A non-motorised network for Bangalore Cyclists and Pedestrians get their due

The principal components of the Bicycle Network recommended in the NMT project report are coloured or pigmented bicycle lanes, lane separators, bicycle racks and appropriate pavement signs and markings. A bicycle lane with a distinct colour increases awareness of the bicycle lanes for both motorised vehicle drivers and cyclists. It also discourages parking on the bicycle lanes as well as reduces conflicts between motorists and cyclists. Without a good riding surface cyclists tend to use the better constructed motor vehicle lanes, defeating the very purpose of building the cycle tracks. To achieve these purposes, the surface of the bicycle lanes should have good contrast and reflectivity, provide good skid resistance to cyclists, and should retain its texture for a long time. Some of the products recommended for this include coloured cold and hot setting epoxy binders, bituminous seal, coloured concrete or any coloured surface coating on the aggregate.

The report has also proposed a minimum width of 2m for unidirectional bicycle lanes and 3.5m for bidirectional lanes. A 0.5m buffer has been proposed between non-motorised and motorised traffic lanes. This buffer space will be used for installing lane separators or barriers to further provide separation from motorised traffic. Lane separators can be of different kinds – bollards, continuous plastic kerb separators and plantation separators.

Since most crashes occur at traffic intersections or junctions, it is important to design traffic junctions to balance the competing requirements of increasing traffic capacity and ensuring safety for pedestrians and cyclists. To achieve this, the NMT project report proposes special interventions at traffic junctions including new signal timings and phases at the junctions. Describing the nature of the interventions, Yunus Basheer, Vice President, Transport Training Institute and Consultancy, the agency responsible for planning and designing the NMT network, says that the first concern is having a traffic signal controller capable of detecting a bicycle crossing the intersection. This could be done by an embedded loop placed in a suitable position and which is sufficiently sensitive to detect a bicycle with the standard “bicycle detector symbol”.

The second option is video detection technology, while the third option is installing a push button at the intersection which a bicyclist pushes when he wants to cross. The other interventions proposed are placing the stop line or stop bar about one metre ahead to ensure the safety of bicyclists and pedestrians, changing the signal timings at intersections to include an extended green time for bicyclists and pedestrians, marking new cycle crossing lines at junctions in addition to zebra crossing lines, and introducing suitable road markings and signs.

Similar interventions have been proposed at existing bus stops to avoid conflict with the bicycle facilities. Sylvia Prakash, Project Manager, TTIC points out, “We had to work around the existing bus stops that interfered with the proposed bicycle tracks. Both the bus stops and the bicycle lanes are located on the kerb side of the road. So there is a conflict near the bus stops. Normally this is resolved by breaking the bicycle lane near the bus stops, and putting up warning signs for the bicyclists, with the bicycle lane continuing after the bus stop. But in India this arrangement could prove dangerous for cyclists due to poor driving discipline. Instead, at bus stop locations, we have proposed bus stops be pushed towards the carriage way and the track alignment taken behind the bus stops and combined with the footpath for the length of the bus stop. Examples of this are at bus stops on MG Road and St. Mark’s Road. The bicycle track and bus stops can continue at their normal position beyond the bus stop.”

The NMT Network will have bicycle racks which perform the vital function of storing bicycles at important transit points such as railway stations, major bus stations, metro stations, shopping complexes and other community locations. Emphasising their importance Yunus says, “Cycle racks and parking stands are essential for the cyclists so that they can park their bikes at designated stands, lock them up and go for work, shopping, school, etc. The cycle racks provide safety of the cycles for the users.”

Another vital aspect of a bicycle network is proper signage – regulatory, warning and guidance signs. All these three kinds of signs in the NMT network will be consistent with the IRC standards and international standards such as Manual on Uniform Traffic Control Devices (MUTCD).

Density of vehicle parking on the roads with mixed cycle lanes are an important consideration since factors such as opening and closing of doors of parked vehicles affect bicycle users’ safety. Thus the report recommends avoiding perpendicular and diagonal parking on roads with mixed bicycle lanes as they restrict visibility and increase chances of bicycle-motor vehicle conflict.

Walkways

Walkways or sidewalks, like bicycle facilities, need to be smooth and free from obstacles to attract pedestrians. The NMT project report recommends four zones for walkways: kerb zone, furniture zone, pedestrian/walking zone and frontage zone. Kerb zone contains the drainage facilities and merges into the street at junctions. It also facilitates access to sidewalk for cyclists and access to private properties for drivers.

The project report recommends a 150mm kerb zone for pedestrians to access the sidewalk easily. The furniture zone with a minimum width of 1.5m is the area which accommodates trees, street furniture, mailboxes, parking meters, and provides space for bicycle and two-wheeler parking. This zone also separates pedestrians from traffic, providing a sense of security and comfort The pedestrian zone is the portion of the sidewalk where people actually walk. It should be free of obstacles and should be wide enough to allow people to walk side-by-side or pass each other easily.

The minimum width recommended is 2m, with 2.5m being preferred. A vertical clearance of 2.1m is also recommended. The 1m frontage zone is the area where people enter and exit buildings. It provides room for shoppers to browse and for stores and vendors to display their wares.

The project report also emphasises the need to minimise the number of driveways crossing the sidewalks to keep the sidewalks continuous and to enhance safety of pedestrians. At points where sidewalks encounter properties, the recommendation is to maintain a raised driveway whereby the pedestrian and cycle tracks remain on the same level but the motorised vehicles will have to move over a gentle ramp to enter the property.

The lane width is not constant and varies over many of the roads such as MG Road and Residency Road. It is recommended to maintain a constant width carriageway with four lanes on all roads, and any excess width of the carriageway should be given for the NMT network. All steel furniture such as electric poles, trees, trash cans, informational as well as directional signage should be moved clear of the pedestrian zone so that it is kept free for walking, and moved to the furniture zone. There should be kerb ramps which provide disabled people, strollers, handcart users and bicyclists access between the sidewalk and the road.

Summing up Sankaran says, “The most important benefit of the Bangalore NMT project is its equalising factor by bringing the focus back to moving people instead of just moving cars. Cycling is the most environment friendly form of transport with the lowest carbon footprint and also the cheapest among all the modes. This brings the benefits of mobility to a vast section of society which has to otherwise rely on more expensive forms of transport thereby driving up the costs and wages.

While NMT is a necessity for the lower strata of society, it is an imperative for the highly fossil fuel dependent strata of society. Driving the unsustainable population to move to more sustainable modes needs special features like safety and ease of use provisions. The pilot project around MG road will connect multiple modes of transport including enabling last mile in the most environment friendly way possible. The benefits include increased economic activity with reduced congestion – all done in the most carbon neutral way.”

The Detailed Project Report (DPR) of the NMT project has been passed on from the DULT to the BBMP for implementation. The process of securing funding is under way, and as soon as this is completed the implementation phase will begin. No timelines have been specified as yet.