201382268 apoorvam dissertation final

CYCLING CITIES - INDIA

Apoorva Madhavan Department of Architecture | University of Strathclyde 22900 | Dissertation Masters in Advanced Architectural Studies | 2014

DECLARATION “I hereby declare that this dissertation submission is my own work and has been composed by myself. It contains no unacknowledged text and has not been submitted in any previous context. All quotations have been distinguished by quotation marks and all sources of information, text, illustration, tables, images etc. have been specifically acknowledged.

I accept that if having signed this Declaration my work should be found at Examination to show evidence of academic dishonesty the work will fail and I will be liable to face the University Senate Discipline Committee.�

NAME:

Apoorva Madhavan SIGNED: __________________________________________________________________________ DATE: __________________________________________________________________________

ORDER OF CONTENTS  Outlining of the concept and need for it

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 Overview – Biking culture and goal in mind

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 Predecessors – Case studies of European cities

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 Cycling in the Indian scenario

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 Introduction to Navi Mumbai

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 Nodal placements in Navi Mumbai

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 Initiative detailing in form of infrastructure

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 Conclusion

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Cycling Cities : India

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ABSTRACT This paper looks at the process of making a city cycle friendly. The aim is to provide a background for possible efforts to be taken and emphasise on the need for such an inclusion of bicycles in the urban scenario of Indian cities. Cycling cities is by now a concept well known in Europe and some parts of the United States. There are lessons to be learnt from each of them, be it the kind of impetus they required, the ways of garnering public support or the dedication in providing special infrastructure for cyclists.

On studying the concept, examples of Paris and Antwerp are considered in order to get a fair view of cities of different scales and how they function. The history of their cycle friendly status and their systematic efforts are studied using the global yardstick of comparison, Copenhagen. By using its ideals and the studies by Copenhagenize Design Co., one can access the difficulties one expects to face and the various outcomes of awareness and acceptance of the cycling culture. The compilation of these studies is at a set of do's and dont's which might not be applicable in every case but set a basic tone for the process.

A brief study of the present situation of cycling in Indian cities and rural areas shows the immense amount of efforts that will be needed to inculcate the biking culture in the citizens. The final endeavour of the studies in this dissertation are to satisfactorily understand what goes into making a city as well as its citizens cycle friendly, and to propose the same for Navi Mumbai, Mumbai's satellite city. The proposal being aimed at this specific city is with the intention of the concept gaining steam in Mumbai due to the traffic dynamics of the zone. Such a project, if well executed and accepted, will inevitably be adopted by other Indian metropolitan cities and developing towns without the need for persuasion.

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INTRODUCTION: Present day cities are at a stage where global warming and detrimental health effects caused by air pollution from motorization are no longer only theories but imminent realities which affect our day to day lives. Cities like Beijing and Singapore constantly struggle with smog issues and wood burning smoke issues which almost render the countries redundant in some cases. In June 2013, Malaysia had to declare a state of emergency when the coastal regions of Muar and Ledang had zero visibility and the complete towns were advised to stay indoors.

(BBC Asia, 2013) The capital of Kuala Lumpur went under heavy smog leaving the pinnacle of the Petronas towers hidden from sight. Such situations are now commonplace in Southeast Asian countries, but places like London and New York are not too far from reaching such an eventuality.

This predicament is such that the vision of a utopian future is now being envisioned as a wasteland. The European cities are on a forefront to acknowledge the issues and fix the ones that can be tackled up to an extent.

Various cities in the European Union, with the help of green organisations and government funding and policy help, are at varying levels of reaching their targets in order to reduce the dependence on fuels that pollute and look towards nature for a change in lifestyle. Cities like Hamburg and Copenhagen are resourcefully paving the way for larger cities like Paris, Frankfurt and Berlin towards becoming cycling cities.

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Cycling Cities : India

2014 The transition of a car dependent city into a cycling city requires consideration right from the stage of creating development schemes to policy and infrastructure building. Changes of a major facet of lifestyle of an auto oriented lifestyle would be a difference to every economic facet of the country, it would affect the housing industry, tourism industry, road infrastructure and transport industry amongst many others. Not only would amendments be required in such tangible industries, the already increased pressure on existing services once offset by the car usage too would need new solutions.

In this publication we study the previous European cities which are in the process of becoming or improving as a cycling city. The lessons from these predecessors show the possibility and the aspects of the gradual changes required to attain such a goal. On introspection, it would be possible to determine if the resulting ease on traffic congestion and pollution levels have had any effect at all due to the modal shift. The study would include an assessment of the success of such projects that have taken place; to see and judge if the efforts were worth the investment.

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TOWARDS THE GOAL OF A CARFREE CITY: In the larger sense of creating the city to be car free or using limited cars, one of the ways to promote or study a sample set of the acceptance of the concept is to introduce a car free zone in a residential area. Not only would this allow the residents to get a taste of the alternative modes of transport, this would be a good way to gradually make the shift by providing well for the citizens who choose such a greener lifestyle. Such a zone needs to be designed with a complete understanding of the present urban situation.

There are various methods of analyses that are used to study a certain locality, these concepts need to be grasped while designing a locality based on limited transportation methods. The ped-shed analysis is a method by which one can study as to how much percentage of a 200m radius area is coverable on foot from a single point on the circular range. This particular method is relevant when providing primary facilities around a node in the public transport system; and secondarily around bike stands or secondary nodes such that all these facilities are accessible at a walking distance of 10 minutes of not lesser. Larger areas of 400m radii can be reached in a proportionately larger time frame and can encompass the secondary services.

The basis site evaluation is also the basic usage of the streets and their state of repair. The traffic on the particular streets may be assessed in relation to the user groups involved in the area. The criteria which give appropriate indications for the traffic patterns are pedestrian traffic, state of maintenance of the locality, the kind of shops and the ratio of the services and shops to residences. Character mapping shows the above study by rating them on a gradation of streets being uninviting to exciting. Such analysis helps us delineate the order in which the streets need attention and also to note which characteristics would ideally be replicated in streets proposed in the future.

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2014 Such analysis would lead to a further better understanding of which roads are already imperatively motorised and for the reasons for it. Some streets from the residential areas, in spite on including commercial establishments, have very limited car traffic, such a situation arises due to an unusual set of commercial establishments in a locality that does not require or complement them. An area designed in a manner that it encourages pedestrians to walk freely without fear and pathways that allow it to be an enjoyable experience for citizens to make such menial walks for chores will allow for a chance to increase social interaction as well as decrease the need for one to own a car.

To encourage citizens to give up car ownership, the basic factor that requires resolution is the need to have the required everyday facilities at walking distance. Secondarily, the alternative commute of cycling needs to be promoted and made sure to be seen as a real solution. While looking at a development of a car free residential zone is a soon to be seen effort, this projects looks at this specific solution; of cycling as the mode of travel and transport in large cities, where the urban scale requires some planning for and by a person on two wheels. This publication thus studies the European cities which have already adopted this solution. Based on these examples, the Indian scenario will be looked at, with principles that will require adaption as per the location, country and change in factors of urban design, climate and policies.

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OVERVIEW OF THE IMPLEMENTATION: Implementing such an idea would need co-ordination from all fields involved in urban area developments. This includes those responsible for designing, the policy makers, property developers and stockholders in infrastructure projects. A well-oiled system needs to be in place to make sure that proposed ideas and implementations aren't detrimental to each other. From the topmost in decision making, getting converted into a policy, implementation in the form of funding and designing to the community in the end who would be the user group, each party needs to an informed one to maintain transparency in the system. This process has also been emphasised in the works of Urban Design Compendium & English Partnerships (Baxter and Partnership, 2000).

The study would list the reasons for such an idea to come into fruition and the reason for such an intervention into developing countries, particularly India. The method of introducing the idea would need careful consideration into the location of its site, the scale of the development, and a reasonable large amount of attention to the marketing strategy. Unlike the west, when a new sustainable idea is implemented, it does not already have a set of clientele to it and will take substantial efforts in find investors and developers for such a development which has the risk of being underutilized.

The need for it is the high in the metropolitan cities of India considering the exponential rate of increase in motor usage. One of the approaches is also to not to allow the satellite and smaller urban towns expecting a great burst in population and new developments, to reach a situation of deadlock between the car users and the pedestrians. The amount of efforts required to accommodate a car free area or cycling infrastructure could be managed in an easier process if the situation of over dependency on cars can be avoided from an earlier stage.

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BIKING CULTURE: Cycles are one of the simplest machines made by man. By its own accord, it needs minimum maintenance and the least preparation when you set out to ride one. The minimal maintenance that it requires too does not need exceptional skill in most cases. Each rider can learn to ride, maintain and own a bike in entirety without any external support system. This makes it a very easy vehicle to buy. However, there still are choices of much advanced bicycles with new features after years of advancement.

Being the simple system of wheels and gears, it is also a very easily adaptable vehicle. It could be used in various ways, for a single person to ride, for multiple riders, to carry goods, to seat children or ferry passengers even. In fact, many Indian cities through the history have seen such versions of cycling before progressing to motor vehicles. A few of the examples are as shown below. Although using manual labour to ferry passengers is no longer a practice, the idea of using the bike for a lot more than simply exercise needs to be promoted and shown to the target user group.

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Of the exemplars available worldwide, such versatility in the use of a bicycle is only seen in certain parts of Europe while cities like London have a restricted stance to the concept of riding. The bicycle culture inherently has a wide range of aspect when mentioned in context of different countries. The pictures below demonstrate such a difference by comparing the average cyclist you would see in London (seen on left) as opposed to one in Copenhagen (seen on right) A London cyclist is often considered to have certain views and an assumed lifestyle attached to his image. The social norms of the city tend to make a rider feel the need for advanced special gear and clothing while riding. As long as appropriately clothed for weather, a rider in Copenhagen can simply walk out and be on the move with a chore bag, or office suitcase, or with his kids in a side carriage to drop at school.

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2014 This culture however reflects in the infrastructure and stems from the acceptance of biking as a regular activity.

Major inclusion of bikes on the London's roads has been a very recent process brought about by the introduction of Boris bikes in 2010.(Transport for London, 2014) Infrastructure changes favouring bikes have since then faced significant oppositions before they can be implemented.(Walker, 2014) Meanwhile the mass movement in Denmark began in the late 1900s( Cycling Embassy of Denmark, 2011) by trying to find an alternative mode of transport to reduce the number of children's' deaths due to motorised vehicles (NL Cycling, 2011). Netherlands now accepts cycling into their streets and lives alike with no separate provisions or oppositions to the same.

The attempt to emulate such a situation in a country like India would require a radical approach. The dynamics of the traffic and user group are not only incredibly complicated but also include a large number of variables which might not be relevant in cities like Paris, Antwerp, London or Copenhagen. These variables are an array of socio-economic factors, the associations of bicycle ownership and use to the status in society, the affordability and availability of the type and qualities of bicycles available in the market and last but not the least the awareness of the importance and need for such a drastic lifestyle change.

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PREDECESSORS - EUROPEAN EXAMPLES: There are various kinds of institutions working towards making cities of the world a better place for people in the future and for pedestrians and cyclists alike. Some of them are in the process of studying the policies and finding ways to encourage people to leave behind their cars at home in favour of public transport or alternative transportation like car-pooling or bicycles. International movements like Equal Streets or Car-free Sundays (Joshi, 2014) by Non-profit organisations worldwide, by smaller Indian organisations like KBS Foundation or EMBARQ have taken place with the resulting reactions being studied with intention to use in policy making at a later stage. One of the most thorough and widespread European institutions which studies such initiatives on a large scale is The Copenhagenize Design Co. (Copenhagenize.eu, 2014) The Copenhagenize Design Co. is a team of individuals working towards cycling in cities and the infrastructure related to it being improved. They are now specialists in the field and have done an organised study to see the present status as to the cycle-friendliness of cities. This detailed list, measuring the Copenhagenize Index, consists of all the factors they have counted into it while studying. The rating was based on 13 categories where each of them were given 0 to 4 points. Alongside there was a potential of bonus points which could maximum account to 12 points. Overall the maximum a city could be rated was 64, which would late be represented out of 100.

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2014 Some of these criteria are subjective while others are research and numbers based. E.g., the city's social acceptance of the bicycle in terms of the culture and advocacy are based on the perception of the place and its safety of a person on a bicycle. However the facilities provided and the infrastructure of the city being adapted to the addition of bicycles on the road are more specific and can be studied by the efforts carried out towards it. As for the modal split and gender split, they are clearly numbers that indicate the situation as to how much percentage of the total traffic is comprised of bicycles and how much of those are male dominated or female inclusive.

Regarding the infrastructure, there are various steps covered under it. One of them is the provision and the usage of a bike share programme. Some cities have inculcated the programme very well while others are yet to fund the idea. Also the provisions of cycle lanes, paths and streets is a non-existent concept in some cities while cities like Amsterdam or Utrecht, cycling is second nature to all its inhabitants due to the excellent provisions for it. These play a large part in the political involvement of urban design and the planning of a city from being car-centric to pedestrian or bicycle centric planning.

Based on this index by Copenhagenize Co. the following city studies show the steps taken for them to have the position they have today in the world of urban cycling. (Copenhagenize Design Co., 2014) Some cities like Amsterdam and Seville might have already reached a certain level of perfection in their present aims for becoming cycling friendly, but there are also cities like Paris and Berlin which are at a completely different and much more difficult scale. Although the feature slightly lower on the list, the efforts to be learnt from those cities are different and more suitable for this specific study module.

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2014 In the following few pages, there is a study of the cities of Antwerp (ranked 5) and Paris (ranked 14) in relation to the relatively new city of Navi Mumbai. In the process of learning from the implementations of making these cities into cycling cities, the studies find a way to use them in proposing a future cycling city in the country of India. Although the context of a developing country would be considerably different from that of the European countries studied, it would still be beneficial to study as to how initiative would be approached and what steps would be taken to overcome common obstacles that are bound to arise.

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The studies begin with the complete overview of the city and its present status of transport system and the public transport's connectivity within itself. The next stage considers the existence of the availability of biking infrastructure. On an account of it being available, the efficiency of it is studied based on various factors. These factors are ranging from the roads being bike friendly and safe to eliminating theft threats to its compatibility with the public transport available in the city. These studies culminate in the listing of such factors that need to incorporated into the development plan of Navi Mumbai in order to make it a bike friendly city and set an example for other cities in India to follow suit as it is absolutely imperative to take steps at this point to avoid further degeneration of the country's urban lands.

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COPENHAGEN: The term Copenhagenize has been coined by the team based on the city that is today highest ideal in the world of biking culture. It is often used as a measure of success in the trials to make a city cycle friendly. The city sets its benchmark by the basic fact that it has a larger count of bikes than its population. The 400km lengths of biking lanes allows more than 50% of its population to travel to work on bikes every day. (Denmark.dk, 2014) One of these lanes carries about 40,000 cyclists everyday making it the world's busiest.

The city has gained popularity due to its cycle friendliness, gathering tourists from all over the world and researchers visiting to learn how the Danish manage the system they have designed. The city's streets are designed in such a way as to allow complete lanes, streets or in some cases special bridges(Cykelslangen) are built for cyclists. (Hoj, 2014) This ensures their safety and has encouraged the young and families to take to the wheels. In fact, almost 25% of all families with children in Copenhagen own a cargo bike. (Denmark.dk, 2014) The following visuals show the extent to which cycling is a part of everyday life in Copenhagen. As in Copenhagen, the aim is to inculcate bicycle culture, by design.

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PARIS : Paris is known to love the bicycle since its invention in France until date, through which years there have been countless developments in the simple set of wheels. Ever since, the mode of transport has been used for travel, exercise and recreation. It has evolved much further than the simple wheel and frames to the extremely complicated piece of machinery with gears and brakes and sophisticated appendages. Its present role in Paris Image 3. 4

especially is close to coming a full circle by once again being considered as a valid mode of transport to work and study and chores as much as a motorized vehicle is.

Although the city is known for its flair and love for racing, as associated with the France tour, the city has relatively recently been introduced to the bike as a tourist and daily travel option through the introduction of

velib, the bikes available on rent, whose name stems from velo i.e. bikes and libre i.e. freedom. This concept was marketed in the beginning to the tourist population in the city. The 'Cycle Movement' began in 1994. This is a large number and the willingness to accept this kind of a new transport system seemed to gain momentum faster than expected. (Wang, Zhang and Duan, 2010) Soon after, it gained popularity by the hordes and the city now Image 3. 5

has 20,000 bikes available to rent from the 1,500 locations all over the city.

This form of renting also allowed the city's own people get a taste of biking on Paris' streets. Those who were apprehensive of it being a viable option to invest in, were convinced and the city now has 273 miles of biking routes, allowing for everyday commutes to work. With its increasing popularity and success, the biking routes soon to be increased up to 435 miles by including 65 neighbourhoods overall into the network (Freemark, 2010) Although the frequency of bikes on the streets at 74 (Osberg, Stiles and Asare, 1998) isn't drastically high,

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2014 the drop in the car sales (Bekker, 2013)has clearly shown the desired effect on the acceptance of bikes.

From the streets of Paris getting introduced to bikes, the urban infrastructure too needed changes to allow for it.

Being the city of cobbled streets and riverside promenades, a part of it wasn't as challenging as it could have been. But being a vast and saturated city, fighting for limited space on the streets with the motorized vehicles was a real concern. The bike lanes are demarcated as the situations allow; in some cases it is shared by the taxis and buses and in some there is a clear instruction for the bikes to keep out of the bus lanes. Though the markings are

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supposed to keep the cyclists safe, it is common for vehicles to jump lanes needing a vigil eye for all riders.

Such measures make sure that at least part of the concerns for the safety of the riders is addressed. This allows for a citizens' confidence in accepting the transport method as a safe alternative. If taken further to make the roads even safer, the ideal biking city of Copenhagen proves as an amazing example where children of even 4-5 years (StreetFilms, 2010) old use the streets to commute on bikes with or without supervision. Although that hasn't been achieved without some extreme efforts the city has reached a milestone that serves as a beacon to any aspiring city wishing to become bike friendly in the ultimate sense.

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2014 The map alongside(Parismap360.com, 2014) shows the extensive nature of the network which allows bikers to span across the city, from canal side ring routes to major motorways with redlined bike lanes. Gradually all commutes between residences and workspaces have a definite biking route onto which a biker can stay to ensure his or her own safety with minimal caution and alertness. Not only is the city very feasible for tourists to ride by but it also has various ring routes that are useful for training purposes.(DC Rainmaker, 2014) The riverside paths which were once motorways allow for a pleasant ride most of the year. They are hence majorly for leisure due to the number of pedestrians and not thoroughfare.

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2014 The safety on the streets is only a part of the problem, there are other pressing issues too due to which people look at cycling as a sceptical option to travel by, mainly that of theft. In any metropolitan city like Paris, with the varying income brackets and the rampant poverty issues, there is a high probability of the parked bikes being found missing even from genuine parking spots. On account of investments into impregnable locks, often unlocked parts of the bike are dismantled and possibly sold into the black market. Such an issue is more pressing

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when it is pertaining areas which are deserted at certain hours of the day or overnight. This was solved reasonably by a simple measure i.e. the provision of bike stands at every 300m (Le Nevez, Pitts and Williams, 2013) in Paris placed such that they have high visibility and make use of the passive street surveillance in not so well lit areas.

The next affecting factor to the decisions of shifting to biking instead of driving is the weather. Although this is a valid concern, as seen until now in many cities like Hamburg or Copenhagen, it isn't an insurmountable issue.

With the availability of proper clothing and determination, appropriate street maintenance and considerable care, riding during rain or snow too would be a regular and credible exercise. The situations unless causing extreme discomfort or visibility issues, are favourable for riding.

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2014 BIKING INFRASTRUCTURE: Ever since the 'Bicycle movement' in 1995(Osberg, Stiles and Asare, 1998), Paris has been improving its streets constantly to accommodate bikes. Although it stands at 14 in the list of the Copenhagenize Index, it has been creating impressive lengths of bike paths all over the city. The clear political vision in getting ahead of cities like

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London and New York in the game, it now stands witness more than 654.8 km lengths of bike paths. (The Observatoire (Paris transport monitoring center), 2011)There are certain concerns about the ground realities for the avid cyclists in the city. Even with the demarcated cycle paths and cycle lanes, there are situations where the safety is questionable. Also, in certain cases the distance to ride to reach via bike paths is substantially larger than the distance to be travelled by general traffic. However, the fact that such accessibility has been made available is impressive in a city the scale of Paris.

Another measure undertaken by the city in increasing the number of streets which have a speed limit of 2030km/h. (The Observatoire (Paris transport monitoring center), 2011)This allows for more confidence in the

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cyclists. By removing the olden motorways along the riverside, the banks are now available for beautiful walking footpaths and cycling pavements. This encourages the tourism in the city to also consider the bike share system as an option to go for. Traffic rules are separate for the bikes as opposed to rules in the United States where they follow the same rules as any other vehicle. The rules also state that no heavy vehicles would be allowed to ply on the streets during the day between 7am to 7pm.(About-france.com, 2014) This would keep the heavier vehicles away from harming the lesser scaled road-users like the bikers.

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2014 Lessons to be learnt from such a city are the intricate complexities that get added further to the basics of biking infrastructure. When considering traffic changes in order to accommodate bicycles, it might not be as easy an effort to make the motorists give room as easily as in smaller towns. There might be a limited number of streets available to redesign but in case of those, the width allowance for the cyclists needs to be wide enough to assure safety. In case of not being able to do so, the pedestrian pavements can be considered but only as a secondary option. This keeps from straying from the objective of keeping everyone on the streets safe, by endangering the pedestrians by having to share their already limited space.

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2014 Paris is identified by its boulevards, wide streets and planned street network. These wide streets organize the city in its sectors, but the city also holds its share of narrow lanes where a car can hardly enter. These streets and lanes were originally built at a time when bicycles were the norm. They did not require special considerations due to the self regulations. But in the new age streets of motorization, bicycles need segregation from the larger much faster vehicles.

Prototype 1. In most cases of large wide streets, the division of the space is made such that bicycles share space with either the buses or the cars. Where the bicycles might be pooled in with the cars, there is often a space alongside provided particularly for bike parking. This not only allows for versatile use of the wide streets but also gives the cyclists more room ensuring their safety.

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Prototype 2. From lessons learnt in cities like Antwerp, it can be seen that often it is not necessary to segregate narrower internal streets. However, in case of Paris any streets allowing bicycles to ply are with segregation minimal or complete. This might be due to the traffic culture of Paris where there is a certain level of chaos and lack of mutual respect on the streets. Even in cases where there might be wide pedestrian footpaths, there is a separation made in it to allow pedestrians to walk safe as the speeds of bicycles could pose a danger to those walking.

Prototype 3. Certain kind of streets are specific to Paris. While certain roundabout have no organisation and cyclists and cars fight for space, there are a few like Rue de Tilsit which are completely dedicated to cyclists and allow for pedestrians. Almost each of the numerous green spaces and large parks strewn all around the city of Paris is surrounded by a cycling track.

These tracks serve cyclists who prefer leisure rides as well as professional tracks for training. These park boundaries, internal lanes, cycling streets and riverside tracks combine to make the city a comfortable ride for cyclists or all kinds, tourists and sportsmen alike.

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ANTWERP: Antwerp is the port city of Belgium which holds major importance in its place in world economics and a position of power. It controls most of the diamond trade of the world. About 50% of finished diamonds and 80% of uncut diamonds are sourced through Antwerp. (CIVITAS Initiative, 2013) It holds a influential and powerful position to be able to make a statement about any initiatives it takes towards being a green and Image 4. 1

sustainable city. As Paris began out in 1995 with its 'bicycle movement' as the big step towards being a cycling city, Antwerp began out with the 'Mobility Covenant' only in 2004.(CIVITAS Initiative, 2013) It gains major help from the Civitas - the initiative co funded by the EU to gain a cleaner and better transport system to all participating parties.

The Netherlands are the best known for their bike friendliness; but as their neighbour, Belgium has taken a while to get used to the concept. With a rating of 72 it lies as high as 6 on the Copenhagenize Index. (Copenhagenize Design Co., 2014)

It is lesser only to a few cities and its modal split increase has been exponential in the recent past. In

spite of the criticism they receive, the city of Antwerp shows that it is possible, even in Belgium, to abandon the mode of cars and go for greener options without any qualms about safety of the riders or the bicycles. It is not a foreign concept to the country even if it isn't the place where it all began.

The most salient feature of Belgium and especially Antwerp is its canals and its edges. The county has canals whose lengths amount to about 2000km, of this, almost 1600km length of it is available to the common public as cycling routes to ride on. (BVBA, 2014) However, the modern enticements are using a different initiative; the popular beer bikes are a hit with the locals and tourists alike. Combined in number with the rental bikes, the city Page | 22 Image 4. 2

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2014 is a rewarding one for those who walk and pedal. Belgium also has infrastructure in place for inter-city transport as well as intra-city travel by bicycles; i.e. between its major cities and within them. The motorways are well equipped with the possibility of having a complete dedicated lane to the bike aficionados.

Creating biking infrastructure is only a part of the complete initiative to increase the system of transport across the city in a sustainable manner, namely 'sustainable urban mobility plan’. The most impressive reason for the success seems the incentive for the politicians. The political party promised to create 100km stretch of biking paths before coming into power and kept true to it. At the rate of 18km stretch of biking paths per year the city shows a slow but steady and promising future as a medium sized city and large town scale development.

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BIKING INFRASTRUCTURE: Antwerp's public transport is mainly run by the Flemish transport company, De Lijn. (Deridder, 2010)It runs trams and buses which are very well interlinked to cover the whole of the town. The trams even run an hour extra on weekends to co-ordinate with the night bus system. The Flanklin Rooseveltplaats and Koningen Astridplein are the major bus stations from where the city (stad) and regional (streek) buses both originate. The premetro lines of Diamant connect the train lines at Centraal station. Tickets for the bus tram and the premetro are all available at the kiosks available at all these stations and various other locations. The train stations and these hubs of transport are all well fitted to carry bicycles on them and for parking of the same around them.

These facilities do not limit to the ones who own bicycles of their own but also to the rental bikes available at various points in the city. These points are strategically close to the aforementioned modes of public transport and are relatively easy to navigate and use for locals and tourists alike. These Velo city bikes are similar to the Page | 23

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Cycling Cities : India

2014 ones in Paris and are much better suited for the city of Antwerp due to its favourable size that one can navigate across easily using a bike with ample of stops and parking where required due to its integration with the transport system. (InterNations GmbH, 2014) It can be viewed in the map below, as an example, the placements of the Velo bike stations (stads) in comparison the major transport hubs across the city centre.

Image 4. 5

Image 4. 6

Antwerp's effort in making the city bike friendly is one which is different from those like Paris' and is a lot more wholesome when it comes to making it realistic as a daily travel method as opposed to a leisure ride or tourist module. The SUMP led to the intensive efforts taken not only to increase bike riding but also tram coverage of the city. The tram system covers about 75% of the city and is then further well connected to the bike

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Cycling Cities : India

2014 infrastructure provided. The best example of integration of the different transport systems can be found here as can be found in few others like Leuven. The Central station holds in its basement a large bike garage.

This facility is one which provides for all the basics for riders, free air pumps and maintenance and checkups.

There is also the store which teaches vocational skills in some cases. (VirtualTourist, 2014) The most essential part of this bike garage is also the location of providing for rental bikes. Amongst the 3 different kinds of rent-abike companies in Antwerp, the blue bikes and yellow bikes are both available from this point. The usage of each of them differs and the central location allows regulars as well as tourists to choose the one which works best for them.

Another very systematic approach taken to make bikes safer from heavier faster vehicles is separating using bike lanes and paths of different kinds based on the kind of neighbourhood and street. Where possible, there is minimized separation if the speed limit in neighbourhood streets is 20mph or lesser. In cases where it is slightly higher as much as 30mph there are painted lines on the streets to demarcate the zones for the different motorists. Any speeds higher than that them until 45mph, considered as motorways, have a completely separate lane for the streets. Instead of always trying to create a separate street or lane for bikes, this is a much more practical way to integrate bikes gradually. Only when the numbers are high enough does it make sense in making drastic changes to the city's infrastructure. In some cases even with large numbers, it does not necessarily mean that high separation tends to more safety.

Another way to introduce the bike culture is to bring it to the youth. This method tends to be not only the easiest to introduce but has more chances of having a longer lasting effect on the general population. This is the reason the city of Antwerp started the Fietshaven i.e. the bicycle harbour. This was a strategy based on the bike sharing Page | 25

Cycling Cities : India

2014 programme with the user target as students of the city. It is a joint initiative of the student facilities, the union of high schools and universities, the European Union and the Belgian national railways. Although they are available to students, city riders to establishments and tourists alike, the Velo-Antwerpen are the most popular amongst the tourists. The Fietshaven is located and centred around the Centraal station of Antwerpen which makes it accessible not only students but to everyone who would like to use it. The services at this station are an ideal for the integration and interconnection of different types of transport methods in a city.

At this junction of Astridplien, Centraal station and Diamant premetro, there exists a safe haven for people who want to park their bike, overnight too if required. The planning is a little complicated due to the strategic placement and can be confusing to a first time user but is an extremely efficient one once understood. The entry to it is a set of stairs leading underground to the parking level, there is a groove on the side to carry the bike alongside. This is also the level where one can rent or repair their bikes if needed. Such a facility boosted the bicycle usage in Antwerp multi-fold due to the ease brought into the procedure

Image 4. 7

Image 4. 8

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2014 Streets of Antwerp have been sorted in various ways. Signage is a large part of the efforts in segregating traffic. The streets have been re-organised and rethought in different ways. The streets are not same in every case. Belgium has taken efforts not to create unnecessary changes the street dynamics and disrupt the original order of the traffic. This is done by limiting the number of segregations made only as and when required. If the lighter and heavier vehicles can exist in harmony, they are left to coexistence as they gain and regain their own space as per the time and need of the day or night.

Prototype 1.Depending on the pecking order of the traffic on them, the bicycles are given according sharing space. In cases of internal streets, the need to completely separate the smaller vehicles is not imperative. Due to lower speed limits already set in place in such neighbourhood streets, the roads are either shared by the cycles and cars, or in case of separation there is a single cycle lane for both directions between the car lanes and parking spaces.

Prototype 2. Larger streets like Vilde Olympiadlaen too work on the same principle where the cyclist is given a status above the pedestrian simply to create accordance in the situation. Once separated, the motorised street functions as usual with its self-placed rules for the spaces shared by cars, buses and parking spots.

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Cycling Cities : India

2014

Prototype 3.In the third kind of segregation method, the main highways and motorways are treated in an altogether specific approach due to the kind of traffic that it holds. The danger to the bicycles from cars, buses and trucks warrants the need to keep the cycle paths well away from them. The ones like the N186 have cycles kept unrelated to the traffic of motorized vehicles. This is one by considering them to be a part of the pedestrian traffic and further tackling the safety of thee pedestrians from them.

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Cycling Cities : India

2014 INDIA AND ITS URBAN PLANNING: India is one of the fastest growing economies today. The expected 13 million (Lahiri, 2014)of the population is expected to join the workforce of the country each year in the next few decades. Although it's dynamics are different from that of the manufacturing house that is China, the agglomeration in the urban areas is at an exponential rate. (Census of India 2011, 2011)Although the rate of development in the country is unmatched in pace, the absorption of the rural skill-set of agriculture has not yet been successful. The poverty levels in these urban areas are a testament to that. The progress which has been in bouts of developments has not been designed for a sustainable future.

There have been studies (Singhal, 2014) to show the link between the present situation of cycling in India to the socio-economic status of the users and the non-users of the mode of transport often associated with poverty.

Although there have been changes in the dynamics majorly in the recent past, the phenomenon is a worldwide one. The effects of bicycle and car ownership are often affected by factors relating to journey types, socioeconomic factors, and environmental demographics like health, traffic, risk involved and infrastructure available for the bicycle use. (Rosen, Cox and Horton, 2007)

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2014 Cities within India are of a varied scale from those like Indore (pop'n 3,276,697) or Gwalior (pop'n2,032,036) to metropolitan(Citypopulation.de, 2014) ones like Mumbai or Chennai of a much larger population. Of them, Bangalore is one with the fastest rate of development today. It is India's 3rd largest city as well the 5th largest agglomeration. (Rgs.org, 2014) The population increase in the recent decade has seen a 47% rise. This shows the trend of the migration of India's population from rural to urban localities. Whether in search of a livelihood or better standard of living, population of Bangalore stood at 9.6 million by year 2011. (Guinness, 2014) However, this development is an unbalanced one and often ignores other aspects of civic life when concentrated on one. So in the case of Bangalore, when there is development in the IT field, all top companies in the world are willing to invest in the city. Bringing up new developments in all directions and expanding the city, but without a well thought out structure to it. This is the reason the city's most popular identity is the traffic situation.

It is second to none but the city of Mumbai which is also rather well known for lengthy home to work travel hours. (Numbeo.com, 2014) The importance of infrastructure in a long term thought process is missing. Growing at a need-to basis,there is a lack of foresight into the effect of the development on a long term basis, on individual lives or on the environment. The manner in which big cities grow has an interdependent relation with factors like population, transport systems, infrastructure and motorization of the place. Some of these cities have already reached their saturation limit as to how much resources and population it can assimilate. E.g. Mumbai has a population of 20.7 million (Worldpopulationreview.com, 2014) which is ever growing at an alarming rate. Although the struggle of limited opportunities for all is one side of the struggle, the infrastructure of the city too is crumbling against the insurmountable pressure of having to provide for so many.

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2014 CYCLING IN INDIA: In its trial to cope with the demand for transportation in Mumbai, the trains have reached its peak of efficiency.

Being developed further to cover more of the city is a new metro line that is in service since June 2014 (The Hindu, 2014). Even with the bus services reaches each corner of the city with impressive frequency, the crowding has reached a stage where there needs to be a consideration for a new sustainable way of transport. A part of the population's travel times and habits would be a lot less stressful than the present day situation. Introducing cycling on a wide scale would set the wheels in motion for the city to get some organisation.

The statistics also show that the car usage in Mumbai is rising at a rate which along with the other cities will put India the third largest market for automobiles by 2030. (Goyal, 2011) Although the growth rate of car ownership at 12%(Shirgaokar, 2012) is not as high as other developed cities and countries, it is soon catching up. These changes have been well recognised by the EMBARQ India who are taking steps to ensure the Mumbai's pedestrian who is already squeezed to the edges of the roads do not further lose space by 'Equal Streets - a Citizens' Movement'. (Aggarwal, 2014)majorly concentrated in mainland Mumbai.

Cycling is not a new concept by any means to the country or the city. It has in fact been the birth ground of the world 9001-2000 accredited tiffin delivery system by the dabbawallas .(Singh, 2014) This system is basically a door to door pick-up and delivery system of lunches for the working class; where an intricate system and colour and number coded lunch boxes reach their destinations with a margin of 1 error per 8 million deliveries, which makes it on par or even better than six sigma service systems.(Thomke and Sinha, 2010)The coding on the lunch boxes denote the destinations of the boxes which are ferried on bicycles fully loaded on both sides onto wooden crates.

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2014 Withstanding the Mumbai crowds, this system is kept in place using the 2 north-south oriented train lines for major distance transport of the crates. The rest of the journey is done on foot or by bicycles to transport the tiffin boxes from the destination station to the offices and the origin station to homes where they return to. The upkeep of the delivery system by the dabbawallas as an entity is an extremely economic and energy efficient one.(Margulis, Motwani and Kumar, 1997) All it uses is public transport and bicycles while using manpower to create required jobs while not adding to the city's traffic and keeping their presence at a minimum inconvenience.

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Cycling Cities : India

2014 METHODS OF PROMOTING CYCLING: Allowing for such a mode of movement will allow for de-congestion of the lanes. It will also bring order to the present hierarchy of the street, where the heavy vehicles have no respect for the smaller vehicles which in turn do not for the pedestrians.(EMBARQ India, 2014) Presently the option of riding a bike is reserved for either children or the poor who cannot afford a safer mode of transport. The biking culture is basically non-existent in India due to the lack of awareness and limited availability of bikes of good quality and make. Only recently have the international brand penetrated Indian markets, however the factor of affordability limits the use of such better bikes only for recreational purposes. The targeted user group often overlaps with the user group that commutes to work in private cars.

Stigmatization in the reason of using bikes to travel to work can be overcome once there is enough acceptance for it in the form of infrastructure and better bikes in the market. The easiest way to introduce biking is the youth of the country which constitute about 27.5% of the urban population. (Ministry of Youth Affairs and Sports, 2014)Oftentimes, students in high school ride bikes to school from home. Encouraging them to continue doing so further thorough college and university would create a desirable long lasting effect. Not only will it inculcate the bike culture from an early age, but will also deal with the root of stigmatisation in which the bikes are corelated to an economic status.

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2014 Campaigning Cycling in India would involve a lot of factors similar to the ones that have come into effect in any other European city. However, there would be some issues would be inconceivable in any place other than India.

The learning from the pilot cities includes a previously well sorted traffic system as an assumption. The number of types of vehicles on the street is a limited one in these cities. An Indian city in its simplest element contains atleast 2 kinds of public transport vehicles, 2 different kinds of 2-wheeled private vehicles and private cars alongside cargo transportation. The resolution of such a situation would precede the urgency of introducing a bike lane in most cities.

However, creating a slight shift in the road structure by introducing limited lanes for the bikes will also create that barrier to allow for a separation of vehicles and pedestrians using the cyclists. Cities like Navi Mumbai are of a more recent era and provide for the possibility of a planned traffic system onto designed streets and zones. The factors of weather, although unlike North European cities, it does take on the extremities of the conditions. The humidity, heat, altitudes or monsoons affect the dynamics of biking a lot differently, especially during peak seasons. Hence when marketing the idea to prospective cyclists in India, apart from the previously studied solutions, these issues need to be addressed to make a successful pitch.

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2014 ADDRESSING THE MAJOR CONCERNS: The primary concern of users would be the safety in traffic situations. The proposed solution would be establishment of a few rules for regularising the process. Although the easiest way would be to create a cycling path alongside motorized roads, it is not a feasible solution in every scenario. The initial steps would be to enforce rules relating to speeds, which would help in keeping light vehicles like bicycles safer in situations where they share a lane. As for the ambiguity of whether a bicycle belongs alongside cars or the pedestrian paths, the core ideology is to ensure safety of each individual. In spite of being a slow vehicle compared to cars and buses, at 12-15 mph as an average it is a potential danger to pedestrians. Hence it is essential that while trying to avoid negative feedback from motorists, cyclists and pedestrians are not considered in the same category.

The secondary issue to be addressed would be the means of tackling with the weather. This would have relatively limited ways around it but with a certain amount of investment, there could be provisions in cities of extreme climates, of shade and supplies of drinking water. Although they are unconventional pieces of infrastructure, the effort would serve a multitude of purposes. The investment would take convincing arguments but can be easily put forward as they can very well be commercially appealing. By adapting the ideas to involve such prospects, it will also help reduce the socio economics implications of cycling. The present day public also has growing awareness and exposure to and eco-friendly and green ideas. Such prospects could be considered while providing for sun and rain shades which could double up as advertising panels on the sides and solar panels on the roof.

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2014 The health wave movement in the cities is gaining impetus and would be favourable for the introduction of the cycling culture. Not only are its health benefits extremely obvious, the money-saving aspect of it will be an enticing element. The rising fuel costs and gym membership costs will only make cycling seem more lucrative than a challenging way to commute. Safety for the cycles against theft and considerations of providing parking go hand in hand. Appropriate covered and supervised parking for a 10 bikes in place of 1 car (Sonuparlak, 2014) would propose a solution to the incredible space-crunch in the cityscape today. With situations like road conditions, weather, and safety tackled, promoting the enjoyable aspect will be an achievable target with a systematic plan.

The availability of proper quality cycles is a factor which would need consideration at a later stage. The statistics of the sales of cycles in the country shows a trend where the cost of a basic cycle is much lesser than that in any other country. However, with the present state of income of the poorest in India, the cheapest mode of transport too is inaccessible. (Singhal, 2014)Not only does the cheapest variation make it a difficult commute, it also endangers lives of the riders due to the risk of malfunction or overloading of the cycles, given the situations they are used in. They are used in also a mode of transporting goods.

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2014 In the article stating the possibility of commuting to work on cycles, there are concerns mentioned, which once addressed would be beneficial to car users and other motorized vehicle users alike.(The Times of India, 2014) The solution of already existing issues of traffic management and roads being pockmarked with potholes depending on the season would halve the concerns of safety which are unrelated to the behaviour of the drivers.

Such tangible efforts will be easier to solve once the requirement for it arises. Only when the users are convinced will there be a demand for them.

Of the many possible objections that might arise against creation of bicycle friendly infrastructure, the best defence against most would be the fact of abundant jobs that would be created in the field.(Neslen, 2014) The country presently faces a job crunch where there is a large number of influx but limited jobs and further limited number of minimal skill jobs. Such jobs would be created due to such an initiative not only from the construction sector but also the maintenance of the bicycles, the streets and allied gear and product sales in relation to the world of cycling and the business of the same.

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2014

The PRESENT associations of a bicycle: 

It is often considered as a sport for the young



It is considered unsafe to ride on the streets



Riding a bike often ensues the idea of not being





backgrounds due to ease of use 

With appropriate precautions and efficient infrastructure

If used as a method of travel, it is limited to school

ease 

It is inarguably the most beneficial mode of travel; economically and to the environment

The weather conditions are considered to make 

The weather is an easily surmountable issue by dressing for the weather and appropriate hydration

Bike rides are reserved for occasional weekend or recreational activity



It is an enjoyable process for people of all age and

it is possible to ride alongside cars and motorcycles with

riding in open air impossible 



able to afford other motorised transport

children 

The PROPOSED associations via awareness:



Once provided with Park and Ride facilities, there is also

It is assumed that it will be stolen if left unattended

an option to use a personal or a community sharing bikes

or parked even in a vehicle parking space - as no

like 'Boris Bikes' then transferring to public transport like

dedicated parking is available

train or bus

It is assumed that riding a bike to any destination



With a slight attention to placing parking in locations where there is passive street surveillance, the safety and

will take longer than any other means

parking issue can be tackled together 

The time taken on a bicycle for short chores is much lesser than getting a car out or on foot

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2014 NAVI MUMBAI: Mumbai is at a crossroads with its innovation in ways to tackle the overcrowding. The opportunities for the migrants have in this capital town of Maharashtra state, have dwindled down to a bare minimum but the influx has been a dynamic that varies but still is on the increase.(Chaturvedi and Sachitanand, 2013) The first planned de-congestion was the proposal of satellite city of Navi Mumbai. Although the preferable direction of migration would have been northwards to the cities of Thane and Kalyan and their municipalities, ancient cities Image 5. 3 have already become a part of Greater Mumbai and its extension by migration. (Acharya and Nangia, 2004)At this stage they too have reached their threshold limits. Instead Navi Mumbai worked perfectly as the new land to transfer a planned Mumbai and create a balanced residential and commercial land over the existing marshes.

Navi Mumbai has been open to all new ideas since its inception in its trial at being the new age 21st century ideal city. It has lost the steam it had once during the planning and development stage. It is at a situation where it could either be controlled or if left to its own ways, will result in another metropolitan city of Mumbai but with a larger number of congregational locations all over the city. The nodes which were once planned meticulously will culminate into traffic bottlenecks with myriad illegal tenements or shops sprawling in its corners while the city wonders what went wrong in this well planned city for poor man's co-existence by Correa.

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2014 There are parts of the city which have had their once Portuguese and Dutch roots.(Thehistoryhub.com, 2014) These countries now well known for their travel abilities on two wheels could prove to be an inspiration for the city's new enthusiasts who might look for proof to reinstate the positives of taking up the wheels and ditching the carbon footprint increasing cars and two-wheelers, as mopeds or motorcycles are called in India. Campaigning to the youth would need a new approach. The events would aim to make the people can see the feasibility of cycling on Navi Mumbai's streets. The issues would not be skirted around by glorifying the cause falsely but rather addressed to, providing short term solutions until a longer system is in place.

There are various reasons the intervention into city's traffic situation is a imminently urgent one. Not only is it imperative for the sustenance of the city in a better way than it is going in today, it is also required for a better life of the inhabitants of the metropolis. Mimicking mainland Mumbai's situation, everyday life is now a struggle with travel times to work being anywhere between 1.5 to 2 hours in each direction each day. The costs of the same in case of car travels have gone exorbitantly high. A basic study from Mumbai into the same shows figures as below.

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2014 The satellite city of Navi Mumbai is now the new land of development and good standard of living at affordable rates. The city is planned based on a grid pattern by one of the best architects of India, Charles Correa in 1970's.(Ananthakrishnan, 1998)It runs along the mainland of Mumbai and is connected by Sion-Panvel expressway and the Mulund- Airoli bridges before its connection at the top end of the peninsula. These allowed for the transition on various points from the majorly linear city of Mumbai. The recent most population statistics available are from the census taken place in 2011. With the margin of 3.7% error in the omission of count, the population of Navi Mumbai, Panvel etc do not count into the population of Mumbai UA(Urban Agglomeration) but if counted the satellite city increases the city's population by 374 thousand which is a significant number.(Bhagat, 2013)

The latest population census also shows the success of the strategy of reducing the influx into the core city of Mumbai. Not only does the recent trend show a decline in the growth-rate of the city from 2.9% per year in 1991 to 2.6% in 2001 and drastically further down to 1.2% in 2011.(Bhagat, 2013)Infact, certain areas of the city even experienced a negative growth rate. However, it is not completely creditable to the inception of Navi Mumbai as major absorption of the growth rate has occurred into the satellite cities of Thane and Kalyan-Dombivili. This concludes in the satellite cities now under the threat of overcrowding and mismanagement. It is possible to curb impending disaster in case of Navi Mumbai. The present infrastructure is a much planned one that would allow for better changes to come by.

Image 5. 5

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2014 The city of Navi Mumbai is still a young one. It has a beating pulse already but it still has potential to be moulded in any manner the architect wishes to. Charles Correa is known for his consideration of the urban poor in his designs. This city on a large scale is no different. The design has allowed for mingling of different classes and strata to come live together in localities which are complete in themselves. The public transport network in this area works in a way that each locality is considered a node and all nodes connected by a scheduled bus route.

There are also train stations at regular intervals which again are well connected to the bus routes.

CIDCO's grand plan for the satellite city includes a complete set of 13 schools,4 professional colleges, a degree college, 32 health centres, 34 centres of worship. (Cidco.maharashtra.gov.in, 2014) The core of city will in the future be held up by the proposed 77 community welfare centres; these also include hostels and indoor and outdoor sports facilities. The major development however is the proposal of the 6,000 affordable housing for the

Image 5. 6

poor and middle class. However, the upper class housing too has picked up well in the area of Palm Beach.

In its inception, the land of 86 villages in the area adjoining the city of Mumbai were acquired and bought off from the private owners. At a later stage an additional 9 villages were added to the precinct. The land thus accumulated was handed in to CIDCO as the town planning authority for Navi Mumbai, the city envisioned to be a new age environmentally balanced city with a proper use of the limited resource of land. CIDCO is the City and Industrial Development Corporation of Maharashtra. They have delivered well on the job undertaken and Navi Mumbai is well on the path it was set out on, albeit not without obstacles or delays. The development plan was first formulated in 1971. Since then, there have been revisions and appendices added in the years 1978, 1986, 1990, 1991, 1992, 1994, 1996, 2000, 2001, 2002, and 2003.(Cidco.maharashtra.gov.in, 2014)

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2014 The town planning strategy adopted a more poly-centric mode of development to avoid a repetition of the situations that arose in Mumbai due to a mono-centric mode of development that led to concentration of activities in a certain end of the city leading to imbalance. Another major differentiating factor to the planning of Navi Mumbai was its public participation norms. Not only was public approval sought at the beginning of the planning but each amendment is brought forth in front of the public before it gets approved. The boundary now existing once was consisting of 50 sq.km of gaothans, Defence, MIDC and MSEB areas. Of the balance of the land 166sq.km was privately which was 57% of the total. The remainder included 27 sq.km of saltpan land and the government owned land stood at a 34% which was 101 sq.km.

The NMMT Navi Mumbai Municipal Corporation connects to Thane, Kalyan, Uran, Panvel, JNPT and Mumbai. These connections are via road and rail. The city whose tagline states 'The city of the 21st century' holds a lot of promises for its planned development and becoming a place of equal opportunities. The future proposals held presently for Navi Mumbai include an international airport and a water port, a trans-harbour link between Wadala in Mumbai and Ulwe in Navi Mumbai. Mumbai's rail network comprises of 6 corridors connecting the length and width of the city to the adjoining satellite cities. Harbour line is the one in Navi Mumbai that spans from Vashi to Ghansoli and Airoli.

As for the roads, it is an intensive network stretching to 428.95km. The national highway NH-4 passes through the city. The major roads have dividers and footpaths along them in most cases. The NMMC is undertaking the task of providing one in every possible scenario and new ones are being made in Airoli, Nerul and Dapave. The availability of good infrastructure has also led to a great rise in the number of vehicles registered in the city. The

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2014 recent most registered number of vehicles in the NMMC is 75,356. It has been on a rapid rise in the recent past especially due to the taxes involved in registration in the neighbouring municipalities of Mumbai and Thane.

The bus routes in the precinct of Navi Mumbai are based on the areas planned as residential and industrial areas. The major bus depots connect to other bus depots covering the city between completely. The major ones are the Nerul, Vashi and Panvel bus depot which are on a inter-city connection scale. They allow for the cities around to connect to Navi Mumbai and the TMC governed city limits. These act as the primary nodes of the city. These bus depots often connect well to the neighbouring railway station, they act as the primary nodes and the railways as the secondary which is a very major differentiating feature from mainland Mumbai. The linear pattern of development of Mumbai was discontinues by strategic planning of this city.

The multi nodal placement of residential nodes and industrial areas are spread out in accordance with the stations of bus and trains. E.g. places like Belapur and Turbhe are major places of employments; they are also junctions which have a railway station and a bus depot. These bus depots then allow for further connection for shorter distances via auto-rickshaws, the 3-wheeled motorised cycles used for metered public transport in many of India's cities. They are an additional factor that adds to the city's road traffic. The eventual outcome is the city being populated and connected by trains, buses, auto-rickshaws, private cars, private two-wheelers and trucks for transportation of goods.

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2014 Of these, the common man's indispensible and well used modes are that of the train and buses for public transport in conjunction with either walking or the auto-rickshaws. The city being a well-planned set of zones, they are demarcated well and separated with intention. In case of execution of a new idea, it would have to go hand in hand with the development rules by CIDCO. The GDCR, general development control regulations set

by CIDCO have not yet been replaced by one particularly for the city but they have proved to be effective over the course of time. The NMMT too has considered them well in their proposals and growth of the services going alongside the real estate development.

The bus depots of secondary nodal importance are the ones in smaller residential areas like Sarsole, Turbhe, KoparKhairane. They are based on locations central to their residential neighbourhood. Sector 20, Turbhe Agar, the bus depot links the railway station immediately. The location is an ideal one to act as a transport hub.

A transport hub would be one which would allow a person to chose amongst all kinds of methods of travel as per choice. It would not only include public transport but also places of car-parking or two-wheeler parking to use the alternative connection of travel to further points. Such a point of connection is beneficial to people of all economic and social strata as well as for all commercial establishments. It leads to overall development of the surroundings, it gives rise to a landmark which would make it an incentive for promotion of cycling whether for a cause or health reasons.

Creating such nodes or identifying them would be the first step towards creating the network of bicycles that is required for it to be considered seriously. A perfect example of the same is the one as studied in case of Antwerp. The Centraal station is a hub which connects the trains coming from outside the city and country to the local underground rail network as well as the bus and tram system. Only on reaching such a proficiency of public Page | 45

Cycling Cities : India

2014 transport did the Fietshaven get introduced. This addition of the cycling central network now had a complete public transport system to rely on to make longer as well as comfortable travel possible on a bicycle.

As for traffic safety rules, like the ones in place for motorcyclists or timings restricting heavy vehicle access, rules pertaining to cyclists too need to be included into the policies. Such an inclusion needs to be made before the numbers of cyclists on the streets increases, to avoid accidents and further negative campaigning towards bicycling. Such regulations can be enforced alongside creation of specific infrastructure for the cyclists. Creating footpaths for pedestrians requires lesser considerations compared to the kind of surfaces required for biking lanes. Once sorted there is a scope for further innovation to improve the situation of the cyclist.

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2014 It is worth mentioning that unlike the European counterparts, the expected intervention by the government in such a matter is only limited. With the myriad issues being dealt with due to poverty, migration and provision of basic amenities; the issue of improving traffic situations is presently dealt with in the old and basic ways. It is hence up to NGOs and the cause enthusiasts to intervene in such fields. This however does not mean it can be a successful venture without the inclusion of the government officials as they will be the deciding authority.

In a city like Navi Mumbai, the summers are extreme requiring placements of provisions of hydrations at adequate intervals. If commissioned to a private authority the initiative could be used for commercial advertising or it could be funded by institutions like EMBARQ by gaining funding through activists. With the present situation of the government functioning and facilities provided by them, it might not be feasible to propose the hydrations points to be funded by the government.

Other lessons we see are in larger towns like London or Paris where the central mode of transport vary, and accordingly the main dependence of the city is on the secondary mode of transport. E.g. The Boris Bike scheme encourages people not to drastically give up cars but instead give them the option of driving them up to the outskirts of the city and then shift onto a bike to enter the city limits. Although this might not reduce the car dependency from its root or reduce the ownership statistics, it would definitely be a part solution for the traffic situation in the most affected areas. Only when such outcomes are visible will the initiative gather real support and be considered at a planning scale.

Planning for a cycling network is a multi-fold process. The first step to be taken in this process would be the aforementioned efforts combined with a network integrated with the present existing public transport. The following illustration shows one of the methods for such an integration.

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2014

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2014 BELAPUR : As an appropriate method of study, the bus routes are followed from their point of starting within the mainland city of Mumbai until their endpoint in Navi Mumbai. The bus no. 105 from Central Business District (CBD) Belapur to Bandra(East) is a good example of a well-connected NMMT bus between the office commercial business district of Navi Mumbai to Bandra Kurla Complex (BKC)in Mumbai.(NMMT, 2014) The service running from 6.00 am until 22.45pm in the night, it provides an essential service for the working population during the day who collaborate with the two rapidly evolving business districts. The route of 90-95 minutes costs Rs.85 while providing a frequency of every 20-25 minutes.

Belapur's bus depot is centrally located adjacent to the railway station.

Surrounding it are all the facilities required for a smooth transition while travelling. The immediate plot outside the railway station is that of a bus stop making it an ideal ground to be a potential transport hub. Although not particularly accessible to the common man or regularly used, the most distinguishing factor for Belapur station is the provision for a helipad and a helicopter service on the station. The adjoining plot to them both is a large car park. This parking allows for ample of two wheelers and cars.

Image 6. 1

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2014 The city is now home to a varied number of educational institutions as well as the International Infotech Park. In turn it is also an important location for most banking institutions. The well planned network of roads too as shown below is favourable for a smooth travel within the city. It is also home to the Belapur fort from the Portuguese times before the Maratha army took over the city. This fort has been a recent attraction that could be used as a point of bicycle rides in the city. The weekend rides are gaining interest in the city's youth and all week office working class. The interest in the sale of bikes has only been on a rise since the growth of the number of adventure sports groups like Odati, every day short night rides, xbhp and others which tend to the needs of the avid cyclists who have only the weekends to spare. The route to the Belapur fort is a strip that stretches all the way from mainland Mumbai. Although there is no infrastructure provided the route towards it goes via Airoli to Thane-Belapur road, the scenic Palm beach road then

leads

to

Nerul

leading to Belapur.

Image 6. 2

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2014 PANVEL: Panvel is possibly the most important node of all in a future completed international airport that has been proposed on the site. Unlike most other nodes, this area falls under Raigad district. The airport is proposed to be functional in December 2018. The Rs.14,500 crore project is expected to ease the air-traffic loads on Mumbai Chhatrapati Shivaji Airport. The area around would in turn be prime property for the city.

The real estate rates would reflect on the precinct as well as the facilities would develop accordingly.

The connection to the mainland Mumbai involves the main route bus from all the way at the southernmost point in Mumbai at Chhatrapati Shivaji Terminus. It connects the whole length of both the cities due to the geographic location being alongside but the land connection being further up north. This connection is also a point of transfer to districts Raigad from Thane and Mumbai. This is a crucial factor for the airport's location. The city is also the closest one to Matheran, one of Mumbai's favourite weekend or day trip destinations during the monsoons and winter alike. The interesting factor about this hill-station, as it is called by

Page | 51 Image 6. 3

Cycling Cities : India

2014 the locals, is that it is a car-free zone. After a certain point, the area is accessible only by foot or by a toy train that is available year round.

The weekend and night rides aforementioned often have this end of the city as a start point for various rides of higher difficulty due to Matheran being an extremely hilly area. However, it is an ideal location for campaigning due to its population demographics and strategically important location. Not only is it home to a large number residents of all kinds of economic background, it is also a relatively self sufficient in the matter of facilities. It is home to educational institutions of all levels and hospitals. It would be an ideal hub to kick start the cycling campaign.

The website my www.mapmyride.com already has a few cycling routes mapped out already. The one in this area begins at Nerul and goes along Uran road. s it goes further it joins the route in Belapur over the bridge to reach the NH108 towards Gavhanphata-Chirner Road.

Image 6. 4

Image 6. 5

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2014 The routes previously tried and tested mapped out on the website show the streets which are already favourable to concentrate on when introducing cycling provisions. These routes often have a common street onto which they begin and then branch out in different directions based on places of interest. It is hence important to map out such points of interest from the point of perspective of a tourist, not only one from outside the locality but even the local resident as a tourist with new locations to explore within his own city.

One such popular point is the Karnala fort. Each year during the rains the city of Mumbai throngs to it for a quick vacation into the misty heights and old charm of the Shivaji aged fort teeming with local history and natural beauty all around. At a distance of 10km from the city, Karnala Bird sanctuary is within Raigad district of Maharashtra. The internal routes within the sanctuary could be connected to the lanes alongside the main routes outside the precinct.

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2014

Image 6. 6

The existing routes that lead to Karnala from Mumbai main city have two optional routes to enter Navi Mumbai.

It then follows a single path all the way into the forest land belonging to the national park onto the Mumbai Goa road. The route is popular among weekend bike enthusiasts on a higher level of difficulty, the graph above shows the elevations it reaches at its points. This route could be used to promote cycling for health reasons too apart from daily travel.

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2014 The highlight of the city however is the SMART Eco Park. It is one of the most unique locations to be found in such close proximity to a city. It is the Sushma Medicinal &Ayurvedic Research Trust's innovative initiative of taking up 20 acres of land in Panvel and converting it into a interactive nature playground for live learning for children. It not only teaches about the natural environment and it processes, it is also a land of innovation for green projects and promoting peace and environment preservation solutions on a global scale.

Unlike a place set only in ideals and for children, this location includes the teachings of modern technologies' advancements in the fields relevant and incorporates it into the land use and its Discovery Centre. The entry towards this site is from the direction of the Mumbai Pune Expressway. Its extreme proximity to the Navi Mumbai Special Economic zone is beneficial in the promotion of the cause as well as keeping away unwarranted or unplanned development around it.

Image 6. 7

This route if worked upon in terms of adding cycling lanes, it would benefit not only the town but also this establishment. The initiative could also be undertaken by them as it goes along with their ideology and could be implemented well using the skill set they have. The node thus developed here would work as an ideal pilot scheme with the most amount of backing due to the present situations of the location. Not only would SMART justify the scheme, it could find incentive to be an investor in the initiative on a larger scale.

Image 6. 8

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2014 NERUL: The most number of recorded bike rides mapped till date in Navi Mumbai by the enthusiasts are located in Nerul. The area is covered by a well planned network of streets. This however is not the sole reason for the amount of interest garnered in the city. The location of Nerul is central to the whole of Navi Mumbai and also extremely close to the connection to the mainland Mumbai, separating it from Mumbai is only the high income group area of Navi Mumbai on the coastline, the Palm Beach road.

Image 6. 9

Image 6. 10

The route around the sectors 17, 19 and sector 21 is one of the popular routes while the others double up on streets like JagatguruAdiShankaracharya Marg that runs parallel to the train lines leading to Panvel. Such paths however cannot be used as leisure strips due to insufficient infrastructure. These streets have a hierarchy set to them due to the planning procedure. Although they do not follow a grid pattern, there is a distinct variation in the kinds of main streets and the secondary streets that are leading to the residential of individual commercial spaces. This clear demarcation allows for a little confidence in the cyclists to ensure their own safety. Although Page | 56

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2014 there is no such guarantee of a safety as there is in a separate lane of bicycle favouring rules, one can be on the lookout for familiar dangers and take precautions accordingly.

Image 6. 11

The street layout is shown as in the above image. The unintentionally favourable for bicycles lanes can be studied and learnt from for creating infrastructure to support it in future. The streets are similar to the Type 1 streets from Paris where they are the main thoroughfare for the traffic going across the city. They are wide enough to

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2014 allow for a smooth flow of traffic during most of the peak hours. This works only due to successful separation of the pedestrians from the motorisations.

Another possible intervention in this specific area would be the addition of bridges from mainland Mumbai which would cater specifically to bicyclists. This would be a major infrastructure project which would be more of a statement at a relatively minor amount of investment into it. The cost of a bridge being constructed can be seen as a huge blow to the budgets and could be easily disregarded. However, as opposed to the Sion Panvel Expressway costing Rs. 1,700 crore (Phadke, 2014) while going over the budget, a pedestrian and bicycle bridge going alongside the expressway and the train tracks would hardly cause a dent in the city's budget while creating a large support in the safety concerned citizens and support for bicycling as a mode of travel.

An example of a event to promote the cycle culture is one that would be affordable to all and would allow everyone to see the ease of the system of using one by hiring or buying one. On a holiday for most work places in the city, a spot can be chosen which has heavy foot traffic and relatively limited motor traffic. One such place could be the vicinity of the residential areas on Palm Beach road. This would connect further to the previously mentioned Nerul zonal area, the different economic strata amongst these two areas would be the high income and the middle income group, the event could set up a few routes which have been tried and tested by the few riders beforehand. Such routes would have a set of 8-10 riders with rented bicycles with a guide to explain basic safety and road sense to the interested children and elders.

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COMMUNAL BIKES & STREET RESTRUCTURING: Another imperative issue would be the establishment of a cycle hire share system. Although there are various examples of the Velo bikes all over Europe, closer to home Bangalore's non-profit Ride-a-cycle has created a similar module with its initiative of Namma Cycle. Its main objective is however targeting the universities in Bangalore. It has as of now been implemented as a pilot project in IISC and gained a lot of positive feedback due to which it might just be spread to all the universities of the city. Namma cycle has even campaigned for mature students to donate their personal cycles while leaving with the promotion of lifetime free services.

Navi Mumbai too would have to start off with pilot projects at points as mentioned above. If a module of the sharing system can be tried out on a commercially oriented area like Belapur, a residential area like Nerul and a tourist appealing and state importance level one like Panvel, it can effectively be studied if the cycle-sharing system is well accepted by the city's users in order to demand appropriate infrastructure. With reference to how the urban planning of Navi Mumbai takes into special account the views of the residents, garnering support from the people would be the primary task before it can be taken ahead.

As a start, a few streets like Jagatguru Adi Shankaracharya Marg and internal streets of residential areas can be targeted to include cycling paths and lanes. For situations arising where there is partial infrastructure already favouring the case, these streets can be used as pilot projects in order to read the response before implementing the same on the rest of the streets. Below are a few examples as to how the restructuring can take place in a plausible if not perfect way. Actual layouts for the same would require a lot more funding making such pilot projects and research imperative.

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2014 The most easily implementable option with the presently existing infrastructure is creating a division in the pedestrian paths along secondary roads. This has a detrimental effect by reducing space for the pedestrians but it also allows for further safety for them by creating a barrier between the motorised streets and walking pedestrians.

Where the situation arises of an existing traffic island in an internal road, it would be a possible intervention to create a make-shift cycling lane which might not be physically separated but demarcated by surface. This change however is not a safe situation for cyclists and can be implemented only in long stretches of roads with no entrances on the street and ones ending at a traffic light.

In other cases like the Sion Panvel Expressway, as mentioned before, building a new cycle/pedestrian bridge or a new lane alongside service lanes might be worth looking into.

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2014 CONCLUSION: The initiative of cycling in cities would only be a start of a much wider revolution to make cities a better place to live in for a longer time. In the efforts of trying to reduce the carbon footprint and slow down the presently inevitable seeming doom of urban areas, cycling is just the first step to a green city. However, if taken to levels like Copenhagen or Amsterdam where the number of bicycles exceeds even the population, other green ideas will follow suit without needing conviction on anyone's part. Visible effects on the traffic and daily lifestyle will ensure the public's happiness in being a active part of the successful endeavour.

All the cities in India now are turning towards the idea of turning streets pedestrian and making concrete steps towards non-motorized methods of transport. Chennai is already leading on this front with its most recent effort .(Narayanan, 2014). The plan is to spend 60%of the funds on transportation to develop non-motorised means of travel with the aim to increase pedestrian and cycle traffic by 40%, eliminate pedestrian fatalities. This module once implemented can be tweaked according to the locations where it might be needed in a future scenario.

The module replication would provide a feasible way to implement the idea in many more cities with the proof of it having already been a success. This module would require the following features to be considered as a implementable one at every scale of development, be it large scale urban cities or in upcoming urban towns which are in the stage of a transformation. The emphasis on the upcoming urban towns would be a lot more considering the number of them in India. The country is progressing in a way where these smaller towns are turning into urban areas at a very fast pace due to the employment related immigration. Such towns would tweak the following rules as per their relative scale and relevance.

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2014

 It considers costing and uses the method of least intervention for lesser hassle of funding  It finds ways of sponsorship for continuing maintenance of the infrastructure provided  It will look into ways of subsidizing the cost of good quality bicycles for the masses  Start early : make school and college students get used to the idea of cycling as a daily exercise and mode of travel with the teachings of proper safety precautions  Set up sufficient booths/stalls or shops for sale/rent and maintenance of bicycles of all levels, possibly subsidised services.  Create clear mapping of cycling facilities and ensure clear legibility by all strata of society. Include graphic designers to make sure maps and signage are accessible to all.  Provisions of clauses mentioning the effects on motorised vehicle users, restrictions added to heavy vehicle plying timings and routes.  Assigning skilled people to make decisions regarding the project and not irrelevant ideas being implemented and rendered unusable on the ground.

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2014 The campaign to introduce cycling into Navi Mumbai could be seen only as the initiation for a grander movement. The city of mainland Mumbai might have been the inspiration and reason for Navi Mumbai to develop, but on the success of such an initiative, Mumbai could have a few lessons to learn from its satellite city.

With most of the traffic from Navi Mumbai still commuting to various locations in Mumbai, it is inevitable that cycling and its efforts benefit the city too. It could help the city realise the benefits of the same and introduce the policies from Navi Mumbai. A city like Mumbai adopting the ways of cycling would be a goal to achieve in order to progressively bring India into the green movement. India, with its immense untapped innovation potential, could prove to bring in new concepts to the field.

The Dutch have now proposed an ingeniously designed solar powered pavements (BBC News, 2014) to be used as cycling paths, whereas Norway has gone a step ahead designing the Cyclo Cable (Co.Exist, 2014) in order to aid hoisting a bicycle onto steep slopes. This goes to show that although while inception the Indian cities should take into consideration the efforts of creating a cycling city as explored in the studies of this book, a much wider plethora of options await for interweaving innovation into the presently rigid policies. There are lessons to be learnt from the European cities from all stages that the city would aim to be at; be it Mumbai, Navi Mumbai, Bangalore or any other.

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LIST OF ILLUSTRATIONS: Image 1. 1 Laws, D. (2004). His Life is in Their Hands. [image] Available at: https://flic.kr/p/5bxuqu [Accessed 27 Sep. 2014]. ......................................... 5 Image 1. 2 R E B E L ™Ž, (2008). Rikshawala. [image] Available at: https://flic.kr/p/mfankp [Accessed 21 Sep. 2014]. ...................................................... 6 Image 1. 3 jeremyhughes, (2014). The hare and the tortoise. [image] Available at: https://flic.kr/p/owhddo [Accessed 16 Oct. 2014]. ................................ 6 Image 1. 4 Naurholm, I. (2012). Family Excursion - Copenhagen style. [image] Available at: https://www.flickr.com/photos/ivansgallery/7024365079/ [Accessed 15 Oct. 2014]. ........................................................................................................................................................................................................ 7 Image 1. 5Velorution Ile de France, (2014). Isometric bike drawing. [image] Available at: http://wiklou.org/images/e/eb/Isometric_technical_drawing__Bike_exploded_view_-_no_caption_-_adapt_that_yourself_HD.jpg [Accessed 16 Oct. 2014]. ....................................................................................... 9 Image 2.1 Copenhagenize Design Company,, (2014). Projects undertaken. [image] Available at: http://copenhagenize.eu/projects.html#all [Accessed 3 Nov. 2014]. .............................................................................................................................................................................................................................. 9 Image 2. 2Copenhagenize Design Company, (2014). The Copenhagenize Index. [image] Available at: http://copenhagenize.eu/index/ [Accessed 14 Nov. 2014]. ..................................................................................................................................................................................................................................... 12 Image 3. 1

Burgess, K. (2014). Lady on Cargo bike with child. [image] Available at: http://www.thetimes.co.uk/tto/public/cyclesafety/article3590021.ece

[Accessed 3 Nov. 2014]. ............................................................................................................................................................................................................... 12 Image 3. 2 Barnett, B. (2012). Bike stands in train. [image] Available at: http://www.lostateminor.com/2012/05/19/copenhagen-cycle-chic-a-photo-blogabout-cycling/ [Accessed 3 Nov. 2014]......................................................................................................................................................................................... 12 Image 3. 3Nathan, (2012). Winter in Copenhagen. [image] Available at: http://thefridaycyclotouriste.com/?P=8667 [Accessed 3 Nov. 2014]. .................. 13

Cycling Cities : India

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Image 3. 4Kim, (2014). Un sourire sur un vĂŠlib. [image] Available at: https://www.flickr.com/photos/kimdokhac/10493225236 [Accessed 16 Oct. 2014]. ............................................................................................................................................................................................................................................... 14 Image 3. 5Kjerland, M. (2010). Bike lane. [image] Available at: https://www.flickr.com/photos/marckjerland/4357961416 [Accessed 16 Oct. 2014]. ....... 14 Image 3. 6Zlokazov, V. (2012). Bike path. [image] Available at: https://www.flickr.com/photos/livestreets/5414798407/in/photolist- [Accessed 16 Oct. 2014]. ..................................................................................................................................................................................................................................... 14 Image 3. 7Author (2014) Pedestrian Tunnel ............................................................................................................................................................................... 15 Image 3. 8dcrainmaker, (2014). Biking map of Paris. [image] Available at: http://www.dcrainmaker.com/paris-swim-bike-run [Accessed 3 Nov. 2014]. ... 16 Image 3. 9 Author (2014) Paris streets bike theft ........................................................................................................................................................................ 17 Image 3. 10 Author (2014) Pedestrian and cycling bridge .......................................................................................................................................................... 17 Image 3. 11 Author (2014) Riverside Pedestrian and cycling path ............................................................................................................................................. 18 Image 3. 12 Author (2014) Cycling path during rain ................................................................................................................................................................... 18 Image 3. 13 Author (2014)Arc de triomphe roundabout ........................................................................................................................................................... 18 Image 4. 1Huang, D. (2014). Guided Riding on the riverside. [image] Available at: https://www.flickr.com/photos/vitamindave/6239189220.jpg [Accessed 16 Sep. 2014]......................................................................................................................................................................................................................... 22 Image 4. 2 Author (2014) Internal street ..................................................................................................................................................................................... 22 Image 4. 3 Author (2014) Segregated bike lane ........................................................................................................................................................................... 23 Image 4. 4 Author (2014) Cobbled parking and bike lane ......................................................................................................................................................... 23 Image 4. 5 Visit Antwerpen, (2014). Bike rental stations. [image] Available at: http://www.visitantwerpen.be/Bezoekerssite-DU/besucher.html [Accessed 16 Nov. 2014]. ....................................................................................................................................................................................................................... 23 Image 4. 6 antwerpen.citysam.de, (2014). Map of Antwerp. [image] Available at: http://www.antwerpen.citysam.de/stadtplan-antwerpen.htm [Accessed 21 Sep. 2014]. ............................................................................................................................................................................................................................. 24

Cycling Cities : India Image 4. 7

2014

Jan D., (2011). Staircase leading to Fietspunt. [image] Available at: http://www.yelp.co.uk/biz_photos/fietspunt-antwerpen-centraal-

antwerpen#_ayphgqjful-U-ocljemfg [Accessed 3 Nov. 2014]. ..................................................................................................................................................... 25 Image 4. 8

Jan D., (2011). Staircase leading to Fietspunt. [image] Available at: http://www.yelp.co.uk/biz_photos/fietspunt-antwerpen-centraal-

antwerpen#_ayphgqjful-U-ocljemfg [Accessed 3 Nov. 2014]. ..................................................................................................................................................... 25 Image 4. 9Max, (2013). Bikes Antwerpen Centraal Station. [image] Available at: https://www.flickr.com/photos/maxunterwegs/ [Accessed 3 Nov. 2014]. 26 Image 5. 1 Singhal, G. (2014). Increase of household income due to bicycle [Graph] Available at: http://www.bicyclepotential.org/2009/01/bicyclereport.html [Accessed 20 Oct. 2014] ................................................................................................................................................................................... 29 Image 5. 2 Singhal, G. (2014). Relative bicycle prices and bicycle density [Graph] Available at: http://www.bicyclepotential.org/2009/01/bicycle-report.html [Accessed 20 Oct. 2014] ....................................................................................................................................................................................................... 36 Image 5. 3 Acharya, A. And Nangia, P. (2004). Relationship between population growth and land-use change in MMR.[Image]. Ph.D. Instituto de Investigaci贸nes Antropol贸gicas - UNAM, M茅xico. ............................................................................................................................................................. 39 Image 5. 4India Analysis, (2014). Renting Car Vs. Ola/Uber. [image] Available at: http://www.nextbigwhat.com/car-ownership-india-vs-renting-297/ [Accessed 3 Nov. 2014].

.................................................................................. 40

Image 5. 5 City and Industrial Development Corporation (CIDCO), (2012). Old Development plan. [image] Available at: http://www.cidco.maharashtra.gov.in/NM_Developmentplan.aspx [Accessed 1 Nov. 2014].. .......................................................................................... 41 Image 5. 6 City and Industrial Development Corporation (CIDCO), (2012). New Development plan. [image] Available at: http://www.cidco.maharashtra.gov.in/NM_Developmentplan.aspx [Accessed 1 Nov. 2014]............................................................................................ 42 Image 6. 1CIDCO, (2014). Belapur Node Development Plan. [image] Available at: http://assetyogi.com/wp-content/uploads/2014/09/belapurdevelopment-plan-map.jpg [Accessed 1 Nov. 2014]............................................................................................................................................................ 49

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Image 6. 2 Google Maps, (2014). Rout mapping from Mumbai to Belapur. [image] Available at: https://www.google.co.uk/maps/dir/Mumbai,+Maharashtra,+India/Belapur+Fort/ [Accessed 9 Nov. 2014]. .................................................................. 50 Image 6. 3CIDCO, (2014). Panvel Node Development Plan. [image] Available at: http://assetyogi.com/wp-content/uploads/2014/09/Panvel-developmentplan-map.jpg [Accessed 1 Nov. 2014]. ................................................................................................................................................................................. 51 Image 6. 4 Mapmyride.com, (2014). Cycling routes in Panvel. [image] Available at: http://www.mapmyride.com/routes/ [Accessed 9 Nov. 2014]. .......... 50 Image 6. 5 Mapmyride.com, (2014). Cycling routes in Panvel. [image] Available at: http://www.mapmyride.com/routes/ [Accessed 9 Nov. 2014]. .. 52 Image 6. 6 Mapmyride.com, (2014). Cycling routes to Karnala. [image] Available at: http://www.mapmyride.com/routes/ [Accessed 9 Nov. 2014]. ......... 54 Image 6. 7http://www.smartindia.org/whats_here/, (2014). Map of Park. [image] Available at: http://www.smartindia.org/whats_here/ [Accessed 8 Nov. 2014]. ..................................................................................................................................................................................................................................... 55 Image 6. 8Mapmyride.com, (2014). Cycling route to SMART Eco Park. [image] Available at: http://www.mapmyride.com/routes/ [Accessed 9 Nov. 2014]. ..................................................................................................................................................................................................................................... 55 Image 6. 9 Mapmyride.com, (2014). Cycling route in Nerul. [image] Available at: http://www.mapmyride.com/routes/ [Accessed 12 Oct. 2014] ........... 54 Image 6. 10 Mapmyride.com, (2014). Cycling route in Nerul. [image] Available at: http://www.mapmyride.com/routes/ [Accessed 13 Oct. 2014] ............ 56 Image 6. 11Google Maps, (2014). Nerul street structure. [image] Available at: https://www.google.co.uk/maps/@19.024761,73.022674,17z [Accessed 8 Nov. 2014]. ............................................................................................................................................................................................................................ 57

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