Deprecated (16384): The ArrayAccess methods will be removed in 4.0.0.Use getParam(), getData() and getQuery() instead. - /home/brlfuser/public_html/src/Controller/ArtileDetailController.php, line: 73
 You can disable deprecation warnings by setting `Error.errorLevel` to `E_ALL & ~E_USER_DEPRECATED` in your config/app.php. [CORE/src/Core/functions.php, line 311]
Code Context


        trigger_error($message, E_USER_DEPRECATED);

    }
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 You can disable deprecation warnings by setting `Error.errorLevel` to `E_ALL & ~E_USER_DEPRECATED` in your config/app.php.'
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deprecationWarning - CORE/src/Core/functions.php, line 311
Cake\Http\ServerRequest::offsetGet() - CORE/src/Http/ServerRequest.php, line 2421
App\Controller\ArtileDetailController::printArticle() - APP/Controller/ArtileDetailController.php, line 73
Cake\Controller\Controller::invokeAction() - CORE/src/Controller/Controller.php, line 610
Cake\Http\ActionDispatcher::_invoke() - CORE/src/Http/ActionDispatcher.php, line 120
Cake\Http\ActionDispatcher::dispatch() - CORE/src/Http/ActionDispatcher.php, line 94
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Cake\Http\Runner::__invoke() - CORE/src/Http/Runner.php, line 65
Cake\Routing\Middleware\RoutingMiddleware::__invoke() - CORE/src/Routing/Middleware/RoutingMiddleware.php, line 162
Cake\Http\Runner::__invoke() - CORE/src/Http/Runner.php, line 65
Cake\Routing\Middleware\AssetMiddleware::__invoke() - CORE/src/Routing/Middleware/AssetMiddleware.php, line 88
Cake\Http\Runner::__invoke() - CORE/src/Http/Runner.php, line 65
Cake\Error\Middleware\ErrorHandlerMiddleware::__invoke() - CORE/src/Error/Middleware/ErrorHandlerMiddleware.php, line 96
Cake\Http\Runner::__invoke() - CORE/src/Http/Runner.php, line 65
Cake\Http\Runner::run() - CORE/src/Http/Runner.php, line 51
Cake\Http\Server::run() - CORE/src/Http/Server.php, line 98

Deprecated (16384): The ArrayAccess methods will be removed in 4.0.0.Use getParam(), getData() and getQuery() instead. - /home/brlfuser/public_html/src/Controller/ArtileDetailController.php, line: 74
 You can disable deprecation warnings by setting `Error.errorLevel` to `E_ALL & ~E_USER_DEPRECATED` in your config/app.php. [CORE/src/Core/functions.php, line 311]
Code Context


        trigger_error($message, E_USER_DEPRECATED);

    }
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 You can disable deprecation warnings by setting `Error.errorLevel` to `E_ALL & ~E_USER_DEPRECATED` in your config/app.php.'
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deprecationWarning - CORE/src/Core/functions.php, line 311
Cake\Http\ServerRequest::offsetGet() - CORE/src/Http/ServerRequest.php, line 2421
App\Controller\ArtileDetailController::printArticle() - APP/Controller/ArtileDetailController.php, line 74
Cake\Controller\Controller::invokeAction() - CORE/src/Controller/Controller.php, line 610
Cake\Http\ActionDispatcher::_invoke() - CORE/src/Http/ActionDispatcher.php, line 120
Cake\Http\ActionDispatcher::dispatch() - CORE/src/Http/ActionDispatcher.php, line 94
Cake\Http\BaseApplication::__invoke() - CORE/src/Http/BaseApplication.php, line 235
Cake\Http\Runner::__invoke() - CORE/src/Http/Runner.php, line 65
Cake\Routing\Middleware\RoutingMiddleware::__invoke() - CORE/src/Routing/Middleware/RoutingMiddleware.php, line 162
Cake\Http\Runner::__invoke() - CORE/src/Http/Runner.php, line 65
Cake\Routing\Middleware\AssetMiddleware::__invoke() - CORE/src/Routing/Middleware/AssetMiddleware.php, line 88
Cake\Http\Runner::__invoke() - CORE/src/Http/Runner.php, line 65
Cake\Error\Middleware\ErrorHandlerMiddleware::__invoke() - CORE/src/Error/Middleware/ErrorHandlerMiddleware.php, line 96
Cake\Http\Runner::__invoke() - CORE/src/Http/Runner.php, line 65
Cake\Http\Runner::run() - CORE/src/Http/Runner.php, line 51
Cake\Http\Server::run() - CORE/src/Http/Server.php, line 98

Warning (512): Unable to emit headers. Headers sent in file=/home/brlfuser/public_html/vendor/cakephp/cakephp/src/Error/Debugger.php line=853 [CORE/src/Http/ResponseEmitter.php, line 48]
Code Context
            if (Configure::read('debug')) {

                trigger_error($message, E_USER_WARNING);

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</span></span></code>
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-The Hindu
&lt;/div&gt;
&lt;p align=&quot;justify&quot;&gt;
&lt;br /&gt;
&lt;em&gt;Absence of safe cycle tracks and lack of pavement networks have pushed people to motorised transport&lt;/em&gt;
&lt;/p&gt;
&lt;p align=&quot;justify&quot;&gt;
Across the world, in the wake of the fuel crisis and environmental challenges, cities are increasingly paying attention to bicycling and walking - non-motorised modes of transport (NMT). As studies show, if 5 per cent of the trips made in cities across the world shift from car to NMT, the savings in terms of fuel cost would be $25 billion per year. This shift would also cut 100 million tonnes of CO emission (UNEP, 2010).
&lt;/p&gt;
&lt;p align=&quot;justify&quot;&gt;
Despite the benefits that NMT offers, Indian cities and policy makers have not substantially invested in it. The share of bicycles in city trips has reduced from 33 per cent in 1994 to 11 percent in 2007. The walkability index for Indian cities, a parameter that measures the availability of pavements and facilities, is as low as 0.5 (an index value of 1 indicates a good network). In comparison, cities such as London have a high index value of 1.7 (MoUD, 2008)
&lt;/p&gt;
&lt;p align=&quot;justify&quot;&gt;
As early as 1998, attempts were made to improve the situation. IIT Delhi prepared a bicycle master plan for the city to &amp;lsquo;get at least 30 per cent more kilometres by bicycles by 2010.&#039; Despite spending about Rs. 50 lakh on preparing the plan, the government never implemented it. The tenth five-year plan that followed in 2002 and the National Urban Transport Policy drafted in 2006 also emphasised equitable allocation of road space, cleaner technologies, and reducing fuel consumption. But these have not yet translated into clear plans.
&lt;/p&gt;
&lt;p align=&quot;justify&quot;&gt;
Despite poor road conditions, there are substantial numbers of NMT users. About 45 per cent of the 246 million households own bicycles and 28 per cent of the trips in major cities are made by walk. The government has failed to take advantage of this large bicycle user base. Plans and investments continue to privilege private cars. Absence of safe cycle tracks and lack of pavement networks have pushed people to motorised transport for even short trips, that is, less than 3 km.
&lt;/p&gt;
&lt;p align=&quot;justify&quot;&gt;
To correct this, the Working Group on Urban Transport for the Twelfth Five-Year Plan (2012-17) has recommended that all State capitals and cities with over 2 lakh population should have facilities for pedestrians and bicycle-users.
&lt;/p&gt;
&lt;p align=&quot;justify&quot;&gt;
It has also suggested that the State governments create an NMT cell in each municipal corporation. So far, there are no signs of implementation. 
&lt;/p&gt;&#039;,
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-The Hindu



Absence of safe cycle tracks and lack of pavement networks have pushed people to motorised transport


Across the world, in the wake of the fuel crisis and environmental challenges, cities are increasingly paying attention to bicycling and walking - non-motorised...&#039;,
	&#039;disp&#039; =&gt; &#039;&lt;div align=&quot;justify&quot;&gt;-The Hindu&lt;/div&gt;&lt;p align=&quot;justify&quot;&gt;&lt;br /&gt;&lt;em&gt;Absence of safe cycle tracks and lack of pavement networks have pushed people to motorised transport&lt;/em&gt;&lt;/p&gt;&lt;p align=&quot;justify&quot;&gt;Across the world, in the wake of the fuel crisis and environmental challenges, cities are increasingly paying attention to bicycling and walking - non-motorised modes of transport (NMT). As studies show, if 5 per cent of the trips made in cities across the world shift from car to NMT, the savings in terms of fuel cost would be $25 billion per year. This shift would also cut 100 million tonnes of CO emission (UNEP, 2010).&lt;/p&gt;&lt;p align=&quot;justify&quot;&gt;Despite the benefits that NMT offers, Indian cities and policy makers have not substantially invested in it. The share of bicycles in city trips has reduced from 33 per cent in 1994 to 11 percent in 2007. The walkability index for Indian cities, a parameter that measures the availability of pavements and facilities, is as low as 0.5 (an index value of 1 indicates a good network). In comparison, cities such as London have a high index value of 1.7 (MoUD, 2008)&lt;/p&gt;&lt;p align=&quot;justify&quot;&gt;As early as 1998, attempts were made to improve the situation. IIT Delhi prepared a bicycle master plan for the city to &amp;lsquo;get at least 30 per cent more kilometres by bicycles by 2010.&#039; Despite spending about Rs. 50 lakh on preparing the plan, the government never implemented it. The tenth five-year plan that followed in 2002 and the National Urban Transport Policy drafted in 2006 also emphasised equitable allocation of road space, cleaner technologies, and reducing fuel consumption. But these have not yet translated into clear plans.&lt;/p&gt;&lt;p align=&quot;justify&quot;&gt;Despite poor road conditions, there are substantial numbers of NMT users. About 45 per cent of the 246 million households own bicycles and 28 per cent of the trips in major cities are made by walk. The government has failed to take advantage of this large bicycle user base. Plans and investments continue to privilege private cars. Absence of safe cycle tracks and lack of pavement networks have pushed people to motorised transport for even short trips, that is, less than 3 km.&lt;/p&gt;&lt;p align=&quot;justify&quot;&gt;To correct this, the Working Group on Urban Transport for the Twelfth Five-Year Plan (2012-17) has recommended that all State capitals and cities with over 2 lakh population should have facilities for pedestrians and bicycle-users.&lt;/p&gt;&lt;p align=&quot;justify&quot;&gt;It has also suggested that the State governments create an NMT cell in each municipal corporation. So far, there are no signs of implementation. &lt;/p&gt;&#039;,
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-The Hindu
&lt;/div&gt;
&lt;p align=&quot;justify&quot;&gt;
&lt;br /&gt;
&lt;em&gt;Absence of safe cycle tracks and lack of pavement networks have pushed people to motorised transport&lt;/em&gt;
&lt;/p&gt;
&lt;p align=&quot;justify&quot;&gt;
Across the world, in the wake of the fuel crisis and environmental challenges, cities are increasingly paying attention to bicycling and walking - non-motorised modes of transport (NMT). As studies show, if 5 per cent of the trips made in cities across the world shift from car to NMT, the savings in terms of fuel cost would be $25 billion per year. This shift would also cut 100 million tonnes of CO emission (UNEP, 2010).
&lt;/p&gt;
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Despite the benefits that NMT offers, Indian cities and policy makers have not substantially invested in it. The share of bicycles in city trips has reduced from 33 per cent in 1994 to 11 percent in 2007. The walkability index for Indian cities, a parameter that measures the availability of pavements and facilities, is as low as 0.5 (an index value of 1 indicates a good network). In comparison, cities such as London have a high index value of 1.7 (MoUD, 2008)
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As early as 1998, attempts were made to improve the situation. IIT Delhi prepared a bicycle master plan for the city to &amp;lsquo;get at least 30 per cent more kilometres by bicycles by 2010.&#039; Despite spending about Rs. 50 lakh on preparing the plan, the government never implemented it. The tenth five-year plan that followed in 2002 and the National Urban Transport Policy drafted in 2006 also emphasised equitable allocation of road space, cleaner technologies, and reducing fuel consumption. But these have not yet translated into clear plans.
&lt;/p&gt;
&lt;p align=&quot;justify&quot;&gt;
Despite poor road conditions, there are substantial numbers of NMT users. About 45 per cent of the 246 million households own bicycles and 28 per cent of the trips in major cities are made by walk. The government has failed to take advantage of this large bicycle user base. Plans and investments continue to privilege private cars. Absence of safe cycle tracks and lack of pavement networks have pushed people to motorised transport for even short trips, that is, less than 3 km.
&lt;/p&gt;
&lt;p align=&quot;justify&quot;&gt;
To correct this, the Working Group on Urban Transport for the Twelfth Five-Year Plan (2012-17) has recommended that all State capitals and cities with over 2 lakh population should have facilities for pedestrians and bicycle-users.
&lt;/p&gt;
&lt;p align=&quot;justify&quot;&gt;
It has also suggested that the State governments create an NMT cell in each municipal corporation. So far, there are no signs of implementation. 
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-The Hindu



Absence of safe cycle tracks and lack of pavement networks have pushed people to motorised transport


Across the world, in the wake of the fuel crisis and environmental challenges, cities are increasingly paying attention to bicycling and walking - non-motorised...&#039;
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-The Hindu



Absence of safe cycle tracks and lack of pavement networks have pushed people to motorised transport


Across the world, in the wake of the fuel crisis and environmental challenges, cities are increasingly paying attention to bicycling and walking - non-motorised..."/>
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                <strong>Pedal pathways -A Srivathsan</strong></h1>
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                <div align="justify">-The Hindu</div><p align="justify"><br /><em>Absence of safe cycle tracks and lack of pavement networks have pushed people to motorised transport</em></p><p align="justify">Across the world, in the wake of the fuel crisis and environmental challenges, cities are increasingly paying attention to bicycling and walking - non-motorised modes of transport (NMT). As studies show, if 5 per cent of the trips made in cities across the world shift from car to NMT, the savings in terms of fuel cost would be $25 billion per year. This shift would also cut 100 million tonnes of CO emission (UNEP, 2010).</p><p align="justify">Despite the benefits that NMT offers, Indian cities and policy makers have not substantially invested in it. The share of bicycles in city trips has reduced from 33 per cent in 1994 to 11 percent in 2007. The walkability index for Indian cities, a parameter that measures the availability of pavements and facilities, is as low as 0.5 (an index value of 1 indicates a good network). In comparison, cities such as London have a high index value of 1.7 (MoUD, 2008)</p><p align="justify">As early as 1998, attempts were made to improve the situation. IIT Delhi prepared a bicycle master plan for the city to &lsquo;get at least 30 per cent more kilometres by bicycles by 2010.' Despite spending about Rs. 50 lakh on preparing the plan, the government never implemented it. The tenth five-year plan that followed in 2002 and the National Urban Transport Policy drafted in 2006 also emphasised equitable allocation of road space, cleaner technologies, and reducing fuel consumption. But these have not yet translated into clear plans.</p><p align="justify">Despite poor road conditions, there are substantial numbers of NMT users. About 45 per cent of the 246 million households own bicycles and 28 per cent of the trips in major cities are made by walk. The government has failed to take advantage of this large bicycle user base. Plans and investments continue to privilege private cars. Absence of safe cycle tracks and lack of pavement networks have pushed people to motorised transport for even short trips, that is, less than 3 km.</p><p align="justify">To correct this, the Working Group on Urban Transport for the Twelfth Five-Year Plan (2012-17) has recommended that all State capitals and cities with over 2 lakh population should have facilities for pedestrians and bicycle-users.</p><p align="justify">It has also suggested that the State governments create an NMT cell in each municipal corporation. So far, there are no signs of implementation. </p>               </font>
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<span class="code-highlight"><code><span style="color: #000000">&nbsp;&nbsp;&nbsp;&nbsp;&lt;link&nbsp;rel="canonical"&nbsp;href="<span style="color: #0000BB">&lt;?php&nbsp;</span><span style="color: #007700">echo&nbsp;</span><span style="color: #0000BB">Configure</span><span style="color: #007700">::</span><span style="color: #0000BB">read</span><span style="color: #007700">(</span><span style="color: #DD0000">'SITE_URL'</span><span style="color: #007700">);&nbsp;</span><span style="color: #0000BB">?&gt;&lt;?php&nbsp;</span><span style="color: #007700">echo&nbsp;</span><span style="color: #0000BB">$urlPrefix</span><span style="color: #007700">;</span><span style="color: #0000BB">?&gt;&lt;?php&nbsp;</span><span style="color: #007700">echo&nbsp;</span><span style="color: #0000BB">$article_current</span><span style="color: #007700">-&gt;</span><span style="color: #0000BB">category</span><span style="color: #007700">-&gt;</span><span style="color: #0000BB">slug</span><span style="color: #007700">;&nbsp;</span><span style="color: #0000BB">?&gt;</span>/<span style="color: #0000BB">&lt;?php&nbsp;</span><span style="color: #007700">echo&nbsp;</span><span style="color: #0000BB">$article_current</span><span style="color: #007700">-&gt;</span><span style="color: #0000BB">seo_url</span><span style="color: #007700">;&nbsp;</span><span style="color: #0000BB">?&gt;</span>.html"/&gt;
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-The Hindu
&lt;/div&gt;
&lt;p align=&quot;justify&quot;&gt;
&lt;br /&gt;
&lt;em&gt;Absence of safe cycle tracks and lack of pavement networks have pushed people to motorised transport&lt;/em&gt;
&lt;/p&gt;
&lt;p align=&quot;justify&quot;&gt;
Across the world, in the wake of the fuel crisis and environmental challenges, cities are increasingly paying attention to bicycling and walking - non-motorised modes of transport (NMT). As studies show, if 5 per cent of the trips made in cities across the world shift from car to NMT, the savings in terms of fuel cost would be $25 billion per year. This shift would also cut 100 million tonnes of CO emission (UNEP, 2010).
&lt;/p&gt;
&lt;p align=&quot;justify&quot;&gt;
Despite the benefits that NMT offers, Indian cities and policy makers have not substantially invested in it. The share of bicycles in city trips has reduced from 33 per cent in 1994 to 11 percent in 2007. The walkability index for Indian cities, a parameter that measures the availability of pavements and facilities, is as low as 0.5 (an index value of 1 indicates a good network). In comparison, cities such as London have a high index value of 1.7 (MoUD, 2008)
&lt;/p&gt;
&lt;p align=&quot;justify&quot;&gt;
As early as 1998, attempts were made to improve the situation. IIT Delhi prepared a bicycle master plan for the city to &amp;lsquo;get at least 30 per cent more kilometres by bicycles by 2010.&#039; Despite spending about Rs. 50 lakh on preparing the plan, the government never implemented it. The tenth five-year plan that followed in 2002 and the National Urban Transport Policy drafted in 2006 also emphasised equitable allocation of road space, cleaner technologies, and reducing fuel consumption. But these have not yet translated into clear plans.
&lt;/p&gt;
&lt;p align=&quot;justify&quot;&gt;
Despite poor road conditions, there are substantial numbers of NMT users. About 45 per cent of the 246 million households own bicycles and 28 per cent of the trips in major cities are made by walk. The government has failed to take advantage of this large bicycle user base. Plans and investments continue to privilege private cars. Absence of safe cycle tracks and lack of pavement networks have pushed people to motorised transport for even short trips, that is, less than 3 km.
&lt;/p&gt;
&lt;p align=&quot;justify&quot;&gt;
To correct this, the Working Group on Urban Transport for the Twelfth Five-Year Plan (2012-17) has recommended that all State capitals and cities with over 2 lakh population should have facilities for pedestrians and bicycle-users.
&lt;/p&gt;
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It has also suggested that the State governments create an NMT cell in each municipal corporation. So far, there are no signs of implementation. 
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Absence of safe cycle tracks and lack of pavement networks have pushed people to motorised transport


Across the world, in the wake of the fuel crisis and environmental challenges, cities are increasingly paying attention to bicycling and walking - non-motorised...&#039;,
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-The Hindu
&lt;/div&gt;
&lt;p align=&quot;justify&quot;&gt;
&lt;br /&gt;
&lt;em&gt;Absence of safe cycle tracks and lack of pavement networks have pushed people to motorised transport&lt;/em&gt;
&lt;/p&gt;
&lt;p align=&quot;justify&quot;&gt;
Across the world, in the wake of the fuel crisis and environmental challenges, cities are increasingly paying attention to bicycling and walking - non-motorised modes of transport (NMT). As studies show, if 5 per cent of the trips made in cities across the world shift from car to NMT, the savings in terms of fuel cost would be $25 billion per year. This shift would also cut 100 million tonnes of CO emission (UNEP, 2010).
&lt;/p&gt;
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Despite the benefits that NMT offers, Indian cities and policy makers have not substantially invested in it. The share of bicycles in city trips has reduced from 33 per cent in 1994 to 11 percent in 2007. The walkability index for Indian cities, a parameter that measures the availability of pavements and facilities, is as low as 0.5 (an index value of 1 indicates a good network). In comparison, cities such as London have a high index value of 1.7 (MoUD, 2008)
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As early as 1998, attempts were made to improve the situation. IIT Delhi prepared a bicycle master plan for the city to &amp;lsquo;get at least 30 per cent more kilometres by bicycles by 2010.&#039; Despite spending about Rs. 50 lakh on preparing the plan, the government never implemented it. The tenth five-year plan that followed in 2002 and the National Urban Transport Policy drafted in 2006 also emphasised equitable allocation of road space, cleaner technologies, and reducing fuel consumption. But these have not yet translated into clear plans.
&lt;/p&gt;
&lt;p align=&quot;justify&quot;&gt;
Despite poor road conditions, there are substantial numbers of NMT users. About 45 per cent of the 246 million households own bicycles and 28 per cent of the trips in major cities are made by walk. The government has failed to take advantage of this large bicycle user base. Plans and investments continue to privilege private cars. Absence of safe cycle tracks and lack of pavement networks have pushed people to motorised transport for even short trips, that is, less than 3 km.
&lt;/p&gt;
&lt;p align=&quot;justify&quot;&gt;
To correct this, the Working Group on Urban Transport for the Twelfth Five-Year Plan (2012-17) has recommended that all State capitals and cities with over 2 lakh population should have facilities for pedestrians and bicycle-users.
&lt;/p&gt;
&lt;p align=&quot;justify&quot;&gt;
It has also suggested that the State governments create an NMT cell in each municipal corporation. So far, there are no signs of implementation. 
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-The Hindu



Absence of safe cycle tracks and lack of pavement networks have pushed people to motorised transport


Across the world, in the wake of the fuel crisis and environmental challenges, cities are increasingly paying attention to bicycling and walking - non-motorised...&#039;
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Absence of safe cycle tracks and lack of pavement networks have pushed people to motorised transport


Across the world, in the wake of the fuel crisis and environmental challenges, cities are increasingly paying attention to bicycling and walking - non-motorised..."/>
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                <strong>Pedal pathways -A Srivathsan</strong></h1>
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                <div align="justify">-The Hindu</div><p align="justify"><br /><em>Absence of safe cycle tracks and lack of pavement networks have pushed people to motorised transport</em></p><p align="justify">Across the world, in the wake of the fuel crisis and environmental challenges, cities are increasingly paying attention to bicycling and walking - non-motorised modes of transport (NMT). As studies show, if 5 per cent of the trips made in cities across the world shift from car to NMT, the savings in terms of fuel cost would be $25 billion per year. This shift would also cut 100 million tonnes of CO emission (UNEP, 2010).</p><p align="justify">Despite the benefits that NMT offers, Indian cities and policy makers have not substantially invested in it. The share of bicycles in city trips has reduced from 33 per cent in 1994 to 11 percent in 2007. The walkability index for Indian cities, a parameter that measures the availability of pavements and facilities, is as low as 0.5 (an index value of 1 indicates a good network). In comparison, cities such as London have a high index value of 1.7 (MoUD, 2008)</p><p align="justify">As early as 1998, attempts were made to improve the situation. IIT Delhi prepared a bicycle master plan for the city to &lsquo;get at least 30 per cent more kilometres by bicycles by 2010.' Despite spending about Rs. 50 lakh on preparing the plan, the government never implemented it. The tenth five-year plan that followed in 2002 and the National Urban Transport Policy drafted in 2006 also emphasised equitable allocation of road space, cleaner technologies, and reducing fuel consumption. But these have not yet translated into clear plans.</p><p align="justify">Despite poor road conditions, there are substantial numbers of NMT users. About 45 per cent of the 246 million households own bicycles and 28 per cent of the trips in major cities are made by walk. The government has failed to take advantage of this large bicycle user base. Plans and investments continue to privilege private cars. Absence of safe cycle tracks and lack of pavement networks have pushed people to motorised transport for even short trips, that is, less than 3 km.</p><p align="justify">To correct this, the Working Group on Urban Transport for the Twelfth Five-Year Plan (2012-17) has recommended that all State capitals and cities with over 2 lakh population should have facilities for pedestrians and bicycle-users.</p><p align="justify">It has also suggested that the State governments create an NMT cell in each municipal corporation. So far, there are no signs of implementation. </p>               </font>
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-The Hindu
&lt;/div&gt;
&lt;p align=&quot;justify&quot;&gt;
&lt;br /&gt;
&lt;em&gt;Absence of safe cycle tracks and lack of pavement networks have pushed people to motorised transport&lt;/em&gt;
&lt;/p&gt;
&lt;p align=&quot;justify&quot;&gt;
Across the world, in the wake of the fuel crisis and environmental challenges, cities are increasingly paying attention to bicycling and walking - non-motorised modes of transport (NMT). As studies show, if 5 per cent of the trips made in cities across the world shift from car to NMT, the savings in terms of fuel cost would be $25 billion per year. This shift would also cut 100 million tonnes of CO emission (UNEP, 2010).
&lt;/p&gt;
&lt;p align=&quot;justify&quot;&gt;
Despite the benefits that NMT offers, Indian cities and policy makers have not substantially invested in it. The share of bicycles in city trips has reduced from 33 per cent in 1994 to 11 percent in 2007. The walkability index for Indian cities, a parameter that measures the availability of pavements and facilities, is as low as 0.5 (an index value of 1 indicates a good network). In comparison, cities such as London have a high index value of 1.7 (MoUD, 2008)
&lt;/p&gt;
&lt;p align=&quot;justify&quot;&gt;
As early as 1998, attempts were made to improve the situation. IIT Delhi prepared a bicycle master plan for the city to &amp;lsquo;get at least 30 per cent more kilometres by bicycles by 2010.&#039; Despite spending about Rs. 50 lakh on preparing the plan, the government never implemented it. The tenth five-year plan that followed in 2002 and the National Urban Transport Policy drafted in 2006 also emphasised equitable allocation of road space, cleaner technologies, and reducing fuel consumption. But these have not yet translated into clear plans.
&lt;/p&gt;
&lt;p align=&quot;justify&quot;&gt;
Despite poor road conditions, there are substantial numbers of NMT users. About 45 per cent of the 246 million households own bicycles and 28 per cent of the trips in major cities are made by walk. The government has failed to take advantage of this large bicycle user base. Plans and investments continue to privilege private cars. Absence of safe cycle tracks and lack of pavement networks have pushed people to motorised transport for even short trips, that is, less than 3 km.
&lt;/p&gt;
&lt;p align=&quot;justify&quot;&gt;
To correct this, the Working Group on Urban Transport for the Twelfth Five-Year Plan (2012-17) has recommended that all State capitals and cities with over 2 lakh population should have facilities for pedestrians and bicycle-users.
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It has also suggested that the State governments create an NMT cell in each municipal corporation. So far, there are no signs of implementation. 
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-The Hindu



Absence of safe cycle tracks and lack of pavement networks have pushed people to motorised transport


Across the world, in the wake of the fuel crisis and environmental challenges, cities are increasingly paying attention to bicycling and walking - non-motorised...&#039;,
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-The Hindu
&lt;/div&gt;
&lt;p align=&quot;justify&quot;&gt;
&lt;br /&gt;
&lt;em&gt;Absence of safe cycle tracks and lack of pavement networks have pushed people to motorised transport&lt;/em&gt;
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Across the world, in the wake of the fuel crisis and environmental challenges, cities are increasingly paying attention to bicycling and walking - non-motorised modes of transport (NMT). As studies show, if 5 per cent of the trips made in cities across the world shift from car to NMT, the savings in terms of fuel cost would be $25 billion per year. This shift would also cut 100 million tonnes of CO emission (UNEP, 2010).
&lt;/p&gt;
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&lt;/p&gt;
&lt;p align=&quot;justify&quot;&gt;
Despite poor road conditions, there are substantial numbers of NMT users. About 45 per cent of the 246 million households own bicycles and 28 per cent of the trips in major cities are made by walk. The government has failed to take advantage of this large bicycle user base. Plans and investments continue to privilege private cars. Absence of safe cycle tracks and lack of pavement networks have pushed people to motorised transport for even short trips, that is, less than 3 km.
&lt;/p&gt;
&lt;p align=&quot;justify&quot;&gt;
To correct this, the Working Group on Urban Transport for the Twelfth Five-Year Plan (2012-17) has recommended that all State capitals and cities with over 2 lakh population should have facilities for pedestrians and bicycle-users.
&lt;/p&gt;
&lt;p align=&quot;justify&quot;&gt;
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Absence of safe cycle tracks and lack of pavement networks have pushed people to motorised transport


Across the world, in the wake of the fuel crisis and environmental challenges, cities are increasingly paying attention to bicycling and walking - non-motorised...&#039;
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-The Hindu



Absence of safe cycle tracks and lack of pavement networks have pushed people to motorised transport


Across the world, in the wake of the fuel crisis and environmental challenges, cities are increasingly paying attention to bicycling and walking - non-motorised..."/>
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                <strong>Pedal pathways -A Srivathsan</strong></h1>
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                <div align="justify">-The Hindu</div><p align="justify"><br /><em>Absence of safe cycle tracks and lack of pavement networks have pushed people to motorised transport</em></p><p align="justify">Across the world, in the wake of the fuel crisis and environmental challenges, cities are increasingly paying attention to bicycling and walking - non-motorised modes of transport (NMT). As studies show, if 5 per cent of the trips made in cities across the world shift from car to NMT, the savings in terms of fuel cost would be $25 billion per year. This shift would also cut 100 million tonnes of CO emission (UNEP, 2010).</p><p align="justify">Despite the benefits that NMT offers, Indian cities and policy makers have not substantially invested in it. The share of bicycles in city trips has reduced from 33 per cent in 1994 to 11 percent in 2007. The walkability index for Indian cities, a parameter that measures the availability of pavements and facilities, is as low as 0.5 (an index value of 1 indicates a good network). In comparison, cities such as London have a high index value of 1.7 (MoUD, 2008)</p><p align="justify">As early as 1998, attempts were made to improve the situation. IIT Delhi prepared a bicycle master plan for the city to &lsquo;get at least 30 per cent more kilometres by bicycles by 2010.' Despite spending about Rs. 50 lakh on preparing the plan, the government never implemented it. The tenth five-year plan that followed in 2002 and the National Urban Transport Policy drafted in 2006 also emphasised equitable allocation of road space, cleaner technologies, and reducing fuel consumption. But these have not yet translated into clear plans.</p><p align="justify">Despite poor road conditions, there are substantial numbers of NMT users. About 45 per cent of the 246 million households own bicycles and 28 per cent of the trips in major cities are made by walk. The government has failed to take advantage of this large bicycle user base. Plans and investments continue to privilege private cars. Absence of safe cycle tracks and lack of pavement networks have pushed people to motorised transport for even short trips, that is, less than 3 km.</p><p align="justify">To correct this, the Working Group on Urban Transport for the Twelfth Five-Year Plan (2012-17) has recommended that all State capitals and cities with over 2 lakh population should have facilities for pedestrians and bicycle-users.</p><p align="justify">It has also suggested that the State governments create an NMT cell in each municipal corporation. So far, there are no signs of implementation. </p>               </font>
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-The Hindu
</div>
<p align="justify">
<br />
<em>Absence of safe cycle tracks and lack of pavement networks have pushed people to motorised transport</em>
</p>
<p align="justify">
Across the world, in the wake of the fuel crisis and environmental challenges, cities are increasingly paying attention to bicycling and walking - non-motorised modes of transport (NMT). As studies show, if 5 per cent of the trips made in cities across the world shift from car to NMT, the savings in terms of fuel cost would be $25 billion per year. This shift would also cut 100 million tonnes of CO emission (UNEP, 2010).
</p>
<p align="justify">
Despite the benefits that NMT offers, Indian cities and policy makers have not substantially invested in it. The share of bicycles in city trips has reduced from 33 per cent in 1994 to 11 percent in 2007. The walkability index for Indian cities, a parameter that measures the availability of pavements and facilities, is as low as 0.5 (an index value of 1 indicates a good network). In comparison, cities such as London have a high index value of 1.7 (MoUD, 2008)
</p>
<p align="justify">
As early as 1998, attempts were made to improve the situation. IIT Delhi prepared a bicycle master plan for the city to &lsquo;get at least 30 per cent more kilometres by bicycles by 2010.' Despite spending about Rs. 50 lakh on preparing the plan, the government never implemented it. The tenth five-year plan that followed in 2002 and the National Urban Transport Policy drafted in 2006 also emphasised equitable allocation of road space, cleaner technologies, and reducing fuel consumption. But these have not yet translated into clear plans.
</p>
<p align="justify">
Despite poor road conditions, there are substantial numbers of NMT users. About 45 per cent of the 246 million households own bicycles and 28 per cent of the trips in major cities are made by walk. The government has failed to take advantage of this large bicycle user base. Plans and investments continue to privilege private cars. Absence of safe cycle tracks and lack of pavement networks have pushed people to motorised transport for even short trips, that is, less than 3 km.
</p>
<p align="justify">
To correct this, the Working Group on Urban Transport for the Twelfth Five-Year Plan (2012-17) has recommended that all State capitals and cities with over 2 lakh population should have facilities for pedestrians and bicycle-users.
</p>
<p align="justify">
It has also suggested that the State governments create an NMT cell in each municipal corporation. So far, there are no signs of implementation. 
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Absence of safe cycle tracks and lack of pavement networks have pushed people to motorised transport


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-The Hindu
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<br />
<em>Absence of safe cycle tracks and lack of pavement networks have pushed people to motorised transport</em>
</p>
<p align="justify">
Across the world, in the wake of the fuel crisis and environmental challenges, cities are increasingly paying attention to bicycling and walking - non-motorised modes of transport (NMT). As studies show, if 5 per cent of the trips made in cities across the world shift from car to NMT, the savings in terms of fuel cost would be $25 billion per year. This shift would also cut 100 million tonnes of CO emission (UNEP, 2010).
</p>
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Despite the benefits that NMT offers, Indian cities and policy makers have not substantially invested in it. The share of bicycles in city trips has reduced from 33 per cent in 1994 to 11 percent in 2007. The walkability index for Indian cities, a parameter that measures the availability of pavements and facilities, is as low as 0.5 (an index value of 1 indicates a good network). In comparison, cities such as London have a high index value of 1.7 (MoUD, 2008)
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As early as 1998, attempts were made to improve the situation. IIT Delhi prepared a bicycle master plan for the city to &lsquo;get at least 30 per cent more kilometres by bicycles by 2010.' Despite spending about Rs. 50 lakh on preparing the plan, the government never implemented it. The tenth five-year plan that followed in 2002 and the National Urban Transport Policy drafted in 2006 also emphasised equitable allocation of road space, cleaner technologies, and reducing fuel consumption. But these have not yet translated into clear plans.
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<p align="justify">
Despite poor road conditions, there are substantial numbers of NMT users. About 45 per cent of the 246 million households own bicycles and 28 per cent of the trips in major cities are made by walk. The government has failed to take advantage of this large bicycle user base. Plans and investments continue to privilege private cars. Absence of safe cycle tracks and lack of pavement networks have pushed people to motorised transport for even short trips, that is, less than 3 km.
</p>
<p align="justify">
To correct this, the Working Group on Urban Transport for the Twelfth Five-Year Plan (2012-17) has recommended that all State capitals and cities with over 2 lakh population should have facilities for pedestrians and bicycle-users.
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It has also suggested that the State governments create an NMT cell in each municipal corporation. So far, there are no signs of implementation. 
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Absence of safe cycle tracks and lack of pavement networks have pushed people to motorised transport


Across the world, in the wake of the fuel crisis and environmental challenges, cities are increasingly paying attention to bicycling and walking - non-motorised...'
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Pedal pathways -A Srivathsan

-The Hindu Absence of safe cycle tracks and lack of pavement networks have pushed people to motorised transport Across the world, in the wake of the fuel crisis and environmental challenges, cities are increasingly paying attention to bicycling and walking - non-motorised modes of transport (NMT). As studies show, if 5 per cent of the trips made in cities across the world shift from car to NMT, the savings in terms of fuel cost would be $25 billion per year. This shift would also cut 100 million tonnes of CO emission (UNEP, 2010). Despite the benefits that NMT offers, Indian cities and policy makers have not substantially invested in it. The share of bicycles in city trips has reduced from 33 per cent in 1994 to 11 percent in 2007. The walkability index for Indian cities, a parameter that measures the availability of pavements and facilities, is as low as 0.5 (an index value of 1 indicates a good network). In comparison, cities such as London have a high index value of 1.7 (MoUD, 2008) As early as 1998, attempts were made to improve the situation. IIT Delhi prepared a bicycle master plan for the city to ‘get at least 30 per cent more kilometres by bicycles by 2010.' Despite spending about Rs. 50 lakh on preparing the plan, the government never implemented it. The tenth five-year plan that followed in 2002 and the National Urban Transport Policy drafted in 2006 also emphasised equitable allocation of road space, cleaner technologies, and reducing fuel consumption. But these have not yet translated into clear plans. Despite poor road conditions, there are substantial numbers of NMT users. About 45 per cent of the 246 million households own bicycles and 28 per cent of the trips in major cities are made by walk. The government has failed to take advantage of this large bicycle user base. Plans and investments continue to privilege private cars. Absence of safe cycle tracks and lack of pavement networks have pushed people to motorised transport for even short trips, that is, less than 3 km. To correct this, the Working Group on Urban Transport for the Twelfth Five-Year Plan (2012-17) has recommended that all State capitals and cities with over 2 lakh population should have facilities for pedestrians and bicycle-users. It has also suggested that the State governments create an NMT cell in each municipal corporation. So far, there are no signs of implementation.