Rethinking Parking in Indian Cities: Case Study of Mumbai
UMI 2013- 5th Dec 2013
Sulakshana Mahajan Consultant- Mumbai Transformation & Support Unit (MTSU)
Pawan Mulukutla, MS MTSU & Project Manager - EMBARQ India ([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 Marol- On-Street
MTSU & Opportunity: MIDC Marol in Mumbai
MIDC Marol 128Ha Bandra Kurla Complex Planned for 370Ha
Lower Parel
Fort Nariman Point 28Ha~ Opportunity: Location
Road Network
ANDHERI STATION
1km 2km CHAKALA 3km STATION
INTERNATIONAL AIRPORT GHATKOPAR 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 ANDHERI WEH CHAKALA AIPORT MAROL SAKI NAKA 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 Bandra Kurla Complex 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 LINE 1
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!