Less Traffic, Better Places Rethinking Parking Policy Patrick Siegman Nelson\Nygaard
Rethinking Parking in Indian Cities: Case Study of...
Transcript of Rethinking Parking in Indian Cities: Case Study of...
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Rethinking Parking inIndian Cities: Case Study of Mumbai
Sulakshana MahajanConsultant- Mumbai Transformation &Support Unit (MTSU)
Pawan Mulukutla, MSProject Manager - EMBARQ India([email protected] )
UMI 2013- 5th Dec 2013
MTSU &
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Global Urbanization- 2010Source: UNFPA
MTSU &
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Global Urbanization- 2050Source: UNICEF
(52 %)
MTSU &
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Global Land Transport InfrastructureRequirements- 2050
AlternativeScenarios
Transport infrastructure requirements,expenditure and investments
CO2eqemissionsMillion Ton
Impact onClimate
Emphasis onPrivateTransport
25 million paved road lane km335K rail track km
45-77K km2 Parking250-350K km2 areaUSD 45 trillion investment (0.7% Global GDP)USD 120 trillion expenditures (2% Global GDP)
9,97140 C rise
Emphasis onPublic TransportAVOID- SHIFT-IMPROVE[23% less veh-km]
15 million paved road lane km535 K rail track km, +90 K HSR+25 K BRT (10 times)
27K km2 ParkingUSD 100 trillion expenditures (1.6% Global GDP,20 trillion savings)
3,595[36%]
20 C rise
Source: http://www.iea.org/publications/freepublications/publication/name,34742,en.html
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Parking Requirements India - 4DS
• 40 % addition will be from India and China
• About size of 11-35 Mumbai’s in India for Parking onlySource: http://www.iea.org/publications/freepublications/publication/name,34742,en.html
MTSU &
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• About size of 7 - 23 Mumbai’s in India for Parking only
Parking Requirements India - 2DS
Source: http://www.iea.org/publications/freepublications/publication/name,34742,en.htmlMTSU &
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Automobile OrientedAutomobile Oriented
Vicious Cycle Increasing VehicleOwnership
AutomobileOriented Transport
Planning
DecreasedDependency onPublic Transport
Alternative ModesMarginalised
(Walking/ NMT)
Suburbanization andLong Commutes
Automobile OrientedLand Use Planning
GenerousParking Supply
Source: VTPI
Socio-political/Socio-
economicmindset
Quality issue withpublic transport
MTSU &
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Ineffective management of on-street parking
Provide enough supply to cater the demand
Multi-level car parking
FSI incentive to developers to build parking lots
Automobile oriented planning
Current Approach. . .
MTSU &
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Our Streets Today . . .
MTSU &
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Photo Credit: Google Images
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Photo Credit: EMBARQ India
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Photo Credit: EMBARQ India
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Photo Credit: Google Images
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Our urban form today . . .
MTSU &
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One India Bulls, Elphinstone Station Area
Walking along high compound walls X Photo Credit: EMBARQ India
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One Avighna Park,Curry Road Station Area Residential rehabilitation component abutting tall
parking lots, Girgaum, Charni Road Station Area
Parking-Street Interfaces: Up to 20 storeys of parking!
X
Photo Credit: EMBARQ India
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Is this the future ofIndian Cities ?
Photo Credit: Google Images
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MTSU &
Mindset for addressing Parking
Priority topublic
transport
Livable andSafe urban
forms
Address trafficcongestion
Need tomanageparking
Improvepedestrian/
NMTaccessibility
Access to openspaces
Address it onlywhen parking
causes congestion
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MTSU &
Existing Institutional Set-up Mumbai
Off-Street Parking
City Traffic Police
Public Parking lots-Surface/Building
Parking provisionsin buildings
T& C Department DCRs- MCGM, SPA
On-Street Parking
Municipal Corporation
Enfo
rcem
ent
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MTSU &
Local Area Approach needed for Parking
MunicipalCorporation
Traffic PoliceDepartment
LocalStakeholders
Strategies,Policies &
Implementation
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Objective ofParking
Policy/Man-agement
DataCollection& Analysis
Strategies
Testing &Evaluation
PolicyFraming
Implementation
Methodology
MTSU &
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MTSU &
Case Study MIDC Marol- On-Street
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Opportunity: MIDC Marol in Mumbai
MIDC Marol128Ha
Bandra Kurla ComplexPlanned for 370Ha
Nariman Point28Ha~
Lower Parel
Fort
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Opportunity: Location
1km2km
3km
INTERNATIONALAIRPORT
ANDHERISTATION
CHAKALASTATION
GHATKOPAR STATION
Road Network
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Surveys: Approximately 46%travel by public transport;
28% by BEST
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“We are forced towalk on the roads”
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“Bus parkingis not
regulated”
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Pedestrian Level of Service:E & F
Vehicular Level ofService: F
IRC 103: Guidelines for PedestrianFacilities recommends: B
Scenario: 2012
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Impact of the metro
185 1670 7415 15565 15240
279602175514610 14615 12905 12390 12390 12225
183 5958 9476 1592 4 1891 1502 4 365 9756
VERSOVA GHATKOPARDNNAGAR
AZADNAGAR
ANDHERI WEH CHAKALA AIPORTROAD
MAROLNAKA
SAKI NAKA SUBHASHNAGAR
ASALPHA
152 4670 7059 1858 0 2191 2010 0 168 12223
150 2025 6480 12210 121552005026745
11860 11860 10440 10120 10115 9755
3607
2703
2077
60 (2031)
45 (2021)
35 P/MIN (2011)
2415
3145
4197
40 P/MIN
52
70
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Objective ofParking
Policy/Man-agement
DataCollection& Analysis
Strategies
Testing &Evaluation
PolicyFraming
Implementation
Methodology
MTSU &
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Objective of Parking Policy
Priority topublic
transport
Livable andSafe urban
forms
Address trafficcongestion
Need tomanageparking
Improvepedestrian/
NMTaccessibility
Access to openspaces MTSU &
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Workshop with Additional MunicipalCommissioner (Mumbai) on Parking
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Field visit of MIDC Marol with JointCommissioner of Police- Traffic, Mumbai
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Engagement with Local Stakeholders
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Data Analysis
MTSU &
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Usage Summary
Bus Parking
No Parking
Taxi Stand &Private Vehicles Parking
2W, Cars & Bus Parking
Car Parking
No Parking
Car & Tempo Parking
Bus Parking
Car & Tempo Parking
Car & 2W Parking
Autos & 2W Parking
Bus Parking
Car Parking
2W, Car & Bus Parking
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Occupancy Summary
40%
No Parking
100%
80%
90%
No Parking
100%
40%
80%
80%
20%
60%
Assumption: Onelane in each directionis used for parking
60%
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Average Duration Summary
>4 hrs
2-4 hrs
< 2 hrs
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Street Priority Ranking
1
2
3
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Cross Road B- Transit Access Street
Central Road- Arterial Corridor serves as
pedestrian access for SEEPZ and MIDC
Street Prioritization
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MTSU &
Parking at BEST Depots
Timings
Pricing
Engaging local stakeholders
Institutional Set-up
Strategies
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MTSU &
Cross Road B
—As a critical transit access street “ No Parking”
anytime of the day
—Buses to be parked in BEST-Majas/Marol Depot
—Traffic wardens to be employed for at least one year
after Metro-1 commencement
—Parking violation to be very high
Framework for Policy
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MTSU &
Central Road
— Incremental approach “ parking at identified locations”
— Buses to be parked in Majas/Marol Depot
— Provisions for auto-stand (NB direction) and taxi-stand
(SB direction) as part of the parking policy
— Traffic wardens to be employed for at least one year after
Metro-1 commencement
— Parking violation to be very high
Framework for Policy
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MTSU &
Accommodate all buses parked along Central Road and
Cross Road B at Marol and Majas BEST depots.
Buses to be parked only at BEST depot between 8am-8pm
Pricing (BEST) – Rs 100+ Service tax (12 hour period)
– Rs 2500+ Service tax (12 hour period-
monthly basis)
Framework for Policy
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MTSU &
MCGM to formulate policy with inputs from MMIA (local stakeholder)
Private contractor (through MCGM) with technology for collectingparking charges
Enforcement by traffic police
Support from traffic warden for at least one year after Metro-1commencement
% of parking revenue to be used for local improvement projectsidentified by MMIA
Institutional Set-up
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MTSU &
Case Study: Ghatkopar TOD (Off-Street)
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Opportunity: Ghatkopar TOD
Ghatkopar
Bandra Kurla ComplexPlanned for 370Ha
Nariman Point28Ha~
Lower Parel
Fort
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Location
INTERNATIONALAIRPORT
ANDHERISTATION
CHAKALASTATION
GHATKOPAR STATION
Road Network
MTSU &
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Ghatkopar Railwaystation located alongthe suburban railway-CENTRAL LINE
Stop for FAST TRAINS
Last Stop for METROLINE 1
INTERMODALCONNECTION
Projected 30,550People per hour usingthe METRO by 2031
Ghatkopar Station Area: IntermodalConnectivity
GhatkoparStation
MTSU &
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MTSU &
Rethinking Parking for Transit Oriented Development
Precincts in MumbaiPilot Case at Ghatkopar Railway Station
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MTSU &
Distances and time of walktrips and cycling trips arevery high for MumbaiAverage walking distanceper day has been recordedas .91km and averagecycling distance as 2.7kmin Mumbai [1]
Normative delineations forTOD precinct:
1. First 500m: PedestrianPriority Zone
2. 1000m: IPT and feeder busservice priority zone
Delineating the TOD Influence Zone area
[1] Rajat Rastogi, Department of Civil Engineering, Indian Institute of Technology Roorkee, Roorkee 247 667,India
Walking PriorityzoneIPT/ Feeder bus Priorityzone
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MTSU &
Delineation Zones for Analysis
GhatkoparStation
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MTSU &
Estimate current parking supply and demand (on-street andoff-street)
Estimate auto-ownership from household survey
Project future demand and supply ( FSI consumption infuture, automobile ownership and road capacity)
Calculate % reduction in parking
Inputs into DCRs for establishing parking norms
Establish parking related urban form guidelines in TOD
Methodology
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MTSU &
Passenger counts at station entry/exits;
Traffic survey and pedestrian counts at mid-blocks and junctions;
Origin-Destination at platforms on railway station;
Origin-Destination survey within 1 kilometre radius around station area(collected at bus stops, auto stands, and key housing and commercialneighbourhoods);
On-street parking survey to gauge demand for parking within 4-blocksdelineated within the TOD precinct;
Household survey to gauge vehicle ownership, mode shares based on incomeand off-street parking availability and usage for 4-blocks within the delineatedTOD precincts;
Land survey mapping building heights, mixed land-uses, and ownership data for4-blocks within the delineated TOD precinct.
Data collection
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MTSU &
During the morning and evening peaks, Ghatkopar railway station witnesses atleast 4000-6000 people every 15min entering or exiting the station area
Passenger Counts
0
1000
2000
3000
4000
5000
6000
7000
8.00
to 8
.15
8.30
to 8
.45
9.00
to 9
.15
9.30
to 9
.45
10.0
0 to
10.
1510
.30
to 1
0.45
11.0
0 to
11.
1511
.30
to 1
1.45
12.0
0 to
12.
1512
.30
to 1
2.45
13.0
0 to
13.
1513
.30
to 1
3.45
14.0
0 to
14.
1514
.30
to 1
4.45
15.0
0 to
15.
1515
.30
to 1
5.45
16.0
0 to
16.
1516
.30
to 1
6.45
17.0
0 to
17.
1517
.30
to 1
7.45
18.0
0 to
18.
1518
.30
to 1
8.45
19.0
0 to
19.
1519
.30
to 1
9.45
20.0
0 to
20.
1520
.30
to 2
0.45
21.0
0 to
21.
1521
.30
to 2
1.45
No.
of P
asse
nger
s
Travel Times
Number ofPassengersEntryNumber ofPassengersExit
PEAK TIME TRAVEL
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MTSU &
Parking requirements in TOD with theMunicipal Commissioner-Mumbai & MTSU
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MTSU &
Mumbai Development Plan- WorkingSession on Parking with the DP Team
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MTSU &
Walkable “Park Once neighborhood”- Large % of
parking open to public
Residential parking to be based on “per square metre”
basis not “per housing unit” basis
Parking minimums to be abolished
Revert to parking maximum
Strategies
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Parking norm flexibility with Deficiency Charges
(“Parking-in-lieu fee”)
Lower parking norms for small sites/ developments
(and exempt smallest altogether)
Urban form guidelines for quality off –street parking
Unbundle Parking and offer other flexibilities
Strategies
MTSU &
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MTSU &
Reduction in Parking in TOD Zone= Future Demand * Ktd * Kmu * Kah
Ktd = Adjustment due to transit density (access to various PTmodes)
Kmu = Adjustment for mixed –use componentKah = Adjustment for affordable housing (estimate costescalation for providing parking)
Establish % parking reduction in TODs in Indiancontext
Parking Reduction Equation
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Urgent need to address parking in Indian cities
Incremental approach is desirable
For on-street parking:— Address it on a local-basis, not necessary to have a blanket policy— Involve local stake holders— At least 15-20 pilots to arrive at what will work for the Indian cities— Effective enforcement capability— Use of Technology
For off-street parking:— Reforms through Development Plan (DCRs)— Special norms in TODs to emphasize pedestrian accessibility and
feeder services— Guidelines for urban forms related to parking
Way-Forward
MTSU &
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Stilt and surface parking lots to be located at rear of buildings/ underground/ awayfrom public realm Photo Credit: EMBARQ India
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Thank you!