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have population between 50000 and 99999; Class III towns are urban areas
with population between 20000 and 49999; and Classes IV, V and VI urban
areas have population of 10000 to 19999, 5000 to 9999 and less than 5000,
respectively. According to the 2001 census, India has 423 urban centres
which have population exceeding 100000. Currently, there are 35
metropolitan cities with population more than one million. About 30% of the
population now lives in urban areas.
2.1.2. Growth of Urbanization
Urban areas as permanent places of habitation started with the agricultural
development. Their later growth, development and shaping were closely
related to the availability of transportation. Before mechanical means of
transportation became available, land travel was dicult and slow. So the
early cities were located on the waterfront near the mouth of a river at the
sea coast to facilitate movement of goods by water transportation. With the
development of railways, highways and airplanes, water transportation
ceased to be a prerequisite for the development of large cities. The growth of
cities is aected not only by transportation, but also by other economic,
social, cultural and geographic factors. Over time, the means of internal
transportation inuences the growth of the urban area.
A typical pattern of urban growth 1 is shown in Fig. 2.1. The settlement is
initially pedestrian oriented with streets in primitive stage, with the urban
area being limited by the distance one could walk in a reasonable period of
time. With increase in population, the urban area expands and radial
suburban rail corridors are developed, along with a few streets. These rail
corridors may initially be parts of intercity rail tracks. Tram (street railway)
lines develop and extend service along certain corridors, shaping the city
into a better organised and developed urban area, with concentration of
activities at the city centre. Commuter rail trac grows and fosters an
outward spread of population. Further concentration of population occurs
along these rail corridors, and new roadway arterials form radially between
the radial railway lines. When a city matures into a metropolis, radial and
circumferential grid forms with some of the trac corridors being rail-based
and the rest road-based. Thus enhancement of connectivity accelerates the
expansion and growth of the city.
City
Population, in Million
1951
1.
Greater
1961
1971
1981
1991
2001
2.96
4.15
5.97
8.24
12.57
16.37
Mumbai
2.
Kolkata
4.66
5.98
7.42
9.19
10.91
13.22
3.
Delhi
1.43
2.35
3.64
5.72
8.37
12.79
4.
Chennai
1.54
1.94
3.16
4.28
5.36
6.42
5.
Bangalore
0.78
1.20
1.66
2.92
4.08
5.69
6.
Hyderabad
1.13
1.24
1.79
2.54
4.28
5.53
7.
Ahmedabad
0.87
1.20
1.75
2.54
3.29
4.52
8.
Pune
0.60
0.79
1.13
1.68
2.48
3.76
9.
Surat
0.23
0.31
0.49
0.91
1.51
2.81
10.
Kanpur
0.70
0.97
1.27
1.63
2.11
2.69
11.
Jaipur
0.30
0.41
0.63
1.01
1.51
2.32
12.
Lucknow
0.49
0.65
0.81
1.00
1.64
2.27
13.
Nagpur
0.48
0.69
0.93
1.30
1.66
2.12
14.
Patna
0.32
0.41
0.55
0.91
1.09
1.71
15.
Indore
0.31
0.39
0.56
0.82
1.10
1.64
16.
Vadodara
0.21
0.30
0.46
0.74
1.11
1.49
17.
Bhopal
0.10
0.22
0.38
0.67
1.06
1.45
18.
Coimbatore
0.28
0.44
0.73
0.92
1.13
1.45
19.
Ludhiana
0.15
0.24
0.40
0.60
1.01
1.40
20.
Kochi
0.17
0.29
0.50
0.68
1.13
1.36
Cities with population in excess of 5 million are known as large cities, while
those cities having population more than 10 million are referred as
megacities. There were 41 large cities in the world in 2000, of which 19 were
megacities. By 2015, the number of large cities is expected to increase to 59,
while there will be 23 megacities. Most of the heavily populated cities of the
world are located in developing countries, as can be seen from Table 2.2,
which shows the top 10 urban areas in the world based on the estimated
population in 20152. In terms of population, Tokyo is currently the largest
urban agglomeration in the world, followed by Mexico and Mumbai. By 2015,
Mumbai is expected to become the second largest city followed by Lagos and
Dhaka.
Urban Agglomeration
Estimated
Population, Million
1.
Tokyo, Japan
26.4
2.
Mumbai, India
26.1
3.
Lagos, Nigeria
23.2
4.
Dhaka, Bangladesh
21.1
5.
20.4
6.
Karachi, Pakistan
19.2
7.
19.2
8.
17.4
9.
Jakarta, Indonesia
17.3
10.
Kolkata, India
17.3
expanded from 70 sq. km in 1923 to 130 sq. km in 1970 and further to 172
sq. km in 1980. (426 sq. km in 2011).
c. As a consequence of urban sprawl, the average trip length and the total
passenger-km of trips increase.
d. The cost of living for the inhabitants rises.
e. The number of trips in the urban area increases.
f. The roads become congested, increasing the level of air pollution.
g. The availability of infrastructural facilities such as water supply, drainage,
schools, playgrounds, and hospitals fall short of the requirements.
h. The number of registered vehicles and also the incidence of trac
accidents rise. For example, the vehicular population in Delhi increased
from 0.5 million in 1980 to 4.0 million in 2001, while the number of road
accidents rose from 7697 in 1990 to 10217 in 1998.
i. The public transport vehicles become overcrowded during the peak
periods.
j. New forms of transport such as rail rapid transit are dicult to
accommodate due to high density build up and space constraints.
In any developing society, the process of urbanization is unending and is
accompanied by many adverse impacts. By enlightened management of
urban centres, the urbanization process can be channeled to achieve allround prosperity and growth.
bus. The circumferential routes can function as feeder to the main radial
arterials. Chennai is an example for this pattern. A linear city, like Mumbai,
can develop main trac rail corridors along the length with feeder routes by
bus. Orthogonal road system, usually for buses, is developed in planned
cities in advanced countries, e.g., New York. Urban form changes with
development and with the evolution of new trac corridors. Planners should
ensure easy access to transport.
A signicant proportion of urban land is occupied by transportation facilities.
In some metropolitan cities, nearly one-third of all land is taken up by roads,
fuel lling stations, bus, truck and railway terminals, railway yards, and
airports, resulting in serious diminution of green areas and unused land. The
desired nature, character and life style of the era are the principal
determinants in regard to urban development, on which would depend the
compatible land development and transportation policies to be implemented.
Growing cities might avoid major transportation problems in the future if the
relationships among the urban size, form and compatible transportation
systems are considered in the early stages of urban development plans.
2.8. REFERENCES
1. Transportation Engineering Journal , American Society of Civil Engineers,
(1970) 96, 633-649.
2. United Nations Population Division, World Urbanization Prospects, (1999)
Revision, 2000.
3. The Urban Edge , August 1981.
4. Bayliss, W. et al, (1969), New Dimensions in Strategic Transportation
Planning , OECD.
5. Kidmore, Owings and Merrill (1970), Urban Design Guideline , Washington,
D.C.