Public Bicycle sharing system, Pune, Maharashtra.

An Architectural Research Paper on (TO IDENTIFY CYCLE SHARING NETWORK AND ITS GAPS).

Submitted to the Savitribai Phule Pune University in partial fulfilment of the requirements for the IV B. Arch. (2015) course By Jagtap Ankeet

Under the Guidance of Ar. Mrunalini Anekar

VIT’s P.V.P. College of Architecture, Pune Savitribai Phule Pune University April 2019

The Candidate has appeared for the examination held at the Vivekanand Institute of Technology’s Padmabhushan Dr. Vasantdada Patil College of Architecture, Pune, Savitribai Phule Pune University.

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Dissertation Guide

External Examiner

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Acknowledgement I would like to thank my mentor Ar.Mrunalini anekar for guiding me while this report was being written. I have tried to follow the guidelines suggested by her which led to completion of this research paper.

This whole research was based on site visit, analyzing the problem, information provided by the user by interview and understanding from photos.

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TO IDENTIFY CYCLE SHARING NETWORK AND ITS GAPS JAGTAP ANKEET Affiliated with PVPCOA, Pune.

Abstract The Bicycle makes sense in cities. With rising urbanization, our cities need modern mobility solutions, and moving around on two wheels proves time and again that it can offer results.

Investment in bicycle infrastructure is a modern and intelligent move, research shows the social, economic, environmental, and health benefits of urban cycling. Studies from Denmark tell us that for every kilometer cycled, society enjoys a net profit of 23 cents, whereas for every kilometer driven by car they suffer a net loss of 16 cents. Many cities get this, many don't. And many more are somewhere in between, wavering on how much to invest, where to invest it, and how, exactly, to make themselves welcoming to cycling and the benefits it bring.

Pune was well known for Cycle city earlier but gradually people started using motor bikes as a modern move now cities are well developed but people have lost importance of cycle and its network, today in Pune city, government has provided PBS for people also with a segregated cycle track, does the cycle track contribute in solving the traffic flow of Pune City as the streets are narrow and now cycle track also take its own space, also the users don't park the cycle at its docking stations and cycles are parked any-where on footpaths or on streets how this can be solved is the main focus of the research.

Keywords: Road Networks, Segregated Track, safety, Challenges

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1. Introduction With heightened concerns about global oil prices, carbon emissions, and traffic congestion, governments around the world are exploring ways to “nudge” urban residents to commute using public transport instead of private automobiles. Several cities have set up public bicycle sharing systems to encourage short trips within the city. A bicycle-sharing system (BSS) is “a self-service short term, oneway-capable, bike rental offer in public spaces, with planed network”. A standard BSS consists of a network of bicycle stations where bicycles are docked and available for pick up. Licensed operators often use low price or even free access to bicycles (for limited time) to desire users to adopt this transport mode, as of April 2013, there were around 535 bicycle-sharing programs around The world, with an estimated fleet of 517,000 bicycles. The advantages of using bicycle sharing include increased transit use, decreased personal vehicle trips, lower greenhouse gas emission, and improved public health. “As the price of fuel rises, traffic congestion, populations grow, and a greater worldwide consciousness arises around climate change, it will be necessary for leaders around the world to find new modes of transport and better adapt existing modes to move people in more environmentally sound, efficient, and economically feasible ways. Bicycle sharing is evolving rapidly to fit the needs of the 21st century. ”Several cities in China have already started public bicycle projects, with Hangzhou now running the world’s largest bicycle-sharing program, with 50,000 bicycles spread across 2,000 stations. It has close to 1.2 million registered users. The more famous program in France, which has around 20,000 bicycles deployed across 1,451 stations. In Kaohsiung, Taiwan, the first BSS, called C-Bike, was initiated in late February 2009. It originally had 20 bicycle stations, all located near train stations, with 1,500 bicycles deployed. By May 2009, it had 30 more bicycle stations in scenic areas, most stations are automatic, unmanned, self-help, and open 24 hours a day. One can check out or return a bicycle, using a credit card, in seconds. The proximity of bicycle stations has boosted use of C-Bikes. Total riding time for C-Bikes increased from 5,433 hours in April 2009 to 30,000 hours in December 2009. By the end of 2009, C-Bike had purportedly helped to reduce more than 200 tons of carbon-dioxide emissions in the city, also various cities have adopted electronic route planners to provide the optimal routes to users, they are defined over a set of evaluation criteria considered by the user, the routs are planned by the inputs of the users on all possible route selection criteria within the route finding process would overcrowd the user on route planner, especially when several transportation modes are combined. It is based on the set bicycle trips that were optimized for various criteria in multi-modal, inner-urban street network, this process is based on variability of routes which can be parsimoniously described with smaller set of factors. It is also possible to detect temporal and geographic mobility patterns within the city, this patterns are applied to predict the number of available bikes for any station some minutes/ hours ahead. This predictions could be used to improve the bicycle program and the information given to the users via the biking website, also in designing and management of public bicycle-sharing systems a develop network flow model is prepared to estimate the flow of bicycles within the network and the number of trips supported, which gives an initial allocation of bicycles at each station. It is also important to examine how effective is the periodic redistribution of bicycles in the network to support greater flow, and the impact on the need of the docking station, if for a bicycle-sharing system to be most effective for this customer segment, the system must have right number of bicycles at the right places, because this affects the utilization rate of the bicycles and how bicycles circulate within the system, also to identify the appropriate operational environment in which periodic redistribution of bicycles will be most effective for improving system performance.

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1.2 OBJECTIVES Studying the cycle track in terms of its various aspects such as how it contribute in solving traffic flow of Pune city.

Comparing the Cycle tracks of F.C, J.M and Paud road in terms of functioning.

Finding out people’s perception about the Public bicycle sharing system (PBSS).

1.3 SCOPE OF STUDY AND LIMITATIONS The study is limited to analyzing the Public bicycle sharing system in terms of contributing solving the traffic flow in Pune city.

1. Type of street: Commercial Street.

2. Region of study: J.M Road, Paud Road, F.C Road (Case specific study) 3. People’s perception is only considered.

1.4 METHODOLOGY The study of Public Bicycle Sharing System and its gaps will be achieved by assessment of three major road, F.C, J.M, Paud road. Comparative analysis of this road will be done in terms of, which road is more convenient for use of Public Bicycle Sharing System (PBSS) and also what are the gaps in the design of this project will be studied by taking interviews of the people by preparing the inventory and getting the feedback about their perceptions regarding the design of track and how efficient they are, also the study will focus on what are the factors that influence the users to use the PBS or not to use the PBS. The documented information will be in terms of maps regarding presence or absence of cycle tracks its width and also the width of adjoining streets whether it is sufficient for four wheelers and two wheelers, also the research is done as a first hand study to understand the true character of PBSS. The survey is done by both quantitative aspects and qualitative aspects which will be analyzed and compiled under various headers.

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1.5 Literature Review 1. Design in Route Planners for Cyclists.

The article talks about purpose of electronic route planners which provide the optimal routes to the user. The optimal route is defined considering set of evolutionary criteria considered by the user. Interviewing user and then taking their input on all possible route selection criteria within the route finding process which would overcrowd the user interface of the given route planner, especially when multiple transportation modes are combined in same selection criteria, based on a set of bicycle trips that were optimized for various criteria in a multi-modal, inner-urban street network, an exploratory study been prepared which is based on Principal Components Analysis (PCA) which identifies the best correlations between the performances of route selection criteria. In this paper the results suggest that the variability of routes can be described with a smaller set of factors. The future effects of these findings can simplify the user interface design of electronic multi-modal route planners for cyclists are discussed in this research, various existing route planners provide access to public transportation systems, which encourage their use and help reduce individual car traffic. This research aims at finding underlying factors that explain the variability of the route selection criteria under consideration, and could thus be used to simplify the user interface.

Here the writer is talking about the problems which he faced while the selections of the set of route which he analysed while selection of alternative route from which a choice was made to design the route, also other consideration of several evolving criteria was analysed before finalising the route. A rule called decision rule which need to be to be followed while designing the routes was also considered, using this rule one can understand which route has higher performance of an alternative, which is achieved in one or more criteria which can later compensate for the weak performance of the same alternative in other criteria.

Existing route planners vary in the number of route selection criteria, they support some tourist route planners for cyclists and allows for manual selection from a set of pre-defined routes, most route planners either apply a fixed optimization function, such as shortest path, or allow the user to select a single optimization criterion, such as safe route. Some designs provide an additional function for importance weighting, such as weighting between fast, scenic, and short route and setting eliminatory constraints on the route, such as avoiding street surfaces with cobble stones, a recent study showed that slider bars, which provide importance weighting functionality, support the user better in defining the optimal route than radio buttons or hyperlinks. Advanced multi-modal door-to-door route planners allow the user to select a single optimization function, such as fewest transfers, and to set constraints on the route, such as the request to leave the bicycle at the transit station. In these multi-modal route planners it is, however, difficult, if not impossible, to specify compromise routes that optimize several criteria at a time. Author also talks about some of the methods like having one-way restrictions for car or bicycle transportation, he also talks of turn restrictions are considered in the route search as well.

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2. Redistribution of Bicycles within Public Bicycle-Sharing Systems.

The article talks about the first Bicycle sharing system (BSS) which was founded in Amsterdam on July 28, 1965, and the third generation of BSS is now widely used around the globe, the author has analysed and has studied the design and management of BSS which is limited and has begun few years back he also talks about few papers which are focused on the history and real-life application of BSS. Author has focused here mainly on reviewing models for bicycle-sharing-system design and bicycle redistribution. Lin and Yang (2011) and Lin et al. (2013) study the design of public bicycle networks using the notion of service level constraints that are well grounded in the area of logistics and inventory management. Unfortunately, the study they did, failed to take into account the fact that whereas the flow of materials within a traditional logistics network is largely dictated and optimized by supply chain planners, here the author also talks about the flow of material within a public bicycle system is dictated by the random travel patterns of passengers. Raviv and Kolka (2013) propose an inventory model to study the management of bicycle stations in BSS. Their study is based on a single station, which can inform decision making on docking capacity and bicycle redistribution. Nair and Miller-Hooks (2011) develop a stochastic joint chance constraint model to study vehicle redistribution in vehiclesharing systems. Schuijbroek et al. (2013) further develop a model to construct vehicle routes for bicycle redistribution. Author talks about the comparison of the statistics for various bicycle sharing programs across the world which shows an interesting trend, the rentals per bike day of the systems deployed in various cities in China are lower than their counterparts in Europe and Canada, despite having more stations and bicycles deployed. Although the lower number of rentals per bike day does not necessarily imply a lower utilization rate in terms of bike occupancy since one bike rental may involve a longer bike trip distance. The central focus of this paper is to understand how deployment and redistribution of bicycles in the network affect the utilization rate of the bicycles, and to what extent they affect the service level experienced by users. Although the author has restricted their discussions to bicycle-sharing systems, the ideas and techniques developed will be useful for the analysis of any system (e.g., car sharing) in which a fleet of vehicles is made available by a provider at the point of origin who cannot control trip destinations, as these are controlled by customers who arrive randomly during the planning horizon.

The author address the following issues in the management of a bicycle-sharing network like, Given station locations, what is the appropriate number of bicycles to deploy in the network? .What are the availability of bicycles which affects the number of bicycle trips made and, in turn, also the bicycle utilization rate. The measures of how much of the existing demand can be captured, whereas the latter affects the system’s viability. Given in the time-varying demand pattern, we need an optimal number of bicycles, appropriately located at the beginning of the day, to make effective use of the resources available to meet demand. All of these points were the main focus of the author in this paper.

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3. URBAN CYCLE AND MOBILITY PATTERN. In this paper the author has provided an analysis of human mobility data in an urban area using the amount of available bikes in the stations of the community bicycle program biking in Barcelona.

Based on this data an operator's website is made in which it is possible to detect temporal and geographic mobility patterns within the city. These patterns are applied to predict the number of available bikes for any station some minutes/hours ahead.

The predictions could be used to improve the bicycle program and the information given to the users via the biking website. Author here talks about the city of Barcelona which has been operating one of the largest bike sharing systems called Bicing, with about 6000 bikes distributed in about 400 station across the entire city.

The system was very successful with more than 180,000 subscribers in 2009 according to a recent study performed by Barcelona's city council, however, the same study also addresses the result of a consumer satisfaction study, which shows still some scope for improvements.

The two biggest problems detected, which cause user frustration, are as follows: (A) The impossibility to find a bike when a user wants to start his/her journey.

(B) The impossibility to leave the bikes in the user's destination due to empty or full stations.

Without oversizing the system, there are basically two ways to solve these problems: 1. Inform the user in advance about the best places to pick up 2. Leave the bikes and improve the redistribution of bikes from full to empty stations.

In this study the author aims to contribute to the solution of these problems via the analysis of cyclic mobility patterns which lead to short term predictions of the number of available bikes in the stations. Such predictions would allow us to improve the current web-service of Bicing and in turn increase users' satisfaction with the system.

Once this type of information is available, users may use mobile devices to access it.

Knowledge of those patterns could lead to an optimization of the Bicing system itself, allowing the operator to predict shortage or overflow of bicycles in certain stations well in advance and adapt its redistribution schedule accordingly at the beginning of the bicycle ride. Furthermore, they intend to show that this type of data also allows us to infer the activity cycles of Barcelona's population as well as the temporal distribution of their displacements. Such knowledge may be more interesting for city planners and may also represent a cheap way to compare the activity of cycles between different cities. To achieve these goals they have used spatio-temporal data, which has been obtained by a web-mining process from the Bicing website and corresponds to the number of bicycles available for the users in a certain moment in time in every one of the approximately 400 different stations. Uses of cycles by the users can be achieved by mobile phone usage data to construct activities of cycles form different locations, with clear differences between working day and weekend patterns as well as of certain areas within the city by a cluster analysis. Author gives a study showing, how such results can be obtained as well via web-mining

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techniques from bike sharing websites. Bicing is an urban community bicycle program, managed and maintained in partnership by the city council of Barcelona and the Clear Channel Communications Corporation. Bicing is mainly oriented to cover small and medium daily routes of users within the Barcelona city area.

Users register into the system paying a fixed amount for a yearly subscription and receive an RFID Card that allows them an unlimited usage through the year, where the first half hour of usage is free and subsequent half hour intervals are charged at 0.30 euros up to a maximum of 2 h. Exceeding this period is penalized with 3 euros per hour. There are approximately 400 stations distributed all over through the city, where each station has a fixed number of slots, either empty (without a bicycle), occupied (holding a bicycle) or out of service, either because the slot itself is empty or the bicycle it contains is marked as damaged. Whenever a subscriber needs to use a bicycle, he must select one from a station with occupied slots, travel to his destiny station, and leave it there on a free slot. The system registers every time a user takes or parks a bike in a slot. Bicycles can be withdrawn from the stations from Monday to Friday between 5:00 and 24:00. On Saturday and Sunday the service is open 24 h. Outside of these time windows the bicycles can only be returned but not withdrawn.

There are two cases in which the system does not allow a user to fulfil his route: 1. The origin station does not have any available bicycles.

2. The destiny station does not have any empty slots to park in.

When any of these situations occur, users needing a free slot or a bicycle have to choose between waiting at the station, going to another station or take other means of transportation. In order to reduce these types of situations, there are trucks which move bicycles from highly loaded stations to empty ones. However, in practice users do not wait for these trucks since they do not have a fixed schedule nor ensure a maximum response time to fix problems at a station. To allow users to plan their routes in advance, the Bicing system provides on their website a map of stations, where users can check the status of the stations (amount of available bikes and empty slots) close to their departure and arrival points. However, this information is only available at the specific moment when the user queries the system. The service does not provide a history of previous loads to the stations or an expected load of the destiny station at the time that the user gets to it.

The Bicing website provides following information: 1. Station name 2. Graphic icon to be inserted in the map 3. Latitude and longitude 4. Number of available bicycles 5. Number of free slots.

These are the few important analysis of the author which he has shared though his paper.

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2.0 Research Methods: The research is about “Bicycle sharing System and its gaps”, there is always a scope of improvement in any project same is with PBS Pune, there are few good and few bad points about the project which need to be brought in front of the society so the issues can be solved by the people itself, as the project is for the people and by the people, the study is limited to the three major roads of Pune, as these three roads have got three different characteristics.

Following are three sites which is the scope of study: 1. J.M Road 2. Paud Road 3. F.C Road 2.1 Criteria for selection of sites are as follows: 1. J.M Road - This road is well known for various activity’s like food stalls, Mobile shops, Hotels, temples etc. , due to which this road is always over crowded hole day, people love walking through this Road as the road is quite shaded in day time, the total length of the road is 1.69 KM, and has got PBS stations on hole length of the road at certain fixed distance, this road can be a good example to study how efficiently people use Public Bicycle Sharing System (PBSS) on this road, also what are people’s perception about this project can be studied clearly, so J.M road was selected for this case study.

2. Paud Road – This road has got many activity as well like, Colleges, Restaurants, Hotels, Food Stalls, Market, Vendors, Printing shops, Clothing shops, Banks, Automobile showrooms etc., all this activity makes the road very active though out the day and also night time, people enjoy walking on these streets as enjoy shopping and meeting people here, the length of the hole road starting from chandani chowk and ending at junction of Karve nagar is of 4.71 KM, and has got multiple stations of Public Bicycle Sharing Systems (PBSS), also the road is now getting new mean of transport like Metro, so this road is selected for the study of this article.

3. F.C Road – This road is also very active throughout the day and night time, as the road is very famous for shopping of cloths, Restaurants, Colleges and hospitals and street food around, many young students are passing through this street every day due to colleges on the road, they may be using Public Bicycle System in more number as compare to other selected streets, so this road was selected for the study of this article.

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2.2 Sampling strategy: Sampling strategy for these three roads will be common, like collecting site photographs at different time of the day, conducting interviews of people by preparing an inventory, making drawings on the site like plans and section cutting through important turns and junctions and chowks, noting down all the observations on site, taking measurements of the streets, footpaths, and cycle tracks. Open ended questions will be asked to the people on site and all the observations will be short listed under various heads, interviews will be asked to the people of different age groups and having different occupations. All the primary data will like context plans, length of the entire streets will be collected from Google Maps, as the research is a completely one hand study.

3.0 SURVEY DRAWINGS J.M Road- Total length: 1.69 KM A B A’ C

B’

C’ D

E

D’ F’ E’

F

Map 1: Showing the existing plan of the J.M Road. Source: Author

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A B A’ C

B’

C’ D

E

D’ F’ E’

F

Map 1.2: Showing the shade provided by the tree foliage. Source: Author

A B A’ C

B’

C’ D

E

D’ F’ E’

F

Existing Track

Map 1.3: Showing existing cycle track (one way) 12

3.1 ANALYSIS OF J.M ROAD

1. EXISTING SITUATION

Image 1: Showing the existing situation near Bharat Petrol Pump chowk.

Source: Left and right image- Author.

Image 2: Showing the existing situation near Hostel Royal Palace.

Source: Left and right image- Author.

Image 3: Showing the existing situation near DSK Kulkarni.

Source: Left and right image- Author.

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Image 4: Showing the existing situation near Balgandharva.

Source: Left and right image- Author.

Image 5: Showing the existing situation near Peter England.

Source: Left and right image- Author.

Image 6: Showing the existing situation near Joyalukkas Jeweller.

Source: Left and right image- Author.

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3.2 STATISTICAL DATA J.M ROAD MODE OF TRANSPORT-

PREFERRED TIME OF SITE

Source: Author

Source: Author

Reasons:

Reasons:   

There is no enough cycle tracks, till the end of the road so people mostly avoid using PBS. Cycles are not clean, so people avoid using PBS To save time as it is very easy and convenient for two wheelers.

NO. OF USERS-

Source: Author

  

People prefer to visit this street and use PBS in morning and evening as the street is shaded and cooler because of trees.

Working hours of people is more at morning and evening.

More cycles are used at evening time by young students.

GENERAL DATA-

Source: Author

Reasons:   

Mostly people use cycle 2 to 3 times a day because they travel for shorter time.

Daily users are less as it depends on work load and type of work of the user.

No. of users are less as the track is less and the users have to shift the lanes because there is no continuous track.

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4.0 Paud Road- Total length 4.71 KM

A

B A’

B’

C D

C’

E D’ E’

F’

F

Map 2: Showing the existing plan of the Paud Road. Source: Author

A

B A’

B’

C D

C’

E D’ E’

F’

F

Map 2.1 Showing the shade provided by the tree foliage. Source: Author

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4.1 ANALYSIS OF PAUD ROAD

1. EXISTING SITUATION

Image 1: Showing the existing situation near Atithi Family Restaurant and Bar. Source: Left and right image- Author.

Image 2: Showing the existing situation near Ganesh Furniture.

Source: Left and right image- Author.

Image 3: Showing the existing situation near Yamaha Showroom.

Source: Left and right image- Author.

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Image 4: Showing the existing situation near New Poona Bakery.

Source: Left and right image- Author.

Image 5: Showing the existing situation near Shankarrao Mohite Bank.

Source: Left and right image- Author.

Image 6: Showing the existing situation near The Shilar T.V.S Auto Expo.

Source: Left and right image- Author.

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4.2 STATISTICAL DATA OF PAUD ROAD MODE OF TRANSPORT-

Source: Author

PREFERRED TIME OF SITE VISIT-

Source: Author

Reason:

Reason:



As there are cyclest on Paud road who prefer using cycles at morning because of fresh air.

More users at afternoon because shop keepers are using cycles to travel shorter distance at afternoon.  Less users at night because of lack of Public activity on Paud road.

 

The no. of cycle users are less because of  lack of cycle tracks.

No. of 2-wheelers are more because of  wide roads and are fast as a transport.

As the road has got steep slope, it becomes easier to use cycle on slope but it gets difficult when user is going reverse way so users are less.

NO. OF USERS-

Source: Author

GENERAL DATA

Source: Author

Reason:   

Mostly people are use cycle 1 times a day because of the gradual inclination of the road they get tired.

Daily users are less as it depends on work load and type of work of the user.

No. of users are less as there are no tracks and no gears to cycle.

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5.0

F.C Road – Total Length 2.10 KM

B

A

C D E

B’

A’

C’ D’ F

E’

F’

Map 3: Showing the existing plan of the F.C Road. Source: Author B

A

C D E

B’

A’

C’ D’ F

E’

F’

Map 3.1: Showing the shade provided by the tree foliage. Source: Author

Map 3.2: Showing existing and proposed cycle track (one way) Source: Author Proposed Track 20

Existing Track

5.1 ANALYSIS OF F.C ROAD

1. EXISTING SITUATION

Image 1: Showing the existing situation near Good Luck chowk.

Source: Left and right image- Author.

Image 2: Showing the existing situation near Fergusson College gate no.1 Source: Left and right image- Author.

Image 3: Showing the existing situation near Fergusson College main gate.

Source: Left and right image- Author.

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Image 4: Showing the existing situation near Aditya Building.

Source: Left and right image- Author.

Image 5: Showing the existing situation near Bharat Petrol Pump.

Source: Left and right image- Author.

Image 6: Showing the existing situation near Police Ground.

Source: Left and right image- Author.

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5.2 STATISTICAL DATA OF F.C ROAD MODE OF TRANSPORT-

Source: Author

PREFERRED TIME OF SITE VISIT-

Source: Author

Reason:

Reason:



People who want to be fit prefer using cycle at morning more rather than evening and night to inhale fresh air .

More users at afternoon because students of colleges uses cycle when they travel shot distance.  Less users at night because of lack of Public activity on F.C Road.

 

The no. of cycle users are less because of  lack of cycle tracks.

No. of 2-wheelers are more because of 12.4 M wide roads.  Cycles are not well maintained and has the seat of cycle gets heat up because of no shade on docking stations

NO. OF USERS-

GENERAL DATA-

Source: Author

Reason:   

Source: Author

Citizens on F.C road are not using cycle regularly because of lack of tracks and also cycles don’t have gears.

Daily users are less as it depends on work load and type of work of the user.

Students and shop keepers are using cycles multiple times a day to travel short distances.

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6.0

OBSTRUCTIONS AND BARRIERS

As many of the interviews have pointed out, this Streets is thriving with obstacles, the major one being vehicles getting parked on the footpath and cycle track, which is not user friendly for people using cycles and those who are disabled people. Other street furniture like electrical poles and electrical boxes, dustbins and vegetable venders, etc. are also on the street footpaths, in most of the spaces the footpath and tracks are used for two wheeler parking right at the doorstep of the commercial shops causing the pedestrians to step down on the cycle track, this decreases the safety of the pedestrian and also the cyclist, also the bollards are placed such that a cyclist can get harm on his leg so, the cyclist has to get off and get his cycle at the other side of the bollards.

Image 1. Two-wheelers parked on the entire

Image 2. Bollards coming in between of the

Footpath and track.

cycle track.

Source: Author.

Source: Author.

Image 3. Two-wheelers parked right till the

Image 4. Bamboos kept in between of the

door of the shops.

cycle track form 4 days.

Source: Author.

Source: Author.

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CONCLUSION The study of the three major roads J.M, Paud and F.C Road showed few similar observations like narrow footpaths due to which people get down on the cycle track also the bikes are parked right till the doors of the commercial shops, which makes the cycle tracks unsafe as people cross the cycle track with the twowheelers. Also it was observed during site visit that many tracks have got street furniture on it, like bollards, feeder pillars, street poles, which creates obstacle for the cycle users, many times during visits it was observe that people drive their two-wheelers from cycle track when the traffic is more on the roads, it means either road are getting short for two wheelers or there is no proper segregation of the cycle track from the streets, as the bikers easily access the cycle tracks in spite of presence of curb stone used for the cycle track, one solution could be planting shrubs at the inner side of the curb stone and increasing the height of the track little more so it will get difficult for the two-wheeler users to climb the cycle track.

When the cyclist were interviewed, they gave some suggestions like cycles must have gears installed on them also the cycles can have a carriage behind to accommodate one more person behind, also the cycle docking stations should have shade on them because when the user tries to pick one cycle he finds that the seat of the cycle is heated up due to son and also the cycle contains a lot of dust on it as the cycles are kept open to sky. Most of the cycle users were complaining about the tracks are not continuous and they have to get down every time and then climb the tracks again, also they said that there should be some fine if the bikers drive two-wheelers form the track, it can be captured in the CC TV, and later fine can be send to them through post letter. Also many users said that there should not be any storm water chamber on the cycle tracks because the cycle tire gets fit into the grill of the chamber.

These are the suggestions given by the users, the government should look into this and should try to solve this basic problems before planning further cycle networks.

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Bradley, M. A. and Bovy, P. H. L. A stated preference analysis of bicyclist route choice. Planning and Transport Research and Computation (PTRC) Summer Annual Meeting, Brighton, UK, PTRC, 1984.

Heye, C. and Timpf, S. Factors influencing the physical complexity of routes in public transportation networks. Electronic Proceedings of the 10th International Conference on Travel Behaviour Research, Lucerne, Switzerland, 2003.

Hochmair, H. H. Decision support for bicycle route planning in urban environments.

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