Revision of Parking Code for IRC

UTTIPEC

• Modal share of Indian cities is different than what is reflected from current parking situation.

• Wasteful use of land, inequity in urban land uses.

• Induced car use leading to pollution, adverse health impacts

• Equity issue as public money is used to fund parking for rich car owners

Background and Key Issues

Modal share!

Modal Share is in favor of Public Transport and NMT with more than 80% users.

Personal vehicles dominate parking demand

Figure 1: Personal vehicles dominate parking demand in market areas Source: Estimated from Anon 2006, Congestion and parking problems of selected locations in

Delhi, Central Road Research Institute, New Delhi.

0%

20%

40%

60%

80%

100%

Nehru

Place

Lajpat

Nagar

Chandni

Chowk

Sadar

Bazar

Kamla

Nagar

Ajmeri

gate

Darya-

ganj

Krishna

Nagar

Karol

Bagh

Cars Two-wheelers Autorick-shaws Buses Goods vehicles Other vehicles

Parking is extremely wasteful use of scarce land in cities

Parking of personal vehicles leads to increased inequity in urban land use

Transportation Infrastructure still being designed only for cars

About 15% road users (cars) take up 80% of road space

Parking of personal vehicles leads to increased inequity in urban land use

Redefining mobility

As per Indian National Transport Policy: “The Central Government would, encourage measures that allocate road space

on a more equitable basis, with people as its focus.”

Image Source: Internet

Induced Demand

Present Future?

Delhi China

Induced car use leading to pollution, adverse health impacts

2011

69 LAKH Vehicles

2016

93 LAKH Vehicles

NOx = 1,00,000 kg/day

NOx = 1,40,000 kg/day

We are already at risky/ fatally high levels of Pollution, even without looking at future projections,

Therefore time has come for drastic paradigm change.

• Environmental impacts – pollution, fuel consumption, etc.

• Health impacts

Delhi-Pollution Vehicular Emission

Industrial Emission

Other Sources

Parking induced demand for motor parking generates traffic leading to air pollution

Vehicles also have an insatiable demand for land

Subsidized Land Cost for Private Parking

Public agencies are responsible to fund car parking for the rich car users.

Against the principle of equity. Cars Other modes of Transit

PARKING POLICY OBJECTIVES AND GUIDING PRINCIPLES

Parking is a consumer commodity, not a legal right - NMSH

Private vehicle Park on a ‘ fully-paid, rented or owned’ space, based on ‘user pays’ principle

Results form “Willingness to Pay” Survey by RITES with private vehicle users at various parking locations shows:

• 84% are willing to shift to “good” public transport System

• 72% to shift if quality feeder system is available.

• 45% of car users to shift to public transport if Parking fee is increased by 500%.

Increase Parking Charges to discourage Private Vehicle use.

► Price Parking higher within next 2 years?

Parking management: a tool to dis-incentivize private vehicles and encourage public transport, IPT, NMT

One Mixed Traffic Lane carries approx. 2640 Passengers/ Lane/ hour

A dedicated BRT lane carries minimum of = 6000 - 20,000 Passengers/ Lane/ hour

Street without Dedicated Bus lanes

Street with Dedicated Bus lanes

short trips (below 4 km) could easily be made on intermediate public

transport (IPT) & non-motorized transport (NMT) and walking.

Limit, regulate and strictly enforce the Supply of private parking.

Increasing supply without demand management measures would only

induce more endless demand for parking space.

MRTS influence zones shall have further restricted parking provision

and requirements, in order to prioritize use of public transport, IPT, NMT

modes and walking,

Land is limited and there is a limit to the additional parking space that

can be created in the city. Therefore, the existing parking spaces will

have to be managed efficiently with effective and comprehensive parking

strategies, to control the demand for parking space.

Facilitate round-the-clock and shared use of all available parking

spaces in an area, between activities with different peak hours of use, in

order to maximize efficient use of land.

\

Parking management: a tool to dis-incentivize private vehicles and encourage public transport, IPT, NMT

Mode

Average Trip

Length (KM)

•Car 10.5

•2W 8.7

•Auto Rickshaw 4.7

•Bus 8.8

•Metro 13.8

•Train (IR) 20.2

•Bicycle 4

•Cycle Rickshaw 1.7

•Walk 1.1

0

20

40

60

80

100

120

0-2 2-4 4-6 6-8 8-10 10-1515-2020-2525-3030-35 >35

% o

f T

rip

s

Trip lengths in KM

• 60% of Trips in Delhi are below 4 KMs.

Trip Lengths: Delhi Average Trip Lengths by

Mode: Delhi

Cycles, Cycle-rickshaws & Walking

are the ideal modes for short 1-4 km Trips.

20

Source: RITES Transport Demand Forecast Study for DoT, GNCTD, 2010

0

0.5

1

1.5

2

2.5

3

0 5 10 15 20 25 30 35

Time, minutes

Dis

tan

ce

, k

m

Metro Walking

Bicycling BRT

2-Wheeler/car

car bicycle BRT metro

walk

For a 3 km trip, Buses & Cycle are most efficient PT modes.

Source: Created by IIT Delhi + iTrans

Pricing and enforcement to eliminate or

reduce long term on-street parking

Pricing and enforcement to eliminate or

reduce long term on-street parking

• There will be a substantial and progressive increase in parking rates for off-street multi-level parking rates, off-street surface parking and on-street parking rates, in that order, to incentivise use of off-street facilities.

• Rate of public parking will be variable and differential based on peak and non-peak demand and different categories of lands and colonies, exponentially increasing with the number of hours of use.

• No policy for parking will work, unless there is adequate, stringent and effective enforcement against illegal/wrong parking.

• No-tolerance policy to be enforced for parking on footpaths, walkways and cycle tracks, through enactment of the Municipal Act.

Pricing and enforcement to eliminate or

reduce long term on-street parking

City Buses/Metro Buses

Auto Rickshaws

ShuttleAuto Rickshaws/Tempo

Pedestrian

Cycling

Cycle Rickshaw

Public Transport Modes

Strategy 4 : Alternative Modes to private vehicles:

Parking Priority given to IPT, NMT pick and ride and feeder systems to encourage Modal shift.

1. Provide More IPT Choices

2. Provide organized IPT, NMT Parking at all Metro Stations & along all Roads.

Parking Priority given to IPT, NMT pick and ride and feeder systems to encourage Modal shift.

Provide High quality infrastructure to Public Transport, IPT, NMT and walking to encourage a

modal shift.

Source: Delhi Traffic Police

• There are more than 2100 accidents occurred during 2010.

• Ring Road has recorded the highest fatal accidents followed by Outer Ring Road, Rohtak Road, G.T.Karnal Road.

• The maximum casualty in the fatal accidents are pedestrians & 2 wheelers.

• The maximum accidents have occurred during the lean hours both in the morning & night.

Road Safety especially for Pedestrians is Low.

0 20 40 60 80 100 120 140 160 180 200

Ring Road

Outer Ring Road

Rohtak Road

G T K Road

Mathura Road

N. H.-8

Mahrauli Badarpur Road

Najafgarh Road

G. T. Road

Wazirabad Road Pedestrians

Two Wheelers

Self

Fatal Accidents in 2010

• The reasons for all accidents are:

1. Signal free high speed corridors.

2. Insufficient/ No pedestrian Crossing facilities.

3. Central verge without grills.

4. No speed breakers/ rumble strips on long stretches.

5. Absence of dedicated lanes for slow moving vehicles.

6. Heavy volume of traffic.

7. Glaring during night etc.

Why ?

Why No Crossings ?

No environmentally sensitive lands shall be used for parking of any kind

a) Ridge b) Forests

a) River Flood Plains

a) Steep slopes >25º b) Water Bodies/ Lakes c) Riparian zones (refer

Glossary) d) Wetlands e) Storm Water Drains

a) Wild life sanctuary

No green areas shall be converted and

used for parking.

G.K.

or Compromised…

Over-designed!

Implementation and Monitoring Strategies

Parking Benefit Districts (PBD)

Demarcation of all available on-street and off-street public parking facilities available for both public and private modes within the district, along with numbering, marking and signage plan. Adequate space for cycle parking/ cycle sharing/ rickshaw stands / IPT stands, etc. in the entire district

ON-STREET PARKING

OFF-STREET PARKING

Detailed design for surface, multi-level and on-street parking facilities along with pedestrianised areas and interconnecting roads with all public amenities as per Street Design Standards Cycle Stand

Para transit Parking

Vendor Kiosks

Stack Parking

Public Recreation Zone

Parking Benefit Districts (PBD)

Detailed design for surface, multi-level and on-street parking facilities.

Parking Benefit Districts (PBD)

Demarcation of short term and long term parking facilities and

their pricing strategy.

As notified in GNCTD on Feb.21, 2013 by the Transport Deptt.

Type of Parking Location Existing Rates Proposed Rates

Penalty for extra time

5 Min Drop off On Street Rs. 10 Free Pay for 1 Hr

Upto 1 Hr On Street Rs. 10 Rs. X Pay for 1.5 Hr

Upto 1 ½ Hrs On Street Rs. 10 Rs. 2X Pay for 2 Hrs

Upto 2 Hrs On Street Rs. 10 Rs. 4X Either move to stack parking OR the Car would be Impounded with Rs.1000 as fine.

NO ON STREET PARKING ALLOWED BEYOND 2Hrs.

8Hr Stack Parking Rs. 10 Rs. 2X

Night Only Stack Parking Rs. 20 Rs. 1 ½ X

Monthly Stack Parking Rs. 600-700 Rs. 60X

Policies and Actions for Enforcement/ Parking Management Agency

• Parking space markings, numbering and signage-plan to be approved and implemented as part of a comprehensive PBD Plan.

• Parking spaces must be marked physically on ground in public areas as well as through display of signage, for the benefit of both parkers and enforcers. The approved PBD Plan of the area should also be displayed near major entry/exit locations and at various visible locations within entire PBD for transparency and public information.

• Penalty for illegal/wrong parking to be increased enough to be a deterrent: The Municipal Act of Delhi that ...... should be used to enforce illegal parking on roads, footpaths and cycle tracks in Delhi, as they are an impediment to the movement and safety of all road users and also emergency vehicles.

• Use handheld Electronic ticketing/fining system for better enforcement and transparency. Provision of parking meters is desirable.

Policies and Actions for Enforcement/ Parking Management Agency

• Monitoring and Public Information: Parking lots, garages and on-street lots may display total and real-time available parking spaces. Parking help-booths to have monitoring personnel 24-hours.

• PBDs have to be developed and monitored by a single agency.

• Improve the vehicle information and ownership database. It has been seen that only 20 per cent notices for penalties issued reach the correct vehicle owners. Therefore vehicle ownership database must be continually updated by technological and administrative means.

• In residential areas and consolidated parking facilities, regular parkers may apply for monthly annual passes and stickers, for use of public parking space and these may be monitored through RWAs or surprise checks.

Benefits to End Users

• Access to a variety of modes of transport, including IPT, NMT and private modes within walking distance of homes, shops, offices and destinations.

• Safe, secure, organized high-quality parking facilities for private vehicles.

• Greater transparency and accountability and parking and public space management.

• Advanced public information systems regarding mode choices and parking supply availability.

• Benefit to local districts in the form of overall improvement in quality of place and reduction of vehicular chaos.