In this episode, we dive into the world of Shared Intermediate Public Transport (IPT), the shared autos, taxis, and vikrams that are the de facto public transport in small and medium Indian cities. Despite their essential role in providing transportation services, the mainstream policy framework fails to adequately support the operational model of shared IPT.

We discuss the legal conflict created by colonial-era laws, the ingenious vernacular governance systems developed by operators, and the urgent reforms needed to formally recognize and integrate this vital sector, especially in the face of the Electric Vehicle transition.

Key Discussion Points

• Lack of acknowledgement that shared IPT constitutes the de facto public transport network in smaller Indian cities, in formal transport planning documents

• Misclassification of shared IPT as contract carriage, stemming from the colonial-era Motor Vehicles Act

• IPT operations and systems for route control, staging, and pricing

• Future reforms including formal recognition and integration of existing governance structures into municipal planning

• Promotion of Electric Vehicles (EVs) without clear operational guidelines and its governance risks

• Revision of the Model Motor Vehicles Act
  

Speaker

Dr Gaurav Mittal, Researcher in Mobility Governance, Transport Studies Unit, University of Oxford

Host

Chaithra Navada, Research Associate (Urban), CPPR

Tune in to delve into the evolving governance of the Shared IPT sector in Indian cities.

In busy Indian cities, getting around can be challenging. We deal with problems like traffic congestion, pollution, and the constant struggle to find convenient transport options. The rapid growth of India’s urban population has triggered an increased demand for transport in the cities and surrounding areas, with commuters taking multiple long trips each day. This has also meant an augmented need for public transport. Public transportation systems account for 30 percent of trips in cities with populations between one and two million, 42 percent in areas with populations between two and five million, and 63 percent in cities with populations over five million.

The innovation in the mobility space to close the first and last mile gap such as bike taxis, erickshaw, e-scooters should be encouraged as they offer better first and last mile connectivity. Further, a multimodal integration of all public transit modes in the city would enable service providers to build solutions to close the first and last mile gap.
KEY DISCUSSION POINTS

1. Is India’s declining public transport ridership associated with poor first and last mile connectivity options?

2. Projected riderships in metro systems are often not achieved. Does this have a link to the non-availability of feeder services?

3. Governance Perspective:

• Who is responsible for ensuring first and last mile connectivity in Indian cities?

• How do you think the permit system and capping on number of autorickshaw permits (in cities like Kochi) would affect the efficient implementation of first and last mile connectivity?

  
  

  4. Role of Micromobility: What role do micromobility options like bicycles and e-bikes play? Have they been able to cater to first and last mile connectivity? In some cities like Indore, these companies (eg. MyByk) are given VGF initially for operating. What other measures do the authorities have to take to ensure proper first and last mile connectivity?

Urban vehicular pollution has become a critical issue in the contemporary world, driven by rapid industrialization, urbanisation and the concentration of human activities in metropolitan areas. When discussing urban pollution, we tend to concentrate more on the air, sound and water pollution in urban areas. But it is equally important to delve into other attributes that influence and worsen the already prevalent pollution.

We leave out one important aspect of pollution: urban congestion and its subsequent effects. The increase in vehicular ownership in India leads to congestion on urban roads, resulting in commuters spending more time on roads being stuck in traffic, leading to increased carbon emissions.

The word congestion is often used in relation to vehicle traffic by specialists and the general public alike. The Concise Oxford English Dictionary (Oxford University Press, 2002) defines it as “abnormal accumulation, crowding, or obstruction, especially of traffic, etc.” It is commonly understood as a situation in which many vehicles are in motion and each of them progresses slowly and fitfully.

Even though these definitions are subjective and fit into everyday usage, they are not completely accurate. Many attempts have been made to define what congestion is and to determine the origin point of traffic congestion. Multiple reports and research materials are available to get a better understanding of the same.

This podcast discusses how traffic congestion contributes to urban pollution, what the possible reasons are and explores solutions for the same. The rationale for discussing urban congestion lies in its multifaceted impacts on economic efficiency, environmental sustainability and social well-being. Traffic congestion leads to significant economic costs due to lost productivity, increased fuel consumption, and delays in goods and services delivery. Additionally, it exacerbates aspects of conventional air and sound pollution.