M A R I E L I S A PA D I L L A | N I K I TA S H E T T Y | S O P H I E M O K | I R E N A R AV L I C | V L A D Y S L AV L AT Y P O V

MOBILITY CITY LAB COIMBATORE

JUNE 2019

City of the Future

Mobility City Lab Coimbatore

Table of Content
List of abbreviations ....................................................................................... 3
Actors ........................................................................................................... 6
City Lab teams ............................................................................................... 9
Preliminary remarks - Morgenstadt City Labs ................................................. 10
1. Introduction.......................................................................................... 11
1.1 India – a fast growing and dynamic economy ...................................... 11
1.2 Coimbatore city – a major trade & commercial centre of Tamil Nadu .... 11
1.3 Smart city initiatives ............................................................................ 13
1.4 City Lab goal ...................................................................................... 13
2. Methodology ........................................................................................ 14
2.1 City Lab process ................................................................................. 14
2.2 Adapting the City Lab Framework to the Indian context....................... 15
3. Mobility profile Coimbatore................................................................... 16
3.1 Analysis of the mobility in Coimbatore ................................................ 16
3.2 Existing mobility plans and goals ......................................................... 26
3.3 Other related plans ............................................................................. 32
4. Indicators analysis .................................................................................... 33
5. Action fields analysis ................................................................................ 35
5.1 Intermodality and sharing systems ....................................................... 35
5.2 E-mobility ........................................................................................... 37
5.3 Road traffic management and parking ................................................ 38
5.4 Public transport .................................................................................. 39
5.5 Pedestrian and cycling ........................................................................ 40
5.6 City governance & strategy ................................................................. 40
5.7 Urban planning .................................................................................. 41
5.8 Energy ............................................................................................... 42
5.9 ICT ..................................................................................................... 42
5.10 Resilience ......................................................................................... 43
6. Project ideas for the transformation of the mobility in Coimbatore ......... 44
6.1 Innovation workshop .......................................................................... 45
6.2 Project ideas for Coimbatore ............................................................... 45
7. The way forward – Roadmap.................................................................... 92

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Mobility Lab Coimbatore 7.1 Steps forward / Coimbatore mobility system ........................................ 92
REPORT
7.2 Roadmap ........................................................................................... 92
7.3 Methodology for roadmap development ............................................. 92
Annexes .................................................................................................... 102
References ................................................................................................. 113

2
List of abbreviations

AADT – Annual Average Daily Traffic

APS – Automated Parking System
ATM – Automated Teller Machine
AVLS - Automatic Vehicle Location System
BMZ – Bundesministerium für wirtschaftliche Zusammenarbeit und Entwicklung
BOV – Battery Operated Vehicle
BRTS – Bus Rapid Transit System
C-DAC – Centre for Developing of Advanced Computing
CBD – Central Bus District
CBE JN – Coimbatore Junction
CCMC – Coimbatore City Municipal Corporation
CCR – Coimbatore Commuter Rail
CCTV – Closed Circuit Television
CDM – Clean Development Mechanism
CII – Confederation of Indian Industry
CMP – Comprehensive Mobility Plan
CNG – Compressed Natural Gas
CSCL – Coimbatore Smart City Limited
CSF – Critical Success Factor
CSML – Cochin Smart Mission Limited
CSR – Corporate Social Responsibility
DPR – Detailed Project Report
DRUCC – Divisional Railway Users Consultative Committee
ECS – Equivalent Car Spaces
EOI – Expression of Interest
ESCI – Emerging and Sustainable Cities Initiative of Inter-American Development Bank
ESF – Environmental and Social Framework
ETA – Estimated Time of Arrival
ETV - Flat-panel displays
ETVM – Electronic Ticket Vending Machines
EUR – Euro
EV – Electric Vehicle
GDDP – Gross District Domestic Product
GHG – Greenhouse Gas
GOI – Government of India
HOD – Head of Department
ICFS – Infrastructure Leasing Financing Service
ICT – Information and Communications Technology
IMaCS – ICRA Management Consulting Services
INR – Indian Rupee
ITDP – Institute for Transportation & Development Policy

3
 IPT – Intermediate Public Transport
Mobility Lab Coimbatore
REPORT ISO – International Organization for Standardization
ISS – Intelligent Signalling System
ITS – Intelligent Transportation System
LCV – Light Commercial Vehicle
LPA – Local Planning Authority
LRTS – Light Rail Transit System
MCC – Micro Composting Centre
MIS – Management Information System
MLCP – Multi-level Car Parks
MNRE – Ministry of New and Renewable Energy
MOUD – Ministry of Urban Development
MRTS – Mass Rapid Transit System
MS – Bus shelter
MTP Road – Mettupalayam Road
NGO – Non-Government Organization
NGT – National Green Tribunal
NH – National Highway
NHAI – National Highway Authority of India
NMT – Non-motorised Transport
NPC – National Payment Corporation
OECD – Organization for Economic Co-operation and Development
PEA – Project Execution Agencie
PHPDT – Peak Hour Direction Traffic
PIS – Passenger Information Systems
POI – Point of Interest
PPP – Public Private Partnership
PV - Photovoltaics
RAAC – Residents Awareness Association of Coimbatore
RFI – Request for Information
RFID – Radio Frequency Identification
RFP – Request for Proposal
RTA – Real-Time Application
RTI – Real-Time Information
RTO – Regional Transport Office
SETC – State Express Transport Corporation
SME – Small and Medium Enterprises
SOR – Specification of Road items
SPV – Special Purpose Vehicle
STP – Sewage Treatment Plant
TC – Transport Commissioner
TEDA – Tamil Nadu Energy Development Agency
TEEMP – Transportation Emissions Evaluation Model Project

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TN – Tamil Nadu
TNAU – Tamil Nadu Agricultural University
TNEB – Tamil Nadu Electricity Board
TNIDB – Tamil Nadu Infrastructure Development Board
TNSTC – Tamil Nadu Transport Corporation Ltd.
TNUIFSL – Tamil Nadu Urban Infrastructure Financial Services Limited
TWAD – Tamil Nadu Water and Drainage
UNFCCC – United Nations Framework Convention on Climate Change
UTP – Urban Transport Planning
Watsan – Water and Sanitation

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Mobility Lab Coimbatore
REPORT
Actors

For over 35 years, the Fraunhofer Institute for Industrial Engineering IAO in
Stuttgart has been a highly regarded provider of services in the fields of company
and work structures and organization, technology management, and
information and communication technology. The IAO has leading expertise in
numerous fields, including industrial engineering, logistics, product
development, innovation and industrial R&D-management, business model and
manufacturing planning – to mention just a few of them which are most relevant
to the scope of this project. Moreover, Fraunhofer IAO coordinates the
Innovation Network “Morgenstadt / City of the Future“ which is a platform of
high-level first movers from cities and industry. It aims to accelerate the global
transition to sustainable cities and fully supports the New Urban Agenda as set
out during the UN-Habitat III in Quito. Our mission is to shape sustainable cities
by designing and implementing innovative urban systems solutions that solve
sustainability challenges in the social, environmental and economic development
of cities. Thanks to its close cooperation with the Institute for Human Factors and
Technology Management IAT at the University of Stuttgart, Fraunhofer IAO is
able to combine university-level basic research, application-oriented science, and
business practice.

The KfW Entwicklungsbank is the commissioner of this project and supported

technically the City Lab team throughout the assessment. The KfW banking
group is one of the largest development banks worldwide. On behalf of the
German government, it financially supports projects in more than 100
developing and emerging countries. The focus is on topics such as poverty
reduction, economic development, education, health, and environmental
protection. The aim is to create sustainable and viable structures to ensure long-
term improvement (KfW, 2018).

The project „Städtische Infrastrukturentwicklung Tamil Nadu“ of the Tamil Nadu

Infrastructure Financial Services LTD. (TNUIFSL) and the Tamil Nadu Urban
Development Fund (TNUDF), are implemented in partnership with the KfW
Entwicklungsbank on behalf of the German Federal Ministry for Economic
Cooperation and Development (BMZ). The project aims to improve the living

6
conditions of the population and protect the environment through innovative
approaches to municipal financing in order to close the financial gap and in
particular to guarantee water supply and wastewater disposal (Kühlken, 2016).
This is aligned with the Indian Smart City Mission, especially in the field of urban
development and the promotion of climate-friendly urban mobility, for example
through the expansion of eco-friendly local public transport and intelligent traffic
control systems (BMZ, 2018).

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Mobility Lab Coimbatore Authors
REPORT
M.Sc. Marielisa Padilla
Project Manager/City Lab Leader

Fraunhofer IAO
Urban Governance Innovation
[email protected]

M.Sc. Nikita Shetty

Researcher

University of Stuttgart
Urban Governance Innovation
[email protected]

M.Sc. Sophie Mok

Researcher

Fraunhofer IAO
Urban Governance Innovation
[email protected]

Irena Ravlic
Research Assistant

University of Stuttgart
Urban Governance Innovation
[email protected]

Vladyslav Latypov
Research Assistant

University of Stuttgart IAT

Urban Governance Innovation
[email protected]

Contributors
M.Sc. Alexander Schmidt Dr. Jillella Satya Sai Kumar
Mobility Expert Smart Cities and Transport Expert
BABLE UG Indian Institute of Science
[email protected] [email protected]

Aditya Fuke Sinduya Jeevaratnam

Electronics Expert Research Assistant
Fraunhofer Office India University of Stuttgart IAT
[email protected] Urban Governance Innovation
[email protected]
8
City Lab teams

9
Mobility Lab Coimbatore Preliminary remarks - Morgenstadt City Labs
REPORT

The Innovation Network “Morgenstadt / City of the Future“ is a platform of high-

level first movers from cities and industry run by the German Fraunhofer-Society.
It aims to accelerate the global transition to sustainable cities and fully supports
the New Urban Agenda as set out during the UN-Habitat III in Quito.

Within this innovation network “Morgenstadt / City of the Future“, the

Fraunhofer Society together with the University of Stuttgart and its partners from
industry and municipalities has developed the Morgenstadt City Lab Approach –
a holistic analytical framework that helps design individual sustainability
strategies for cities that build on digital innovations, clean technologies and a
broad stakeholder dialogue moderated through Fraunhofer experts. The
Morgenstadt Model is a globally unique instrument, which has been developed
and tested with the six globally leading cities in sustainable urban development:
Copenhagen, Singapore, Freiburg, New York City, Berlin, and Tokyo.

From 2017 to 2018, the Fraunhofer Innovation Network “Morgenstadt / City of

the Future“ has been successfully applied to cities as Prague, Lisbon, Chemnitz,
Leipzig, Sabadell, Joinville, and Berlin TXL, boosting the sustainable development
of these cities in an integrated way. The result of each Morgenstadt City Lab is
an individual roadmap towards a sustainable city, integrating several specific
measures in the areas of research as renewable energies, energy efficiency,
sustainable mobility, water infrastructures, waste management, sustainable
buildings, urban resilience, environmental and urban planning, economic
development, urban governance and digital innovation. Apart from creating
sustainable and well-functioning cities, it also spurs local economic development
and job creation by guiding investments and designing policies and strategies for
long-term development.

10
1. Introduction
1.1 India – a fast growing and dynamic economy
India is an emerging country with a rapidly growing economy and industry. It is
a member of the G20 states and is also one of the five major emerging national
economies together with Brazil, Russia, China and South Africa (BRICS states)
(GIZ, 2018).

Although the economy is developing so rapidly, India still faces major challenges
such as poverty, lack of education, unemployment, and other socio-economic
problems. About 70% of India's population lives in rural areas and only 30% in
cities. There is a prediction by the Ministry of Urban Development that 40 percent
of India’s population will live in cities by 2021 (Coimbatore City Municipal
Corporation, 2017), so rural-urban migration will increase pressure on urban
infrastructures and water supply within the city (Weskamp, 2018).

However cities are already overcrowded and in some cases have population
densities of over 6000 people per km² while in provincial areas there are less
than 100 people per km² (Betz, 2007). For comparison, the average population
density in India lies around 450 people per km² (Statista, 2018), while in the
European Union it is only at around 120 people per km² (Statista, 2017).

The Indian population is quite young on average with 54% being younger than
30 years and only 6% older than 64 years (Bräunig, 2018), which results in a
large economic growth and migration to the city as well as alarge number of
workers and this labour potential will continue to increase.

Regarding mobility, currently, the number of registered cars is 24 per 1000

inhabitants (Bräunig, 2018). The local mobility market shows a high share of
around 80% of two-wheelers, which clearly exceeds the share of 14% of
passenger cars. India is also the largest manufacturer and user of three-wheelers
with a market share of nearly 3% of total domestic vehicle sales (Sachs, 2017).

With 13 of the 20 most polluted cities in the world being Indian cities, the
government has launched several programs to promote the use of electric
vehicles. The National Electric Mobility Mission Plan 2020, launched in 2013,
aims to reduce environmental damage caused by low-quality, gas-powered
vehicles, promoting domestic production of electric vehicles and national energy
security in general. The goal is to sell 6-7 million electric vehicles by 2020. The
domestic vehicle sales show that the two-wheeled vehicle market offers
considerable innovation potential for electrification, due to a dominant sales
volume of the Indian vehicle market every year. The overall market for electric
vehicles in India is still rather small, and the electric three-wheeler market mostly
consists of e-rickshaws (Sachs, 2017).

1.2 Coimbatore city – a major trade & commercial centre of Tamil Nadu
With 1.6 million inhabitants and an area of 257, 04 km², Coimbatore is the
second largest city of the southern state Tamil Nadu after Chennai and the 16th

11
Mobility Lab Coimbatore largest agglomeration in India. This corresponds to a density of approximately
REPORT 6225 inhabitants per km². It is situated on the banks of the Noyyal River and
surrounded by the Western Ghats. The city is administered by the Coimbatore
Municipal Corporation and also constitutes the administrative capital of
Coimbatore district (Nagl, 2011). The district has a total population of around
3.5 million inhabitants on an area of 4.723 km² (Coimbatore District Profile,
2016).

Coimbatore is the largest and most important industrial centre in Tamil Nadu
after the capital Chennai due to its textile industry, technical equipment, the IT
sector, the various universities and educational opportunities (Pradeep, 2015). It
is also referred to as “Pump City” for supplying nearly half of India´s
requirements of motors and pumps. Also, Coimbatore has been ranked 4th
among Indian cities in investment climate by a survey done by the Confederation
of Indian Industry (CII).

In general “Coimbatore performs better than national and state average in most
development indices, including literacy, sex ratio, Human Development Index,
Child Development Index, life expectancy at birth, infant and maternal mortality,
rates of violent crimes and crimes against women” (Weskamp, 2018). The per
capita income amounted to 77.975 INR (about 913,72 EUR) (finanzen.net
GmbH, 2018) with a Gross District Domestic Product (GDDP) per capita of
2.601.933 INR (about 30.489,63 EUR) (finanzen.net GmbH, 2018) at constant
prices in 2011-2012 (Coimbatore District Profil, 2016).

Due to the increase of population as well as traffic, there is a high negative

contribution to climate change, which has negative environmental and social
wealth impacts. Figure 1 shows the emission by this sector. As more vehicles
enter the city, emissions are also increasing. Due to these existing pressures, it is
considered urgent to draw up a plan to find sustainable solutions to current
problems.

Figure 1. GHG emission by sector of Coimbatore (Weskamp, 2018)

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1.3 Smart city initiatives
Coimbatore is known for its future-oriented policies and efforts towards
becoming a smart city. In 2015 the so-called Smart City Concept Plan for
Coimbatore was launched. Its main objectives are co-creating the city of the
future and improving its citizens’ quality of life. The plan has four main working
areas: to improve the structure, economy, and mobility of the city, to develop
the “watsan” (water and sanitation), energy and environment management, to
secure inclusion, housing and security and to introduce smart solutions and IT-
led delivery.

Furthermore, the Citizen´s Charter was signed in 2016 as a commitment by the

Municipal Corporation of Coimbatore to implement smart city projects such as
the introduction of e-governance (proposed in 2003) and the automation of
access to many functions and services involving engineering, public health, town
planning, accounts, payroll, human resource matters and the ability to contact
the Corporation on civic and societal matters.
The charter provides information on the areas in which citizens can get involved
and cooperate with the city in order to ensure a more efficient and generally
better life in the community. These areas include public health, town planning,
roads and street lights (Coimbatore Municipal Corporation).

1.4 City Lab goal

Coimbatore seeks further support in developing solutions in this context. The
Morgenstadt Initiative in a strategic Cooperation with the Kreditanstalt für
Wiederaufbau (KfW banking group) co-designed a project for supporting the city
of Coimbatore in the development of a Roadmap for sustainable urban mobility.
The goal of this City Lab is to help this city to become a model in India for
innovative mobility concepts and create a precedent on how intelligent growth
and sustainable urban development can be initiated in one of the world´s fastest-
growing economy. The project was brought towards realization in a joint effort
between the Coimbatore Municipal Corporation, Coimbatore Smart City
Limited, research, industry, and national strategic actors. The results of the
Mobility City Lab presented here constitute an integrated set of innovative
mobility projects, tailored to Coimbatore´s unique needs and are meant to
support the city in addressing its specific challenges in the area of mobility. The
proposed projects are combined with the already ongoing and planned activities
in Coimbatore and aim to strengthen its position within Tamil Nadu further and
make it a lighthouse city in India and beyond.

13
Mobility Lab Coimbatore 2. Methodology
REPORT

2.1 City Lab process

The process in the setting of City Lab is divided into four different steps.

Figure 2. Structure of the Mobility City Lab process in Coimbatore

The first phase comprised the overall preparation and with it, the constitution of
the local team in Coimbatore as well as the assessment team from the
Fraunhofer side.

The second phase consisted of the analysis of strategic documents relevant to

mobility and the initial data collection. The actor landscape in the field of mobility
was scanned and analysed, which helped to identify interview partners for the
on-site assessment. The selection was done, ensuring that strategic stakeholders
from all kinds of action fields of mobility were represented, like pedestrian and
cycling transport, public transport and logistics as well as political and planning
institutions.

The data collected in the before mentioned phases and on-site results, especially
the outputs of the interviews, was then compiled. The project ideas generated,
the design of the strategic roadmap, as well as the finalization of the city lab
report, comprise the co-creation phase of the city lab.

In an effort to bring the ideas closer to its realization, five packaged solutions
were selected among the 10 developed, to be further described and analysed in
the form of pre-feasibility studies. These are presented in a separated report.

14
2.2 Adapting the City Lab Framework to the Indian context
The framework of the Mobility City Lab in Coimbatore is based on the
Morgenstadt City Lab Framework and can be divided into two levels of analysis:

 Assessment of indicators: measuring the current status quo of urban

systems and showing the sustainable performance of the city with a
focus on the mobility sector (quantitative assessment)
 Assessment of action fields: measuring the degree of intervention in
key areas that promote sustainability and the current activities of the city
(quantitative (yes/no) assessment).

The sum of all assessment levels allows the research team to get an
understanding of the current performance and focus of Coimbatore in the
mobility and urban transportation area (and closely linked key areas), assisting in
the development of coherent strategies and an integrated roadmap. At the same
time, the process respects the unique factors of the city that are conditioned by
external pressures, socio-cultural dynamics, geographic and historical pre-
determinations, etc. Moreover, a standardized data assessment throughout the
whole evaluation process helps to identify critical challenges and opportunities,
which are crucial for further project ideas and roadmap development. The
assessment process is outlined in the following graph:

Figure 3. City Lab assessment framework for Coimbatore

15
Mobility Lab Coimbatore As cities around the world are on different stages of development, the respective
REPORT indicators and action fields need to be carefully chosen and adapted to the
individual case of study. Given that most of the indicators and action fields refer
to highly developed cities with rather advanced infrastructures and technologies,
the preparation phase was used to adapt the existing framework to the local
context of India and research medium values of the country itself.

Furthermore, as the focus of the City Lab in Coimbatore was set on mobility, the
scope of the analysis was narrowed down to include only indicators and action
fields which are relevant or closely linked to this sector. Out of the initial list of
115 Morgenstadt indicators, 35 were selected for this purpose. These consisted
of original Morgenstadt indicators, „Indicators of the Emerging and Sustainable
Cities Initiative” (ESCI) and indicators which have been developed in the course
of the SCC2 “UNaLab” project. To assess the respective indicators, related
benchmarks have been updated to be more comparable with other cities within
the region. These included region-specific data of the Fraunhofer „Morgenstadt:
City Insights“ model, International Organization for Standardization (ISO)
standards, World Bank and Organization for Economic Co-operation and
Development (OECD) independent studies. The City Lab indicators were tailored
to cover the most important aspects of such city categories as mobility, society,
economy, energy, technology, and environment.

In total, 10 action fields were elaborated consisting of in total 50 „yes/no“-type

of questions to identify priority areas and key activities in the city. The adaptation
of the existing framework referred mainly to selecting action fields and questions
which fit the Indian context. After that, each question was linked to an
evaluation factor which has been designed in such a way that each action field
can receive up to a maximum of 10 points if completely developed or
implemented. In total, such a grading system has been developed to important
fields such as intermodality, e-mobility, traffic management, public transport,
pedestrian/cycling modes, city governance, urban planning, ICT, resilience and
energy.

3. Mobility profile Coimbatore

Strategic plans provided by the Coimbatore Municipal Corporation and other

strategic partners such as the “Smart City Concept Plan for Coimbatore” and
the “Comprehensive Mobility Plan for Coimbatore Local Planning Area,” both
released in 2015, were studied and formed the basis of the sustainability profile
of Coimbatore regarding Mobility presented in this chapter.

3.1 Analysis of the mobility in Coimbatore

The city has a good transport connection by road, rail, and air. According to the
Smart City Concept Plan conducted in 2015, the main means of transport used

16
in Coimbatore were buses (42%), followed by two-wheelers (21%), cars (17%),
walking (14%), auto rickshaws (5%) and bicycles (1%) (Madhavan, 2015).

The total road length in the district amounts to 12,934 km. Coimbatore
Corporation's roads cover 2106.11km, of which more than 70% are paved. In
addition, there are 58.06 km of highways (district, state and national) crossing
through the city. The road density is 7,06 km/sq.km and the average driving
speed during peak hour is about 20 km/h on an average motorised trip length
of 10 km. There are six arterial roads namely NH 47 (Avinashi Road) which is one
of the most important arterial roads that run in a west-east direction. It starts at
Uppilipalayam flyover and ends at Nillambur by-pass junction where it joins again
NH 47. The road traverses most of central and east Coimbatore, connecting the
metropolis of Bangalore and Chennai. Other arterial roads are NH 47 (Palakkad
Road from east to west), NH 67 (Trichy Road from central to southeast), NH 67
(Mettupalayam Road from north to south), NH 209 (Sathy Road from south to
northeast) and NH 209 (Pollachi Road from north to south) (Coimbatore City
Municipal Corporation, 2017). In figure 5 the major/arterial roads are marked in
yellow colour. These carry most of the traffic and form the critical points in the
Local Planning Area (LPA) (ICRA Management Consulting Service Limited, 2015).

Coimbatore’s major junctions are Laksmi Mills Junction, Sowripalayam Junction,

Valankurichi Junction, Hopes College Junction, Uppilipalayam Junction,
Singanallur Junction and Gandhipuram Junction (Gokul, 2015).

Figure 5. Overview of arterial roads in Coimbatore (TTK Maps, 2015)

17
Mobility Lab Coimbatore
REPORT

Figure 6. Extended Coimbatore Local Planning Area (Pradeep, 2015)

18
3.1.1. Private motor vehicles

According to the Comprehensive Mobility Plan (CMP), there is a large number of

registered private vehicles. The growth in registered vehicles exceeds the
population growth which indicates an excessive dependence on private vehicles,
partly as a result of insufficient public transport or its non-use, leading to higher
motorisation and thus to a reduction in the use of non-motorised vehicles or
walking. The private vehicle ownership rate for taxis is 91% and 81% for cars,
meaning that only a few vehicles drive on hired basis (Pradeep, 2015).

In order to determine the traffic volume characteristics in Coimbatore, four

different areas were selected (Mid-Block, Inner Cordon, Outer Cordon, and
Screen Line) to cover most of the city´s traffic. This allowed almost all traffic and
its density to be recorded, especially on the major roads, in order to identify
problems and provide appropriate solutions and strategies (Pradeep, 2015).

Traffic volumes in mid-block: The highest traffic movement in the mid-block

is seen on Pollachi Road and the lowest at Kottur Main Road. The average
midblock traffic volume within the LPA is about 15,000 Passenger Car Units1
(PCU) and outside the LPA around 18,000 PCU. These are units used for
expressing road capacity, involving all motor vehicles for transporting people like
cars, cycles, motorcycles, buses, and trucks. About 40% of the traffic participants
are two-wheelers, followed by around 29% cars, 4,29% three-wheelers and 4 -
10% of public transport buses. The peak hour is between 8.00 and 11:30, while
the evening peak is between 19:00 and 20:30.

1
“A measure of the impact that a mode of transport has on traffic variables compared to a single standard
passenger car.” https://nptel.ac.in/courses/105101008/521_TrVolume/point8/point.html

19
Mobility Lab Coimbatore
REPORT

Figure 7. Locations of Traffic Volume Counts - Mid-Block Locations (Pradeep, 2015)

Traffic volumes in the inner cordon and screen line: The highest traffic
volume in the Inner Cordon is to be found on Mettupalayam Road, with an
average PCU volume of around 37,000. The passenger vehicles account for 93%
of the peak hour traffic (between 8 and 9 am) while 7% is goods traffic. Two-
wheelers constitute more than 55% of the total traffic.

The average PCU volume in the screen line amounts to about 28,000 PCU, with
a two-wheeler share of 52% to 54%.

20
Figure 8. Locations of Traffic Volume Counts - Screen Line Locations (Pradeep, 2015)

Traffic volumes in the outer cordon: The PCU level of the outer cordon lies
around 20,000 with the highest traffic volume on Palladam Road followed by
Avinashi Road and Mettupalayam Road. The two-wheelers constitute 37% of
the traffic and goods vehicles comprise 23%, while the share of public transport
is only at 7%. Morning peak hours are observed between 7:00 and 12:15 and
evening peak hours are from 17:00 to 20:00 (ICRA Management Consulting
Service Limited, 2015).

21
Mobility Lab Coimbatore
REPORT

Figure 9. Locations of Traffic Volume Counts - Inner and Outer Cordon Locations (Pradeep, 2015)

3.1.2 (Intermediate) Public transport

The use of public transport is stagnating at around 42% due to lack of

investment in improving the capacity and quality of public transport, overlapping
routes (insufficient optimization) and a sharp increase in personal vehicle
ownership. However, about 87% of households reported an income of less than
Rs.15,000 (175,45EUR) (finanzen.net GmbH, 26.09.2018) per month and thus
formed a large base of commuters for whom a functioning, efficient and
affordable public transport system would be beneficial (ICRA Management
Consulting Services Limited, 2015).

The public transport system in Coimbatore consists of buses and railways. In total
there are around 1075 buses including outer and city buses.
Out of those, around 722 are run by the Tamil Nadu State Transport Corporation
(TNSTC). Other 475 are run by private operators, 83 being city buses and 392
intercity buses. There are nearly 40 private companies operating in Coimbatore
which are licensed to run specific routes (Interview with Mobility Department
Coimbatore, 25th of October 2018). According to a study from 2015, overall the
extensive bus system supports over 40% of the motorized passenger trips in the
city (NIUA 2015).

22
There are 5 bus terminals in the city and 7 more in the Local Planning Area (LPA).
Five bus termini operate under CCMC, namely Ukkadam bus stand, Singanallur
bus stand and the Central bus terminus/ Mofussil bus terminus at Gandhipuram
along with a bus stand near Sai Baba Colony which caters buses bound to and
from Mettupalayam, Nilagiri, Ooty, Sathyamangalam, Mysore and Bengaluru.
The fifth one run by “The State Express Transport Corporation” (SETC) which is
also under the control of (CCMC). This terminal has his exclusive bus stand at
Grandhipuram. It operates long-distance buses from the Gandhipuram terminal.
(ICRA Management Consulting Service Limited, 2015).

Figure 10. Overview of the five terminals of Coimbatore (Google Maps 2019) online added
through the author

Central bus terminus/ Gandiphuram mofussil terminus takes care of 30-

40% of the district bus traffic, and covered destinations are more in the North
like Avinashi, Andhiyur, Anaikkatti, Tiruppur, Sathyamangalam, Erode, Salem,
Mettupalaya, Dharapuram, Bhavani and Palladam. (ICRA Management
Consulting Service Limited, 2015).

Gandiphuram SETC terminus takes 32,5% of mofussil traffic. Connecting

state capitals areas like Tamil Nadu (Chennai), Kerala (Palakkad, Chochin,
Trivandrum, Guruvayoor, Pattanamithtta, Kozhikode, Ernakulam), Karnatake
(Bengaluru and Mysore) and Andhra Pradesh (Tirupathi). (ICRA Management
Consulting Service Limited, 2015).

Singanallur bus terminal is in the East but covering into the South like
Palladam to Kangeyam which is splitting in Karur, Kulithalai, Trichy, Thanjavur,

23
Mobility Lab Coimbatore Kumbakonam, Nagapattinam, Karaikkal, Pudukottai, Dharapuram,
REPORT Ottenchatram, Madurai, Tirunelveli, Tuticorn, Tiruchendur, Nagercoil, and
Raeswaram and covering 21,30% of traffic. (ICRA Management Consulting
Service Limited, 2015).

Ukkadam bus stand connects southern parts and Kerala covering routes along
Pollachi, Udumalpet, Palani, Dindigul, Palakkad, Aanamalai, Valparai, Trivandrm,
Ernakulam to Kozhikode and takes care of 25,14% of the traffic. (ICRA
Management Consulting Service Limited, 2015).

Sai Baba colony, also called Mettupalayam bus stand, covers north-western
parts from Coimbatore namely Mettupalayam, Kothagiri, Nilagiri, Ooty, Gudalur,
Mangalore and Mysore and thus 11,92% of the traffic (ICRA Management
Consulting Service Limited, 2015).

Table 1. Overview of bus traffic (ICRA Management Consulting Service Limited, 2015)

Number Existing Number of Number Peak route

of bus bus buses plying of trips number of covera
bays configurat per day per day trips/hour ge (%)
ion
Central bus terminus/ 48 parallel 721 1665 69 32,51
Gandiphuram parking
mofussil terminus
Gandiphuram SETC 12 sawtooth 171 24 9,13
parking
Singanallur bus stand 15 sawtooth 399 34 21,3
parking
Ukkadam bus stand 15 sawtooth 831 52 25,14
parking
Mettupalayam bus 11,92
stand

Coimbatore has 3 major railway junctions, which are Coimbatore Junction,

Mettupalayam and Pollachi, and several smaller stations around these, to help
reduce the passenger traffic at the big junctions (ICRA Management Consulting
Services Limited, 2015).

The intermediate public transport (IPT) is mostly served by auto rickshaws (8541)
with an average trip length of 5km, then taxis (434) with an average trip length
services on a daily basis because they provide the last mile connectivity for
passengers traveling long distances by buses (Pradeep, 2015).

According to CMP and compared to Germany (for example Stuttgart with about
30 buses per 100.000 inhabitants) (Stuttgarter Straßenbahnen AG, 2018),
Coimbatore has enough buses (38 buses per 100.000 inhabitants) to handle the
passenger flow, but the bus stations are not sufficiently equipped for the traffic
flow or transfer journeys and thus lead to traffic jams in the Central Business
District area. The mobility plan states that people have a distance of less than
5km to a bus or rail station and only about 10% have a longer distance. To get
to the bus terminals, people walk or use rickshaws, while only a few prefer to
use cars or two-wheelers (about 2%). Town Bus Stand, Ukkadam, and Central

24
Bus Stand have the highest passenger flow (in and out) while Karamadai,
Mettupalayam and Somanur have a lower passenger flow. Considering
intermodal stations, Coimbatore train junction is the most used with the most
passengers (ICRA Management Consulting Services Limited, 2015). Regarding
the trip frequency, most passengers travel daily (49%), followed by passengers
traveling weekly (21%) and the monthly and occasional passengers (16% and
14%). 29% of the daily passengers travel to work, for 23% the trip purpose is
for education (to go to school or university, etc.), 16% have a business purpose,
10% of the trips are for social reasons and 21% for other purposes (Pradeep,
2015).

3.1.3 Non-motorized transport

Although there are almost as many pedestrians (14%) as car drivers (17%), there
are only a few pavements (Madhavan, 2015). On more than 80% of the major
arterial roads, where space would be available, sidewalks or non-motorised
tracks have not been provided. Existing footpaths are often not used because
they are blocked by hawkers and parked cars or are poorly maintained. For these
reasons and due to insufficient compliance and enforcement of traffic rules,
there is a high accident rate involving pedestrians or vehicles, especially at the
big roads like Avinashi Road, Trichy Road, Mettupalayam Road and Pollachi Road
(ICRA Management Consulting Service Limited, 2015). Moreover, there are no
explicitly assigned cycle tracks or parking areas.

3.1.4 Goods traffic

Due to the location of the Ukkadam Bus Terminal in the city centre and only one
bypass (Eastern bypass from Neelambur to Madukkarai on NH 47), the goods
traffic from outside is added to the city traffic. Almost 23% of traffic on Avinashi
Road is caused by external-external traffic; on an average day, about 12,000
trucks enter and exit the city core area (ICRA Management Consulting Service
Limited, 2015).

3.1.5 Parking situation

According to the CMP, the parking situation is mainly unplanned, random and
unregulated. Cars are often blocking footpaths and roads. The most significant
demand is daily from 8:00 to 20:00, especially along major arterial roads like
Avinashi Road, Mettupalayam Road or large bus or railway stations, where most
parking spaces are required. It is also observed that in commercial areas more
than 30% of the vehicles are parked for less than one hour (ICRA, Management
Consulting Service Limited, 2015).

3.1.6 Airport

Coimbatore International Airport (CJB) is located about 10km away from the city
at Peelamedu. It links Coimbatore with all major cities of the country and a few

25
Mobility Lab Coimbatore international destinations in the Middle East and South East Asian countries
REPORT (Pradeep, 2015).

3.2 Existing mobility plans and goals

The urban sprawl, population growth, and the rapid economic growth brought
new challenges to the city such as the increasing number of vehicle owners. Most
of the difficulties in Coimbatore traffic arise from the mix of regional traffic on
city roads as well as the absence of bypass/ring roads (Gokul, 2015). Further,
there is no well-performed organization of the buses. Tamil Nadu Transport
Corporation Ltd. (TNSTC) covers the city and its suburbs, additional a large
number of intra-city private buses also operate within the city and the same
suburbs area (Coimbatore City Municipal Corporation, 2017).

Additionally there is a lack of traffic hierarchy (insufficient right of way, control

devices, intersections or carriageway width) (ICRA Management Consulting
Service Limited, 2015), a lack of traffic corridors and most of the internal city
roads are only 1-2 lanes (Gokul, 2015); also there are no well-designated roads
or areas for pedestrians, bicycles or other vehicles only. Further obstacles emerge
from an inefficient public transport system and no adequate/efficient transport
infrastructure (Nagl, 2011). Lack of parking lots and organized on-street parking
facilities have resulted in haphazard and un-organized parking on most stretches
of commercial roads in the city (Gokul, 2015).

The road infrastructure has not expanded in tandem with the increase in the
number of vehicles in the city. Important roads of the city, primarily the NH 209,
SH15 and NH 47, present high traffic congestion. The road and transportation
infrastructure has to not only meet the existing demand, but also cater to the
demand that will be generated by the increasing population (Gokul, 2015).

With the aim of finding ways to efficiently approach the challenges that come
with a growing population and urbanization in general, the Tamil Nadu Urban
Infrastructure Financial Services Limited (TNUIFSL) commissioned ICRA
Management Consulting Services Limited (IMaCS) to develop a Comprehensive
Mobility Plan (CMP) for Coimbatore LPA, which was released in 2015.

The CMP was prepared in conformance with directives of the Ministry of Urban
Development Government of India (MoUD) and sought to identify short, medium
and long-term measures for safe, efficient and sustainable mobility in the
examined area.

The studies include an assessment of motorised and non-motorised traffic, a

review of mobility patterns in the LPA and an assessment of the relevance of
existing strategies. Thus, an Urban Transport Planning (UTP) model was
developed with short, medium and long-term strategies to ensure the
integration of the various mass transit models and public transport with
Intermediate Public Transport (IPT). The requirements for the infrastructure and
the associated investments were taken into account.

26
The results of the CMP are based on extensive surveys and stakeholder
consultations conducted in December 2013 and June 2014 under the leadership
of District Collectorate Coimbatore and TNUIFSL.

3.2.1 Non-motorized transport

Here the aim is to increase the modal share of pedestrians and cyclists from the
current 14% to at least 20%. For this purpose, a continuous, unimpeded and
separate cycle track of 2.0 – 2.5m width on at least 80% of the road network,
especially on major corridors and along lakes and rivers, should be made available
(Pradeep, 2015). The “Sustainable Cities through Transport” plan makes
proposals for footpaths and pedestrian zones with total footpath upgrade of 49
km and total pedestrianized streets of 16 km (ITDP, 2013). Further, the Smart
City Mission plan proposes a 30km eco-mobility corridor for pedestrians and
cyclists which links vantage points including lakes, Ukkadam Bus Stand, busy
market streets, educational institutions, hospitals, and others. Also, NMT-only
eco-bridges are planned on 8 road crossings on the NMT corridor (NIUA, 2015).
Referring to pedestrian traffic, 75% of the road network is to be equipped with
pavements and facilities for seamless pedestrian traffic. The footpaths should
have a width between 1.80m and 2.50m (on both sides of the road) and be
accessible to everyone, for example with ramps for handicapped people. There
should be traffic lights at a distance of 25m and near every bus station as well
as clearly recognizable zebra crossings. Finally, day-time non-motorized streets
in the market area between Selva Chintamani lake and Perur lake are proposed
(Pradeep, 2015).

3.2.2 Public transport and intermodal facilities

A further goal in the CMP is to increase and stabilize the use of public transport
from the current level of 42% to 55% by 2020, 60% by 2025 and 70% by 2033
(Pradeep, 2015). To achieve this, it is proposed to provide bus stops with bus
shelters at every 1,0 -1.2km and to build underpasses at junctions for easier
access to the stops. Currently, all buses originate and terminate at Gandhipuram
bus stand which is located in the city core area causing major congestion.
Therefore 2 relocations and 7 new locations for bus terminals have been
identified:

 Relocation of Gandhipuram bus stand, Mofussil bus stand, Gandhipuram

SETC bus stand, Town bus stand, Ukkadam bus stand, and Thiruvalluvar
Bus Stand to the area of Vellalore;
 Relocation of Polacchi bus terminal on Pollachi Road (NH-209) near
Sangampalayam.

Proposed new locations for bus terminals:

 Thudiyalur bus terminal on Mettupalayam Road;

 Bus terminal on Avinashi road between Neelambur and Chinniyapalayam

27
Mobility Lab Coimbatore  Periyanaicken Palayam Town bus terminal;
REPORT  Perur bus terminal near Perur Chettipalayam;
 Vadavalli bus terminal;
 Madukkarai bus terminal;
 Kurumbapalayam bus terminal on Sathy Road.

Also, there are some bus stands which need improvement to tackle the traffic in
central areas such as Siganallur main bus stand, Mettupalayam City Bus Terminal
and Ganapathy Bus Terminal (Pradeep, 2015).

Critical steps for the relocation to Vellalore will be the integration of mofussil,
city & interstate buses and omni Buses, the development of integrated bus
terminus for handling future traffic and next-generation buses at Vellalore and
the integration with other modes of transport.

3.2.3 Mass rapid transit system (MRTS)

An MRTS offers a more efficient and faster transport option for large groups of
people in the same travel corridor at low cost to individual passengers. There are
different types of MRT Systems, but as proposed, the most suitable and recently
available system options are a Bus Rapid Transit System (BRTS), a Light Rail Transit
System (LRTS) and/or Metro Rail. Its implementation is being proposed and
analysed for the four corridors described below. The implementation of these
projects is also being pushed as CDM measures (Clean Development Mechanism-
a project established through the Kyoto Protocol of 2005 with the aim to reduce
Green House Gas emissions). In this context, specific MRTS options have been
already proposed for each of the corridors.

1. Kaniyur-Ukkadam
The total length of the corridor is 26km. The proposed MRTS would be
a mix of at-grade (19.18km) and elevated (6.82km) sections along
Avinashi Road. The average trip length would be 14km and peak hour
peak direction traffic (PHPDT) in 2020 would be 7633 vehicles with
244485 passenger-km. The route can be extended by 9.5 km to
Madukkarai, depending on demand. For this corridor, the Clean
Development Mechanism (CDM) proposes a BRT System.
2. Bilichi-Ukkadam
The length of the traffic corridor along Mettupalayam Road is 24km and
can also be extended by 9.5km to Madukkarai in the future. The average
distance travelled on this corridor should be 15 km. Projected PHPDT in
2025 is 7658 vehicles using a BRT System.
3. Karanampettai-Thannerpanthal
This corridor covers a distance of 42km with elevated sections for LRT
Systems along Trichy Road and Thadagam Road. The average trip length

28
 is 16 km, with a forecast demand of 15323 vehicles with 539196
passenger-km in 2025.
4. Ganeshapuram-Karunyanagar
The track in this area is 44km long with elevated sections along
Sathymangalam Road and Perur Road. The projected demand in 2033
should be at 15225 vehicles with 469632 passenger-km. The CDM
proposes an LRT System for this corridor.

The actual technical options for each mass transit corridor are further studied in
order to select the appropriate system (Pradeep, 2015).

Figure 11. Proposed MRTS Corridors and Bus Terminals (Pradeep, 2015)

3.2.4 Roads for motor vehicles

In order to ensure a seamless traffic flow, a clear road network system must be
established, with multi-lane roads (4 lane roads and 6 lane roads), flyovers and
underpasses also for crossing railways, bans on certain turning movements or
the introduction of one-way streets, better street lighting and traffic control
systems which could also improve the road hierarchy. Also, the existing main
road network should be supplemented with new constructed linking roads to

29
Mobility Lab Coimbatore allow a redistribution of traffic. Besides, the road surfaces are to be renewed or
REPORT improved in order to avoid lifting the roadway by braking vehicles or fast turning.
Based on the large pedestrian and vehicular movement it is proposed to reduce
speed and calm the traffic for increasing the safety for pedestrians through
measures such as speed breakers or humps, speed tables or by building bridges
at Kulathupalayam Channel, PWD Channel – Pillaiyarpalayam Main Road, Tichy
Road and Sowripalayam Road, Rajaji Street and Vilankurichi Elementary School
Backside (Pradeep, 2015).

3.2.5 Parking facilities

It is proposed to create a parking system including, i.e. park and ride or parking
facilities near public transport stations, to give commuters and other traveling
people the opportunity of leaving their vehicle and parking near a station and
switch to public transportation or carpool.

The problem of parking on streets could be regulated through paid on-street

parking with a total length of 32,4km ensuring free. Besides, off-street at-grade
parking facilities, which are required at 6 locations, and 7 multilevel parking shall
be established of which three already have been approved for implementation.
The Coimbatore City Municipal Corporation Area offers a location for an off-
street at-grade parking lot at Gandhipuram through shifting the existing Omni
Bus Stand to Codissia where a parking lot is also proposed (Pradeep, 2015).

Figure 13. Proposed multi-level parking locations in the CMP (Pradeep, 2015)

3.2.6 Freight transport

Ring and by-pass roads are to be built to relocate freight traffic outside the city.
There will be fully equipped truck terminals (with restaurants, workshops, petrol

30
stations, etc.) for a better organization of the large influx of goods and regional
traffic. These can serve as growth and economic engine for the region and at
the same time reduce truck traffic within the city. Also, a 200ha logistics park is
to be set up near Ukkadam, covering the infrastructure for rail and road freight
and offering warehousing, private freight terminals, distribution, and
consolidation. Another proposal is entry restrictions for heavy vehicles during
peak hours (Pradeep, 2015).

Figure 14. Proposed Truck Terminals (Pradeep, 2015)

3.2.7 Intelligent transportation system (ITS) application

Using ITS networks can be more efficiently managed, and passengers can be
better informed about decisions regarding their journeys.

Proposed ITS facilities are installations of security camera network systems

(CCTV) on major corridors, at bus stops/depots and in buses, the implementation
of an Intelligent Signalling System (ISS) or priority signalling, introduction of an
automatic vehicle location system or GPS, as well as a Central Control Station
with SMS service, incidence management, a real-time information system, a web
portal and a help desk management system.

Other preferable ITS Components are for example a door obstruction sensor,
handheld electronic ticket vending machines (ETVM) or passenger information

31
Mobility Lab Coimbatore systems (PIS) with LED boards placed in buses and at stations along with an in-
REPORT bus voice announcement system (Pradeep, 2015).

3.2.8 Paratransit and feeder services

To supplement the existing public transport services, the introduction of

paratransit and feeder services are recommended. On the proposed BRT
corridors, minibus operations should be banned or only act as a feeder to arterial
roads.

3.3 Other related plans

3.3.1 Smart Cities Mission

The Government of India sponsors a program under the Ministry of Urban

Development (MOUD) which is called Smart Cities Mission. It is a national five-
year program with the goal of providing Indian cities with more citizen-friendly
and to provide a sustainable growth environment. This mission is divided into
two stages, with stage 1 being the already completed shortlisting of 100 cities
by states and stage 2 being a countrywide competition with a challenge round
for selection. In stage 2 a city-wide concept plan and a smart city proposal have
to be presented. The information for the concept plan is based on studies from
the CMP (Madhavan, 2015).

3.3.2 Solar City Master Plan

In 2015 the Ministry of New and Renewable Energy (MNRE) approved the Solar
City Master Plan (SCMP) in collaboration with the CCMC and the Tamil Nadu
Energy Development Agency (TEDA). This plan promises the addition of
renewable energy as well as savings through energy efficiency. Therefore
Coimbatore plans, e.g. to expedite its solar rooftops and to provide energy
efficient street lighting (NIUA, 2015).

3.3.3 Water management

Coimbatore is known for the drought-prone area which leads to flooding in low-
lying areas and ecosystems are declining. So the risk of both seasonal drought
and flooding are rising. Already they have problems with an adequate water
supply system. Currently, the inhabitants in Coimbatore receive just 5 to 10 days
water mostly from the Noyyal lake and at Perur Selva Chintamani lake, but the
water they receive have negative effect of children and people because of
infectious wastes dumped there (Weskamp 2018).

In 2012, Coimbatore launched a Slum-Free City Action Plan which plans to

include an integrated solution for the inadequate water management as well as
project ideas to cater the contaminant lakes/water bodies (Liehr, 2018) and to
re-connect the channels and reduce dumping of domestic and industrial sewage
in lakes and additionally reduce emission. Initial steps have been taken to clear
the open water bodies out of Juliflora sp. weed and collected plastic waste in

32
the important lakes (Perur Periya Kulam lake, Perur Selva Chintamani lake,
Vellalore lake, and Noyyal river) (Krishnaveni, 2017). Furthermore a team of
experts (Fraunhofer institution for Interfacial Engineering and Biotechnology IG,
Institut für öklogische Forschung, Institute for Social-Ecological Research and
other German companies namely DREES&SOMMER, trAIDe GmbH and DEUS 21)
are currently working together and focusing on topics like improving Semi-
centralized sewage collection and treatment, the industrial water supply and
wastewater treatment and the improvement of water quality data and
monitoring (Mohr, 2018).

4. Indicators analysis

The analysis of the indicators shows a status quo inventory of Coimbatore and
addresses the following question: „What is the sustainability performance of the
city? “. Additionally, it assesses what kind of data is being measured and
available at the city level. A total of 35 indicators were taken into account for
the analysis addressing different aspects concerning mobility and related sectors,
such as the environment, economy, society, energy, and technology. Due to the
limited availability of data, not all indicators were evaluated. Accordingly, the
report only presents arguments based on existing data.

The indicator analysis mainly uses „Indicators of the Emerging and Sustainable
Cities Initiative” (ESCI) of the Inter-American Development Bank, as well as
indicators developed by the Fraunhofer “Morgenstadt City Initiative” (MCI).
According to their standards, the benchmarks are divided into three categories:
green (no problem), yellow, and red (critical issue). Additionally, an average value
for India was added to show the city’s performance with regards to the country.
The following figure shows an overview of the evaluated mobility indicators and
benchmarks.

33
 Table 2. Coimbatore indicator assessment.
Mobility Lab Coimbatore
REPORT
Indicator Indicator scope Value Average Comment / Source
name Coimbatore value
for India

Mobility-related Indicators

Modal split share of traffic 20 16-57 based on trips per day. Source:
in % of total by pedestrian (ITDP 2015)
traffic [%]

share of traffic 3 1-20 based on trips per day. Source:

by bicycle [%] (ITDP 2015)

share of traffic 43 40-60 based on trips per day. Source:

by public (ITDP 2015)
transport [%]

share of traffic 34 20 based on trips per day. Source:

by personal (ITDP 2015)
vehicles (cars,
motorcycles,etc)
[%]

Special Kilometers of 0 Source: Interviews

roads for roads dedicated
public exclusively to
transport public transit per
in 100.000
km/100.000 population

Safety number of 0.12 0.11 207 fatalities in total of 2017.

annual fatalities Source: (The Times of India
per 1000 2018a)
inhabitants

Society-related Indicators

Urban Number of 7400 As of 2014 - population:

density people 1,650,080, urban extent: 224.34
inhabiting a m2. Source: (Atlas of Urban
given urbanized Expansion 2016)
area [number of
inhabitants per
km2]

Population Annual increase +4.1 +2.76 Since 2000. Source: (Ministry of

Dynamics in population Urban Development 2016a)
[%]

Average Monthly average 812.66 464.65 Income per capita: INR 65781.
household household EUR Source: (Ministry of Urban
income income [in € per (2015) Development 2016b)
month]

34
What stands out of the indicator assessment, is that Coimbatore is growing at a
very fast rate, which in consequence will have an impact on the urban density.
The average monthly income in Coimbatore is about 40 % higher than the
average Indian household. Accordingly, also the possession and use of a private
vehicle are comparatively high. Efforts should be put into promoting the use of
public and non-motorized transport further.

As a key finding, the assessment also shows that data availability and
organization will be a crucial issue to be improved so as to facilitate evidence-
based planning, monitoring and performance measurement in the future. Most
data was unknown or not available at the municipal departments and had to be
collected from different report and literature sources.

Indicators that could not be found and respected include:

 Mobility-related indicators: level of motorization, parking fees, km of

bicycle paths, use of public transport (rides/year/capita), the modal split
of the freight system, the share of e-vehicles;
 Environmental indicators: average CO2 emissions per capita, air pollution
(yearly average PM10, NOx, CO2), noise pollution, sealing degree of
surfaces;
 Economic indicators: GDP, Unemployment rate, income equality;
 Electricity-related indicators: share of renewable energy in the grid, local
energy production, prices;
 Technology-related indicators: internet connectivity, the share of
smartphone owners.

Future activities in these areas should consider opportunities to record such or

related information and feed it into an organized central storage system where
all departments have access to. Future data sources could, for example, include
the planned command and control center, CCTV cameras, GPS trackers, regular
inventories, etc. (see action field analysis). The city could also consider working
together with local universities and institutes and institutionalize data collection
and exchange with state and national level agencies to overcome the lack of
available information.

5. Action fields analysis

The following analysis indicates how the city addresses sustainability and which
activities it is focussing on. It gives an overview of relevant fields of actions and
related sub-aspects.

5.1 Intermodality and sharing systems

This action field addresses aspects such as the creation and utilization of
combined and integrated transport solutions and passengers’ opportunities to
easily choose and change between different modes of transport so as to be

35
Mobility Lab Coimbatore mobile in the most efficient way. As of upcoming and quite widespread transport
REPORT models, car and bike sharing options were also assessed. Mixed-mode
commuting and sharing options can be used to support the strengths and offset
the weaknesses of the already existing transport infrastructure by combining
various modes of transport.

The municipality of Coimbatore has already done some work in this area: 3 bus
stops with the possibility to change lines or transport mode have already been
implemented (ICRA Management Consulting Service Limited 2015, p.76).
Additionally, the city has declared the willingness to support further and expand
such services, e.g., with the relocation of 7 intercity bus terminals and the
construction of park & ride facilities on the outskirts of the city (ICRA
Management Consulting Service Limited 2015, p.286). Still, if compared to some
other locations in India and Europe, more can be done in this action field to
unlock its full potential. Thus, the municipality should use different opportunities
to intervene and introduce solutions that allow for better and more convenient
connection of different transport modes, providing better user experience, and
promoting the use of environmentally-friendly alternatives.

In terms of sharing models, several private car sharing initiatives like Ola and
Zoomcar already exist (Zoomcar India Private Ltd 2017; Pooja Kiran 2018).
Currently, the city itself does not see an added value in increasing its own
transport portfolio with a municipal “sharing” alternative. In general, the
invasion of shared mobility in India is still low if compared to more mature
markets of China and Europe. However, a significant shift is ongoing in densely
populated cities, due to the lower costs of the use of e-cabs compared to driving
a private car (Gupta et al. 2018). As of now, there is no bicycle sharing system
in place. In the last years, different private companies were interested in setting
up such schemes. However, all of them backed off due to different reasons such
as vandalism and cost ineffectiveness (Babu 2018; The Times of India 2018b).
Here a local initiative or partnership could help to integrate this offer in the
overall transportation planning and promote affordable access to bicycles short-
distance trips. As a non-motorized alternative, this could significantly contribute
to reducing congestion, noise, and pollution in the city center. However,
attention has to be paid to improve road safety and create a cycling-friendly
environment and infrastructure, to ensure the use and uptake of such solutions.
In Coimbatore, local universities and technology parks have also expressed
interest to implement e-mobility and bike sharing schemes to begin the transition
towards more sustainable modes of transport.

36
Table 3. Action field intermodality and sharing systems

Im Action field intermodality and sharing systems

Im1 Does the city implement mobility hubs to combine several modes of
transportation (bus, bicycles, sharing vehicles, charging stations, etc.)? YES
Im2
Has the city implemented park&ride slots around public transport nodes? NO
Im3 Has the city implemented sharing stations (car or bike) around public transport
nodes? NO
Im4 Does the city provide one ticket for all mobility alternatives (public transport,
car-sharing, parking, etc.)? NO
Im5
Does the city provide parking spaces for shared vehicles? NO
Im6 Does the city implement car sharing in the city? NO
Im7 Does the city implement bike sharing in the city? NO

5.2 E-mobility
This action field focuses on the promotion and integration of E-mobility through
adequate incentive structures (e.g., support for purchasing electric vehicles, free
parking, tax reductions, etc.) and the implementation of charging infrastructure
in public space. As of now, the city of Coimbatore has not been actively engaging
in this field. However, as the Indian electric car market is slowly but constantly
growing and governmental programmes such as FAME (Faster Adoption and
Manufacturing of (Hybrid &) Electric Vehicles) and the National Electric Mobility
Mission Plan are supporting public and private uptake of E-mobility, this might
be interesting and important to explore further in the near future (McKinsey &
Company 2017), p.17). As a first step, the city is introducing 20 E-busses, which
can be a major asset to promote E-mobility, reduce traffic emissions and raise
public awareness for environmentally friendly transport. Furthermore, local
companies such as OLA are already working on and offering solutions such as E-
rickshaws and E-vehicles and can be good partners to work with. As a big
challenge, local charging infrastructure will have to be developed for which
careful planning and a good strategy is needed, as up to now only very few
electric vehicles exist.

Table 4. Action field e-mobility

Em Action field e-mobility

Em1
Does the city administration have electric vehicles in their municipal fleet? NO
Em2 Are there specific "free parking slots" in the public space reserved for electric
vehicles? NO
Em3 Does the city incentivize the purchase of EVs (e.g., by reduction on the carbon
tax?) NO
Em4 Is there a plan to implement charging infrastructure in the public space of the
city? NO
Em5
Are electric vehicles allowed to use special lanes (e.g., bus lanes)? NO
Em6
Is there a booking system in place for the charging stations? NO

37
Mobility Lab Coimbatore 5.3 Road traffic management and parking
REPORT This action field aims at tackling challenges related to traffic flows, congestion
and the regulation of parking. Thereby emphasis is put on relieving the city
center, as well as highly congested roads or heavily polluted districts. Actions
involve aspects such as environmental and low-emission zones, the systematic
reduction of parking lots in the inner city as well as payment systems for parking
in specific areas. Furthermore, the use of intelligent traffic management and
control systems is assessed. With 2106.11 km of roads and 80% of motorized
movement in Coimbatore (ICRA Management Consulting Service Limited
2015), these could provide new and innovative services relating to different
modes of transport and traffic management, to improve the available data and
information base and enable a safer and more coordinated use of the transport
and road network.

Currently, the city has set up traffic control stations at strategic and highly
frequented intersections which are directly monitored by Coimbatore Traffic
Police officers, with limited use of technologies. However, a central command-
and-control center is in planning, which will provide the city with the necessary
tools and data to improve traffic regulation and planning. Furthermore, the
Traffic Police will soon launch an app, „Police-E-Eye“ that will enable citizens to
take pictures and directly send traffic violations to their database (THe Hindu
2019). The planned app also aims at regulating and improving the current
parking situation in the city: As of now parking spaces are not well defined, and
there is no charging system in place. However, the city has planned but not yet
implemented paid on-street parking along various roads in the core city area, as
well as 6 off-street parking complexes (ICRA Management Consulting Service
Limited 2015, p.290). These measures will enable Coimbatore to monitor
parking patterns and adjust the amount of parking lots and fees accordingly, to
encouraging private vehicle owners to avoid the city centre and park in less
impacted areas. As space is rather limited and the amount of private vehicle
owners is expected to significantly increase, flexible and multi-level parking
facilities in well-connected and strategic parts of the city could be established,
and smart parking management systems which spot and manage the availability
of parking lots could be considered in the future. Also, defined low emission
zones and green blocks can help to preserve pedestrian and cycling friendly
urban spaces.

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Table 5. Action field road traffic management and parking

Rm
Action field road traffic management and parking
Rm1
Has the city created low-emission zones? NO
Rm2 Is the city undertaking a systematic process of decreasing the number of car
parks in the city? NO
Rm3 Has the city implemented pricing mechanisms to control commuting patterns
(congestion charging, tolls, etc.)? NO
Rm4
Has the city implemented a parking payment system on public roads? YES
Rm5 Does the city have traffic management systems and intelligent traffic control
systems? YES
Rm6 Is the city actively pursuing the development and expansion of car-free areas
(e.g., in the city center)? NO

5.4 Public transport

As one of the main drivers to encourage sustainable mobility behaviour, this
action field assesses activities around the attractively and quality of public
transportation services in comparison to private car use. Coimbatore is not a
unique example, where despite high percentage (42%) of public bus usage and
low costs of public transport, the number of privately owned cars is constantly
rising. It has been mentioned that amenities and comfort will have to significantly
rise in order to make it more attractive and eliminate the image of being a “poor
people transport option.” To address this challenge, Coimbatore developed the
already mentioned “Bus service improvement plan” and plans an additional
MRTS system. To support these measures, the development of more universal
and streamlined payment systems (see intermodality), new navigation and
information systems for passengers (such as bus network plans and route
calculators) could improve the quality of public transport services. As means to
further enhance public transport attractivity, priority bus lines which are
connected and complement the proposed MRTS/BRT systems could be
considered (ICRA Management Consulting Service Limited 2015, p.243).
Additionally, the already existing rail system could be used to introduce
commuter trains with frequent stops to decongest the city center and add an
alternative for suburban connection.

Table 6. Action field public transport

Pt Action field public transport

Pt1 Is high quality of public transport given (high frequency, high density,
punctuality, moderate cost)? NO
Pt2 In general, is commuting by public transport cheaper than commuting by car
(excluding parking)? YES
Pt3 Do buses/trams have their own priority lines? NO

39
Mobility Lab Coimbatore 5.5 Pedestrian and cycling
REPORT This action field focuses more specifically on the promotion of non-motorized
transport, namely cycling and pedestrian movement. It thereby considers the
prioritization of pedestrian and cyclist friendly infrastructure (sidewalks and
bicycle lanes) in urban planning, as well as attractively and safety aspects. Despite
high motorization rate, a significant share of trips made in the city is non-
motorized (14 %). Cycling and pedestrian accessibility are key elements in the
existing mobility plan, and the city has already put lots of effort and emphasis on
this topic. It has improved through road configuration and cross sections by
providing footpaths along major urban sprawl corridors. Still, several challenges
remain. Most importantly, it has been mentioned that safety is not sufficiently
guaranteed. Even though several concrete sidewalks have been constructed,
their (illegal) use by two-wheelers and trade encroaching are limiting their
usability. As a response to the problem, the town planning department has
conducted eviction drives on a weekly basis to remove illegally parked or erected
obstacles which are planned to be followed by imposing fine (THe Hindu 2018).
Also concerning cycling, which only accounts for roughly 1% of daily ridership,
the city has indicated in the CMP facility improvement plan the need to ensure
the safety of bicycle commuters, e.g. by construction of segregated bicycle tracks
(2 m width for one-way and 3 m width for two-way movement) along major
roads (ICRA Management Consulting Service Limited 2015, p.278). To conclude,
further identification and limitation of key danger areas are needed to
complement and support activities in the area of non-motorized transport.
Furthermore, attractive and healthy surroundings (such as green spaces which
can regulate air quality, provide cover and offset the warming effect of paved
surfaces) should be created. The development of green areas is also a part of the
Urban Transport Development Strategy proposed by ITDP (ITDP 2013).

Table 7. Action field pedestrian and cycling

Pc Action field pedestrian and cycling

Pc1 Does a mobility-plan include cycling and pedestrian accessibility as key
elements? YES
Pc2 Does the city expand pedestrian-activities in the public space (e.g., pedestrian
zones etc.)? YES
Pc3 Does the city expand cycling-activities in the public space (e.g., cycling lines
etc.)? YES
Pc4 Does the city redevelop (mobility plan) former street and parking spaces to
provide more public green? YES
Pc5 Is the city actively identifying and reconciling key danger areas for cyclists and
pedestrians (e.g., providing a reporting system)? NO

5.6 City governance & strategy

This action field addresses governance subjects which are relevant in order to
steer and manage mobility-related activities effectively. These involve the
existence of an integrated mobility strategy with defined short- and long-term

40
goals which integrates all transport modes to achieve a sustainable mobility
transition, the coordination, and cooperation within the city, or the availability
of funds for sustainable mobility projects.

The municipality of Coimbatore has developed the previously mentioned

Comprehensive Mobility Plan for Coimbatore LPA and thus taken the first
important step towards achieving better governance mobility management. The
plan includes defined development goals, planned actions, and implementation
programmes, as well as relevant data for these. On this basis, more accurate
actions and objectives can be defined. In terms of communication and
coordination of mobility actions, the city still lacks a single body or organization
that is in charge (e.g., a transport department). Especially in large cities with a
rich stakeholder portfolio and a hierarchical structure, such a vehicle could
significantly improve and facilitate sustainable mobility planning by integrating
and coordinating all ongoing activities and plans, identification of synergies, as
well as gathering and streamlining relevant data and information (e.g., see
indicator analysis). In the light of sustainability being a highly complex issue, it
could be worth considering a sustainability advisory board to counsel and
support this body.

Table 8. Action field in city governance & strategy

Cs Action field in city governance & strategy

Cs1 Has the city developed an integrated mobility strategy?
NO
Cs2 Does the city have a single body/organization responsible for the
communication and coordination of transport managers (e.g. parking, PT,
Bike/car sharing..)? NO
Cs3
Is there a sustainability advisory board in place within the city? NO
Cs4 Does the advisory board cover civil society, research, business and city
administration? NO
Cs5 Does the city allocate funds or has a separate budget for greening the mobility
sector? NO
Cs6 Are there concrete long-term sustainable mobility goals that have been agreed
upon by the council? NO

5.7 Urban planning

The action field focuses on the links between mobility issues and long-term
sustainable city planning and district design. Here Coimbatore is actively
pursuing the goal of prioritizing non-motorized and public transport (e.g. in the
green corridors), as well as in promoting mix-use concepts (e.g. in the envisioned
logistics terminals, park and ride stations and around stations of high
importance). The biggest challenge that has been identified in this regard is that,
due to the bureaucratic and hierarchical nature of the Indian system, the city has
rather limited planning sovereignty. Furthermore, the city is lacking meaningful
data and monitoring assessments which would enable more evidence-based
planning. Here a more standardized approach with regular and consistent data

41
Mobility Lab Coimbatore collection should be developed with the goal to gain deeper insights into current
REPORT and future scenarios and to plan mobility actions in a more precise manner based
on public and private needs. Lastly, public policies will have to support and
complement spatial planning measures, e.g. considering low emission policies in
the green zones, issuing regulated and adequate zoning regulations and building
permits, or incentivizing high-occupancy in private cars and public transport use
to be able to regain urban space.

Table 9. Action field in urban planning

Up Action field in urban planning

Up1 Does city planning follow principles that support sustainable mobility (e.g. the
compact city, the walkable city, the green city etc.)? YES
Up2
Are there regular data assessments with respect to the city structure? NO
Up3 Does the long-term planning correspond to and link with regional or federal
planning? NO
Up4
Are transport companies allowed to engage in district development? NO
Up5
Do districts around stations have a high density and a high use mix? NO

5.8 Energy
This action field focuses mainly on the availability of renewable energy and its
link with the local grid. There are operating wind farms in the Coimbatore area,
which have to be further enhanced and complemented by other sources in order
to achieve the city’s renewable energy goals (according to the data from the
website: http://www.leapgreenenergy.com/). Even though E-mobility activities
are just slowly taking off in the city, their future introduction has to be aligned
with increased efforts in clean energy supply and storage options. This will be
crucial to ensure power supply and unlock the full potential in terms of GHG
emission and pollution reduction. The city has partially implemented solutions
that link renewable energy production and energy demand through intelligent
systems. This could be further developed and upscaled to integrate electricity
storage solutions and different modes of electrified transport.

Table 10. Action field in energy

En Action field in energy

En1
Have test-projects with smart grid components been carried out in your city? NO
En2 Are solutions in place that link renewable energy production & energy demand
with intelligent systems? YES

5.9 ICT
In this action field, the links between sustainable and efficient mobility and
available information and communication technologies are explored. This
involves the collection and use of real-time data for traffic management and

42
monitoring purposes and additional services such as uniform ticketing and
payment systems which could generate data on how people move in the city.

In the city of Coimbatore certain types of real-time data (mainly from public
transport) are available, but until now not directly used for monitoring. However,
the municipality has piloted data application during the festive season which is
characterized by a higher traffic pressure on main corridors. Furthermore,
environmental sensoring has been installed in about 30 different locations along
with an online information portal that gathers and displays the information and
could be further rolled out and integrated into future planning. Also, the
Comprehensive Mobility Plan proposes further development and implementation
of an IoT-based Intelligent Transport System in the near future (ICRA
Management Consulting Service Limited 2015, p.204). Proposed measures
include the mentioned command-and-control center, an Intelligent Signalling
System, CCTV cameras at bus stands to conduct demand studies and increase
safety, and GPS tracking of busses to feed public transport planning and public
information systems. Electronic ticketing has so far not been considered, as there
are sufficient manpower and structures for data collection, storing and
processing are just starting up.

Table 11. Action field ICT

It Action field ICT

It1 Does your city offer an electric ticketing system (smart transport card that can
be used across different public transport operators)? NO
It2 Can the "transport card" be used as a means of payment in the majority of
local transport vehicles? NO
It3 Are real-time data from the public transport system used to monitor the traffic
in the city? NO
It4 Is the overall transport system being improved on the basis of real-time data
measurement? NO
It5 Does the city utilize real-time data to optimize traffic management (e.g. user
data to understand mobility behavior and artifact-based data)? YES
It6 Does the traffic management respond to real-time data (e.g., change traffic
light circuits)? YES

5.10 Resilience
The action field on resilience investigates the ability of a city to deal with external
shocks and hazards. In terms of mobility, mostly the links between infrastructure
and climate and urbanization-related risk are being assessed. In the recent
decade, it has been recognized that sealed surfaces such as roads, bridges,
parking lots, etc. have a significant impact on the urban climate and water cycle
by contributing to heat islands and increased surface runoff. According to reports
from the Tamil Nadu Fire and Rescue Services control room, some parts of
Coimbatore also have witnesses flooding during heavy rainfall (ICRA
Management Consulting Service Limited 2015, p.327). Thus, the city has partially
worked on measures to reduce stormwater runoff from the roads. Moreover, the

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Mobility Lab Coimbatore city-based NGO Siruthuli in cooperation with CCMC has constructed rainwater
REPORT structures such as roadside digging borewells across the city depending on the
ground formation of the location (THe Hindu 2018). The city is also highlighting
accident spots as part of its risk mapping. This practice should be further
institutionalized and could be enhanced by applying resilience scorecards and
building criteria which demand the use of permeable pavings, buffer zones,
shading street trees or rainwater retention systems in future mobility
infrastructure projects. Furthermore, care should be taken that emergency and
evacuation plans are included in infrastructure planning.

Table 12. Action field Resilience

Rs Action field Resilience

Rs1
Does the city apply resilience scorecards for infrastructures? NO
Rs2 Do emergency plans for critical infrastructures exist and are they regularly
updated? NO
Rs3
Has risk mapping taken place in the city and is it regularly updated? YES
Rs4
Is the city actively taking measures to improve stormwater runoff from road
infrastructure (e.g. using permeable pavements, green strips, buffer zones)? YES

6. Project ideas for the transformation of the mobility in

Coimbatore

During the two weeks of on-site assessment, a total of 32 project ideas were
developed together with the interviewees and during the internal co-creating
sessions with the local team in Coimbatore. To facilitate the selection process,
the projects were then grouped in so-called “packaged solutions” according to
their specific sector. For instance, the projects related to improving the bus
system, such as the upgrade of bus stops, the design of new bus routes and the
creation of mobility hubs, were packaged as “improving bus services.” Like this
other 10 packages were put together:

 Improving bus services;

 Promoting shared mobility;
 Improving railway services;
 Improving road infrastructure;
 Intelligent parking management;
 Improving logistics;
 Intelligent Transport Management;
 Smart Solid Waste Management;
 Technical solutions;
 Smart governance.

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On the 28th of November an innovation workshop was organized for presenting,
verifying, discussing and further developing the existing ideas Given the limited
time available on the innovation workshop, 7 out of the 10 packaged solutions
were selected by city representatives and the City Lab team, to be discussed in
detail on the 28th of November.

6.1 Innovation workshop

More than 40 representatives from the municipality, private companies as
BOSCH India, Clancor Technologies, the Lorry Owners Association, Jayem
Automotives bus operators, universities, and KfW representatives participated in
the session. As an introduction, the City Lab methodology was presented
followed by the presentation of the preliminary results and the 32 developed
ideas. The participants were divided into groups according to their expertise
and/or area of interest for a detailed discussion on a specific project package.
The discussion was used to validate and further develop the projects regarding
the needed components, the strategic stakeholders, next steps, possible
financing options, and others. For this, templates were designed and distributed
and explained to the moderators in advance. The groups had one hour for the
discussion and to fill in the templates (see project descriptions below). The
moderation of the small groups was done by one expert of the assessment team,
accompanied by one representative of the Municipality.

After redistribution of the participants, the second round of one hour followed
for the discussion of the next 4 project packages. Finally, the results of the
discussion and the filled templates were presented in the plenum in the form of
a market place with a short 3 minutes pitch.

6.2 Project ideas for Coimbatore

The 32 project ideas developed throughout the City Lab are presented below.
Projects discussed on the 28th November are presented with more detail.

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Mobility Lab Coimbatore 6.2.1 Solution Package “Improving bus services”
REPORT

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REPORT

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REPORT

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REPORT

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REPORT

6.2.2 Solution Package “Promoting shared mobility”

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REPORT

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REPORT

58
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REPORT

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6.2.3 Solution Package “Improving railway services”

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Mobility Lab Coimbatore
REPORT

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REPORT

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REPORT

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6.2.4 Solution Package “Improving road infrastructure”

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Mobility Lab Coimbatore
REPORT

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REPORT

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Mobility Lab Coimbatore 6.2.5 Solution Package “Intelligent parking management”
REPORT

72
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REPORT

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REPORT

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6.2.6 Solution Package “Improving logistiscs”

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Mobility Lab Coimbatore
REPORT

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REPORT

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6.2.7 Solution Package “Intelligent transport management

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Mobility Lab Coimbatore
REPORT

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6.2.8 Solution Package “Smart solid waste management”

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Mobility Lab Coimbatore
REPORT

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Mobility Lab Coimbatore 6.2.9 Solution Package “Technical solutions”
REPORT

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REPORT

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6.2.10 Solution Package “Smart governance”

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Mobility Lab Coimbatore
REPORT

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Mobility Lab Coimbatore 7. The way forward – Roadmap
REPORT

7.1 Steps forward / Coimbatore mobility system

Mobility is unquestionably one of the main concerns of the city administration.
It is not only one of the main source of pollution but also very expensive and
accounts for huge amounts of energy consumption. Today, cities are completely
dependent on mobility dynamics and processes. When a city is striving to
transform itself into a smart and sustainable city, mobility is inevitably one of the
aspects that need to be mastered. Mobility is a very complex topic and has to be
treated as such. It is imperative to know how to best use the available knowledge
and the existing technology to shape the future-oriented mobility of tomorrow.

7.2 Roadmap
By applying the Morgenstadt City Lab methodology to address the key mobility
challenges in Coimbatore, 32 unique project ideas across 10 thematic packages,
presented in the chapter above, were co-created together with the key mobility
stakeholders from the city. The project ideas were based on detailed and systemic
analysis of the city profile through the strategic documents from the city and
feedback from several public and private stakeholders. As such, each of the
project ideas is relevant to the city context and would play a pivotal role in
transforming the city from a mobility perspective.

However, each of the projects needs different planning and execution times, has
diverse regulatory constraints and varying levels of stakeholder interest.
Additionally, several projects are interdependent on each other, wherein
implementation of one before initiating the other is key to the success of both.
Hence, there was a need to prioritize the 32 project ideas and create a roadmap
which can serve as a guideline towards uptake and implementation of project
ideas.

7.3 Methodology for roadmap development

At its core, the focus was to assess all the project ideas in a standardized and
unbiased way. The process involved selection of criteria for prioritization,
allocating specific weight to each criterion, and grouping of interdependent
projects.

7.3.1 Selection of Criteria

The following criteria were identified as key towards identifying the position of
the project in the roadmap. The criteria were recorded after the Innovation
workshop:

i. City Interest
Description: The City interest expresses how well the project idea aligns
with the vision and developments goals of the city. It is a key criterion

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 which takes into account the perspective of the municipal representatives
and decision makers and brings forward projects which address key
challenges in the city.

City Interest
low Not very relevant for the city at present
medium Aligns with goals, aspirations, and visions of the city and there is interest in the
implementation
high Aligns very well with the sustainable development goals of the city, aspirations,
and visions. There is a high interest in implementing and include in current and
future plans.

Contributor: The city interest was rated by the Smart City SPV team of
the Coimbatore Municipal Corporation who is responsible for the
implementation of the Smart Cities mission of the Government of India
and actively participated in the entire Mobility city lab.

During the final event on 3rd April 2019, the vision and priorities from the
perspective of newly appointed Municipal Commissioner, Mr. Sravan
Kumar and his team were also taken into account. The priorities, as
discussed by the participants during the final event, are in Annex 3. The
inputs for city interest have thus been adapted after the final event.

ii. Aspirations of the city

Description: The Aspirations of the city indicate on a comparative time
scale when a city would like to have a project idea implemented based
on its goals, priorities, and vision.

Aspirations of the city

short term Aligns with the short term goals and priorities of the city
medium term Aligns with the medium-term goals and priorities of the city

long term Aligns with the long term goals and priorities of the city

Contributor: The Aspirations of the city was rated by the Smart City SPV
team of the Coimbatore Municipal Corporation who is responsible for
the implementation of the Smart Cities mission of the Government of
Indian and actively participated in the entire Mobility city lab.
iii. Stakeholder Engagement
Description: Stakeholder Engagement indicates the extent to which the
key stakeholders are interested in the project idea and willing to be on
board for implementation.

Stakeholder Engagement
Low Based on interviews carried out, low interest in the implementation

Medium Interviewed stakeholders showed interest, agreement with proposals and

alignment with the project goals.

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Mobility Lab Coimbatore
High Majority/all of the interviewed stakeholders showed high interest, agreement
with proposals and aligned with the project goals
REPORT

Contributor: The indicator was rated by the Assessment team who

interviewed the key stakeholders in each of the projects.
iv. Time for full Implementation
Description: The criterion demonstrates the estimated time required to
complete the full implementation of a project idea. It helps to
differentiate between the quick wins and the long term investment
projects.

Time for full Implementation

Short Term < 1 year

Medium Term 1 - 3 years

Long Term > 3 years

Contributor: The indicator was rated by the Assessment team including

the Mobility experts, with previous experience in such projects, together
with the inputs from the local stakeholders.
v. Regulatory Constraints
Description: The criterion indicates how well the current regulations
support the project idea. It highlights project ideas which need stronger
political willingness and regulatory changes to facilitate successful
implementation.
Regulatory Constraints

Low Regulations are not a major obstructing factor

Medium The implementation can be partially depending on regulatory adaptations

and changes
High For further development, regulatory preconditions need to be guaranteed
to enhance commitment. 1
Contributor: The indicator was rated by the Assessment team mainly
based on the Mobility City profile of Coimbatore developed as part of
the project along with inputs from local stakeholders.
vi. Participant Votes from Innovation workshop
Description: Towards the end of the Innovation Workshop (described in
chapter 4), each of the participants received 5 votes to select project
ideas, which from their perspective, were key to addressing the mobility
challenges in Coimbatore. The workshop, where more than 40
representatives from different public and private institutions in
Coimbatore participated, well represented the key mobility stakeholders
in the city along with associations representing the local residents.
The number of votes received by each project ranged from 3 to 23.
Hence the votes were divided into the following three criteria.

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 Participant Votes from Innovation workshop

Low < 10
Medium 10 - 17
High 18 - 23

Contributor: The indicator was rated by the participants of the Mobility

City Lab innovation workshop held on 28th November 2018.

After the On-Site assessment and innovation workshop, each project

idea was assessed based on the above-mentioned criteria. The table in
Annex 2 provides an overview of the project assessment.

7.3.2 Preliminary Ranking

The project assessment formed the basis for ranking the project ideas based on
the selected criteria. However, each criterion did not have equal weight in
deciding the priority of a project. For e.g. the aspiration of the city clearly was
more important than regulatory constraints as with enough backing the
regulations could be modified to facilitate positive changes in the mobility
scenario of the city. Thus, the criteria were given following weightage:

Table 13. Preliminary ranking criteria

Criteria Weightage Reasoning

City Interest 3 The criterion plays a key role in indicating projects which
fit the vision and goals of the city. It brings forward key
transformational project ideas and hence is considered
very important.
Aspirations of the city 3 The criterion helps align the project ideas to the city
development time line and hence is considered very
important.

Stakeholder 2 Approval from stakeholders plays a key role in ensuring

Engagement the successful implementation of the project. It helps
identify projects which could be initiated consensually
and have aligned goals amongst the stakeholders.
Time for full 1.5 This helps identify quick win project ideas which can
Implementation create initial interest in the city. However, the guideline
needs to have a mix of quick win and long term
investment projects.
Regulatory Constraints 1.2 Though having supporting regulations helps faster
execution of a project, the regulatory framework could
be (and needs to be) updated by the municipal
government when there is a strong need identified
towards improving the mobility scenario in the city.
Participant Votes from 1 The participatory vote gives a good idea of the projects
Innovation workshop considered important by the key stakeholders. However,
since the votes were limited to participants who could
be physically present at the workshop, it has been given
lower weight to avoid bias.

All project ideas were given a score from 1-3 (3 – high priority; 1 – low priority)
for each criterion. These scores were used to define the preliminary ranking.

Hence, the Preliminary ranking was based on the following equation:

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Mobility Lab Coimbatore (City Interest + Aspiration of City)*3 + Stakeholder Engagement *2 +
REPORT Time for Implementation * 1.5 + Regulatory Constraints * 1.2 +
(Workshop Votes) * 1

The table in Annex 3 provides the preliminary ranking.

 Interdependent projects

The preliminary ranking prioritized the project ideas based on the selection
criteria and weightage assigned to them. However, some of the projects are
interdependent, which implies that implementation of one is necessary before
the successful implementation of another. One of the key dependencies is based
on the provision of supporting infrastructure or governance framework before
rolling out a project which would use it extensively. Such project dependencies
were taken into account before developing the final roadmap.7.3.3 Results

Based on the above-described methodology, the 32 project ideas developed

through the City Lab process along with the respective governance and technical
solutions have been prioritized. In some cases, considering the dependencies of
the project ideas on each other, they have been grouped together under one
priority adding up to 14 levels in the Roadmap.

1. Creation of Metropolitan Mobility Authority

Establishment of a dedicated local body to coordinate all activities,
authorities, and stakeholders related to mobility is the essential first step
to ensure successful implementation of the interdependent and
interlinked project ideas. It is hence, the first step towards improving the
mobility of the future.

2. Intelligent Parking Management System and Multi-Level Car Parks

The intelligent Parking Management System ranks high on the project

assessment report owing to the dire need for organised parking in the
municipality of Coimbatore.

The project on Multi-level car parks needs to be implemented in close

coordination with the Intelligent Parking Management System to ensure
that the new parking spots being created could be found through the
Parking Management System. Additionally, the currently limited space
available in the city for parking necessitates these Multi-level car parks in
the centre.

3. Upgrading Bus stops, Upgrading Bus Fleet

Digital ticketing, Smart App for Transport, Mobility Card

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 Upgrading the bus stops in the Municipality is a short term aspiration of
the city with high interest from the key stakeholders. The project needs
to be linked to the bus fleet upgrade to ensure that components that are
interdependent have been considered. For e.g., if the fleet is being
upgraded to electric busses, the bus stops need to have necessary
charging infrastructure to support this.

This is also partially linked with the Digital ticketing and Smart Mobility
app for the city. Depending on the technology chosen, these projects
require certain infrastructure, which needs to be taken into account
while upgrading the buses and the bus stops.

4. Smart door2door waste collection and Intelligent Processing of

Organic waste
Smart door2door Waste collection is an important solution for the city
considering that waste management is one of the main costs the city has
to bear. While working on the waste collection, it is important to consider
alternatives to process organic waste in a sustainable manner. Hence,
project ideas need to be developed together.

5. New Bus Routes and Ring Roads, Creation of Bus Only Lanes
To make the city more accessible via public transport, it is necessary to
extend and densify the current bus network. In some cases, there is a
need for new bus routes along existing roads. Such routes can be
initiated in the near future with the addition of new bus stops and
rerouting of existing busses or addition of new busses to the fleet.
Additionally, opening up some roads would facilitate providing ring bus
routes, which allows for peripheral transit without entering the city
centre. This would reduce the congestion in the city centre and would
promote long term sustainable transit.

6. Logistic Terminals and Micro hubs for the Last mile

The Micro hubs in the city centre to facilitate last mile delivery is an
important project for Coimbatore to reduce the number of trucks
entering the city and lead the way to more sustainable last mile
distribution options.
However, to have micro-hubs in the city centre, it is essential that there
are logistic terminals at the city boundaries which can then cater to the
micro-hubs. The logistic terminals will additionally improve the overall
working environment for the truck drivers providing them with necessary
facilities while halting in Coimbatore.

7. Creation of safe bike lanes, Bike Sharing scheme, Green Blocks,

Creation of low emission zones
Promoting bike as a mainstream mode of transport has been on top of
Coimbatore Municipality’s agenda. Introducing bike sharing schemes

97
Mobility Lab Coimbatore would be instrumental in promoting its uptake. However, having safe
REPORT and dedicated biking lanes is essential for the success of the bike sharing
scheme as the city streets are crowded with motorised transport, with
narrow and obstructed footpaths.
Additionally, the Green Blocks project would help introduce model
blocks within the city with a pedestrian and bike-friendly infrastructure.
It would create awareness about sustainable transport modes and
increase the uptake of such modes. This coupled with stringent
regulations which facilitate the transition to sustainable modes: such as
the creation of low emission zones, would support the uptake of non-
motorised and sustainable modes of transport.

8. Mobility hubs at train stations and bus stations, Indoor

Navigation system
After the public transport system has been improved, and alternate
modes of transport have been introduced, the next step would be to
facilitate last mile connectivity through Mobility hubs at bus stops and
train stations. This would increase the number of people using public
transport for their daily commute. Additionally, bigger mobility hubs
could be facilitated with Indoor navigation systems to improve the user
experience.

9. Intelligent Traffic Management, Promotion of high occupancy

private cars, flexible assigning of traffic lanes
An intelligent traffic management system will facilitate a smoother flow
of traffic at junctions and incentivise the use of sustainable transport
modes. Through the system, buses and other sustainable modes could
be prioritised to create the green wave effect. This could be further
combined with promoting high occupancy in private cars by allowing
them to use such dedicated lanes. Additionally, the Traffic Management
System could be used to allow flexible assigning of traffic lanes during
uneven traffic distribution.

10. City wide AC charging Infrastructure & Public Electric Car sharing
scheme
The City wide AC charging infrastructure would enable the use of Electric
Vehicles for within city commute. The public car-sharing scheme would
encourage the transition to electromobility.

11. Introducing Commuter Rail Services

An electric commuter rail service which works parallel to the existing rail
infrastructure, but provides better connectivity for within city commute
at affordable prices would complement the public bus services. It is a

98
 long term project which would cater to the future needs of the city and
for travelers wanting to commute longer distances.

12. Rail Link and revival of abandoned station

The proposed rail link connecting Coimbatore Junction with Irugur
Junction would ease congestion at the central junction and provide a
faster way to commute between south of Coimbatore to the East. The
Rail link project is related to the abandoned stations project, as some of
the stations are along the proposed rail link. These projects need to be
developed together.

13. Park and Ride station

A well-established public transport system from city limits would pave
the way for park and ride stations which facilitate the use of public
transport for commuters who do not have good last mile connectivity.
The stations would complement the MRTS and the Commuter rail
services.

 Shared Electric Fleet

The shared electric fleet project idea is specific to particular institutions
who are interested in providing such a service to their
faculty/employees/students. Considering that most of the travel is a short
distance, the charging infrastructure is only needed at the institution
campus. Hence, this project can be implemented independently of the
other project ideas.

7.3.4. Next Steps Discussed during the Final Event

After the preparation of the final report for the Mobility City Lab, a final event
was held to present the results from the City Lab analysis and pre-feasibility
studies. During the event, around 30 executive level representatives came
together to agree on next steps for moving towards implementation. The
participant list from the final event can be found in Annex 2.

During the event, based on the inputs from the new Municipal Commissioner,
Mr. Sravan Kumar, and his team, the priority of the projects was analysed and
adapted. Additionally, following key outcomes were defined.

1. Decision to set up of a team to support delivery of City Lab

Projects

The Municipal Commissioner, Mr. Sravan Kumar, decided to set up a

cross-departmental team, of around 10 members, who will take up the
responsibility of following up with securing financing and

99
Mobility Lab Coimbatore implementation of the projects proposed in the City Lab Report. This will
REPORT allow for successful and fast implementation of suggested projects.

2. Project Champions for the Projects

During the final event, Project Champions were assigned to each project
discussed. The champions are responsible to initiate the next steps for
supporting implementation of each project.

 Parking Management System and Intelligent Transport Systems: Mr.

Raj Khanna, Asst. Police Commissioner, Traffic Department
 Intelligent Waste Management: Mr. Sarvanamkumar, Exceutive
Engineer, CCMC
 Green Blocks: Mr. Ravichandran, Town Planning Head, CCMC
 Improving Bus Services: Municipal Commissioner will assign a suitable
representative at the earliest possible.

3. Bilateral meeting between KfW and CCMC

A meeting was setup for 18th April 2019 in Delhi between KfW (the
donor agency) and the Coimbatore City Municipal Corporation for
discussing next steps and project alignment.

100
Figure 16. An organized project ideas roadmap for the city of Coimbatore

101
Mobility Lab Coimbatore Annexes
REPORT
Annex 1 - List of interviewed partners

Institution Designation Name

PUBLIC STAKEHOLDERS
Coimbatore City Municipal
Comissioner Dr. K. Vijayakarthikeyan, I.A.S
Corporation (CCMC)
Coimbatore City Municipal
Executive Engineer Mr. Sarvanakumar Naidu
Corporation (CCMC)
Coimbatore City Municipal
Executive Engineer (Water Dept.) Mr. Gnanavel
Corporation (CCMC)
Coimbatore City Municipal
City Engineer Mr. Lakshmanan
Corporation (CCMC)
Coimbatore Smart City
Ltd./Project Management Transportation Expert Mr. N. Babu
Consultant (CSCL / PMC)
Responsible for Trichy Road,
Highway Authority Mr. Selvakumar
Mettupalayam Road
Highways Authority Avinashi Road flyover Rani
IC Centre for Governance -
Chief Operating Officer Mr. S. Baskar
Coimbatore
Local Planning Authority Representative E. Rajendran
PSG College of Technology HOD, Automobile Engineering Dr. S. Neelakrishnan ME, PhD, Ceng.
PSG College of Technology HOD, Automation And Robotics Dr. Vinod B.
PSG Institute of Advanced
Director Dr. P. Radhakrishnan
Studies
Residents Awareness Association
Representative Shri Swaminathan
of Coimbatore
Regional Transport Office (RTO) Regional Transport Officer, North Mr. K.Kumarvel
Regional Transport Office (RTO) Regional Transport Officer, West Mr. Raju
Tamil Nadu Agricultural
Security Officer A. Manikandan
University
Tamil Nadu Agricultural
Asst. Executive Engineer K.B. Ravi
University (Estate office)
Town Planning, CCMC TPO Officer Thiru. S. Ravichandran
Ukadam Bus Terminal Assistant Manager Mr. Vartharaj
WIR India National Lead Chhavi Dhingra
PRIVATE STAKEHOLDERS
Clancor Technovates India Pvt.
CRM Mr. Beeshma Chakkaravarthi
Ltd
ABT Limited Executive Director Sudhan Manickam
ABT Limited Chief Executive N. Shanmugasundaram
Ampere Vehicles Managing Director Hemalata Annamalai
Clancor Technovates India Pvt.
Managing director R. Ragunathan
Ltd
Clancor Technovates India Pvt.
Director - Technical S. Siddhiq Ahmed
Ltd
Coimbatore Custom House and
President P. Subramaniam
Steamer Agents Association
Coimbatore Goods Transport
Secretary S. Gopalakrishnan
Association
Daimler India Commercial
Senior Manager (Bus) Prabhat Saxena
Vehicles Pvt. Ltd.
eQuadriga Software Pvt. Ltd. Chairman & Managing Director Leo Ananth J
ICCI President Lakshminarayanswamy
Interglobal Logisolutions Ltd. COO Dileep T. Abraham
Jayem Automotives Ltd. Assistant Manager Ashwanth S Jawahar
Jayem Automotives Ltd. Managing Director J. Anand
Jayem Automotives Ltd. Senior Vice President S. Venkataraman
Jayem Automotives Ltd. Representative Mr. Beena
Lorry Booking Agents Association Secretary Kaja Hussain
Lorry Owners Association President K. S. Kaliaperumal
Lorry Owners Association Manager Kannappan

102
Private Bus Operators Association President V.V. Babu
Private Bus Operators Association Representative Vijay Kumar
Red Taxi Managing Partner Manoj Subramaniyam
Reliant Energy Partner Sampath Kumar
Shanthi Social Services Secretary S. Srinivas
Sieger Parking Managing Director G. Radhakrishnan
Sieger Parking General Manager - Marketing Sunil K. Rao
The Indian Chamber Of
CEO Ms. Prema
Commerce And Industry
ZRUCC Managing Partner Shri C. Balasubramanian

103
Mobility Lab Coimbatore Annex 2 - List of participants of the final event in Coimbatore on the
REPORT 03.04.2019

Institution Designation Name

ACP Traffic Police Assistant Commissioner of Police Raj Khanna
Coimbatore City Municipal
Comissioner J. Sravan Kumar, I.A.S.
Corporation (CCMC)
Coimbatore City Municipal
Deputy Comissioner S.Prasanna Ramasamy
Corporation (CCMC)
Coimbatore City Municipal
City Engineer A. Lakshmanan
Corporation (CCMC)
Coimbatore City Municipal
Town Planning Officer S. Ravichandran
Corporation (CCMC)
Coimbatore City Municipal
Executive Engineer K. SaravanaKumar
Corporation (CCMC)
Coimbatore Smart City Ltd. Project Manager (PMC) A. Thirumurthi
Coimbatore Smart City
Ltd./Project Management Transportation Expert Mr. N. Babu
Consultant (CSCL / PMC)
Confederation of Indian Industry
Deputy Director S Venkataraman
(CII)
Confederation of Indian Industry
Convenor R. Sivakumar
(CII)
CREDAI Representative D. Abaishek
CREDAI Representative Mr. Gugan
CREDAI Representative R. Rajiv
CREDAI Representative Mr. Anajakrisinvan
Fraunhofer IAO Project Manager Marielisa Padilla
Fraunhofer IAO Researcher Nikita Shetty
Fraunhofer India Manager - Electronics Aditya Fuke
GIZ Smart-SUT Urban Transport Expert R. Parvathapuram
IC Center for Governance Chief Functionary S. Baskar
KFW Delhi Young Professional Archana Jayaraman
KFW Delhi Senior Specialist UP & Mobility Swati Khanna
KFW Frankfurt Project Manager Angelika Zwicky
KFW Frankfurt Senior Expert for urban mobility Ulrich Thomas
Residents Awareness Association Member of Managing
R. Raveendran
of Coimbatore (RAAC) Committee
Siruthuli Representative B. Saravanan
Studio Annexe Architect Srividhya Srinivasan
TNSTC CBE Representative D. Varadharan
TNSTC CBE Representative N.Ganesav
TNSTC CBE Representative R. Vasudevam
University of Stuttgart IAT Scientific Assistant Vladyslav Latypov
WRI/GIZ Smart-SUT National Lead Chhavi Dhingra
Coimbatore City Municipal
Comissioner Dr. K. Vijayakarthikeyan, I.A.S
Corporation (CCMC)

104
Annex 3 - Priority list for Project Packages with Mr. Sravan Kumar
during the final event
PROJECT NAME PRIORITY
Improving Bus Services High
Green Blocks Medium
Parking Management System High
Intelligent Transport Management Medium
Intelligent Waste Management High
Improving Railway services Low
Logistics terminals and Micro hubs High
Park & Rides Low
AC charging infrastructure High
Public vehicle sharing scheme Low
Creation of a metropolitan mobility authority High
Low Emission Zone Low
High occupancy in cars program Low

105
Mobility Lab Coimbatore Annex 4 - Project Assessment Table
REPORT

Sr. Stakeholder Regulations Time for full City Aspiration of

Project Votes
No. Engagement constraints Implementation Interest the city
Improving Bus services
1 Upgrading Bus stops 21 High low medium term high short term
2 New Bus routes 3 High medium short term high short term
Mobility Hubs at bus
3 8 medium low medium term medium medium term
stations
4 Upgrading the Fleet 6 medium low medium term medium medium term
5 Digital ticketing 9 High medium short term medium medium term
Shared mobility
Public car sharing
6 3 low low medium term low medium term
scheme
7 Bike Sharing Scheme 3 medium low short term High short term
8 Shared Electric Fleets 5 High low short term medium short term
City wide AC charging
9 5 medium medium long term high long term
infrastructure
Improving Rail Services
10 Rail Link 12 High high medium term low long term
Revival of abandoned
11 2 Medium medium Medium term low long term
stations
Introducing Commuter
12 9 High medium Long term medium long term
Rail Services
Mobility Hubs at train
13 5 medium Medium Medium term high long term
stations:
Improving
Infrastructure
14 Ring Roads 17 medium high long term high long term
short/medium
15 Safe bike lanes 6 low high medium term high
term
16 Green blocks 4 medium high medium term medium short term
Parking Management
17 Park and Ride station 5 medium low medium term low short term
short/medium
18 Multi-level parking 11 medium low short term high
term
Intelligent Parking
19 18 High medium short term high short term
Management System
Improving Logistics
Logistics Terminals at
20 15 High medium medium term high long term
city boundaries
21 Micro hubs for last mile 13 high medium short term high long term
Intelligent Transport
System
22 Smart Traffic Lighting 4 low medium short term high short term

106
 Smart Solid Waste
Management
Door2Door Waste
23 23 High high medium term high short term
collection
Intelligent processing of
24 5 medium low short term high short term
organic waste

107
Mobility Lab Coimbatore Annex 5 - Preliminary Ranking Table for the Roadmap
REPORT

Project Votes Stakeholder Regulations Implementation City City Total

time Interest Aspiration

Intelligent 3 3 2 3 3 3 33,9
Parking
Management
System
Upgrading 3 3 3 2 3 3 33,6
Bus stops
Door2Door 3 3 3 2 3 3 33,6
Waste
collection
Microhubs 2 3 2 3 3 3 32,9
for last mile
New Bus 1 3 2 3 3 3 31,9
routes
Logistics 2 3 2 2 3 3 31,4
Terminals at
city
boundaries
Bike Sharing 1 2 3 3 3 3 31,1
Scheme
Intelligent 1 2 3 3 3 3 31,1
processing of
organic
waste
Shared 1 3 3 3 2 3 30,1
Electric Fleets
Ring Roads 2 2 3 1 3 3 29,1
Multi-level 2 2 3 3 3 2 29,1
parking
Mobility 1 2 2 2 3 3 28,4
Hubs at train
stations:
Smart Traffic 1 1 2 3 3 3 27,9
Lighting (ITS)
City wide AC 1 2 2 1 3 3 26,9
charging
infrastructure
Rail Link 2 3 3 2 1 3 26,6

Green blocks 1 2 3 2 2 3 26,6

Digital 1 3 2 3 2 2 25,9
Ticketing
System
Introducing 1 3 2 1 2 3 25,9
Commuter
Rail Services
Safe bike 1 1 3 2 3 2 24,6
lanes

108
 Mobility 1 2 3 2 2 2 23,6
Hubs at bus
stations
Upgrading 1 2 3 2 2 2 23,6
the Fleet
Park and Ride 1 2 3 2 1 3 23,6
station
Revival of 1 2 2 2 1 3 22,4
abandoned
stations
Public car 1 1 3 2 1 2 18,6
sharing
scheme

109
Mobility Lab Coimbatore Annex 6 - Photos
REPORT

Photo 1. Kick-off event in CCML Photo 2. Fraunhofer team with the former
Commissioner of Coimbatore Dr. K. Vijayakarthikeyan

Photo 3. Interview during onsite Photo 4. Bus stop in Coimbatore

Photo 5. Assessment of major transport roads in Photo 6. Bus terminal in Coimbatore

Coimbatore

110
Photo 7. Interview Jayem Automotives Photo 8. Site visit to one of the lakes

Photo 9. Innovation Workshop, 28.11.2018 Photo 10. Innovation Workshop, 28.11.201

Photo 11. Project voting during the Innovation Photo 12. Project shopping- Innovation Workshop,
Workshop, 28.11.2018 28.11.2018

111
Mobility Lab Coimbatore
REPORT

Photo 13. Final event in Coimbatore, 03.04.19 Photo 14. . Final event in Coimbatore, 03.04.19

Photo 15. Final event in Coimbatore, 03.04.19 Photo 16. . Final event in Coimbatore, 03.04.19

Photo 17. Final event in Coimbatore, 03.04.19 Photo 18. Final event in Coimbatore, 03.04.19

112
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Fraunhofer Institute for
Industrial Engineering IAO
Nobelstrase 12
70569 Stuttgart
www.iao.fraunhofer.de

Marielisa Padilla
Phone: +49 711 970-160
[email protected]