INSTITUTIONAL COORDINATION AND CAPACITY BUILDING

Institutional Coordination and Capacity Building

 India lacks cooperation and utility among different transport agencies,
departments, and ministries as well as overall coordination of transport and
land use policies. 
 In order to improve and address these issues, the National Urban Transport
Policy proposed the establishment of Urban Metropolitan Transport
Agencies in all cities with more than one million inhabitants.
 The Urban Metropolitan Transport Agencies would be backed by legislation
and funding for urban transport projects and policies would be routed
through them. 
 One reason why fully fledged institutional reform has not taken place is that
local governments have low planning capacity and insufficient professionals
trained in the new sustainability paradigm. 
 To promote better practices and train professionals on the job, the national
government has provided financial assistance for training sessions and
awareness-raising campaigns.

The objective of this policy is to ensure safe, affordable, quick, comfortable, reliable and
sustainable access for the growing number of city residents to jobs, education, recreation and
such other needs within our cities.
At present, there are only eight or ten such agencies in existence and there are 40 cities that
have more than a million inhabitants. With the agencies having a significant backer, they can
administer more power for necessary protocols, and increase the development of public
transportation.
The reason why there are less trained in the area of urban transportation planning and
development is because of India's higher education curriculum and severe brain drain from it
Even though engineering is one of the top professions in india.
Centers of Excellence in Urban Transport sponsored by the Ministry of Urban Development
have also been set up within universities. It offers postgraduate degrees in the field of urban
transport planning and management, conducts research, organizes conferences, and workshops,
and provides technical assistance to the government itself.
PRIORITIZING NON-MOTORIZED TRANSPORT
 In most of the cities as well as in India as a whole, the number of motor
vehicles has increased significantly over the years.One peculiarity about the
growth in motor vehicles is the explosion in the number of two-wheelers like
motorcycles, scooters, and mopeds.
 One of the most urgent needs in Indian cities is the provision of improved
rights of way for pedestrians, pedestrians with disabilities, and cyclists.
 These non-motorized travelers, who account for about half of all trips made
and are among the most vulnerable roadway users, have been largely
ignored by policy makers. 
 In a context of narrow roads, densely built central cities, and lack of funding, it is very
rare to find any special provisions for pedestrians and cyclists. Both private and public
transport almost hogs all the roads that lead pedestrians and cyclists’ little space to
travel and to endure traffic alongside transport vehicles. 
 While scarce roadway space hinders non-motorized transport, the real
problem lies with government priorities that favor motorized traffic.
 According to the research of “Pucher et al.” Since the higher class and
powerful elite in India are more likely to drive private cars, they have strongly
favored road projects over improvements for pedestrians and cyclists which
marks how the government focuses on prioritizing the higher class of India.
 The National Urban Transport Policy drafted plans regarding this matter, promising 50%
national government funding of both cycle tracks and pedestrian paths in large cities. in
reality, the project was a disaster and cities such Delhi and Chennai have spent less than
20% of their funding from the National Urban Renewal Mission on non-motorized
transport infrastructure.

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