have a predominant role
comprehensive urban development plan
After 2000, second milestone: more systematic approach to cycling

63

Policy options and measures - Copenhagen

Urban development plan: five finger plan
A cycletrack network (part of their National Bicycle Route network)
2010: 350 kms of segregated cycletracks
1.2 million kms ridden on bicycles every day
Green Waves of cyclists based on traffic light phases
6-second green advance for cyclists at stop lights
Green Cyclists Routes, which are essentially a very high level network of cycle
routes, have little or no contact with other traffic, making trips in the city more
agile and safer.
Redevelopment of infrastructure to improve safety for cyclists, reducing risks
especially in crossings where conflicts with other road users may arise. (City of
Copenhagen, 2002).

64

Kbenhavner: reasons for cycling faster and healthy

Bicycles now account for 37% of trips in the city.
Traffic accidents have been reduced (safety in numbers)
cultural/fashion approach to cycling: Cycle Chic
Survey results in the year 2010

65
Source: Copenhagen Bicycle account 2010, Photo Carlosfelipe Pardo

Part 3:
Integrated Planning of Infrastructure
Interchange Facilities

66
On behalf of Dr. Ashish Verma, IISc Bangalore

Types of Interchange Facilities

Standard stations - Primarily provide access to beginning and end-of-trip movement
from multiple services and are generally located along public transport corridors.
Standard stations are typically not intended for interchanging purposes.

67

Types of Interchange Facilities

Intra-modal Stations - Similar to standard stations, intra-modal stations act as a
destination or departure point for high-priority services operating in significant
catchment areas. In addition, intra-modal stations acts as key point of transfer
between the same modes (i.e. bus-to-bus or rail-to-rail) along two or more public
transport corridors

68

Types of Interchange Facilities

Inter-modal Stations - Multi-modal stations build on intra-modal stations by providing
transfer between different modes (e.g. bus or trains). These stations functions to serve
significant catchment areas and where two or more public transport corridors come
together with different modes.

69

Physical Integration Intermodal Facilities (good examples)

Essen, Germany. For the passengers'

convenience, the bus stops right outside the
suburban railway station entrance

Berlin, Germany. A tram line just outside a

metro rail station

70
Cross platform interchange, Sweden

Bad example of a Non-Integrated Intermodal Facility

Anand Vihar Metro Station, New Delhi Person wanting to interchange at any of the
facilities needs to walk a long way before he/she enter into another facility

Suburban
Railway
Station

Metro
Station

Bus Station

71

Advantages of Integrated Interchange Facilities

o Greater accessibility, mobility, and
potentially improved service to city
center
o Potential time savings
o Greater transfer convenience
o Reduced pollution and
environmental degradation
previously caused by route
duplication

Kashmere Gate, ISBT, Delhi

TTMC in Yeshwantapur, Bangalore

o Improved traffic circulation and

reduced congestion
o Improved PT customer patronage
o Improved efficiency and profitability

72

Integrated Interchange Facilities consider various cenarios

and combination of modes possible while planning

73

Integrated Interchange Facilities Various Factors to be

considered
Appearance consistent and
coherent
Arrangement of Space should not
obstruct pedestrian flow inside
the facility
Sequence of Movement
Direct circulation

Sequence of Movement

Pedestrian Cross path Circulation

Direct circulation

74
Cross Path circulation

Planning of Interchange Facilities

Identify and visualize interchange zone An interchange zone is often a gateway to
the public transport network, in that it represents the interface between the public
transport services and the surrounding area (or the urban context). This includes
connections by the most common mode of access, walking, but can also include
provision for access by bicycle, taxi, or even private cars.

75

Planning for Interchange Facilities

Interchange zone can be visualized as a collection of three spacial areas
decision spaces;

movement spaces; and

opportunity spaces

76

Planning of Interchange Facilities

Design & Evaluation of any interchange facility shall be done based on the
following four broader themes as summarized below:

Efficiency: Operations, moving around,

sustainability
Usability: Accessibility, safety and
preventing accidents, personal security,
protection
Understanding: Legibility, permeability,
way-finding, information
Quality: Perception, design, spaces,
sense of place

Helps to balance out

conflicting demands of:
1. Commuters
2. Other passengers
tourists, leisure trips
3. Municipal authorities
4. Transport operators
5. Commercial/retail
operators and
developers

77

Best practices while planning for

interchanges facilities

78

Design should be efficient in operations

Interchange must allow efficient movement of people, and at the same time, its
design should assists cost-effective functions for operators.
Operations include consideration of service coordination, operating costs, integrated
ticketing, unimpeded passenger movement, maintenance, safety, and servicing.

79
White City Bus Station, London (Source: Transport for London Interchange best practice guidelines )

Design must provide safe movement with the facility

Interchange must offer routes that feel safe, are accessible to all, are
unobstructed, have good surfaces, and no directional conflicts/overcrowding.

80
St Pancras, London (Source: Transport for London Interchange best practice guidelines )

Design should provide safe movement through wider

interchange zones

81
Stratford Interchange, London (Source: Transport for London Interchange best practice guidelines )

Interchange facility building should be sustainable in nature

82
Proposed Canary Wharf Crossrail Station, London (Source: Transport for London Interchange best practice guidelines )

Interchange facility should be accessible for all

83
Jubilee line extension, London (Source: Transport for London Interchange best practice guidelines )

Interchange facility should be compliant with safety and

accident prevention measures

84
Canning Town Bus Station, London (Source: Transport for London Interchange best practice guidelines )

Interchange facility should be vandal-proof

85
Shepherds Bush Station, London (Source: Transport for London Interchange best practice guidelines )

Interchange facility should make passenger feel protected

86
Stratford DLR Station, London (Source: Transport for London Interchange best practice guidelines )

Interchange facility should make navigation and movement

easy

87
Canary Wharf Underground, London (Source: Transport for London Interchange best practice guidelines )

Interchange facility should be permeable in design

88
St Pancras Station, London (Source: Transport for London Interchange best practice guidelines )

Interchange facility should facilitate way finding

89
Legible London pedestrian signing (Source: Transport for London Interchange best practice guidelines )

Interchange facility should provide service information

90
Vauxhall Bus Interchange(Source: Transport for London Interchange best practice guidelines )

Interchange facility should be visually attractive

91
Croydon Centrale bus/ tram interchange, London (Source: Transport for London Interchange best practice guidelines )

Typical Interchange Facilities Plan

92

Intermodal Facilities Typical plan

Zone 1: Acts as a gateway between the station and its surrounding environment
Zone 2: The primary travel needs of passengers and station visitors should be generally
met in this zone
Zone between 2 & 3 must provide facilities to check tickets
Zone 3: Should ensure safe, secured access and egress to transport services. It should
also be equipped with means to keep passengers well informed on their travel

93
Typical Plan

Intermodal Facilities- Zone 1: Access and Interchange

Zone 1 Acts as a gateway between the station and its surrounding
environment
It provides clear and unobstructed movement to external destinations
such as office/ residential developments or other transport modes
and to/ from station facilities within Zone 2 ensuring accessible,
legible, and safe navigation to, from, and through the station.
For external movements, it is often necessary to consider those that
extend beyond the physical boundary of the station through areas that
may be managed by third party organizations.
Zone 1 designs should cater for the differing requirements of arriving and
departing passengers.

94

Intermodal Facilities - Zone 2: Core facilities and Services

The primary travel needs of passengers and station visitors are generally met in this
zone
passenger information, services and facilities, and their distribution and location
being key to the planning of this Zone.
Considerations when planning for Zone 2
Travel information, waiting areas, toilets, left luggage, retail, and food and
beverage should follow a logical grouping based around the needs of the
passengers and should be visible (or be clearly signed) from the point of access
from adjacent zones.
Sight of the Platform Zone can help the passenger judge the time that it will take
to gain access to the platform.
Addressing these needs as soon as possible upon arrival in the zone will help
facilitate a positive passenger experience.

95

Intermodal Facilities - Zone 3: Platforms

Access between Zone 2 and Zone 3 (platform) is often controlled by ticket checks,
whether by manual inspection or Automatic Ticket Gates (ATGs)
This threshold ensures that train access and egress can be managed safely and
securely
At this stage of a journey, passengers have the m
eans to travel and are well informed
Considerations when planning Zone 3
Timely departure information should be available
Safe boarding and alighting is facilitated.
Platforms also act as waiting areas - the boundary between the Zones 2 and 3 may
not be clearly defined; in such cases it is important that the quality of the service,
facility, and/or space is maintained.

96

Some Typical Interchange Facilities Layouts

97

Bus Interchange facility planning

As per International Standards, bus terminals should also have the following facilities
Ticketing facilities, including advance reservations
Waiting rooms and associated infrastructure for passengers
Public addressing and information system
Refreshment facilities
Postal and telegraphic facilities
Fire fighting and emergency facilities
Commercial and Entertainment facilities

98

Interchange Facilities layouts

Bus Platform (mono-directional) is suitable to:
station sites with reasonable length and adequate width.
sites with vehicle access and egress locations at either end of the platforms
stations located at-grade with lower speed limits and access from the surrounding
road network
standard stations or intra-modal stations with intended transferring between
services

99
Source: TransLink Transit Authority Public Transport Infrastructure Manual

Understanding Interchange Facilities layouts

Bus linear opposing platform (bi-directional) is suitable to:
site having reasonable length and adequate width
site with vehicle access and egress locations at either end of the platforms
Station with predominantly dedicated busway corridor
bus routes passing through stations with no intended transferring between
services

100
Source: TransLink Transit Authority Public Transport Infrastructure Manual

Understanding Interchange Facilities layouts

Bus sawtooth platform (mono-directional) is suitable to:
sites where there is inadequate length to provide appropriate number of vehicle
bays in linear arrangement.
sites with limited access and egress locations to surrounding road networks
sites where high proportion of local/feeder or terminating services compared to
limited or no line haul services operate

101
Source: TransLink Transit Authority Public Transport Infrastructure Manual

Rail Interchange facility planning

Key parameters to be considered when planning a rail terminal (Contd.)
The network holding capacity for traffic generated because of the terminal
Good pedestrian dispersal scheme and facilities
Integration with urban public transport system
Availability of land (also for good park-and-ride and inter-modal facilities, etc.)
Promoting rail terminal locations as business and commercial hubs

102

Interchange Facilities layouts Rail Stations

Side Platforms are suitable for:
sites where a station is neither a junction/terminus or a station where
services perform turnbacks

103
Source: TransLink Transit Authority Public Transport Infrastructure Manual

Interchange Facilities layouts Rail Stations

Island Platforms:
Suitable on dual track corridors at terminus stations.
Disadvantage over side platforms
Requires greater amount of space than side platforms
Requires more passenger access infrastructure
Typically requires 3 passenger lifts

104
Source: TransLink Transit Authority Public Transport Infrastructure Manual

Interchange Facilities layouts Rail Stations

Complex Platforms
Combination of island and side platforms
Suitable if frequency of services increases during peak hours

105
Source: TransLink Transit Authority Public Transport Infrastructure Manual

Interchange Facilities layouts Rail Stations

Complex Platforms
Combination of island and side platforms
Suitable if frequency of services increases during peak
hours

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Source: TransLink Transit Authority Public Transport Infrastructure Manual

Interchange Facilities layouts Rail and Bus multimodal stations

Multi-modal Platforms layout is suited to:
Bus and rail transfers
Sites with larger area availability and/or significant surrounding attractors
Good access to rail corridor and surrounding road network

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Source: TransLink Transit Authority Public Transport Infrastructure Manual

Intermodal Integration of Different Modes of PT systems

Successful integration should give the impression of one integrated
station, rather than two that have been retro fitted.
The figure below shows the layout with both bus and rail stations at same
grade. Multi-level station layout can also be explored (such as integrating
bus station above rail station platforms).

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Anaheim Regional Transportation Intermodal Center, Germany

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Britomart Intermodal Facility, Auckland, NZ

Frankford Transportation Center (FTC), Frankford, Philadelphia, USA

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Vashi Harbour Line Railway Station, Mumbai

Intermodal Transit Facilities

Case Study- Improving Cochins Water Transit Facilities
Historically, water transport was the key mode of
transport for passengers and for transporting
farm produce and seafood to markets.
Cochin has over 60 jetties located in
backwaters
It was the key mode of travel for people in the
island communities wanting to access the
mainland
Policy shift resulted in connecting the Island
communities to mainland via roads/bridges
This has resulted in:
Major shift from water to road transport
mode
Increased level of congestion
Deteriorating condition of existing water
transit facilities

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Case Study- Improving Cochins Water Transit Facilities

With the road connections between the islands and the mainland becoming increasingly
congested and in a constant state of poor repair, the option for a revival of the water
transport mode is rapidly becoming a necessity.
The following recommendations have been provided for improving water transit facilities in
Cochin:

Ferry and terminal upgrades for the major island ferry routes

Routes to be selected based on passenger demand and their importance of achieving

transport system integration

The upgraded terminals will include:

(i) floating pontoons with islands

(ii) covered walkways from the vessels to the waiting areas

(iii) either terminal waiting areas or covered at-shore pontoon waiting areas

(iv) pedestrian ramps

(v) site landscaping and cosmetic improvements

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Part 4:
Integrated Planning of Infrastructure
Roadway Structures

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Park n Ride Infrastructure

Park n ride is an important access mode. Generally preferred at stops and
stations serving low-density residential areas where the level of public
transport services is low or near negligible.
This refers to stations located outside the city centers.

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Railway Tracks/Drain/River Bridges are also an integral

part of physical integration
Railways tracks, rivers, or major drains within city areas act as man-made/natural
barriers to the movement of people and goods.
o At-grade railway crossings should be used only when the traffic volume crossing
the line is low.
o The number of crossings should be optimized to strike a balance between
detours for crossing the line and the cost incurred in constructing crossings.
Long Term Measures

Relocation Of Wholesale Market

Identified Mobility Corridors
(Bus/BRTS)
Feeder Network
Elevated Mobility
Corridor
Existing Rail

BRIDGES
Ring Road
New Mobility Corridors
Inland Water Transport
81

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Bypass Roads
The bypass roads are basically meant for through traffic of a city, which has
both the origin and destination outside the city.
Bypass roads help in eliminating the interference of such through traffic with
the city traffic to avoid congestion and accidents.
They facilitate fast movement and crossing of through traffic across the city.
Considerations
o Assessment of present and projected future traffic volumes of through
traffic through road side interview for capturing OD of trips
o Width of lanes based on volume
o Proper land use control for impeding proliferation of urban areas

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Urban Freight
Relevance
Urban freight is putting undue stress on the existing urban transportation
system. It is contributing heavily towards increase in congestion and
pollution within the urban city limits.
While solutions for mobility improvements are widely discussed and
concepts are applied, there are no clear policies when it comes to urban
freight.
There are existing concepts, such as creating consolidation centers, which
help to reduce pressure on existing transport systems; regulatory measures,
such as setting windows for delivery times; improved vehicle technologies;
and improving last mile delivery network.
(-- The freight sector, including urban freight, is far behind any international
best practice when it comes to efficiency and environmental standards.
-- freight consolidation in cities, freight terminals, restricted delivery times,
and other means are implemented nearly nowhere.)

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Consolidating Urban Freight Structures

London (United Kingdom) - Building Material Consolidation Scheme

Building material consolidation schemes initiated in cities such as London and Stockholm
The London Construction Consolidation Centre (LCCC) was implemented in 2006
LCCC was funded with GBP 1.85 million (USD 2.9 million) from Transport for London (TfL) and GBP
1.35 million from (USD 2.1 million) from private investors
Assessment in 2007 showed the following achievements:
- 68% reduction in the number of vehicles
- 75% reduction in CO2 emissions
- the number of failed deliveries decreased significantly
Deliveries from the LCCC to sites achieved a delivery reliability of 97% (i.e. 97% materials of the
correct type and quantity were delivered within 15 minutes of the scheduled time) compared to
39% without the use of a consolidation center
Improved delivery flexibility (as companies can order smaller quantities for each site while suppliers
can send full loads to the LCCC)
Informal distribution centre for
bricks in Quertaro Mexico

The LCCC in South Bermondsey (London)

vs.
Photos: TfL

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Photo: Eduardo Betanzo

(Sources: Dablanc, 2010, Freight transport for Development Toolkit: Urban Freight. World Bank/DFID. Available at: http://go.worldbank.org/TMV4HHCPE0 and Transport for
London (TfL) (2009): London Construction Consolidation Centre, Final Report.
Available at: http://www.tfl.gov.uk/microsites/freight/documents/publications/LCCC_final_report_July_2009.pdf )

Consolidating Urban Freight Structures

Utrecht (Netherlands) - Sustainable Freight Transport I
Utrecht
National transport hub (Rail, Road, Waterways)
Winner of Dutch Urban Freight Distribution Award 2009
Different approaches to environmentally-friendly freight
transport
Example 1: Cargohopper
Idea was developed during a round table
discussion organized by the municipality with
local companies to discuss further
improvements in inner city freight distribution
After a period of only four months, one of three
urban distribution center operators and the
municipality managed to get the Cargohopper
concept operational.

(Source: Mark Degenkamp, City of Utrecht , Presentation at Cities for Mobility

Conference Stuttgart, 2010)

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Consolidating Urban Freight Structures

Greening Freight Approaches in Europe IV
Utrecht (Netherlands) - Sustainable Freight Transport II
Previous situation
The private company operates a regular urban distribution center
(UD).
Goods are collected at the UD at the city border, near the highway.
From there, vans and small trucks ride to the city centre and
deliver at more than 100 addresses per day.
New situation (reducing number of trips)

With the Cargohopper concept, a second hub has been created at

the edge of the inner city.

Goods are still collected at the UD.

From there, only ONE truck drives into town to the secondary hub.

From the second hub, the Cargohopper train makes about three trips
a day into city center.

The second hub is necessary for the use of the small electric vehicles
such as the Cargohopper.

Road traffic between UD and city center is being reduced from 4 or 5

vehicles to only 1.
(Source: Mark Degenkamp, City of Utrecht , Presentation at Cities for Mobility Conference Stuttgart, 2010)

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Summary
NMT can act as an facilitator to increase public transport patronage.
NMT needs to be properly planned and integrated with PT systems.
Integration helps to achieve an attractive alternative compared to private
vehicle usage.
It also contributes towards a cleaner, safer, and more reliable journey
experience.
This in turn leads to reduced negative externalities, such as congestion,
pollution, accidents, noise, reduces energy consumption, promotes CO2
mitigation, and finally contributes towards building livable cities.

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