Distortions in infrastructure development in urban transport in India: How to remedy it?

National Urban Transport Policy, the guiding document for urban transport in India, emphasis movement of people and goods and not vehicles. The paper establishes that investment on walking and cycling facilities, and surface rail projects give maximum benefit compared to high cost motorised transport and metro rail. From past studies the paper also brings out that share of cycling and walking is very high – varying between 58 and 30 % in different cities. The paper identifies that contrary to benefits accrued and usage patterns, analysis of investment - both past and future projections, shows that metro rail and road development projects are preferred crowding out the other investment. The paper also identifies the reasons for distortion by identifying various groups working in the policy and their distorted perception on urban transport development. Finally the paper recommends increased investment in non motorised facilities by retrieving road space. To facilitate investment in surface rail it is necessary that Ministry of Railways, Ministry of Urban Development and Planning Commission should jointly work out the strategies. The study also recommends recasting of academic programs in urban transport to make them multi disciplinary and policy oriented

Integrated transport policy in India– an elusive goal

The paper gives an outline of the evolution of Indian transport sector before and after the Indian independence in 1947 and the policies followed by different governments in these modes since 1947. First the paper traces the status of various modes in 1947 and the role British rule played in evolution of these modes. The discussion then traces important policies followed in various modes in the country since 1947 and how they shaped the growth of each mode of transport. The paper brings out the efforts made in implementing an integrated transport policy across the country. It also highlights the failure in implementing an integrated transport policy by giving major areas of failure. Finally, the paper concludes by giving the broad contours of the future policy directions stating that in the Indian context instead of a tightly integrated transport policy it would be better to provide a level playing field across all the modes and enable the modes to develop in the marketplace

Distortions in infrastructure development in urban transport in India: How to remedy it?

National Urban Transport Policy, the guiding document for urban transport in India, emphasis movement of people and goods and not vehicles. The paper establishes that investment on walking and cycling facilities, and surface rail projects give maximum benefit compared to high cost motorised transport and metro rail. From past studies the paper also brings out that share of cycling and walking is very high – varying between 58 and 30 % in different cities. The paper identifies that contrary to benefits accrued and usage patterns, analysis of investment - both past and future projections, shows that metro rail and road development projects are preferred crowding out the other investment. The paper also identifies the reasons for distortion by identifying various groups working in the policy and their distorted perception on urban transport development. Finally the paper recommends increased investment in non motorised facilities by retrieving road space. To facilitate investment in surface rail it is necessary that Ministry of Railways, Ministry of Urban Development and Planning Commission should jointly work out the strategies. The study also recommends recasting of academic programs in urban transport to make them multi disciplinary and policy oriented

Public transport for Indian urban agglomerations: A case for central role for surface rail

Objective Emerging economies like India are investing heavily in rapid development of urban transport infrastructure for public transport. Though the initial efforts started with three modes - metro rail, Bus Rapid Transit (BRT) and surface rail; currently investments are being made mainly in metro rail and BRT. In spite of lack of patronage, surface rail, which helped develop many cities in India, is playing a prominent role in movement of urban commuters. The objective of research is to assess the viability of surface rail for movement of urban commuters in comparison to metro rail and BRT. To achieve this objective research questions asked were: • How do cost, capacity and cost per unit capacity compare between metro rail, surface rail and BRT systems? • What is the current urban form of Indian cities and policy framework to accommodate future urbanisation? • What does this imply for planning of public transport? • Can the surface rail serve the city core in addition to serving the peripheral areas? If so, what should be the planning strategies for the surface rail systems? • What are the implications for public transport in India and can the BRT, metro rail and surface rail be symbiotically combined to generate a more purposeful and distinct public transport for Indian UAs? If so, what are the investment implications? • If the answer to the above is affirmative, what policy measures are required to integrate surface rail into transit systems of Indian UAs? Methodology The methodology adapted was : • Comparative assessment of cost, capacity and cost per unit capacity for the three modes which established that cost per unit capacity for surface rail is one twentieth of metro and one fourth of BRT • Review of urbanisation trends and policies • Finally, review of rail network in the 50 urban agglomerations (UAs) with population more than million to see the extent of rail network serving them and whether it can serve the core city. Results The results indicate that during the 12th plan 747 kilometres (kms) of metro rail and 989 kms of regional rail systems are being developed to serve 10 large UAs. As against this, by reallocation of the resources a more elaborate urban rail network of 6628 kms can be upgraded and 3000 kms of new system can be added in all the 49 UAs. Another major finding is the hidden benefits given to metro rail compared to surface rail systems. Implications for Policy Immediate policy implication is to undertake surface rail development on priority before metro rail development is taken up. Policy implication would be to set up an institutional mechanism for fast development of surface rail. This would be possible if apex policy making bodies of Ministry of Urban Development (MoUD) for urban transport, Ministry of Railways (MoR) for surface rail and the Planning Commissions jointly review and formulate guidelines for surface rail and metro rail projects. This would facilitate concerted action for development of surface rail at all levels