Landuse / Economic Impacts of BRT Ahmedabad

Landuse / Economic Impacts of BRT Ahmedabad

Prof. H.M. Shivanand Swamy ExecuCve Director

Centre of Excellence in Urban Transport, CEPT University

29th September -‐ 01st October 2014

SAVE THE DATES

UNESCAP 2 Asia BRTS

Regional MeeFng on Sustainable Transport 2014

Conference 2014

ConCnued Involvement of CEPT •  PreparaFon of Detailed Project Report

•  Planning and Design – (Network, Corridors, Bus

staFons, Workshop, depots, terminals, interchanges,

Traffic Engineering)

•  OperaFons Planning and Management

•  Intelligent Transport Systems plan

•  Area Traffic Control System

•  Vehicle Technology – Bus design and specificaFons

•  Tender PreparaFon and EvaluaFon

•  PreparaFon of Contract documents

•  Branding, CommunicaFon and Public Outreach

Janmarg -‐ Ahmedabad BRT

SiClink -‐ Surat BRT

Hubli-‐Dharwad BRT

Indore BRT (StaFon & Corridor design)

Vadodara BRT (Feasibility study in

progress)

Bhuvaneswar BRTS (DPR approved)

Centre of Excellence in Urban Transport, CEPT, Ahmedabad

An IniCaCve of Ministry of Urban

Development, Government of India and Ahmedabad Municipal CorporaCon

Role of CEPT in Planning and Designing BRT systems across India

Centre of Excellence in Urban Transport, CEPT University, Ahmedabad

BRT DESIGN COMPONENTS Fast

C u s t o m e r

orientated

High-‐quality

Comfortable

Low-‐cost

Network •  Networks – Not corridors •  Connect AcCviCes, Low & Middle Income Areas Running ways •  Segregated bus ways

Bus StaCons •  Accessible, Comfortable staCons – Level boarding, External

TickeCng

Vehicles •  Clean buses & modern technologies •  Trained Driver

ITS & Fare Payment •  Public InformaCon System (Next bus/Next stop) •  External TickeCng, Smart Cards, AVL •  AutomaCc TickeCng •  Affordable Fare •  Area Traffic Management for Bus Priority & Minimise wastage of

GREEN TIME

OperaCng Plan •  Frequent, Reliable service •  Closed System •  OperaCons under Single Management Control


Janmarg – Ahmedabad BRT, Gujarat

Chandkheda

Narodavillage

Odhav

Bopal

Narol

Kalupur Rly. Stn.

Maninagar Rly. stn.

RanipSola RoB

Shivranjani Nehrunagar

AECNaroda

Soni nichaali

Ahmedabad Airport.

Naroda GIDC

OdhavIndustrial estate

VatvaIndustrial estate

GandhigramRly. stn

Sabarmati Rly. stn

Gujarat University

RTO

GeetaMandir

Danilimda

•  80 kms. Network operaFonal •  30 kms. Under ImplementaFon •  150000 passengers /day


Sitilink – Surat BRT, Gujarat

•  BRT Bus staFon Prototype Completed •  BRT Phase 1 -‐ 30.5 kms •  BRT Phase 2 – 72 kms.


Hubli- Dharwad BRT, Karnataka

Detailed Feasibility Report prepared 22.25 kms. BRT planned in Phase 1 Infrastructure faciliCes development : 2 BRT depots / 2 BRT terminals / 2 NWKRTC terminal / 1 NWKRTC workshop / 1 NWKRTC depot


Indore BRT, Madhya Pradesh

Planned for Median Bus StaFons BRT corridor and JuncFon designs 11.3 kms. and 21 Bus staFons under construcFon High quality BRT bus staFon design


Vadodara BRT, Gujarat

Feasibility Study in Progress: • Reconnaissance survey • Landuse-‐ AcFvity study • Topographic survey

IdenFficaFon of BRT PotenFal network-‐ 53 kms.

• Phase 1 – 30 kms. • Phase 2 – 23 kms.


AHMEDABAD -‐ LANDUSE PLAN

Chandkheda

Naroda village

Odhav

Bopal

Narol

Kalupur Rly. Stn.

Maninagar Rly. stn.

Ranip Sola RoB

Shivranjani Nehrunagar

AEC Naroda

Soni ni chaali

Ahmedabad Airport.

Naroda GIDC

Odhav Industrial estate

Vatva Industrial estate

Gandhigram Rly. stn

SabarmaC Rly. stn

Gujarat University

RTO

Geeta Mandir

Danilimda Total BRT Corridor-‐ 80 Kms

BRT corridor operaConal – 86 kms.

Total no. of Bus staCons –127

Total Buses operaConal –160 (incl 61 AC buses)

Daily ridership – 1.45 Lakh

Delhi darwaja

Proposed Extensions upto Ring road

Ahmedabad Janmarg -‐ BRTS

6 million people 466 sq kms

BRT Lanes BRT BUS STATION MIXED TRAFFIC MIXED TRAFFIC CYCLE TRACKS CYCLE TRACKS

PEDESTRIAN PATHS

PEDESTRIAN PATHS

BRT Lanes

Equitable road-‐space distribuCon

Ahmedabad Janmarg -‐ Vision

Accessible Ahmedabad

REDESIGN THE CITY STRUCTURE AND TRANSPORT SYSTEM TOWARDS GREATER ACCESSIBILITY, EFFICIENT MOBILITY AND LOW(ER)

CARBON FUTURE

Integrated land use – transport strategies put together around BRTS

BRTS Strategies

•  Network – Not Corridors

•  Focus on • Urban Poor LocaSons, • Old City, • Closed TexSle Mill Land

•  Provision for AddiSonal FSI (On sale)

Ahmedabad Janmarg -‐ Vision It is believed that rail based transit systems generate

significant landuse impacts/TOD.

It is also believed that bus based rapid transit systems fail to generate landuse impacts of significant scale!

Analysis at 3 levels

•  Local StaSon influence area level –  We compare regular transit and BRTS staSon area

•  City Level Building starts Mapping •  AcSvity locaSon analysis through Shi\-‐Share Analysis

BRTS Land Use Impacts

BRTS AMTS (Regular)

SHIVRANJANI

NAROL

SHYAMAL CROSS ROAD

ISANPUR

STUDY

ARE

A 1: SHIVR

ANJANI (BR

T) AND SH

YAMAL

CRO

SS ROAD

(AMTS)

SHIVRA

NJANI

SHYA

MAL CRO

SS ROAD

2006 2014

STUDY

ARE

A 1: SHIVR

ANJANI (BR

T) AND SH

YAMAL

CRO

SS ROAD

(AMTS)

Sr. No. Use Shivranjani

% Change (3-‐4)

Shyamal Cross Road

% Change (6-‐7)

2006 2014 2006 2014 1 Commercial 3260 12789 292.3 5554 12409 123.4

2 Community

Hall -‐-‐ -‐-‐ -‐-‐ 310 190 -‐38.7 3 EducaConal 2740 3590 31.0 1687 2736 62.2

4

Garden/Park/Green

Space 20010 38807 93.9 22280 29230 31.2

6 InsCtuCona

l -‐-‐ 3870 -‐-‐ 1313 2353 79.2 7 Mixed use 2720 3980 46.3 2246 4311 91.9 8 Open Space 195524 104434 -‐46.6 107920 43121 -‐60.0 9 Religious 841 1368 62.7 309 353 14.2

10 ResidenCal 147672 160945 9.0 165666 192196 16.0

11 ResidenCal (Slum) -‐-‐ -‐-‐ -‐-‐ 3850 3730 -‐3.1

12 UClity 510 510 0.0 130 188 44.6

STUDY

ARE

A 1: SHIVR

ANJANI (BR

T) AND SH

YAMAL

CRO

SS ROAD

(AMTS)

STUDY

ARE

A 1: SHIVR

ANJANI (BR

T) AND SH

YAMAL

CRO

SS ROAD

(AMTS)

•  Boarding: 7813 •  Alightment: 7463

•  Trips – 1100 •  ource: Ahmedabad Janmarg Limited)

•  Surveys conducted at peak and off – peak

hours and total of 350 people interviewed

•  People come as far as from 1.2 – 1.5 km to

access the service

•  Boarding: 758 •  Alightment: 622 •  TRIPS/Day : 636

•  (Source: Primary Survey and ObservaFon )

•  Surveys conducted at peak and off – peak

hours and total of 120 people interviewed

•  Max. distance travelled by people to access

the stop is 300 meters.

Land transformaFon Dudheshwar Delhi Darwaza BRTS Corridor

Janmarg -‐ Ahmedabad Bus Rapid Transit System

Buildings 2,70,029 New buildings aier 2006: 20,065 7.4% INCREASE

MAJOR NEW DEVELOPMENTS IN AHMEDABAD

Iskon-‐Bopal

Gota New SG

Motera Chandkheda Visat-‐Gandhinagar New CG

Dudheshwar-‐Delhi darwaja

Kalupur-‐Naroda

Sarangpur –Soni chali -‐ Odhav

Danilimda-‐Narol-‐Aslali

Changodar Bawla

Towards Sanand

Thakkarbapa nagar Krishnanagar Nikol

Science city road

New Maninagar Ghodasar

Commercial Prope

rty Va

lues

0

10000

20000

30000

40000

50000 2001 2003 2005 2007 2011

60-‐185% Commercial Land price hike Source: Jantri Rates

ESCALATION OF LAND VALUES

0

5000

10000

15000

20000

25000 2001 2003 2005 2007 2011

Reside

nCal Prope

rty Va

lues

50-‐105% ResidenCal Land price hike

2006 2011 Analysis of 6 – BRTS Corridor

2009 2014

Gurudwara BRT

Commercial Complex (Ravi Arcade) on Dudheshwar BRTS Corridor

Source: Google earth imagery

Commercial Complex (Ravi Arcade) on Dudheshwar BRTS Corridor

Gurudwara BRT

Gurudwara BRT

Commercial Complex (India Bulls) on Dudheshwar BRTS Corridor 2009 2014

Hanumanpura BRT


Commercial Complex (India Bulls) on Dudheshwar BRTS Corridor

Hanumanpura BRT

Hanumanpura BRT

Hanumanpura BRT

Office Complex on Dudheshwar BRTS Corridor

2009 2014

Govt. Litho Press BRT


Office Complex on Dudheshwar BRTS Corridor

Govt. Litho Press BRT

Commercial Complex on N.R.Patel Park to Juna Wadaj BRTS Corridor

Ramapir no Tekro BRT

2009 2014


3. Economic AcFvity DistribuFon

Is a standard regional analysis method, it determines how much of regional job growth can be aributed to •  the national trends •  the unique regional factors. It takes the change of an economic variable over time, such as employment, and divides that change into various components. The region can be a town, city, county, statistical area, state.

Each regional change is decomposed into three components.

Growth is decomposed in to 3 parts 1.  National growth effect: is the portion of the change aributed to the

total growth of the national economy. It equals the theoretical change in the regional variable had it increased by the same percentage as the national economy. à>>> CITY GROWTH EFFECT

2.  Industry mix effect: is the portion of the change aributed to the performance of the speci$c economic industry. It is to be equal to the theoretical change in the regional variable had it increased by the same percentage as the industry nationwide, minus the national growth effect. (Proportional shift) à>>> INDUSTRY MIX EFFECT

3.  Local share effect: is the portion of the change aributed to regional in%uences, and is the component of primary concern to regional analysts. It equals the actual change in the regional variable, minus the previous two effects. (Differential shift, Regional shift or Competitive share). à>>> ZONE/LOCAL AREA EFFECT

SHIFT - SHARE ANALYSIS – A Regional Analysis Tool

BRTS station with buffer

Ahmedabad Property Tax Wards Station Buffers – 250m Landuses in each of the wards & buffer areas was analysed 2006 -14

32

DATA:

YEAR

NON RESIDENTIAL -

units RESIDENTIAL -

units

% increase - NON

RESIDENTIAL % increase -

RESIDENTIAL Ratio of non-residential

to residential unit 2006-200

7 262008 806958

3.1 2007-200

8 263958 811118 1% 1% 3.1

2008-2009

255043 800380 -3% -1% 3.1 2009-201

0 277972 926307 9% 16% 3.3 2010-201

1 322831

1085558 16% 17% 3.4 2011-201

2 370476

1255342 15% 16% 3.4 2012-201

3 433787 1375964 17% 10% 3.2 2006-201

3 66% 71%

YEAR

AREA - NON RESIDENTIAL

(sqm)

AREA – RESIDENTIAL

(sqm) % increase - NON

RESIDENTIAL

% increase - RESIDENTIA

L Ratio of non-residential

to residential unit 2006-20

07 27350000 37624992

1.4 2007-20

08 26942495 37969079 -1% 1% 1.4

2008-2009

27229311 38041113 1% 0% 1.4 2009-20

10 29788928 38461073 9% 1% 1.3 2010-20

11 32953783 39486944 11% 3% 1.2

2011-2012 36208575 41841736

10% 6% 1.2 2012-20

13 38942921 42876223 8% 2% 1.1 2006-20

13 42% 14%

33

GROWTH IN RESIDENTIAL AND NON RESIDENTIAL PROPERTIES AND AREA IN THE CITY:

34

AVERAGE AREA INTENSITY OF NON-RESIDENTIAL AND RESIDENTIAL UNITS:

YEAR NON-RESIDENTIAL (sq m) RESIDENTIAL (sq m)

2006-2007 104.38 46.62

2009-2010 107.16 41.52

2012-2013 89.7 31.16

ECONOMIC DEVELOPMENT IMPACTS

OVERALL SHIFT SHARE ANALYSIS

What Next?

It is emperically proved that bus rapid transit systems generate significant landuse impacts Using this acSvely through policies is required -‐  Encourage TRANSIT OROENTED USES through Tax Measures -‐ -‐Property Title Regimes need reform -‐  Use of Terminal Area Development as TOD

29th September -‐ 01st October 2014

SAVE THE DATES

UNESCAP 2 Asia BRTS

Regional MeeFng on Sustainable Transport 2014

Conference 2014

BRTS objecCves and its achievements Encourage use of Public Transport

56% 27%

10%

7%

0% MODAL SHIFT

AMTS

PRIVATE VEHICLE

AUTO

SHARED AUTO

27% shim from Private vehicles (2W & 4W) 17% shim from IPT and Taxi services It is also idenFfied that 28% trips were generated because of BRTS connecFvity It is also observed 86% sample commuters owns private vehicle and sFll uses BRTS

Sample -‐ 1868

22%

14% 63%

1% DAILY USERS VEHICLE OWNERSHIP

HAVING 2W AND 4W BOTH

NOT HAVING 2W AND 4W

HAVING ONLY 2W

HAVING ONLY 4W

Sample -‐ 1626

BRTS objecCves and its achievements Encourage use of Public Transport

40%

60%

0% GENDER DISTRIBUTION

F

M

9%

44% 43%

4%

AGE DISTRIBUTION

BELOW 18

18-‐30

30-‐60

ABOVE 60

44%

25%

13%

10% 6%

2% 0%

OCCUPATION

SERVICE

STUDENT

HOUSEWIFE

BUSINESS

WORKER

OTHERS

36%

27%

18%

12%

5% 2% 0%

MONTHLY HOUSEHOLD INCOME

10,000-‐25,000 25,000-‐50,000 LESS THAN 10,000 50,000-‐75,000 75,000-‐1,00,000 GREATER THAN 1 LAKH

Sample -‐ 2599

BRTS objecCves and its achievements Improved accessibility of Public Transport

20.6% commuters have household are lower income group less than Rs 10,000 40.9% passengers are from lower middle income group 1.5% commuters from high income group are also witnessed The minimum fare is Rs 4 equivalent to fare of local bus service and marginally escalates thereaier with maximum of Rs 27.

0

100

200

300

400

500

600

700

LESS THAN 10,000 10,000-‐25,000 25,000-‐50,000 50,000-‐75,000 75,000-‐1,00,000 GREATER THAN 1 LAKH

INCOME GROUPS V/S DAILY USAGE

Sample -‐ 1626

Thank you

Landuse / Economic Impacts of BRT Ahmedabad

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