TOPIC : Transportation Policies at National, state and city level

Submitted by:-
M.Nikhil Moses
Reg:No:- 11717959
B.Plan 2nd year Submitted to:-
Joginder sir
City level (Bengaluru)
TRANSPORTATION POLICY AT NATIONAL LEVEL:

• Government of India introduced a National Urban Transport Policy to coordinate a balanced development of urban areas
(MoUD 2006). Under the NUTP, each city with a population of over four million will be encouraged by the central
government to start planning for a mass transit system adopting a technology that, would ‘best suit the city requirements
in the next 30 years’. The policy also highlights the need for linking the transport plans with the geographical constraints
of its location, increased priority to public transport, non-motorised transport, and improving parking facilities. The policy
encourages to set up Unified Metro Transport Authorities (UMTA)s in cities with a million-plus population.
 Now we are following 2014 National urban transportation policy
 Ministry of Urban Development, Government of India (MoUD) issued the National Urban Transport Policy (NUTP) in
2006, to bring about comprehensive improvements in urban transport services and infrastructure. The policy focus is on
moving people rather than vehicles. Eight years have passed since then and several new initiatives have been taken by
MOUD to promote good mobility in cities. Institute of Urban Transport (India) (IUT), a professional body promoted by
MoUD has, with the financial support of Shakti foundation, undertaken a comprehensive review of NUTP 2006 based on
the following: 1. Recent recommendations of the working group on urban transport for the 12th Five Year Plan (FYP) and
the working group on urban transport for the ‘National Transport Development Policy Committee’ 2. Review of
international practice 3. Comments by city officials on awareness and use of NUTP, 2006 4. Detailed interviews with
officials in 15 cities
NATIONAL URBAN TRANSPORTATION POLICY:
VISION:

 To recognize that people occupy center-stage in our cities and all

plans would be for their common benefit and well-being.
 To make our cities the most livable in the world and enable them to
become the “engines of economic growth” that power India’s
development in the 21st century.
 To allow our cities to evolve into an urban form that is best suited
for the unique geography of their locations and is best placed to
support the main social and economic activities that take place in the
city.
 To encourage growth of urban transport along low carbon path.

OBJECTIVES:

The objective of this policy is to plan for the people rather than vehicles by providing sustainable mobility and accessibility
to all citizens to jobs, education, social services and recreation at affordable cost and within reasonable time. This will
involve:
 Incorporating urban transportation as an important parameter at the urban planning stage rather than being a
consequential requirement.
 Bringing about a more equitable allocation of road space with people, rather than vehicles, as its main focus
 PT should be citywide, safe, seamless, user friendly, reliable and should provide good ambience with well-behaved
drivers and conductors.
 Walk and cycle should become safe modes of UT.
 Introducing Intelligent Transport Systems for traffic management
CRITICS:
• The general comment was that NUTP is not user friendly. Lack of mechanism for coordination in city
agencies and lack of trained manpower were stated as the other reasons for not using NUTP. Detailed
interviews with city officials covering several departments showed that nobody disagreed with the
provisions of the NUTP, but expressed difficulties in its implementation.
• Lack of Land-use transport integration
• The lack of effective planning and land-use controls has resulted in rampant sprawled development
extending rapidly in all directions, far beyond old city boundaries into the distant countryside. It also
has greatly increased number and length of trips for most Indians, including those by public transport.
• Subsidized Parking
• There is a distortion created by the free parking space or low parking charges. Large inefficiency in
transport pricing is due to the fact that many car drivers do not pay for the resource cost of parking. It
acts as an inducement for using personalized mode of transport. Parking charges should act as a
deterrent to use personalized mode of transport.
Transportation policy at state level:
• KARNATAKA ELECTRIC VEHICLE AND ENERGY STORAGE POLICY 2017 – AN
INITIATIVE TO PROMOTE ELECTRIC VEHICLES

 KARNATAKA STATE ROAD SAFETY POLICY

A safe road for all road users with priorities to the pedestrians and cyclists, to achieve
zero road accidents in the long run.
• KARNATAKA ELECTRIC VEHICLE AND ENERGY STORAGE POLICY 2017 – AN INITIATIVE TO
PROMOTE ELECTRIC VEHICLES

• Government of India is promoting the use of Electric Vehicles (EVs) in India and has ambitious to convert all vehicles
into electric powered by 2030. Karnataka has become the first state in India to issue state wide “Karnataka Electric
Vehicles & Electric Storage Policy 2017” to develop the ecosystem for EVs.
• This is first of its kind electric vehicle policy issued by the state and aims to develop Bengaluru as the EVs capital of
India. Government of Karnataka (GoK) approved the policy on 13 September 2017. The key objective of the Policy is
to maintain the lead share of Karnataka as a preferred destination for attracting investments in manufacture of Electric
Vehicle. Further, the policy aims to attract an investment of US$ 4.75 billion (INR 310 billion) and will create about
55,000 jobs in the state.
Some of the salient features of the policy are:
1. The government will establish EVs manufacturing zones and clusters.
The government will give incentives to manufacturers for producing modular
design lithium-ion batteries with higher mileage per charge.
2. The policy encourages subsidies for charging infrastructure in all
public and private properties, including airports, railway stations, metro
stations, high-rise buildings, malls, information technology (IT) parks, and
apartment complexes. The government will make amendments to building
by-laws for providing mandatory charging infrastructure in all high-rise
buildings.
3. The government will also create a special purpose vehicle involving Bruhat Bengaluru
Mahanagara Palike (BBMP), Bengaluru Metropolitan Transport Corporation (BMTC),
Bangalore Electricity Supply Company (BESCOM), Karnataka Renewable Energy
Development Ltd (KREDL), Karnataka Industrial Area Development Board (KIADB)
and other agencies to create more changing infrastructure in Bengaluru and Karnataka.
4. EVs will exempt from payment of taxes from KMVT (Karnataka Motor Vehicle Taxation)
Act 1957. Karnataka has one of the highest rates of motor tax in the country.
5. The government will setup Karnataka Electric Mobility Research and Innovation
Centre to promote the research in the state. Further, it proposes to set up an EV skill
development centre in collaboration with the industry for up skilling the work force to augment
the manpower required for the EV industry. Currenlty, there are many companies in Karnataka
which are working on electric mobility – Mahindra Electric, ANI Technologies (Ola), Bosch,
Delphi and various others.
Critics:
• The city's vehicle population has crossed 72 lakh, but the number of people using electric
vehicles is a far cry from India’s ambitious plans to shift completely to electric vehicles by
2030.
• Data available with the Transport Department shows that there are only 6,246 electric
vehicles in Bengaluru, a majority of them cars and bikes. The number in the State is
11,836, while the total number of vehicles is 1.87 crore.
• The factors that are cited as a challenge to make electric vehicles more popular are limited
options, higher costs and the availability — or the lack — of infrastructure required for
electric vehicles, such as reliable power availability and charging units.
• The question of people buying electric cars arises when there is availability.
Unfortunately, we do not find enough electric cars in the market. We are not in a position
to import cars as the tariff is huge. Due to various reasons, over the years, our country
could not develop the required ecosystem to manufacture electric vehicles.
Transportation policy in city level:
(CMP) COMPREHENSIVE TRAFFIC & TRANSPORTATION PLAN FOR BENGALURU is
prepared under NUTP.
PROPOSED TRAFFIC AND TRANSPORTATION PLAN PROPOSED TRAFFIC AND TRANSPORTATION
PLAN

On the basis of projected traffic, an integrated multi-modal mass transport system plan on various corridors has been
suggested in order to cater to traffic up to the year 2025. The mass transport systems have been proposed on various
corridors considering expected traffic demand by 2025, available road right-of-ways and system capacity. The balance
traffic should be carried by road system in order to satisfy the needs of normal bus system and other modes such as two
wheelers, cars, bicycles, trucks, pedestrians etc. The proposed Traffic and Transportation Plan for Bengaluru contains the
following types of proposals, which will cater to requirements of the projected travel demand up to the year 2025.

• Mass Transport System

- Metro System - Light Metro System - Bus Rapid Transport (BRT) System - Sub-Urban Commuter Rail System - High
Speed Rail Link (HSRL)
• City Bus System
- Augmentation of Bus Fleet - Grid Routes - Bus Terminal cum Traffic & Transit Management Centres (TTMC) -
Multimodal Transit Centre - Volvo Depot cum Traffic & Transit centre - New Bus Stations/bus shelters - Additional Bus
Depots - IT Infrastructure - HRD Infrastructure - Environmental Protect Projects
• Integrated Multimodal Transit Centres cum Intercity Bus Terminals Comprehensive Traffic & Transportation Plan for
Bengaluru Executive Summary Page 5 of 8
• Transport System Management Measures • Pedestrian/NMT Facilities - Footpaths - Skywalks/Subways - Pedestrian
zones - Cycle Tracks
• Road Development Plan - New Roads/Missing Links - Road Widening - Grade Separators - Re-alignment of ORR •
Parking Facilities
• Integrated Freight Complexes
BENGALURU BENGALURU INTERNATIONAL AIRPORT AREA PLANNING AUTHR INTERNATIONAL AIRPORT AREA
PLANNING AUTHROITY (BIAA OITY (BIAAPA)

The BIAAPA’s jurisdiction comprises of towns in and around Devanahalli which includes Devanahalli, Doddaballapur and
Vijayapura. BIAAPA has also been entrusted the task of developing the areas around BIA. With this in view, the towns of
Devanahalli, Doddaballapur, Vijayapura and Airport Township are being developed (Figure– (Figure–1.11). Major
residential, industrial, public/semi public and commercial areas are planned in these towns. With the commissioning of
BIA, the area around BIA has opened up opportunities for development of various economic activities. Different agencies
of Government of Karnataka have proposed numerous developmental projects around the BIA. All these proposed
developments are expected to generate as well as attract huge traffic to and from Bengaluru City.
Critics:
Bengaluru population has been growing at a rate of 3.25% per year in the last decade. There has been a phenomenal growth
in the population of vehicles as well especially the two and four wheelers in this period due to rising household incomes. The
number of motor vehicles registered has already crossed 36 Lakhs. In the absence of adequate public transport system, people
are using the personalized modes which is not only leading to congestion on limited road network but also increasing
environmental pollution. An average citizen of Bengaluru spends more than 240 hours stuck in traffic every year. Such delays
result in loss of productivity, reduced air quality, reduced quality of life, and increased costs for services and goods.

1 Road network capacity is inadequate. Most of the major roads are with four lane or less with limited scope of their widening. This
indicates the need for judicious use of available road space. The junctions are closely spaced on many roads. Many junctions in
core area are with 5 legs. This makes traffic circulation difficult. There is need to optimise the available capacity by adopting
transport system management measures and by making use of intelligent transportation systems.

2 Traffic composition on roads indicates very high share of two wheelers. The share of cars is also growing. This indicates inadequate
public transport system. V/C ratios on most of the roads are more than Overall average traffic speed is about 13.5 Kmph in peak hour.
This not only indicates the need of augmenting road capacity but the also to plan high capacity mass transport systems on many
corridors.

3 Outer cordon surveys indicate high through traffic to the city. This points to the need of road bypasses not only for Bengaluru
Metropolitan Area (BMA) but also for Bengaluru Metropolitan Region (BMR). High goods traffic also indicates the need of freight
terminals at the periphery of the city.

4 The household travel surveys indicate high share of work trips. This segment of travel demand needs to be mostly satisfied by
public transport system. Considering the large employment centres being planned in the BMA, the public/mass transport system
needs to be upgraded/extended substantially.