Narrow streets most likely will not have space for segregated cycle tracks. Instead, cities should reduce the speed on these streets through traffic calming measures. Cities can also strategically close off certain sections of the neighbourhood to motor vehicles and make these streets accessible to pedestrians and cyclists only. The streets can be permanently closed or through time/day based closures. Low-cost materials like barricades can be used for these interventions.
On large streets, where there might be a significant speed difference between motor vehicles, it is important to have segregated cycle tracks. However, the cycle track should be continuous, the road surface should be of high quality, and shade should be provided through trees or temporary coverings. Frequent road crossings for pedestrians and cyclists should be provided, preferably at intervals of 200m.
Guidance on detailed design recommendations, materials, and supporting interventions will be shared in Workshop 3. The date for Workshop 3 will be shared with cities shortly.
Many cities rolled out the survey at the beginning of August and we encourage them to extend it until the end of the month. Cities should think of innovative ways to get responses from different sections of society, including those who might not have access to mobile phones and online applications. This will help in getting a uniform and fair sample of the respondents to better inform the interventions.
To improve the survey outreach, cities can refer to this guide.
The outputs expected from the cities at the end of stage 1 are:
• Implementation and documentation of at least one pilot intervention
• Concept plan to scale-up cycling interventions across the city
• Community engagement and communication plan
• Financial plan of action for scale-up
The India Cycles4Change coordinating team will be sharing a template soon that the cities will need to submit their proposals in.
Onground physical interventions such as segregated cycle lanes, traffic calmed streets and safe intersections, which are essential interventions qualify as pilot interventions. Cities should consider at least 1 corridor to test segregated cycle lanes, and 1 neighbourhood, to make it safe for cycling, for the pilot. Having corridor and neighbourhood adjoining each other is recommended.
Minimum 5km length of continuous corridor should be considered. A neighbourhood area of 3-5 sq.km should be considered.
In addition to essentials, cities are also encouraged to initiate other interventions such as cycle rentals, training programmes, cycle repair clinics and cycle parking projects. These are desirable interventions. However, only doing desirable interventions will not qualify as pilot interventions.
As stated in the Challenge brief, cities will be evaluated based on :
- Quality and impact of Pilot interventions
- Participatory process to engage with citizens
- Scale-up plan for stage 2
- Innovative funding methods for the scale-up plan
An independent expert committee will evaluate the proposals submitted by cities. Additional details on the performance indicators for evaluation will be shared to the cities soon.
The intent of the challenge is to TEST-LEARN-SCALE essential cycling interventions through quick, low-cost and effective means, and community engagement. Already conceived projects at the design stage can be considered, but already tendered projects that do not align with the timeline and requirements stated in the Challenge brief, will not be considered. If the city has planned a DPR for 10km and has tendered for 5km, the rest 5 km can be considered for the challenge if it addresses the timeline and requirements stated in the Challenge brief. If the city has already conceptualised projects for quick pop-up cycle infrastructure that aligns with the requirements stated in the Challenge brief, it can be considered. Kindly note, cycling interventions already implemented prior to the Challenge announcement will not be considered.