PLANNING FOR

NON-MOTORIZED
TRANSPORT IN
CITIES
Urban and Regional Transportation Systems
Instructor: Dr. Shahbaz Altaf
GROUP MEMBERS
 Affan Siddique 450399
 Ahmed Arslan 453686
 Shaharyar Atique 452199
 Muhammad Usman 451112
INTRODUCTION
 Non-motorized Transportation (also known as
Active Transportation and Human Powered
Transportation) includes Walking and Bicycling,
and variants such as Small-Wheeled Transport
and Wheelchair travel.
 Non-motorized transport (NMT) is often a key
element of successfully encouraging clean urban
transport. It can be a very attractive mode of
transport for relatively short distances, which
make up the largest share of trips in cities.
 Up to 70% of cars trips cover less than 5 kms,
NMT has a large potential to replace car travel.
Several studies have shown that 10% of car trips
can be replaced by NMT provided good policies
are in place.
INTRODUCTION
 Not a standalone measure. Must be implemented
in unison with better urban planning and public
transportation provision (Bike/Transit Integration
and TOD) for maximum benefits.
 NMT is mostly used for short-distance trips, with
cycling particularly relevant up to 7.5 kms, and
walking up to 2.5 kms.
 Higher density, compact neighborhoods where
facilities are available at shorter distances are
more conducive to non-motorized transport.
MODES
Some modes of Non-Motorized Transport (NMT)
are as follows:
 Walking
 Cycling
 Skates/Skateboards
 Wheelchairs
 Handcarts

However, when talking about NMT in urban areas,

walking and cycling are considered the most
important.
 HISTORY OF NON-MOTORIZED
TRANSPORT
 Walking has been the dominant transport mode for
many centuries in all countries, before industrialization
took place. Alternatives of animal riding and horse-
drawn carriages were also available.
 The Roman roads of 2000 years ago were
predominantly used by pedestrians. Conflicts between
pedestrians and wheeled traffic did occur, however,
especially in urban areas. For example, Hass-Klau
mentions that Julius Caesar banned chariots (horse
drawn carriages) from the streets in Rome between
sunrise and sunset to offer space to the pedestrian.
 HISTORY OF NON-
MOTORIZED TRANSPORT
 The bicycle started its development at the
beginning of the nineteenth century, and it
took about 80 years before reaching a level
of quality and comfort that allowed massive
adoption.
 Important steps towards the large-scale use of
bicycles were the use of the inflatable rubber
tire, as well as the construction of extensive
road networks of sufficient quality.
 Bicycle started its career as a means for sport
and recreation of the upper class in the last
part of the nineteenth century and later it
developed into a transport means for a much
larger public for many transport motives.
HISTORY OF NON-
MOTORIZED TRANSPORT
 During the first and the second world war the bicycle
has played a very important role in military operations.
For example, the French and the Germans were reported
to have a total of 150,000 bicycle troops. Similar
numbers have been mentioned for the British, Germans
and Turks.
 The car has become the dominant transport mode since
1950 in most industrialized countries. Since then, bicycle
use has decreased substantially.
WHY IS NMT PLANNING
NECESSARY?
Automobile dependence has resulted in the
SPRAWL development of our cities which can have
severe consequences.
 Excessive use of land for road expansion and
parking
 Emission of GHG and pollution
 High energy usage
 Preference of suburbs that are inefficient use of
land
 Socio-economic disparity and high Transportation
costs
 TECHNIQUES TO PROMOTE
NMT
Following techniques can be used to promote NMT in cities:
 Provision, improvement and maintenance of NMT infrastructure.
 Compact cities with higher densities and mixed-use planning.
 Integration with Transit (Bike/Transit integration and TOD)
 Traffic Calming
 Bike Sharing
 Provide benches, trees for NMT users
 Discourage Car use – Congestion charges, Parking Tax, Remove Parking
Spaces
PLANNING FOR NMT
Planning for non-motorized transport (NMT) means integrating
NMT into the transport masterplan of our cities. 5 key requirements
for NMT planning are called “S.P.A.C.E”

 Safety: Safety, Visibility, Lighting.

 Priority/Direct Routes: Horizontal Design/Traffic Lights
 Accessibility
 Comfort
 Enjoyability/Attractiveness
SAFETY
 The number of conflicting points or intersections with motorized vehicles is
kept at a minimum, or the level of conflict between cyclists and motorists is
kept to a minimum (such as removing parking spaces from cycling lanes)

 Perception of poor safety discourages walking and cycling.

 Pedestrian access at crossing should be designed considering requirements of

various user groups (e.g. young children, vision- and mobility- impaired
people, etc.)
PRIORITY
 An infrastructure that offers the cyclist direct routes, with minimum detours and
delays.

 Priority principle and lack of detours can help reduce the time of trip and effort
required to cycle.

 It is preferable to provide bidirectional traffic for cyclists whenever possible.

 In order to ensure direct routes, NMT networks can be constructed through

highways, arterials, or parks etc.
 ACCESSIBILITY
 To provide a coherent infrastructure that
links all the necessary origin and
destination points.
 It is important to provide slopes and
ramps for people with disabilities.
Moreover, following points are important
to make it coherent:
 Consistent Quality
 Continuity
 Minimize changes in design and width
 Visibly different design from MV roads
COMFORT
 In order to ensure comfort for NMT users, it is important to find routes with
minimum pollution, congestion, and motorized intrusions.

 Sidewalks and Cycle lanes that are too narrow can be uncomfortable to use,
forcing people to use them less often.

 It is important to provide a non-slippery surface for NMT. Moreover, it is

ideal to provide some protection from sun, wind, and rain. It can be done by
ensuring shade by tree covers on sidewalks and cycle lanes.
 ENJOYABILITY
 The degree to which the ride provides a
visual and spatial experience to the user
during their journey constitutes the
enjoyability or attractiveness of that trip.

 According to a survey in Copenhagen, 20%

of the cyclists started to cycle in the city
because of how it felt.
PLANNING
PROCESS FOR
NMT
Case Study: City of Detroit
PLANNING PRINCIPLES –
DETROIT CITY
Key principles for successful planning of NMT in a city are as follows:
 Public Involvement
 Destination Analysis
 Route Analysis and Recommendation
 Cycling Design
 Pedestrian Design
 Implementation
 Cost Estimate and Funding Source
 PUBLIC INVOLVEMENT
 The goal of this activity was to explain the
scope of the project to the public and obtain
feedback from residents and other
nonmotorized advocates.
 Seven meetings were held with all interested
groups.
 Various methods were used to publicize these
meetings in an attempt to attract from a
varying cross-section of the City.
DESTINATION ANALYSIS
 Overview Collecting and organizing data related to possible destinations for a non-
motorized system is a crucial step in laying out a system that not only provides a means of
travel for non-motorized users, but takes these travelers to places of interest or importance
within the community.
 After reviewing the many assets of the City of Detroit that warranted consideration for
linkage via the non-motorized system, the project team identified six major categories of
destination types:

 Urban Districts/Neighborhoods
 Commercial/Job Centers
 Schools and Education Centers
 Parks and Recreation Centers
 Cultural Sites
 Connection Destinations
ROUTE ANALYSIS AND
RECOMMENDATION
Safety, access, and an effective implementation are imperative for Detroit’s

success as a pedestrian and bicycle friendly community.
 The two primary variables that impact bicycle and pedestrian suitability are
roadway volumes and travel speeds.
 In Detroit, a significant proportion of the roadway grid operates at below
10,000 trips per day, providing many opportunities for non-motorized
infrastructure.

Guidelines often vary

based on the skill level of
typical users, which are
categorized as advanced
(A), basic (B), or children
(C).
 CYCLING DESIGN
 Improvements can be classified
into three categories: marginal
roadway improvements,
roadway designations, and
separated facilities.
 Signed Routes are facilities
shared with the motor vehicles
when adequate space is not
available to provide separate
designated lanes.
PEDESTRIAN DESIGN
 For two people to comfortably walk side-by-side, a five foot sidewalk is
sufficient.
 Curb ramps aid wheelchair users, strollers and children on bicycles.
 Visible crosswalks help people with low vision determine appropriate street
crossings and warn motorists that pedestrians may be in the roadway.
 One method to improve pedestrian crossing safety is to shorten the crossing
distance. Pedestrian refuge islands, curb extensions, reducing curb return radii
and installing pedestrian signals are popular measures used to reduce the width
of the intersection
IMPLEMENTATION
 Improvements to sidewalks, and the designation of bicycle lanes should be
included in every routine street maintenance project.
 Redevelopment in areas of the City will present the opportunity to implement
some of recommendations of this Plan as well.
 All future major development projects should be evaluated in term of how they
affect nonmotorized access and use.
 Developers should be pressed to provide rights-of-way for bicycle/pedestrian
paths and/or incorporate non-motorized facilities along their property frontage
whenever feasible.
COST ESTIMATION AND
FUNDING SOURCE
BENEFITS OF NMT
 Mobility
Improved non-motorized transport particularly benefits non-drivers. Walking
and cycling are often the most Affordable transportation modes and reduce
automobile dependency. Universal Design improvements are particularly
important for benefiting people with physical disabilities.

 TDM Benefits
Congestion reduction, road and parking facility savings, consumer savings,
environmental protection and increase community livability.
BENEFITS OF NMT
 Economic Development
In several case studies, improving walking conditions in a community significantly increased
retail sales and property values. It can increase regional Economic Development by
improving Accessibility and reducing consumer expenditures on fuel and other imported
resources.

 Equity Impacts
Lower-income and transportation disadvantaged people often rely heavily on non-motorized
transportation, and so benefit significantly by non-motorized improvements.
Since nearly everybody walks, and many people cycle, non-motorized transportation
improvements can benefit nearly everybody, although some people benefit more than others
from a particular policy or project.
BENEFITS OF NMT
 Land Use Impacts
Non-motorized transportation supports Smart Growth land use objectives,
including Clustered, mixed-use development that increases Accessibility.

 Safety
Non-motorized transport result in overall increases in road safety. For example,
the Netherlands has a high level of non-motorized transport, yet the overall
traffic death rate per capita, is much lower than in automobile dependent
countries.
BENEFITS OF NMT
 Health
Walking and cycling provides significant aerobic Health benefits.
According to one major study,
“Regular walking and cycling are the only realistic way that the population as a
whole can get the daily half hour of moderate exercise which is the minimum level
needed to keep reasonably fit.”
Danish bicycle commuters have a 40% reduction in mortality compared with
people who do not cycle to work.

 Environmental Benefits
BENEFITS OF NMT
NMT IN COPENHAGEN,
DENMARK
 Copenhageners cycle an estimated 1.44 million kilometres daily. 49% of all
trips to work or school in Copenhagen are by bike, up from 35% just ten years
ago.

 Bicycles have always been a part of Copenhagen since 19 th century, however,

the bike usage increased significantly after the second world war.

 However, the city became more conducive to cars in 1960s and cars dominated
the urban policy as urban planners saw cars as the future.
NMT IN COPENHAGEN,
DENMARK
 The global oil crisis of 1973 - when oil prices quadrupled within a few days - helped push the
city in a different direction.
 Even before the oil embargo, when Middle Eastern suppliers stopped selling fuel to some
countries because of a conflict in Israel, some Copenhageners were beginning to question the
wisdom of following the American example of city planning
 The oil crisis helped lead to faster changes in the 1970s. Driving was temporarily banned on
Sundays because of the shortage of gas.
 A growing environmental movement started talking about bikes as alternative transportation.
The city eventually abandoned plans for some major new road projects, pedestrianized more
streets, and banned through-traffic in other areas.
NMT IN
COPENH
AGEN,
DENMAR
K
Top: Traffic near Højbro
Plads, Copenhagen ca.
1964.

Bottom: That same

street ca. 2011.
NMT IN COPENHAGEN,
DENMARK
 When the oil crisis happened, imported oil covered 80% of its energy needs - it looked for
ways to generate electricity and heat differently and to drive less. Danish Cyclists Federation
proposed a plan for a citywide bike network, and the city slowly started building new bike
lanes.

 The changes accelerated further in 2005, when a new mayor was elected on a platform that
championed cycling.

 Copenhagen now has 250 miles of bike lanes—with curbs that separate them from car traffic
—17 recently built bike bridges, and cycle superhighways that let suburban commuters ride
into the city without stopping at traffic lights.
NMT IN COPENHAGEN,
DENMARK
 Copenhagen is unique in some ways. It’s compact, so biking anywhere doesn’t
take long. Also, it’s flat.

 Denmark also taxes cars heavily, making bikes even more attractive.

 Implementation of Green Waves policy for Cyclists, 6 seconds advance green

light for cyclists and green infrastructure were provided.
NMT IN COPENHAGEN,
DENMARK
Green Waves policy states:
“On most major arteries leading into the city centre, the traffic lights are
coordinated to allow continuous flow of traffic, allowing cyclists to flow into
the city in the morning rush hour ... The lights reverse in the afternoon to send
people home on a simple, tech-based tailwind.
at a speed of 20 km/h, cyclists during rush hour can surf a wave of green lights
through the city without putting a foot down.”

Travel time decreased by 17 percent for a cyclist who cycled out of town at 20
kilometres per hour. Moreover, the number of stops fell from six to under one.
NMT IN COPENHAGEN,
DENMARK
 PLANNING FOR NMT IN

PAKISTANI CITIES
Planning for NMT in Pakistani cities is a complex and
challenging task, but it is one that is essential if the
country is to meet its ambitious climate goals and improve
the quality of life for its citizens.
 In Pakistan, NMT is currently underutilized. A 2019 study
found that only 1% of trips in Pakistani cities are made by
walking or cycling. This is due to several factors,
including a lack of safe and convenient infrastructure,
cultural norms that favor motorized transportation, and the
affordability of cars and motorcycles.
 Despite the challenges, there is a growing interest in NMT
in Pakistan. A number of cities have begun to develop
NMT infrastructure and policies in recent years.
https://propakistani.pk/proproperty/lahore-to-get-dedicated-cycling-lanes-on-model-highways/
 PLANNING FOR NMT IN
1.
PAKISTANI
Lahore
CITIES
 Lahore Sustainable Transport Master Plan was
launched in 2017 to promote NMT.
 The plan includes construction of dedicated bicycle
lanes and pedestrian walkways.
 The plan also includes improvement of public
transportation and creation of safe and inviting spaces
for people to walk and cycle.
 LDA has implemented several NMT projects, such as
construction of a dedicated bicycle lane on Multan
Road and development of a rapid bus transit system.

https://www.researchgate.net/figure/Lahore-Urban-Transport-Master-Plan-LUTMP-Vision-2030-for-the-Lahore-Metropolitan-
Area_fig1_365415765
 PLANNING FOR NMT IN PAKISTANI
CITIES
2. Islamabad Sustainable Transport Plan
 Launched in 2019 by the Islamabad Capital Territory (ICT)
Administration
 Promotes NMT (non-motorized transport)
 Measures include:
 Construction of dedicated bicycle lanes and pedestrian walkways
 Improvement of public transportation
 Creation of safe and inviting spaces for people to walk and cycle

 Implemented projects:
 Construction of a dedicated bicycle lane on Margalla Road
 Development of a pedestrian walkway on Islamabad Expressway

https://iips.com.pk/islamabad-as-a-sustainable-city-model/
 PLANNING FOR NMT IN PAKISTANI
CITIES
3. Peshawar Sustainable Transport Initiatives
 Dedicated bicycle lanes on BRT main corridor
 Bicycle parking at every BRT station
 Country's first bikeshare system with over 30 stations
 360 state-of-the-art chainless bicycles
 32 docking stations in University of Peshawar and
Hayatabad Region

https://www.itdp.org/2022/06/09/how-peshawar-approaches-sustainable-accessible-inclusive-transport/
INCONSISTENT POLICY
MAKING
The 2018 Transportation Policy of Pakistan stated:
“Walking and cycling networks and facilities will be developed and implemented as
an integral part of the urban streetscape and will be fully integrated with other modes
to minimize use of private motorized transport where possible. Parking policy will
be established, limiting the parking of private cars.”

Whereas CDA’s press release in January 2022 stated:

“Parking plazas would be constructed at six different locations in Islamabad to
eliminate parking issues from the city. In this context, two parking plazas will be
constructed in Blue Area while four will be built in F-8 Markaz, F-10 Markaz, G-9
Markaz and I-8 Markaz areas for which sites have been allotted.”
 INCONSISTENT POLICY
MAKING
 While both these policies were meant to address non-motorized transportation in urban areas, there is a clear lack
of consistency in planning at different levels.
 While we are seeing some isolated efforts, there is no coordination, communication or integration of plans to
follow a vision.
 In order to ensure a successful
NMT policy, plan formulation
at a local level plays the most
important role as these policies
are to be implemented and
enforced at a local level,
however, integration of plans
and consistency is important to
maximize the potential.
 CHALLENGES FOR NMT
Factors affecting NMT are as follows:

 Built Environment
 Natural Environment
 Socioeconomic Factors
BUILT ENVIRONMENT
 NMT is substantially affected by junction density, distances to market, and bus stop frequency,
while keeping all the demographics constant.

 The walking time per week is also affected by the distance between households and
destinations such as stores and restaurants,

 A study in Rajshahi, Bangladesh revealed that people prefer to walk when the duration of the
walk is less than 10 min

 Availability of safe, continuous and accessible infrastructure is also important to promote

NMT.
NATURAL ENVIRONMENT
 A study has revealed that NMT choice is affected by safety concerns, weather,
topography, and time of the day
 A study has shown that cyclists are highly likely to change to other modes of
transportation in real-time bad weather
 A case study conducted in the hot arid region of Abu Dhabi discovered that hot
weather was the primary cause of discomfort while walking
 Similarly, the topography affects bicycle use—slopes of more than 5% are unsuitable
for bicycle use. The city of York, UK, has a bicycle share of 13% due to mild slopes
while Bradford having steep slopes has a bicycle share of less than 1%
 Moreover, the attractiveness of the environment affects the use of bicycle positively
SOCIO-ECONOMIC FACTORS
 Many studies have indicated a strong relationship among mode choice and
socioeconomic factors like age, gender, household, income, and employment status
 Another study has concluded that an increase in household income results in
decrease in NMT use
 Poor neighborhood aesthetics, safety issues, and socioeconomic factors also affect
NMT usage
 Some researchers suggest that in the working population, women tend to cycle more
than men while in non-working age groups, men are frequent users
 Depending on where people live, the perception of bicycle use differs. People in the
south Asian countries perceive bicycles as a transportation mode for low-income
people, while wealthier people in the USA own bicycle
OPPORTUNITY FOR
DEVELOPING COUNTRIES
 Solving transportation problems is one of the chief tasks in developing countries.
Despite up to 25 percent of their total annual expenditures, the current problems
have not eased; on the contrary they seem to get worse.
 A majority of developing countries cannot provide sufficient investment in
transportation to keep up with population growth, and even if such transport were
provided, a large proportion of the poor would not be able to afford it. The poor
can only afford to walk or cycle.
 600 million person-trips a day are made by city buses and that a similar number
are made by rail and rural buses. A quarter of a billion trips are made by
automobiles. In contrast, several billion bicycle trips per day are made by well
over half a billion bicycles in developing countries, and daily pedestrian trips
exceed 10 billion per day.
 OPPORTUNITY FOR
DEVELOPING COUNTRIES
 In many developing cities almost
50 percent of the trips are made by
walking, not for keeping fit, but
primarily because of poverty.
 Developing countries seem to
focus on encouraging motorization
and appear to be indifferent or
even opposed to low-cost,
nonmotorized modes, despite the
vital role.
OPPORTUNITY FOR
DEVELOPING COUNTRIES
 However, the trends indicate that as cities’ economic conditions in the
developing world improve, they become more reliant on automobiles.
 This presents an opportunity to stop this trend by facilitating NMT in
developing world and providing the infrastructure that encourages it, so that
they don’t become reliant on automobiles and the precious resources can be
better utilized.
 To achieve this, we need stringent transportation policy, land-use planning, and
better investment in NMT modes.
REFERENCES
 https://nacto.org/wp-content/uploads/2011/03/City-of-Detroit-Non-Motorized-Transportation-
Plan-2006.pdf
 https://onlinepubs.trb.org/Onlinepubs/trr/1993/1396/1396-009.pdf
 https://www.pc.gov.pk/uploads/downloads/policy.pdf
 https://www.thenews.com.pk/print/927173-non-motorised-transport-plan-for-islamabad
 https://www.fastcompany.com/90730281/how-the-1970s-oil-crisis-helped-copenhagen-becom
e-a-cycling-paradise
 https://www.centreforpublicimpact.org/case-study/green-waves-bicycles-copenhagen
REFERENCES
 https://www.vtpi.org/tdm/tdm25.htm
 https://www.ctc-n.org/technologies/promotion-non-motorised-transport
 https://transpeshawar.pk/services/bicycle-sharing-program/
 https://www.itdp.org/2022/06/09/how-peshawar-approaches-sustainable-accessible-inclus
ive-transport/
 https://onlinepubs.trb.org/Onlinepubs/trr/1993/1396/1396-009.pdf
 https://www.unescap.org/sites/default/files/3.3%20NMT%20Planning%20for%20Urban%20A
reas%20-%20GIZ.pdf
 https://link.springer.com/article/10.1007/s10668-021-01531-9
THANK YOU
Any Questions?