Toolkits for Urban Transport Development - UNEP

Another major transformation has to do with electricity, which is quite low in CO 2 intensity (Figure 6)
and therefore electricity-powered transport modes can become low carbon options.
Task 4-5 CO 2 Emissions and Air Quality (Refer task 3-6)
The model framework is same as the BAU scenario for estimating CO 2 emissions and air quality.
Task 4-6 Analysis and Indicators (Comparison with Benchmarks)
The indicators for the sustainable urban transport scenario are similar to those estimated for the base
year (Task 2.8), however, some of the indicators are more difficult to measure for the future and can
be left out of the list of indicators to be estimated.
TASK 5: Development of Urban Mobility Plan
The Urban Mobility Plan should be developed in consultation with stakeholders and on the basis of
the analysis carried under Task 3 and 4. The urban mobility plan can be defined along the following
lines however it is important that the plan includes a timeframe, financing options, and
implementation agencies.
Task 5-1 Integrated Land Use and Urban Mobility Plan
CMP advocates integrating the urban mobility plan with the land use plan and vice-versa. In most
cities, the land use plan is already in force via the DP mechanism, even as the urban mobility plan is
being prepared. In such cases, the urban mobility plan must respond to the mobility demands created
as a result of the DP. Ideally, the urban mobility plan should be an integral part of the DP document.
This would help in guiding land use allocation in a manner that facilitates and encourages low-carbon
mobility.
Integrating land use with the urban mobility plan would entail a two-way interaction between the two
plans. High density residential areas intertwined with high density employment areas, along with
increased travel costs and an efficient public transport system would incite people to use NMT for
shorter trips and public transport for longer ones, thus encouraging low-carbon mobility. The land use
should be allocated in a manner that encourages shorter but more frequent trips, thereby enabling
improved accessibility to activities. This would also help people shift from private travel modes such
as cars to NMT (including cycling and walking). To additionally encourage NMT, neighbourhood
design measures such as variety in public spaces, pedestrian footpaths and cycling tracks must be
implemented. To summarize, the land use plan should locate activities in a manner that encourages
low-carbon mobility and the urban mobility plan, in turn, should facilitate access to activities.
Task 5-2 Formulation of the Public Transport Improvement Plan
CMP divides Public Transport Improvement Plans into a number of sections, including service
improvements for buses, trams and para-transit, appropriate MRT options and development plans,
trunk and feeder network systems and intermodal facility plans.
Formulating a public transport improvement plan in small sized Indian city can involve several
challenges. These range from assessing transport demand to service provision and its alignment with
land use. Most Indian cities, especially middle-sized ones, do not have an extensive public transport
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