4.6.1 INTRODUCTION

On Street Parking, Norzin Lam

Planning for the movement of people and vehicles in Thimphu City goes beyond fulfilling the basic issues of connectivity and transportation per se. Neither can the Public Transit System, in this capital city, be considered as merely the eco - friendly way to transport people to their workplaces and back home. Thimphu City, at this juncture of development, poses several other factors a Transportation Plan has to address.

Thimphu is going through a rapid growth - cycle, with the current population expected to rise to more than one hundred and fifty thousand people by 2027. As the City is developing within its boundaries, several economic sectors as diverse in nature as tourism, service and commerce will develop in the surrounding region. Planning for the transportation of Thimphu has to start addressing the issues of integrating these regional centers with the city. In a city undergoing rapid development, it becomes crucial to connect the new planning patterns with the previous development to evolve a cohesive land use pattern. The transportation linkages, at such a stage, need to form this very connection.

Social isolation occurs when the ‘bread winner’ drives off in the only family car, leaving the wife and children to find for their own transport! Servants and laborers, as well as young professionals and office staff have to “move.”
The current high rate of vehicle ownership in the city (about 1.2 vehicles/household)1 contrasts with the culture of “Walking” which is an integral part of the Bhutanese lifestyle. Even if half of the vehicles are publically owned, the rate is 0.6 vehicles per household. The private vehicles are tormenting the narrow city roads threatening the safety of pedestrians; the public transit routes are under - utilized; and today, the citizens give more priority to own a car than a house. A house loan in Bhutan can be availed of at 14% rate per annum, while the car loan is also available at 13% rate. Even then, the general complaint is of too many cars being on the roads, while too less housing is in the city!

The current trend has a significant impact on the social aspects also. The informal interactions during short walks to nearby shops or during a bus ride to work, do not take place anymore, as people prefer the private vehicular trips to the vegetable market, to the restaurant, or to the work. In this context, a public transit system not only addresses the issues of reducing the emission levels in the valley, it also revives the conviviality amongst the citizens.

The physical conditions of the valley require a special set of guiding principles to develop an efficient transportation network. The fundamentals of transportation planning, like comfortable walking distances, spacing of Public Transit Stops, design speeds and technical aspects of the road design have to be sensitive to the local topography and climate. Taking into account the current trend and attitude of people towards transportation in Thimphu, the management aspects required to implement the plan assumes equal importance. The planning interventions should be supported by means of appropriate direct and indirect policy initiatives.

The proposed Transportation Plan attempts to be responsive to these issues, while integrating the concepts and proposals of the Structure Plan like Urban Hubs, Neighborhood Nodes, Urban Villages, regional linkages, and the establishment of the Urban Corridor.

On - street Parking, Chang Lam
1 Based on the calculations using the number of vehicles registered with Vehicle Registration Department, Roads Safety and Transportation Authority, Thimphu as of 21 November 2001 and the population provided by the Thimphu Municipal Corporation for the year 2000.

4.6.2 OBJECTIVES

The Transportation Plan aims to enhance the connectivity within the Thimphu City as well as with the economic sectors in the region. While the better connectivity facilitates smooth mobility of people and goods in an efficient way, it also lays down the structure, which locates various activities. Besides providing for connectivity, the Transportation Plan for the Thimphu City attempts to fulfill the following broad objectives:

1. To strengthen the intra - and inter - city linkages.
2. To reduce the emission levels in the city by promoting the Public Transit System and by supplementing the use of private vehicles.
3. To encourage a pedestrian oriented transportation system by enhancing safety and convenience.
4. To complement the proposed land use pattern with appropriate transportation and pedestrian linkages.
5. To create opportunities for the citizens of Thimphu to meet new people and make new friends, while making use of public transport system and walking.

Graphic showing Urban Corridor linking Neighborhood Nodes, Urban Hubs and City Core

4.6.3 MAIN THEMES OF THE TRANSPORTATION PLAN

The Transportation Plan for the Thimphu City evolves from the following main themes, which are meant to be synergetic. They comprehensively attempt to fulfill a set of objectives. These themes also integrate with and complement the concepts and proposals of the other components of the Structure Plan, such as establishment of Urban Hubs, Urban Villages and Neighborhood Nodes. The main themes of this Transportation Plan are:
1. Urban Corridor
2. Road Classification
3. Pedestrian and Bike movements
4. Public Transit System
5. Integration of transport stops, with walking areas

Theme One: Urban Corridor

The Urban Corridor forms the spine of the city, connecting Urban Hubs, major Neighborhood Nodes and commercial areas across the entire North - South length of Thimphu. This movement stem also acts as the main corridor for the Public Transit System, which will eventually carry the Mass Rapid Transit Modes like electric buses or trams.

The Urban Hubs act as Terminals for the public transit system with essential facilities, while the Neighborhood Nodes on the corridor are located at transit stations, where taxi stands, shops, and convenience activities are located. The nodes and hubs are provided with the Park - and - ride lots, where one can leave their private vehicles and ride on to the public transit modes.
The plan encourages mixed modes of movement. It facilitates walking, and then jumping on a fast moving bus to go anywhere along the Urban Corridor. The Hubs and Nodes are activity centers. They are also places of “modal split” between one mode, or type, of transport and another.

The Urban Corridor, due to its extensive connectivity, forms the main route for the mass transit service. This movement corridor with extensive Public Transit facilities encourages high - density mix - use development along it. A forty - four meters wide stretch along the corridor is demarcated as the influence zone of the corridor, where special development control rules will apply.

Theme Two: Road Classification

An efficient road network across the city consists of roads of different hierarchies. Based on its location and connectivity characteristics, each road acts as Arterial (Primary), Collector (Secondary) or the Access Street. All the classes of roads are essential components of the city - level road network, providing access to the residential quarters, in the Neighborhood Nodes, and to the commercial districts.

The hierarchy of roads essentially defines the right - of - way (ROW), the edge conditions and the adjacent land use. Guidelines pertaining to the pedestrian ways and other safety measures also are determined based on the class of road. The ROW of each class of road is mainly derived from the traffic volumes it will be required to carry, sanctioned land use along it and other urban design characteristics, such as building height, bulk and set - back.
The Road Classification is also closely linked with the Public Transit modes and the route frequency.

The Transportation Plan of Thimphu identifies a City - level Road Network composed of the Urban Corridor, Primary, and Secondary hierarchies of roads.

Road Classification

Pedestrian Pathway System

Theme Three: Pedestrian and Bicycle Movement

The Transportation Plan puts special emphasis on promoting pedestrian movement by making it safer and more convenient through several measures. Walking has always been an integral part of the Bhutanese lifestyle. Given with the unique physical settings of the city, walking makes it easier to commute short distances. At the same time, bicycling is also encouraged to cover short - distances in relatively plain terrains. Exclusive bicycle lanes on the road stretches along the plane terrains, and the off - street bicycle tracks as part of the Pathway System provides for safer bicycling. Youth may be encouraged to use “mountain bikes.”

A citywide system of pathways, providing shorter routes to Public Transit, residential areas, connecting the open space system and important religious and heritage sites is identified. Pedestrianization of the Norzin Lam in a phased manner is proposed as part of this concept.

Theme Four: Public Transit System

An efficient Public Transit System for Thimphu and the regional centers surrounding it is envisioned as a mean to achieve lower air pollution levels, enhance safety and convenience, and to revive conviviality amongst the citizens. Rationalization of routes and rates will play a major role in making the Public Transit popular, but those will not be sufficient enough. It is essential that buses along the Urban Corridor pass stops at intervals not more than ten minutes apart, even during slag periods of the day, increasing to five minutes at rush hours. A set of discouraging measures on private vehicle utilization will have to come into force to support the Public Transit System also. Young professionals, students, office personnel, servants and workers will all depend on public transport.

With the increased population and higher dependency on the Public Transit modes, the introduction of the mass transit system, in a phased manner, should be considered. The Transportation Plan identifies the tentative routes for mass transit and suggests buses as the appropriate technology, though a detailed techno - economic feasibility study needs to be carried out. In the near future diesel buses will be adequate, with electric buses coming later.

Public Transit System

Theme Five: Integration of Transport Stops with Walking Areas

Transit oriented development integrates transit stops in Neighborhood Nodes with compact, walkable neighborhoods. The idea is to cluster high - density, walk - up apartments around the node facilities, especially the transit stop. Eventually, the entire city becomes linked into a “ride and walk” system bring access to the Urban Core, Hubs and Nodes to every citizen.

4.6.4 ELEMENTS OF THE TRANSPORTATION PLAN

A Transportation Plan for a city is an integrated system of various elements pertaining to the movement of vehicles, pedestrians and to the Public Transit System. Each element of the plan for Thimphu contributes towards evolving a pedestrian oriented, environmentally responsive and efficient transportation system. This section describes each element for its functions in the transportation system, implications of implementation and corresponding guidelines.

4.6.4.1 ELEMENT ONE: VEHICULAR MOVEMENT

Urban Corridor

The following components form the continuous North - South length of the Urban Corridor:
• Expressway from Simtokha to the Diesel Power Station Junction
• Gongphel Lam
• Doebum Lam
• Chhophel Lam
• Existing Royal Route to the Dechencholing Palace
• Proposed road link from Dechencholing Palace to RBG fuel tanks
• Existing road to Begana

The Urban Corridor will typically have two lanes for fast and slow moving vehicular traffic and an exclusive bus lane with provisions for installations for the electric bus service on either side. Planters along the road edge will increase the pedestrian safety will separate footpaths on either side. The total ROW will be twenty - four meters wide, while there will be a thirty - five meters ROW section with the Service Lane (5.5 meter wide) on both the sides is to be adopted wherever possible.

The number of intersections on the Urban Corridor is to be reduced to allow for smooth and uninterrupted traffic flow. Access roads are not to open directly on to the Corridor. All Transit stops on the Corridor will have lay - off lanes.

In general the Urban Corridor will have a twenty - four meters wide carriage way, with ten meters on either side, making the corridor forty - four meters wide. The following sections explain the street section.

Primary (Arterial) Roads

Primary (Arterial) roads connect the Secondary (Collector) roads to the Urban Corridor. They are also the main links to the Neighborhood Nodes located away from the Urban Corridor. A network of Primary Roads facilitates an efficient and smooth flowing traffic circulation. A majority of the Primary Road carries Public Transit, which is a barrier to pedestrian activity. No Primary Road passes through the Neighborhood Node, but links it on the periphery through Transit Stops. Convenient bicycle and pedestrian crossings should be provided wherever possible. Under and over - crossings are expensive and generally unused. They are discouraged unless absolutely necessary in already developed areas.

A typical Primary Road will have 18 meter ROW with 4 - lane carriageways and footpaths on either side. Several variations are possible with the provision of Service Lane and Bicycle lane with 21 - meter ROW sections, which are to be adopted wherever possible considering the physical conditions. A 12 - meter ROW option only to be used in the areas already developed and where acquiring 18 - meter ROW is absolutely impossible.

Secondary (Collector) Roads

Besides providing connectivity to the Primary Roads, a network of Secondary Roads also provides multiple routes to the local destinations, thereby reducing the traffic load on the Primary and Corridor roads.

Secondary roads are intended to carry moderate levels of local traffic to major destinations like Urban Hubs or the Commercial District. Their design and alignment should balance efficient vehicular travel with the safety and livability of residential areas.

A typical Secondary Road will have a 10 - meter ROW with 2 - lane carriageways and footpaths on either side. A 12 - meter ROW alternative is to be adopted wherever possible, which provides the facility to include bicycle way where bicyclists share the street in a delineated lane.

Access Streets

Access Roads are designed to serve low volumes of traffic through a pedestrian - oriented environment. Carriageways should only be wide enough to allow two vehicles to slowly pass each other. Emergency and service vehicles may use both travel lanes. Bicycles are encouraged on the street itself, rather than on separated bicycle ways.

Access Streets are the public open spaces in which children often play and there is interaction amongst neighbors. Vehicular movement should be controlled and provided for within this context.

A typical Access Road has a 6 - meter ROW, with 2 - lane carriageways and footpaths on either side. On - street parking is encouraged wherever possible and required, as it slows down the traffic and forms the barrier between vehicular traffic and pedestrians.

Hierarchy of Streets and Intersection Design

Intersection Design

Since the Road Network is conceived as more than conduits for vehicles, the intersection widths should be kept to a minimum. Intersections should be designed to slow traffic and to reduce pedestrian crossing distances. Unless absolutely necessary for facilitating safety, right and left turn lanes at intersections should be avoided. Reduced auto speeds improve pedestrian accessibility and safety, and can continue to accommodate safe vehicular movement. Minimum curb radius at the intersection will reduce the pedestrian crossing distance while reducing the speed of the car through the intersection.

4.6.4.2 ELEMENT TWO: PUBLIC TRANSIT SYSTEM

Public Transit Stop Locations

Accessibility is the key to successful transit rider ship. A centrally located transit shop is closest to the greatest number of residents and employees. Transit stops should provide pleasant and convenient access to residential and commercial areas.
Ideally, the Transit Stop should be located centrally within the Neighborhood Node. The Transit line should feed directly into the heart of the Node and its core commercial area. The core commercial area should be located so that at least a portion of the retail is along an arterial and directly accessible from the Transit Stop via sidewalks and clear pedestrian connections.

Wherever possible, bus routes should follow parallel connector street that feed directly into the core commercial area, thus helping to separate out through traffic and transit operations. Where bus stops must be located along Primary Roads, the node should be located on one side with crosswalk improvements to facilitate frequent pedestrian crossings.

Public Transit Stop Access

Most people will use transit only if it is fast, safe and very convenient. Buses must be frequent and regular. Accessibility to transit stops must be given high priority in the design of streets in order to promote transit rider ship. Street crossing placement, design, and markings should recognize the need for fast and flexible access to the stop.

Public Transit Stop Access

One of the greatest design flaws of station configuration is to surround it with parking and noisy bus areas. This separates the station from the pedestrian and effectively makes the station a detriment to any mixed - use development. Residents rarely enjoy a view of a park - and ride lot or the noise of a bus zone. These all - too - common configurations destroy the opportunity for an urban environment to evolve in a station area. Often these undesirable facilities can be placed on one side of the station, leaving the other for pedestrian - oriented environments to develop.

Transit passengers are likely to make frequent street crossings, some at mid - block, depending on the location and design of the transit stop. Adjacent street design must recognize the need for easy, safe and fast pedestrian access, by providing sufficient auto and pedestrian visibility distances, stop signs, access for the physically challenged and clearly marked pedestrian crossings at signalized intersections.

Note:Please click on the following links to view the maps.

MAP NO. 4.6 PROPOSED CIRCULATION SYSTEM

MAP NO. 4.7 PROPOSED TRANSIT SYSTEM

MAP NO. 4.8 TRANSPORTATION PROJECT MAP

Public Transit Stop Facilities

At a minimum, transit stops should provide shelter for pedestrians, convenient passenger drop - off zones, telephones, adequate lighting, and secure bike storage.

Shelters should be designed with passenger safety and comfort in mind. They should be easily recognizable, yet blend with the architecture of the transit station and/or surrounding buildings. Passenger loading zones should be located close to the stop and provide for access to the physically challenged, but should not interfere with the transit stop operations. Secure and safe bicycle storage area should be provided.

Management Issues of the Public Transit System

As mentioned earlier, promoting the Public Transit System in the city will have to be a multi - pronged approach. As on one hand, the rationalized route and trip frequency enhances the “reach” and convenience, these initiatives in themselves are not sufficient to make citizens start using the Transit extensively, leaving the comforts of private vehicles behind.

To kick - start the Public Transit System and then to keep it the most viable and convenient option, it needs to be backed by the direct and indirect policy interventions discouraging people to use private vehicles for their work related and other trips.

A few such interventions are as follows:

a. Introduce a Road Utilization Charge on the main roads of Core Commercial areas; people entering to the Core areas in their private vehicles will have to pay a charge. There will be a label on their window screen confirming payment.

b. Introduce Charges for parking facilities in the commercial areas. The rates can be based on the type of vehicle and the duration of parking. Parking for the longer duration will attract higher rates.

c. Introduce “car - pooling” concept, where people from the same neighborhood, or the family members are, encouraged to make combined trips. A penalty for entering the commercial streets with only one or two passengers per car can be introduced. Penalties can be in monetary terms, or can be in of non - monetary forms, in which case, cars will not be allowed to use the fast lane during the peak hours.

d. Import duties on the car can be increased.

Other measures can be devised, appropriate combination of which, should be implemented locally.

4.6.4.3 ELEMENT THREE: PARKING FACILITIES

On - street Parking

On - street parking helps to create street activity, as well as provide functional spaces. It supports orienting building entries to the streets by providing convenient access. Parallel parking should be used most often, however, angled on - street parking is encouraged along shopping streets within core commercial areas, where slow drive - by traffic is desired.

To maintain travel speeds and emergency vehicle access, on - street parking should not be permitted on arterials.

On - street parking helps “civilize” the street for pedestrians by creating a buffer between moving cars and the sidewalk. The additional parking helps to replace areas devoted to large off - street parking lots and places the parking near the desired street - side building entries. On - street parking tends to slow the flow of through traffic and helps to develop a pedestrian environment where walking is desired.

Park - and - Ride Lots

While Park - and - Ride lots are extremely important components to building the rider ship of the overall Transit System, they do not necessarily augment the uses, activities, and densities of a mixed - use, transit – oriented neighborhood. The location and type of Park - and - Ride lots should be considered in terms of the goals and function of the entire transit system. Park - and - Ride lots are best located adjacent to the Transit Stops.

Off - street Parking

In a pedestrian oriented Structure Plan, like the one for Thimphu, off - street parking in small pods, will allow vehicles to penetrate into the Urban Core, Urban Hubs and Neighborhood Nodes, from peripheral access streets.