Rethinking Parking in Indian Cities: Case Study of

UMI 2013- 5th Dec 2013

Sulakshana Mahajan Consultant- Mumbai Transformation & Support Unit (MTSU)

Pawan Mulukutla, MS MTSU & Project Manager - EMBARQ ([email protected] ) Global Urbanization- 2010 Source: UNFPA

MTSU & Global Urbanization- 2050

Source: UNICEF

(52 %)

MTSU & Global Land Transport Infrastructure Requirements- 2050 Source: http://www.iea.org/publications/freepublications/publication/name,34742,en.html Alternative Transport infrastructure requirements, CO2eq Impact on Scenarios expenditure and investments emissions Climate Million Ton Emphasis on 25 million paved road lane km Private 335K rail track km Transport 45-77K km2 Parking 40 C rise 250-350K km2 area 9,971 USD 45 trillion investment (0.7% Global GDP) USD 120 trillion expenditures (2% Global GDP)

Emphasis on 15 million paved road lane km Public Transport 535 K rail track km, +90 K HSR AVOID- SHIFT- +25 K BRT (10 times) 3,595 IMPROVE 20 C rise 27K km2 Parking [36%] [23% less veh- USD 100 trillion expenditures (1.6% Global GDP, km] 20 trillion savings) Parking Requirements India - 4DS

• 40 % addition will be from India and China • About size of 11-35 Mumbai’s in India for Parking only MTSU & Source: http://www.iea.org/publications/freepublications/publication/name,34742,en.html Parking Requirements India - 2DS

• About size of 7 - 23 Mumbai’s in India for Parking only MTSU & Source: http://www.iea.org/publications/freepublications/publication/name,34742,en.html Vicious Cycle Increasing Vehicle Ownership

Automobile Suburbanization and Oriented Transport Long Commutes Planning

Quality issue with Socio- public transport political/Socio- economic Automobile Oriented mindset

Decreased Generous Dependency on Parking Supply Public Transport

Automobile Oriented Land Use Planning

Alternative Modes MTSU & Marginalised (Walking/ NMT) Source:VTPI Current Approach. . .

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

MTSU & Our Streets Today . . .

MTSU & Photo Credit: Google Images Photo Credit: EMBARQ India Photo Credit: EMBARQ India Photo Credit: Google Images Our urban form today . . .

MTSU & One India Bulls, Elphinstone Station Area Walking along high compound walls X Photo Credit: EMBARQ India One Avighna Park, Curry Road Station Area Residential rehabilitation component abutting tall parking lots, Girgaum, Charni Road Station Area

X Parking-Street Interfaces: Up to 20 storeys of parking!

Photo Credit: EMBARQ India Is this the future of Indian Cities ?

Photo Credit: Google Images Mindset for addressing Parking

Improve pedestrian/ Address traffic NMT congestion accessibility

Address it only Priority to Livable and when parking public Safe urban causes congestion transport forms

Need to Access to open manage spaces parking

MTSU & Existing Institutional Set-up Mumbai

On-Street Parking Off-Street Parking

Public Parking lots- Parking provisions Surface/Building in buildings Enforcement

Municipal Corporation

City Traffic Police T& C Department DCRs- MCGM, SPA MTSU & Local Area Approach needed for Parking

Local Stakeholders

Strategies, Policies & Implementation

Municipal Traffic Police Corporation Department MTSU & Methodology

Objective of Parking Policy/Man- agement Data Testing & Collection Evaluation & Analysis

Implementation Strategies

Policy MTSU & Framing Case Study MIDC - On-Street

MTSU & Opportunity: MIDC Marol in Mumbai

MIDC Marol 128Ha Complex Planned for 370Ha

Lower

Fort 28Ha~ Opportunity: Location

Road Network

ANDHERI STATION

1km 2km CHAKALA 3km STATION

INTERNATIONAL AIRPORT STATION Surveys: Approximately 46% travel by public transport; 28% by BEST “We are forced to walk on the roads” “Bus parking is not regulated” Scenario: 2012

Pedestrian Level of Service: E & F

Vehicular Level of Service: F

IRC 103: Guidelines for Pedestrian Facilities recommends: B Impact of the metro

3607 60 (2031)

2703 45 (2021)

2077 35 P/MIN (2011)

183 5958 9476 1592 4 1891 1502 4 365 9756 27960 21755 185 1670 7415 15565 15240 14610 14615 12905 12390 12390 12225

VERSOVA DN AZAD WEH CHAKALA AIPORT MAROL SUBHASH ASALPHA GHATKOPAR NAGAR NAGAR ROAD NAKA NAGAR

150 2025 6480 12210 12155 11860 11860 10440 10120 10115 9755 20050 26745 152 4670 7059 1858 0 2191 2010 0 168 12223 40 P/MIN 2415

52 3145

70 4197 Methodology

Objective of Parking Policy/Man- agement Data Testing & Collection Evaluation & Analysis

Implementation Strategies

MTSU & Policy Framing Objective of Parking Policy

Improve pedestrian/ Address traffic NMT congestion accessibility

Priority to Livable and public Safe urban transport forms

Need to Access to open manage spaces parking MTSU & Workshop with Additional Municipal Commissioner (Mumbai) on Parking Field visit of MIDC Marol with Joint Commissioner of Police- Traffic, Mumbai Engagement with Local Stakeholders Data Analysis

MTSU & Usage Summary

Bus Parking Bus Parking

Autos & 2W Parking

No Parking Car Parking

Taxi Stand & Car & 2W Parking Private Vehicles Parking

2W, Cars & Bus Parking

Bus Parking Car Parking

Car & Tempo Parking

No Parking 2W, Car & Bus Parking

Car & Tempo Parking Occupancy Summary Assumption: One lane in each direction is used for parking

20%

40% 80%

60% No Parking

100% 80%

80%

40% 90%

No Parking

60% 100% Average Duration Summary

>4 hrs

2-4 hrs

< 2 hrs Street Priority Ranking

1

2

3 Street Prioritization

Cross Road B- Transit Access Street

Central Road- Arterial Corridor serves as pedestrian access for SEEPZ and MIDC Strategies

Parking at BEST Depots Timings Pricing Engaging local stakeholders Institutional Set-up

MTSU & Framework for Policy 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 MTSU & Framework for Policy 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 MTSU & Framework for Policy

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)

MTSU & Institutional Set-up

MCGM to formulate policy with inputs from MMIA (local stakeholder) Private contractor (through MCGM) with technology for collecting parking charges Enforcement by traffic police Support from traffic warden for at least one year after Metro-1 commencement % of parking revenue to be used for local improvement projects identified by MMIA

MTSU & Case Study: Ghatkopar TOD (Off- Street)

MTSU & Opportunity: Ghatkopar TOD

Ghatkopar Planned for 370Ha

Lower Parel

Fort Nariman Point 28Ha~ Location

Road Network

ANDHERI STATION

CHAKALA STATION

INTERNATIONAL AIRPORT GHATKOPAR STATION MTSU & Ghatkopar Station Area: Intermodal Connectivity Ghatkopar Railway station located along the suburban railway- CENTRAL LINE

Stop for FAST TRAINS

Last Stop for METRO

INTERMODAL CONNECTION

Projected 30,550 Ghatkopar People per hour using Station the METRO by 2031

MTSU & Rethinking Parking for Transit Oriented Development Precincts in Mumbai Pilot Case at Ghatkopar Railway Station

MTSU & Delineating the TOD Influence Zone area

Distances and time of walk trips and cycling trips are very high for Mumbai Average walking distance per day has been recorded as .91km and average cycling distance as 2.7km in Mumbai [1]

Normative delineations for TOD precinct:

1. First 500m: Pedestrian Priority Zone

2. 1000m: IPT and feeder bus service priority zone Walking Priority zone IPT/ Feeder bus Priority zone MTSU & [1] Rajat Rastogi, Department of Civil Engineering, Indian Institute of Technology Roorkee, Roorkee 247 667, India Delineation Zones for Analysis

Ghatkopar Station

MTSU & Methodology Estimate current parking supply and demand (on-street and off-street) Estimate auto-ownership from household survey Project future demand and supply ( FSI consumption in future, automobile ownership and road capacity) Calculate % reduction in parking Inputs into DCRs for establishing parking norms Establish parking related urban form guidelines in TOD MTSU & Data collection 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 commercial neighbourhoods); On-street parking survey to gauge demand for parking within 4-blocks delineated within the TOD precinct; Household survey to gauge vehicle ownership, mode shares based on income and off-street parking availability and usage for 4-blocks within the delineated TOD precincts; Land survey mapping building heights, mixed land-uses, and ownership data for 4-blocks within the delineated TOD precinct. MTSU & Passenger Counts 7000

6000

5000 PEAK TIME TRAVEL

4000 Number of 3000 Passengers

2000 Entry No. of Passengers of No. Number of 1000 Passengers

0 Exit 8.00 to 8.00 8.15 to 8.30 8.45 to 9.00 9.15 9.30 to 9.30 9.45 10.00 10.15 to10.00 10.45 to10.30 11.15 to11.00 12.15 to12.00 12.45 to12.30 13.15 to13.00 14.15 to14.00 15.15 to15.00 15.45 to15.30 16.15 to16.00 17.15 to17.00 18.15 to18.00 18.45 to18.30 19.15 to19.00 20.15 to20.00 20.45 to20.30 21.15 to21.00 21.45 to21.30 11.30 11.45 to11.30 13.45 to13.30 14.45 to14.30 16.45 to16.30 17.45 to17.30 19.45 to19.30 Travel Times During the morning and evening peaks, Ghatkopar railway station witnesses at least 4000-6000 people every 15min entering or exiting the station area MTSU & Parking requirements in TOD with the Municipal Commissioner-Mumbai & MTSU

MTSU & Mumbai Development Plan- Working Session on Parking with the DP Team

MTSU & Strategies 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

MTSU & Strategies 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

MTSU & Parking Reduction Equation

Reduction in Parking in TOD Zone = Future Demand * Ktd * Kmu * Kah

Ktd = Adjustment due to transit density (access to various PT modes) Kmu = Adjustment for mixed –use component Kah = Adjustment for affordable housing (estimate cost escalation for providing parking)

Establish % parking reduction in TODs in Indian context MTSU & Way-Forward 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 MTSU & — Guidelines for urban forms related to parking Stilt and surface parking lots to be located at rear of buildings/ underground/ away from public realm Photo Credit: EMBARQ India Thank you!