Work in Progress

URBAN TRANSPORT CHOICES

POLICY OPTIONS
INVESTMENT REQUIREMENTS

Ministry of Urban Development Government of India

Centre of Excellence in Urban Transport, CEPT University
URBANIZATION TRENDS PART 1
 INDIA - URBAN TRANSPORTATION SCENE

2nd Largest urban system

60% GDP generated from urban areas
2001-281 million people in urban areas (28%)
By 2026, 535 million people (38% ) (590 ml by 2031)

5161 towns and cities

7 megacities (4 million + population) - may increase to 14
28 cities with population 1-4 million
13 cities in 0.8 to 1.0 million range, will cross 1 million by next census
40 cities in 0.5 to 1 million population range and balance state capitals

No of Million + cities to increase to 70

The journey so far and way forward.. 3

 Urban Landuse - Transport Scenario
Cities are Sprawling Network Inadequacies
Declining Public Transport Low Investments
Supply Side Focus Poor Enforcement
Multiple Institutions Education of People

Urban Transport Focus Since 2006 (NUTP & JnNURM)

 CITY STRUCTURE & URBAN MOBILITY

Urbanisation is an inevitable outcome of

development process.
How we structure them will determine how efficient
the mobility is and how sustainable the outcomes
are?
Goal:
COMPACT CITY, COMPLETE NETWORK
COMPLETE STREET, MIXED LAND USE,
TRANSIT & NMV FOCUS
 URBAN SPRAWL 2010
MUMBAI KOLKATA DELHI (NCR) CHENNAI

MUMBAI KOLKATA DELHI (NCR) CHENNAI

Population (2011) 22620000 17250000 17990000 8871000

Population Density (persons/sqkm) 33874.29 23322.53 12321.71 11360.01

Compactness index 0.68 0.78 0.88 0.61
Arterial road Density 0.81 0.97 0.77 1.44
Public transport Use 78% 62 43
69%
NMV Use 33% NA 33% 31%
Trip Length 11.91 10.37 8.7
10.48

Vehicle km/capita 11 8.83

7.76 7.62
Road fatalities 622 421 2093 629

Source: Areas measured from Google earth

 URBAN SPRAWL 2010
HYDERABAD (760 sq.km) BANGALORE (853 sq. kms) AHMEDABAD (344 Sq.Km)

HYDERABAD BANGALORE AHMEDABAD

Population Density (Urban Built in 17441
10526 9378
persons/sqkm )
Population Density (Urban Sprawl in 15574
6265 5869
persons/sqkm)
Compactness index 0.60 0.63 0.90
Arterial road Density 1.47 1.40 1.85
Public transport Use 48% 51 22%
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) 8.0 8.0 6.0

Source: Areas measured from Google earth
Road Network Structure Focus on Roads & not Network

Ahmedabad Bangalore

CLEAR PATTERN
ADEQUATE DENSITY

radials
rings
8
Hyderabad
 Hierarchical Road Structure
THREE TIER PLANNING- REGIONAL, CITY, LOCAL ENABLES DEVELOPMENT OF
APPRPRIATE PATTERN & HIERARCHY

Ahmedabad Bangalore

At the micro-level /
neighborhood

Hyderabad 9
DECLINING TRANSIT RIDERSHIP BEST BUS SYSTEM CITY -BANGALORE
 CONSUMER RESPONSE TO TRANSIT IMPROVEMENTS & DEMAND
MANAGEMENT MEASURES

QUALITY TRANSIT-DEMAND MANAGEMENT MEASURES

A necessity for mode shifts
(24.3%)

(75.7%)

(67%)

AHMEDABAD
(48%)

STATED PREFERENCE
(32.2%) SURVEY

(7.5%)
(2.6%) (2.6%) (3.5%)
(2.2%)
(0.88%)

IMPROVED SERVICE LEVELS NEW TRANSIT ADDITIONAL COST NO

SHIFT
SOURCE: Computations from S.P. surveys, 2009
source : Lavinder Walia, IP 0907, School of Planning, CEPT University, Ahmedabad
MODEL CASE STUDIES

VEHICLE OWNERSHIP (CARS/1000 popn) Registered Vehicles

Delhi 117
Ahmedabad 50
Bangalore - 50
Chennai - 45
Mumbai - 25
NEED FOR REGULATING CAR USE
Urban Transport Management
ESTIMATING INVESTMENT REQUIREMENTS PART2

3.1 Approach Methodology

3.2 ASSUMPTIONS
 Urban Transport Policy Options (Scenarios)
SCN 1: Dispersed Cities focused on Rail and Road Infrastructure
SCN 2: Relatively Compact Cities with Complete network
SCN 3: Compact, Complete Network and Transit & NMV focused,
Demand Manged cities
1. Densities
2. Area under Roads
3. Trip Rate
4. Trip Length
5. Transit Share
6. Rapid Transit
7. Rail Share
Cities Classified 2031 population estimate
Jnnurm
SZ-1: Cities with Popn. >10 Million SZ-2 Cities with Population 4 -10 mil
SZ-3: Cities with Popn. 1-4 Million SZ-4 Cities with Population 0.5-1ml
SZ-5: Cities with Population less than 0.5 million Others: Non-JnNURM Cities

ALTERNATE SCENARIOS
 AREA REQUIRED TO ACCOMMODATE I CRORE POPULATION - AHMEDABAD 2031

Road length 1736 km Road length 2100 km

Buses 3600 Buses 3,300
Metro - 100km Metro - 120 km

Density 150 persons/ha Density 125 persons/ha

Area - 630 sqkm Area - 759 sqkm

Road length 3500 km Road length 5,000 km

Buses 4,700 Buses 6,000
Metro 240 km Metro - 400 km

Density 100 persons/ha Density 75 persons/ha

Area - 949 sqkm Area - 1333 sqkm
Note: NMV Trips are assumed as 30%. More explicit inclusion of NMV and IPTS is being done
Note: NMV Trips are assumed as 30%. More explicit inclusion of NMV and IPTS is being done
Subject of minimum of 10 kms
Note: NMV Trips are assumed as 30%. More explicit inclusion of NMV and IPTS is being done
Metro Subject of minimum of 10 kms
 Urban Transport Policy Options (Scenarios)
ASSUMPTIONS
Density:
Scenarios assume 150, 125, 100 persons per hectare. There is no
such figure which can be termed as optimum density. Future
growth in each city can be organised in a compact way or
dispersed way. The direction is what is critical and not the
number.

Mode Share:
Data Base on NMV is weak. About one third of trips are NMV trips.
Infrastructure development in all scenario assume inclusion of
NMV facilities.

Mode shares is assumed are generally found in best practice case

study cities.
TASK : To refine
Proportion
DEFINING THEofDESIRABLE
Rail and Bus rapid Transit
OUTCOMES ANDisTHE
a choice each
RESULT OFcity will
SCENARIOS
have to make
 Average Trip Length (km) Vs Urban Sprawl (sqkm)

Average Trip Length km

Average Trip Length km

Area of Urban Sprawl sqkm Area of Urban Sprawl sqkm

Cities 2million plus (16 Nos) Cities less than 2million (11 Nos)
Average Trip Length km

Average Trip Length km

Area of Urban Sprawl sqkm Area of Urban Sprawl sqkm

 Vehicle km per capita

% Public Transport
LONGER TRIPS BRINGS MORE PEOPLE ON TRANSIT !
YES.
But in less mobility intensive cities, Transit supply has not
been given priority.
%NMV

Area of Urban Sprawl sqkm

21 Cities
Estimates
 Urban Transport Investment Requirements under three
policy options
SCN 1:
Sprawling Cities focused
on Rail and Road 21298
Infrastructure
15926
SCN 2:
Relatively Compact Cities 12267
with Complete network

SCN 3:
Compact Cities with
Complete network and
transit & NMV focused

Better growth management can cut investment requirements

significantly.
Dispersed cities means longer lengths of streets. That also would also
add to requirements in terms of other networks
(Water/drainage/sewerage/streetlights)
 Urban Transport Investment Requirements by Size Class

Population size in the year 2031

1.JnNURM Cities
SZ-1: > = 10 million
SZ-2: 4 to 10 million
SZ-3: 1 to 4 million
SZ-4: 0.5 to 1 million
SZ-5: < 0.5 million

2. Non-JnNURM towns

Larger Cities require disproportionate share of investments

TOP 7 cities accounting for 20% population need 40% investments.
Urban Transport Investment Requirements under three
policy options
SCN 1: Urban Transport Investmnet Requirements in %
Sprawling Cities focused SCN-1 SCN-2 SCN-3
on Rail and Road
Street Infrastructure 61.0 63.7 76.1
Infrastructure
Buses 1.9 2.8 4.1
SCN 2: BRTS Network-kms 5.3 5.6 2.0
Relatively Compact Cities Rail Transit-kms 29.3 24.4 13.1
with Complete network Depot 0.8 1.2 1.6
Terminals 0.4 0.6 0.8
SCN 3:
Workshops 0.1 0.2 0.3
Compact Cities with
Complete network and ITS &ATC 0.7 0.9 1.1
transit focused Parking 0.4 0.6 0.8
Capacity Building 0.0 0.1 0.1
Grand Total 100.0 100.0 100.0
City Spread (Area) & Extent of Rail Transit determine the level of
infrastructure requirements
SOME GOOD PRACTICES PART 4
 ANALYSIS OF TRANSPORATIO SITUATION IN WORLD CITIES
London Public Transport System
London population 7.5 mn (2007), Area 1707 sq.km.
Multi-modal Public Transport System
London Buses London Trams
Largest bus network in Europe 28 km network, around 40 stations
6,800 scheduled services per day 0.8 mn passengers/day on 3 routes
6mn passengers/day on 700 routes

London Trains
Radial commuter railway - 85 km
network, 14 terminus stations

Docklands Light Rail

London Underground Automated light rail system - 31km
500km network, 12 lines, 270 network, 40 stations
stations 3mn passengers/day
/
London Public Transport System
Integrated System

Physical Integration
Design of major interchanges to facilitate transfer from one service to
another and/or one mode to another
Coordinated public transport services
Make transfers quicker, easier and convenient
Unimpeded movement of passengers
legible, well-designed spaces
signing and information when and where passengers
London Public Transport System
Intermodal Hub locations
London Public Transport System
Efficient design of interchanges

Clear Spatial organisation Station signifier and passenger Clear Sightlines with
information display outside station minimal signing

Multimodal interchange Bright design, cleanliness and high-end retail outlets create a positive
station signage image
London Public Transport System
Integrated System

Fare Integration
Zonal fare system- 6 concentric fare zones, interchanges do not involve
fare penalty
Pre-paid Oyster Cards - Smart Card Ticketing System or Paper travel
cards with magnetic strips
Seamless travel across different PT services
Oyster Cards cheaper than paper tickets
Easy and convenient to add credit to smart
cards - through net, stations or Oyster Ticket
shops located in the local shopping area
Resulted in reduced dwell times and
improved travel times in buses
London Public Transport System
Integrated System

Institutional Integration
Managed by Transport for London - accountable for planning and
delivery of transport facilities and services
London Buses part of TfL which manages bus services in London
9 plans routes, specifies service levels and ensures service
quality, responsible for bus stations, bus stops and other
support services.
9 Bus services operated by privately owned operating companies
9 Quality Incentive Contract (Gross Cost Contract with financial
incentives linked to service quality)
Regulates City Taxis and Hire Cars
9 Gives licenses to operate
9 Fares set by TfL
9 Sets maximum emission standards
London Public Transport System
Integrated System

Transport for London

Following companies under TfL for management of respective modes
9London Underground Limited
9London Rail
9Docklands Light Rail
9London Buses
9London Trams
Other responsibilities
9Managing the Congestion Charge
9Maintaining 580km of main roads and all of London's traffic lights
9 Regulating the city's taxis and private hire trade
9Making London's transport more accessible through coordinating
schemes for people with impaired mobility and running
9Dial-a-Ride alongside the London boroughs Taxicard scheme
9Promoting a range of walking and cycling initiatives
 Curitiba Landuse Transport Integration

9 Five structural axes - dedicated

bus corridors with high-intensity
development along the corridors
9 Commercial and Residential
landuses allowed within two blocks
of the bus corridor
9 Beyond these two blocks, zoned
residential densities taper with
distance from the busways.
9 Provision of incentives to developers
to increase residential density close
to the transit corridors
9 High travel demand, short walk
distances to the transit facility

Radial and Circular bus routes

INITIATIVES TAKEN BEST PRACTICES

SINGAPORE
1968 Ministry of communication established, 30% import duty on cars imposed
1970 Bus service reform begins
1972 Import duty and ARF raised increases
1973 Buses (Singapore bus service is unified)
1974 ARF raised to 55%
1975 ALS scheme initiated, ARF raised to 100%, preferential ARF started
1978 ARF raised to 125%
1980 ARF raised to 150%
1987 MRT begins
1989 ALS extended to other vehicles
1990 vehicle quota system begins
1994 ALS implemented whole day
1995 Road pricing system on expressway
1987 Metro Started Operations
1998 ERP begins
1999 ERP extended to highways
Onwards Light rail Construction Started, Landuse Integration, Integrated Transit

Urban Transport Management

 Singapore Landuse Transport Integration

Concept Plan 1971 drew up plans

for MRT Lines
land banking adopted by
Government to develop residential
areas which were to be connected
by the PT system.
Concept Plan 1991 proposed high-
rise development around MRT
stations - commercial and other
economic activities
Integration of PT with economic
centres led to better utilisation of
the MRT network in both directions
during peak hours.
Development of residential areas
near to commercial and industries -
reduce the need of travel by
Demand Management
Area licensing scheme (ALS) has been in place to limit
traffic entering the CBD, which requires vehicles
entering CBD to pay a licence fee. The ALS scheme is
been recently replaced by Electronic road pricing (ERP).

Electronic road pricing (ERP) is an electronic toll

collection scheme adopted in Singapore to manage
traffic by road pricing;

it works like usage-based taxation mechanism to

complement the purchase based COE system.
 Hong Kong Land value capture to fund urban transport

In 1975, plan for an underground rail system to facilitate the economic

development of the city
MTRC (Mass Transit Railway Corporation) - a Government owned commercial
enterprise to build and operate the underground railway system based on
commercial principles as well as user considerations
Underground Railway costs covered by leasing space along the system
9 MTRC major player in the property market, both as developer and
manager of shops, offices, hotels and residential apartments adjacent to
railway network
9 went into joint venture with other developers - local and international.
9 Profits earned from sold off properties made sizable contributions
towards the construction cost of railway system
Development of commercial/residential areas adjacent to transit also helped
in improving PT patronage
Land Management
2 Stage Process Under the Gujarat Urban Development and Town Planning Act-1976
Development Plan
Provides Overall Development
Framework
Overall Direction of Urban
Expansion
Landuse Zoning
City level road network
City Level Infrastructure (Utilities
& Amenities)
Reservations of Land for other
Public Purposes
Development Control
Regulation/rules
Ahmedabad DPs
1965, 1987, 2002 ,2012
 Land Management Process
Under the Gujarat Urban Development and Town Planning Act-1976

Town Planning Scheme (TPS)

A land readjustment tool to adapt
land for urban use
Reconstitution of land holdings
Appropriation of land for public uses
without acquisition
Local level road network
Local level social and physical
infrastructure
Land Bank for Urban Poor
Infrastructure Cost Recovery
Land appropriation compensation
adjusted against land value
increments due to infra. provision
Land for Financing of infrastructure
(15%)
 Town Planning Scheme
Under the Gujarat Urban Development and Town Planning Act-1976
Land Area for Public Purposes
Appropriation of land for
public uses upto 50%
Road Network upto 20%
Local level social and
physical infrastructure (upto
5%)
Land for Economically
Weaker Section Housing
(upto 10%)
Land Bank for Financing of
infrastructure (upto 15%)
REGIONAL RADIALS 60M

36 M CROSS SECTION

42 M CROSS SECTION

60 M CROSS SECTION
THINGS to do..
Scenario Refinements
Density Options (Continue with existing, Some
densification- Citywise)
Mode Choice
Vehicle Ownership
Freight
Implications of Prices
Energy & Environment Implications
Do we have the means to fund?
Policy Implications
Comments/suggestions:
hmshivanandswamy@cept.ac.in /shivanand.swamy@gmail.com
sk.lohia@nic.in
thank you