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