Integrated Land use-Transport Policy Imperatives for Indian Cities- Challenges and Opportunities

Dr. Sanjay Gupta Professor of Transport Planning School of Planning and Architecture New Delhi, India

6th Nov. 2014

The Context Urban transport is probably the most important single component

instrumental in shaping urban development and urban living (NCU). The urban form and structure affects the need for and selection of

appropriate transport systems

Dr Sanjay Gupta, SPA 12/8/2014

Transport, Urban Form and Spatial Structure

Source : Literature Review Dr Sanjay Gupta, SPA 12/8/2014

Evolution of Spatial Structure

Source : Literature Review Dr Sanjay Gupta, SPA 12/8/2014

Vehicle Density vs Urbanized density

Source : Literature Review Dr Sanjay Gupta, SPA 12/8/2014

Urban Density and Transport System

City type Density (ppha)

Car Ownership (Cars/1000 per.)

Gasoline consumption (kg/capita)

PT usage (trip/person/year)

Car based 10-30 High (400) Very large (870)

Low (90)

Public Transport based

30-130 Medium (170) Medium (220)

High (310)

Walking based

130-400 Low (20) Low (60) Medium (180)

Source : Kenworthy and Newmann , Book on Automobile Dependance

Dr Sanjay Gupta, SPA 12/8/2014

Urban Form and Transport Impacts –Research Evidences Large size settlements are relatively inefficient

in their use of energy for transport Cluster of smaller settlements would be more

energy efficient. Least cost form is centric city with dispersed

commercial and employment opportunities. Compact development with more interspersion

of different land use results in low transport energy.

Higher densities and concentration of residences and facilities along public transport routes could lead to shift towards public transport Dr Sanjay Gupta, SPA 12/8/2014

India’s Urbanisation Pattern • Population size of 1.21 billion (2011) with world’s share of 17.5%

• 2nd largest country after China(19.4%) followed by USA (4.5%)

• Urban population of 377 million (2011) with 30% share

• Urban population increased by 87 million during last decade

• Presently there are 8000 towns and cities

• 468 Class I towns ( 0.1 million plus size) account

for 70% of urban population

• 53 million plus size cities ( 43% share of urban population)

- 3 megacities (10 million plus size)

- 5 cities between 5-10 million size

- 2 cities between 3-5 millions

- 43 cities between 1-3 million

Source: Census Of India 2011 Reports Dr Sanjay Gupta, SPA 12/8/2014

City Population (million)

Vehicle Population (million)

Vehicle Density (vehicles/ 1000 pop.)

Road Network (kms.)

PCTR ATL (kms.)

Modal Split

Mumbai 18.78 1.29 129 2000

1.41-1.67 10.4

Walk = 22 Cycle = 8 Tw = 9 PT = 44 Car = 10 IPT = 7

Delhi 15.02 4.29 279 4400

Kolkata 14.22 0.91 64 …

Chennai 6.96 2.17 312 2780

Bangalore 6.5 2.23 343 3500

1.3-1.5 7.2

Walk = 25 Cycle =11 Tw = 26 PT = 21 Car = 10 IPT = 7

Hyderabad 6.46 1.43 221 …

Ahemdabad 5.07 1.63 312 3478

Pune 4.41 1.01 343 1800

Surat 3.63 0.8 221 1133

1.2-1.29 5.7

Walk = 25 Cycle = 18 Tw = 29 PT = 10 Car = 12 IPT = 6

Kanpur 2.97 0.5 321 …

Jaipur 2.73 0.67 188 …

Lucknow 2.67 0.6 207 …

Nagpur 2.34 0.77 148 1907

0% 10% 20% 30% 40% 50% 60% 70% 80% 90%

100%

Mega Metro Others

Modal Split across cities

Walk Cycle Tw PT Car IPT 0

0.2 0.4 0.6 0.8

1 1.2 1.4 1.6 1.8

Mega Metro Others

PCTR

PCTR across cities

0

2

4

6

8

10

12

Mega Metro Others

ATL (

kms.)

Avg.Trip Length across cities

0

50

100

150

200

250

300

Mega Metro Others

Vehi

cle D

ensit

y (ve

h./10

00 po

p.)

Vehicle Density (veh./1000 pop.)

Dr Sanjay Gupta, SPA 12/8/2014

Dr Sanjay Gupta, SPA

City Parameters Hyderabad Bangalore Ahmedabad Population Density (Urban Built in Persons/Sq.km )

10,526 9,378 17,441

Population Density (Urban Sprawl in Persons/Sq.km)

6,265 5,869 15,574

Compactness Index 0.60 0.63 0.90 Arterial Road Density 1.47 1.40 1.85 Public Transport Use 48% 51 24% NMV Use 21% 24% 32% Trip Length (Total) km 10.5 11 5.7 Vehicle km/capita 10.81 8.90 6.4 Road fatalities per 518 865 263 Population (Million) 8.5 8.5 6.0

Hyderabad (760Sq.km) Bangalore (853Sq.km) Ahmedabad (344Sq.km)

12/8/2014 Source :S. Swamy , CEPT

Impact of Urban Sprawl on Travel Demand Parameters

Dr Sanjay Gupta, SPA 12/8/2014 Source : Prof. Swamy, CEPT

Urban Structure Measures 1. Urban Radius: It defines the urban edge and is based

on the linear accumulation of population by the distance from the centre of the urban area.

2. Coefficient of Dispersion (COD): It is a measure which indicates the even or unequal distribution of population (jobs) over the area.

- A low value indicates an even distribution while a high value expresses unequal distribution.

3. Factor of Locality Association(LA factor): It expresses the degree of similarity between different distributions such as population and jobs in an area.

- A high value indicates a high degree of association between the two groups and vice versa.

Source : Zahavi , Report on Unified Mechanism of Travel (1980) Dr Sanjay Gupta, SPA 12/8/2014

Urban Structure and Travel Pattern Relationships in Indian Cities

1. Cities (below 0.5 million ) are largely Mono centric cities. 2. 0.5 million – 2 million is the range of thresholds for cities

to remain mono centric before turning into polycentric development

3. Circular cities have higher densities 4. Density distribution in cities generally follow exponential

function /decay function 5. Population is more dispersed in larger cities compared to

employment 6. Average trip length, Per Capita Trip Rate, Modal Split is

correlated to Urban radius 7. Linear cities exhibit higher modal split( 40%) compared to

circular cities( 20-30%) 3. Circular cities exhibit higher PCTR (veh.)

Source : SPA Research Studies

Dr Sanjay Gupta, SPA 12/8/2014

Logistics Sprawl in Delhi

14

Before the first master plan, all the wholesale markets of Delhi were concentrated within the walled city

NH-1

NH-10

NH-24

NH-2 NH-8

Towards Jaipur

Towards Rohtak

Towards Panipat

Towards Mathura

Towards Hapur

WH

OLE

SALE

MA

RK

ETS

: 196

2-19

81

NH-1

NH-10

NH-24

NH-2 NH-8

Towards Jaipur

Towards Rohtak

Towards Panipat

Towards Mathura

Towards Hapur

WH

OLE

SALE

MA

RK

ETS

: 198

1-20

11

Foodgrains F & V Timber Textile Autoparts Iron & Steel Hardware & BM Fuel Oil Poultry Fodder

LEGEND

Coeff. of Dispersion (2021)

Population Logistic Facility

15.2% 29.5%

Logistics Facilities distribution over area is uneven as compared to population distribution Timber market at Narela sprawled by 100m outwards in last 25 years

Impact of Planned Decentralization of Logistics Facilities Case Study: Timber Markets of Delhi

15

BAU - 2034

Planned Decentralization - 2034

Planned Decentralization with Green modes - 2034

Population (Mn) 33 33 33 Tonnage Handled/day 13716 13716 13716

Total Distribution tonn Km (in lakhs) 2.5 1.36 1.36 Total Distribution veh km (in lakhs) 1.0 0.38 0.38

Emission due to distribution within Delhi (in lakh kg) 1.7 0.69 0.25

% Savings in Emission - 59% 85%

% savings in Fuel consumption 23% 56%

Existing Interaction between markets

Proposed Interaction between markets

Tier 1 Tier 2

Tier 3

Tier 3 Tier 3

Tier 3 Tier 3

Tier 3

Tier 3

Tier 2

Tier 1

• Tier 2 market to be provided in 4 proposed IFCs of Delhi

• Benefits of this proposal can be seen in terms of lower emissions and higher fuel savings as the distribution leads would be shorter

• Such development model has greater ease for the consumers due to proximity

Source : SPA Research Study 2014

Estimated Transport Emission Patterns

0.0000

0.0200

0.0400

0.0600

0.0800

0.1000

0.1200

0.1400

0.0 5.0 10.0 15.0 20.0 25.0

EMIS

SIO

NS

(TO

N/

CAPI

TA)

URBAN RADIUS (KM)

EMISSIONS/ CAPITA vs URBAN RADIUS

0

500

1000

1500

2000

0 1 2 3 4 5 6 7

Emis

sion

s (T

ons/

Day

)

City Category

Categorywise Transport Emissions

S.No. City Category City Size (millions) Emissions (Tons/ day) Emissions/ Person (Tons/

person/ yr.)

1 Category 1 Below 0. 5 10 0.0146

2 Category 2 0.5 - 1 268 0.1304

3 Category 3 1 - 2 652 0.1587

4 Category 4 2 - 4 238 0.0347

5 Category 5 4 - 8 647 0.0394

6 Category 6 Above 8 1747 0.0638

Source : SPA Research Study (2010) Dr Sanjay Gupta, SPA 12/8/2014

Population Decentralization: possible spatial patterns

Source : Literature Review Dr Sanjay Gupta, SPA 12/8/2014

Emerging Planning Challenges and Issues in Indian Context

Spatial structure of urban centres suffer from an imbalance in their physical structure resulting in distorted travel patterns and inequities in delivery of transport services.

The present land use and transport policies are leading to excessive travel by personalized modes which are cause of growing congestion, greenhouse gas (GHG) emissions etc.

Lack of integration between Master Plans and Transport Plans. Physical Plans as formulated are at best one way process as Master Plan attempts to graft transport system on the already established urban structure.

Present transport demand models do not account for likely increase in air pollution and energy consumption owing to auto oriented transport planning resulting in increase in speeds and vehicle ownerships

Dr Sanjay Gupta, SPA 12/8/2014

Ten Principles for Sustainable Transport 1. Walk the walk Create great pedestrian environment 2. Powered by people Create great environ for cycle and NMT 3. Get on the bus Provide great cost effective PT 4. Cruise control Provide access for clean part vehicle at safe

speeds and insignificantly reduced nos. 5. Deliver the goods Service the city in cleanest and safest manner 6. Mix it up Mix people, buildings and spaces 7. Fill it in Build dense people and transit oriented urban

districts that are desirable 8. Get real Preserve and enhance local natured cultural,

social and historical assets 9. Connect the Blocks Make trips more direct, interesting and

productive with small size permeable buildings and block to.

10. Make it last Build for long term (Sustainable cities bridge generation, they are memorable malleable built from quality material and well maintained.

Source : ITDP 12/8/2014 Dr Sanjay Gupta, SPA

Characteristics of TOD

1. Compact, higher density land development 2. Mixed uses 3. Good pedestrian environment 4. Public amenities 5. Parking management 6. Good transit service 7. Strong connectivity between transit and development

Dr Sanjay Gupta, SPA 12/8/2014

Design—Walkable, pedestrian friendly

Dr Sanjay Gupta, SPA

Place Making

Diversity—Mixed use , places and activities

Elements of TOD

12/8/2014

PLANO DIRETOR DE 2004 High Density Development Public Transport Corridor

Source : Literature Review 12/8/2014 Dr Sanjay Gupta, SPA

Integrated Planning - SCP Concept Plan 1972

Blueprint to guide physical development

Developments in ring pattern around Central Catchment

Road and rail network connects the developments around the island

12/8/2014 Dr Sanjay Gupta, SPA Source : Presentation of Mohinder Singh, LTA

Integration of Transport with Housing In Singapore

12/8/2014 Dr Sanjay Gupta, SPA Source :Presenattion of Mohinder Singh, LTA

Opportunities and Experiments of Land use Transport Integration through TOD in Indian Cities

Dr Sanjay Gupta, SPA

Naya Raipur TOD Delhi TOD DMIC Corridor TOD RRTS in NCR (under policy consideration)

12/8/2014

Original Design Proposed Design

Naya Raipur - Comparative Indicators

Dr Sanjay Gupta, SPA 12/8/2014

Influence Zone Policy for Transit Oriented Development

Source: UTTIPEC Policy and Guidelines Dr Sanjay Gupta, SPA 12/8/2014

Dr Sanjay Gupta, SPA Source : DDA

12/8/2014

Dr Sanjay Gupta, SPA Source : DDA 12/8/2014

High Access Corridors as Transit Oriented Development- case of DMIC

N

High Access corridors :

Located at about 250m to 750m (5 to 10 minutes walk) from the major public transit routes

Higher FARs and residential densities and greater mix of activities.

Acts as major public transit route

Contains highest residential densities.

Retail , service oriented activities for the surrounding populace, high density housing for workers in the industrial zones.

Land use map with TP scheme roads

SI. No. Corridor Length (km)

PHASE I

1 Delhi - Sonipat - Panipat 111

2 Delhi - Ghaziabad -Meerut 90

3 Delhi - Gurgaon - Rewari - Alwar 180

PHASE II

4 Delhi - Faridabad - Ballabgarh - Palwal 60

5 Ghaziabad - Khurja 83

6 Delhi - Bahadurgarh - Rohtak 70

7 Ghaziabad-Hapur 57

8 Delhi – Shahadra - Baraut 56

Total 640

Proposed RRTS Corridors in NCR

Vision of RRTS • Hi-speed, high quality system, seated accommodation • Non-stop journey : 45-50 min to cover 100 km • Interchange with existing Metro • Broad gauge track and coaches

12/8/2014 Dr Sanjay Gupta, SPA

PHASE 1 - RRTS

12/8/2014 Dr Sanjay Gupta, SPA

• Need to carry out a regional demand analysis for the region followed by an accessibility based and market based analysis to identify potential growth locations and discourage leapfrog development.

• Need to assess the likely demand employment levels - direct and the spinoff level induced by RRTS transit expansion at the system, corridor and station area levels by type of employment.

• Need to evolve appropriate land use mix , density/intensity norms and transport networks standards keeping in view likely growth patterns envisaged

RRTS based TOD Policy Imperatives in Regional context

12/8/2014 Dr Sanjay Gupta, SPA

TOD Planning and Policy Imperatives Identify existing and future growth corridors. Provide

highest intensity of uses along the transit corridor Need to identify station area types that address transit

technology, community character, density/intensity and mix of land uses, housing mix, and building heights

Relate density to availability of public transport Establish Minimum density requirements for land

optimisation Provide rich mix of use within walking distance of public

transport stations Encourage pedestrian and multi-modal connectivity ; focus

on moving people through good quality pedestrian, NMT and feeder bus facilities

Dr Sanjay Gupta, SPA 12/8/2014

• Need to develop value capture tools to ensure sufficient property near TOD investments are dedicated to affordable housing which can result in equitable TOD environment

• Need to identify and ensure stable sources of operational funding for transit to ensure its sustainable levels of high-performing service.

• Need to identify a set of incentives and regulatory frameworks which encourages development that supports high transit usage

• Revision of DCRs, policies, planning processes and enabling legislations

• Preparation of Detailed Development Plans/Station Area Plans

TOD Policy Imperatives

12/8/2014 Dr Sanjay Gupta, SPA

City Planning Policy Imperatives Concentrate urban growth, limit sprawl and provide for

mixed land use through urban structure and land use policies, smart growth strategies

Encourage moderately high densities along public transport routes with some degree of concentration ( compact development)

Ensure siting of new developments along transport corridors to tap accessibility advantages

Locate high density development in close proximity of mass transit stations (Transit Oriented Development).

Factor GHG emissions into Transport and Land use planning

Integrate transport plans with land use/sectoral plans Develop digitised data base on development and land

prices

Dr Sanjay Gupta, SPA 12/8/2014

Strategies for Sustainable Urban Freight Management

37

• Master planning approach needs to be more sensitive towards urban freight movement • Logistics Sprawl can be controlled by deriving strategies that aims to minimize its impacts:

• Logistics facilities needs to be identified as a separate and major land use category • Broad hierarchical distribution of facilities need to be earmarked within the land use with area • Perspective Plan for urban freight needs to be made for longer periods (30-50 years perspective) • Continuous R&D in this field and technology up-gradation will also result in sustainable urban

freight movement

U1

U2

U3

Metropolitan Area U1

Urban Logistic Zones (located on arterial roads

/highways, access to airport)

U2 Urban Freight Distribution (shared transportation for

single location)

U3 Urban Freight

Stations

Den

sity

Size

Low

Low

High

High

Scope

Source: UN report on Human Settlements 2013

Thank You!!Thank You!!

Thank You

Dr Sanjay Gupta, SPA 12/8/2014